UA
Antiq ue/Classic ()IVI§I()~
PREVIEW
by Bob Lickteig
• Looking forward to "An Air of Adventure," Oshkosh '86 - your Antique/Classic Division has a full week of scheduled activities. To help you in the planning of your stay at Oshkosh, listed below are the dates and the chairman of each event. If you have any questions or need additional information, please contact any of the chairmen who are ready to help.
Antique/Classic Fly-Out The third annual Antique/Classic Fly Out for members and guests is sched uled for Monday, August 4. Chairman Bob Lumley, phone 414/255-6832. Antique/Classic Picnic The Antique/Classic Picnic will be held at the Nature Center Sunday even ing, August 3. Chairman - Steve Ness, phone 507/373-1784. Antique/Classic Forums A complete schedule of antique and classic forums. Check Convention pro gram for details. Chairman - Ron Fritz, phone 616/678-5012. Antique/Classic Awards Antique Judging All categories. Chairman - Dale Gus tafson, phone 317/293-4430.
Antique/Classic Parking For Oshkosh '86 we will park an tiques in the south and classics in the north part of our show plane area. The parking committee has developed a simple parking plan. Contact Chairman Art Morgan, 3744 North 51st Blvd., Mil waukee, WI 53216, phone 414/442 3631. Information and parking instruc tions will be mailed to you on request. Antique/Classic Type Clubs Head quarters All Type Clubs are invited to set up their club headquarters. A larger tent and additional activities are planned. Chairman - Butch Joyce, phone 919/ 427-0216.
Classic Judging All categories. Chairman - George York, phone 419/529-4378.
Antique/Classic Workshop The Antique/Classic workshop lo cated in the Antique/Classic area will be in operation throughout the Conven tion. Dope and fabric aircraft, wood working and OX-5 overhaul. Chairman - George Mead, phone 414/228-7701 .
Antique/Classic Parade of Flight The Antique/Classic annual Parade of Flight for members will be staged Tuesday, August 5 when the field is closed. Chairman - Phil Coulson, phone 616/624-6490.
Antique/Classic Information Booth The chapter and membership infor mation booth will be located outside the Antique/Classic Headquarters. Chair man - Kelly Viets, phone 913/828-3518.
Antique/Classic Riverboat Cruise The annual riverboat cruise including refreshments and dinner will be held Monday evening, August 4. Chairman Butch Joyce, phone 919/427-0216.
Antique/Classic Hall of Fame Reun ion A reunion of previous Antique/Classic Grand & Reserve Champions. Special display area, awards and special Fly-By
2 JUNE 1986
recognition . Chairman - Dan Neuman, phone 612/571-0893. Antique/Classic Photo Contest An amateur photo contest for en route-during the Convention and depar ture is scheduled. Check Antique/ Classic Headquarters for rules and de tails, or contact Chairman Jack McCar thy, phone 312/371-1290. Antique/Classic Participant Plaque The Antique/Classic Division will pre sent to each registered aircraft a recog nition plaque with a colored photo of the aircraft parked at Oshkosh. Chairman Jack Copeland, phone 617/336-7245. Antique/Classic Interview Circle Interviews will be scheduled daily at the Antique/Classic Headquarters. Chairman - Kelly Viets, phone 913/828 3518. Airline Pilots Headquarters A headquarters tent for airline pilots will be set up in the Antique/Classic area. Chairman - Don Toeppen , phone 312/377-9321 .
Please check your Convention Pro gram Book and EM Antique/Classic Headquarters for complete details of all events. It's going to be a great Convention make the Antique/Classic area your headquarters for Oshkosh '86. WELCOME ABOARD - JOIN US AND YOU HAVE IT ALL. •
PUBLICATION STAFF PUBLISHER
Tom Poberezny
DIRECTOR
MARKETING & COMMUNICATIONS
Dick Matt
EDITOR
Gene R. Chase
JUNE 1986 • Vol. 14, No.6
CREATIVE ART DIRECTOR
Mike Drucks
MANAGING EDITOR/ADVERTISING
Mary Jones
ASSOCIATE EDITOR
Norman Petersen
FEATURE WRITERS
Dick Cavin
George A. Hardie, Jr.
Dennis Parks
EAA ANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President R. J. Lickteig 3100 Pruitt Road Port SI. Lucie, FL 33452 305/335·7051 Secretary Ronald Fritz 15401 Sparta Avenue Kent City, M149330 616/678·5012
Vice President M.C. "Kelly" Viets R1.2, Box 128 Lyndon, KS 66451
913/828-3518
Treasurer E.E. "Buck" Hilbert P.O. Box 145 Union,IL60180 815/923-4591
DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MA 01581 617/366-7245
Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 612n84-1172
Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293-4430
Espie M. Joyce, Jr.
Box 468
Madison, NC 27025
919/427-0216
Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631
Gene Morris 115C Steve Court, RR 2 Roanoke, TX 76262 817/491 -9110
Daniel Neuman 1521 BerneCircleW. Minneapolis, MN 55421 612/571-0893
Ray Olcott
1500 Kings Way
Nokomis, FL 33555
813/485-8139
John R. Turgyan Box 229, RF.D. 2 Wrightstown, NJ 08562 609n58-291 0
S.J. Wittman
Box 2672
Oshkosh, WI 54903
414/235-1265
George S. York
181 Sloboda Ave.
Mansfield, OH 44906
419/529-4378
ADVISORS
Copyright
~
1986 by the EAA Antique/Classic Division, Inc. All rights reserved .
Contents 2
Straight and Level
4
AlCNews
5
Stan Gomoll's WACO EQC-6
by Bob Lickteig by Gene Chase by Gene Chase
8 10
Notice of Annual Business Meeting Restoration Corner - Where to Start! Fuselage and Landing Gear
Page 5
by Espie M. "Butch" Joyce and E. E. "Buck" Hilbert
14 15
Letters to the Editor Type Club Activities
16
AlC Photo Contest Winners
18
Oshkosh '85 Interview Circle
19
Oshkosh '85: Planes and People
by Gene Chase by Jack McCarthy by M.C. "Kelly" Viets by Larry D'Attilio and Pam Foard
22
Vintage Views of Sun 'n Fun '86
25 26
Welcome New Members Vintage Literature
27
Mystery Plane
28 29 30
Calendar of Events Vintage Trader Vintage Seaplanes
Page 16
by Dick Cavin
by Dennis Parks by George A. Hardie, Jr.
Page 22
by Norm Petersen FRONT COVER ... AI Kelch in the cockpit of his beautiful restoration of a rare 1931 Curtiss-Wright Travel Air Model 12-Q, N439W, SIN 2005. Photographed 5-20-79 by Ted Koston at AI's private strip near Cedarburg , WI. AI currently lives in Frostproof, FL. BACK COVER ... Stan Gomoll's 1936 Waco EQC-6, NC16591, SIN 4490, at Oshkosh '85. See story on page 5. (Photo by Gene Chase)
The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC. , INTERNATIONAL AEROBATIC CLUB INC. , WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited.
Timothy V. Bowers 729-2ndSI. Woodland, CA 95695 916/666-1875
Robert C. " Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 312n79-2105
Editorial Policy: Readers are encouraged to submit stories and photographs . Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh , WI 54903-3086. Phone : 414/426-4800.
Philip Coulson 28415 Springbrook Dr. Lawton, MI 49065 616/624-6490
Robert D. " Bob" Lumley Nl04 W20387 Willow Creek Road Colgate, WI 53017 414/255-6832
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association , Inc. and is published monthly at Wittman Airfield , Oshkosh , WI 54903 3086. Second Glass Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for EAA Antique/Classic Division , Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation .
S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414ml-I545
W. S. "Jerry" Wallin 29804 - 179 PI. SE Kent, WA98031
206/631-9644
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our ·advertis ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. Postmaster: Send address changes to EAA Antique/Classic Division, Inc., Wittman Airfield , Oshkosh , WI 54903-3086. VINTAGE AIRPLANE 3
Compiled by Gene Chase
CANADIANS TO EAA OSHKOSH '86 All Canadians planning to fly their air craft to EAA Oshkosh '86 (August 1-8) or the lAC International Aerobatic Com petition at Fond du Lac (August 10-15) must comply with the provisions of Fed eral Aviation regulations. Please follow the instructions below to obtain your Special Flight Authorization.
Canadian EAA Members Flying Amateur-BuiltlUltralightlWarbird Air craft to Oshkosh It is necessary to comply with Federal Aviation Regulations, Section 91.28 in regard to Special Flight Authorization for Canadian registered amateur-built, ultralight and warbird aircraft. Due to the large number of Canadian EAAers at tending, the FAA has arranged to issue a Special Flight Authorization to EAA, which will authorize operation of amateur-built, ultralight or warbird air craft within the United States from the Canadian border to Oshkosh and return by the most direct route. Canadian members desiring to fly amateur-built, ultralight or warbird air craft to Oshkosh will be required to complete an application form. Upon re ceipt of the completed form a copy of the Special Flight Authorization issued to EAA will be mailed to the applicant. The copy of the Special Flight Authori zation must be in the aircraft at all times when the aircraft is operated within the United States. Please write to : Oshkosh Canadian Coordinator, EAA Headquar ters, Wittman Airfield, Oshkosh, WI 54903-3086 for application forms and detailed instructions. Please note: Completed application forms must be received by EAA Headquarters NO LATER THAN JULY 8, 1986.
Photo courtesy of Joe Cunningham, Editor, OKLAHOMA AVIATOR
Among the aviation buffs who turned out for the Woolaroc opening were (I-r) Newman Wadlow, early Travel Air test pilot; Jim Hartz, former NBC Today Show host; Clarence E. Page, pioneer Oklahoma pilot; Clarence Clark, Woolaroc test pilot for Travel Air and Truman Wadlow, early Travel Air test pilot.
Canadian documentation. However, you must file a United States Flight Plan to point of entry and clear customs on arrival. Please note customs clearance is not available at Oshkosh without sub stantial cost. After customs clearance, another flight plan must be filed to Osh kosh. If you require special details, write to EAA Headquarters.
"WOOLAROC" ON DISPLAY IN NEW SURROUNDINGS The Travel Air 5000 "Woolaroc" in which Art Goebel won the Dole Air Derby in August 1927 has been on pub lic display since 1929 when it was re tired from its flying duties. The "Dole" was a race from Oakland , California to Honolulu, Hawaii and the winning time was 26 hours, 17 minutes and 33 sec onds. The plane was sponsored by Frank Phillips of Phillips Oil and was brought to his picturesque ranch named Woolaroc (acronym for wood, oil and rocks). Mr. Phillips had a simple but suitable exhibit room built for the plane
not far from the Lodge - an easy walk for visitors. Though he didn't realize it at the time, he had just built the first part of what would become a notable museum con taining guns, Indian relics, gifts and memorabilia he collected from his world travels. The ranch is located about 10 miles southwest of Bartlesville, Ok lahoma off State Highway 123. It's off the beaten path but well worth a side trip which the entire family would enjoy. Exotic wild animals roam the ranch grounds and are easily visible from the road leading to and from the Lodge House and Museum . Recently, the fifth new addition was added to Woolaroc containing 4,000 square feet, plus a viewing balcony. The plane hangs 11 feet above the floor, suspended by steel cables in a banked flight attitude in the new area. For information on the Woolaroc Museum contact Mr. W. R. Blakemore, General Manager, Frank Phillips Foun dation, Inc., Route 2, Bartlesville, OK 74003. •
Canadian Non-EAA Members Flying Amateur-builtlUltralightlWarbird Air craft to Oshkosh Please do not write to EAA Head quarters. Address your request to : Richard L. Porter, Manager, Flight Stan dards District Office No. 61 , General Mitchell Field , Milwaukee, WI 53207.
Standard Category Certificated Air craft (Certification of Airworthiness) A special United States Flight Au thorization is not required providing your aircraft has correct and current 4 JUNE 1986
Photo courtesy of Joe Cunningham, Editor, OKLAHOMA AVIATOR
A portion of the "Woolaroc", the winner of the 1927 Dole Air Derby shows in this photo. It's a Travel Air 5000, NX869, SIN N0082.
GOMOL
EQG-6
In 1936 the Custom Cabin Wacos were among the most popular business and sport planes of the day. They seated four or five in elegant comfort.
Story and photos by Gene Chase Stan Gomoll (EM 44419, NC 369) was a typical airport kid growing up in Minnesota. When he was 14 he spent the summer at the Robbinsdale Airport working all day in exchange for five to ten minute rides in a CUb. He soloed a Cub at age 16 and by the time he was 17 had acquired some $300 worth of flying at the rate of 15 cents per hour. During World War II he enlisted in the Army Air Corps but due to a foul up he ended up in the infantry. In August, 1945 he found himself on Eniwetok with thousands of other Gis awaiting the Al lied invasion of Japan, which was not to be. The two atomic bombs dropped on Japan brought a sudden end to the war. Because of his mechanical ability he was sent to an ordnance outfit where he overhauled trucks and jeeps. After a few months of this he requested and received a transfer to the 20th Air Force where he worked on B-29s on Guam. After his discharge from the Air Force, he returned home and obtained his private license on the G.1. Bill. Then he enrolled in the Spartan School of Aeronautics in Tulsa, Oklahoma where he received his A&E (now A&P) tickets. Returning home once again he was
hired by Northwest Airlines as a mechanic at their Minneapolis facility. When an opportunity to fly for North west came along, Stan eagerly applied and was soon rated as a flight engineer. His next step up the ladder was as co pilot on DC-6s. Further advances have brought him to his present position as 2nd Officer on 747s flying between Chicago and the Orient. One cold January day in 1968, just before departing on a flight, Stan saw a photo and description of a Waco Cabin for sale on the company bulletin board in Minneapolis. When he returned , the photo was gone and he thought he missed a golden opportunity. On his next flight to Seattle he saw a photo and information about the same plane on the bulletin board there. He immediately phoned the owner and learned they had been snowed in for two weeks and no one had come to look at the plane. The Waco, a 1936 Model EQC-6, Custom Cabin, was based at Missoula, Montana and at the earliest opportunity, Stan went to look at it. Snowbanks 12 feet high lined the run ways at Missoula and his first view of the Waco was pathetic. It was sitting in deep snow and looking very forlorn . The next day the sun came out and the plane was dug out and prepared for a
run-up. The engine started im mediately. The more Stan looked at the Waco, the more he wanted it. The owner was very cooperative and opened up one of his heated shops so Stan could inspect the Waco in comfort. A deal was struck and Stan started an annual on the plane. By the first week in February Stan had the Waco ready to fly. The weather on the back side of a warm front was good and he made it to Mobridge, South Dakota where he left the plane until he had time to com plete the flight to Minneapolis. Stan, his wife Irene and their three children were pleased with the new ad dition to the family. The Waco wasn't flown much that winter, then on the first hot day in the summer, Stan noticed an overheating problem. The oil and cylin der head temperatures were abnor mally high and there was a noticeable increase in oil consumption. He sought the advice of a lot of people including Ray Brandly, founder and president of the National Waco Club. Ray informed him the EQC-6 should have a smooth cowling rather than the bump cowl which was on Stan's aircraft. Ray also provided him with a copy of the Waco's first bill-of sale and a listing of narr.es and dates of all previous owners.
Armed with this information, Stan began researching the history of the air craft. It was manufactured in Troy, Ohio in early 1936 and registered as NC16591 , SIN 4490. The first owner was a trucking company in Milwaukee, Wisconsin and during this period of its life the Waco suffered its first and only accident when it was flipped onto its back. There is no official record of this accident - Stan heard about it from a man who was personally acquainted with the plane at the time. Except for the fin and rudder, none of the craft's structures show any previous repairs. From Milwaukee, the Waco went to Chicago where it was owned by two brothers on separate occasions. Then . in 1937, the Howard Aircraft Company of Chicago acquired it. Next it went to Onaga, Washington , a small town in the northeast corner of the state where the owner replaced the flooring and side panels with heavy plywood. From 1942-44 it was used for passenger and cargo work. The Waco's next owner lived in St. Maries, Idaho where it was flown until someone hydrauliced the engine, cracking the power case. Instead of making repairs, the owner removed the tail surfaces and stored the plane in a hangar for 12 years.
One day a flying school owner from Missoula, Montana noticed the Waco and bought it. He thought it would make a good jump plane for parachutists, with its more than 17,000 foot service ceil ing. The new owner re-installed the tail surfaces and flew the Waco to Mis soula. He didn't learn the power case was cracked until cleaning up the plane for an annual inspection. Once again the Waco sat for several years until a replacement engine could be found . In the meantime, several dis assembled engines were purchased in cluding one "firewall forward" from a 1935 Waco Cabin with a bump cowl. These engines were Wright R-760-E2s of 350 hp from which the best parts were selected to make up one good one. This one would replace the original Wright 760-E1 of 285 hp. To make the Waco look "nicer" the bump cowl was installed, replacing the original smooth unit. This was the be ginning of the overheating problems and the reason the owner was never able to use his Waco for the intended purpose of hauling parachutists. When Stan bought the Waco in Jan uary, 1968, the overheating problem wasn't mentioned and he didn't experi ence it until that summer. Following Ray Brandly's advice, he replaced the bump
Stan Gomoll pulls the propeller through several blades on the 350 hp Wright during preflight. The gloves keep hand prints off the Hamilton Standard prop.
6 JUNE 1966
cowl with the original smooth one, re worked the baffling and solved the prob lem completely. In the 18 years Stan has owned NC16591, he has done virtually no res toration of it - just good and proper maintenance. The plane has been re covered only once and that was 27 years ago. The covering job was first-rate using Grade A fabric with 31 coats of hand-rubbed butyrate, including an ex ceptionally good application of silver which has protected it from sunlight. The plane has been hangared nearly all of its existence. Stan believes it is the oldest Waco flying in an "unre stored" condition (except for the one re cover job). The few changes he has made in clude the addition of wheel pants, the installation of a red velour interior sewn by Irene and, of course, the smooth cowl. Even though Stan doesn't fly the Waco during the cold Minnesota win ters, he still has managed to fly her some 800 hours, bringing the plane's total time to 3,000 hours. Many of those hours were spent giving rides, espe cially at EM Conventions at Oshkosh. He greatly enjoys giving "appreciation" rides to as many volunteers as possible and to visitors from overseas who would
The nicely faired gear was a Waco trademark. This airplane was
last restored 28 years ago.
The split landing flaps are mounted on the center of lift and are vacuum operated.
have no other opportunity to see the Oshkosh spectacle from above. The Waco has been to every Osh kosh Convention since 1972 and has been scheduled in every Parade of Flight. Stan flies it to several other local fly-ins and breakfast flights during the summer months. Irene goes along too and she loves to fly the Waco on cross country jaunts. Because she holds a heading and altitude so well , Stan affec tionately refers to her as his "auto pilot. " In June 1973 the Gomolls started a nice family tradition when the entire family attended Oshkosh for the first time. Their younger son didn't care to return but their daughter and older son Roger have attended regularly, camp ing with their parents in the camp ground. In the meantime, Roger (EM 209237, NC 9179) acquired a 1946 Taylorcraft BC-12D and restored it, bringing it to Oshkosh '85. This was his first trip to the Big One in his own plane and even though it's not a pristine show plane, he greatly enjoyed the attention and accolades it received. Getting back to the Waco, Stan says his is one of only three EQC-6s cur rently flying , however several others are being restored. C-6s were among the finest sport or business planes available in 1936. The selling price was $9650 for these plush Custom series cabin bip lanes. Stan is pleased with the performance the 350 hp Wright provides. His Waco cruises at 155 mph TAS at 6,500 feet burning 20 gallons of fuel and one quart of oil per hour. With the 95 gallon fuel capacity the C-6 has a four-hour cruis ing range plus a 45 minute reserve . The unique flaps on the Waco are 10
cated on the center of lift on the under side of the top wing. They're appproxi mately five feet long and ten inches wide ; made of corrugated aluminum and are vacuum operated. When low ered they do not alter the stall speed, only the pitch angle, allowing the nose to be lowered up to five degrees with no increase in airspeed. This allows a steeper landing approach (useful over obstacles) and improved visibility over the nose. Even without flaps Stan can ap proach over an obstacle and stop the Waco within 1,000 feet. It stalls at 45 mph power off and normal landing ap proaches are made at 60-65 mph which gives a solid feel to the controls and positive control in gusts. NC16591 has a unique fairing over the tailwheel which was added by a pre
vious owner. Stan says it does a good job of keeping dirt, etc. off the rudder and bottom of the airplane. Stan has a beautifu l shop and hangar at Anoka County Airport on the north side of Minneapolis where he bases the Waco , an award-winning J-3 Cub and some other choice items still needing restoration . Anoka County is a con trolled field with hard surface runways which brings to mind the Waco's only vice - the tendency to ground loop in a cross wing when not operated on sod. Other than that she's a pussycat and Stan plans to fly her to the annual Waco Fly-In at Hamilton, Ohio June 26-29 to celebrate the 50th birthday of NC16591 this year. With her aging fabric she won't be the prettiest Waco there, but she'll be in good company and those other Wacos will understand . •
The unique fairing on the tailwheel was installed by a previous owner - it is not original, but Stan likes the way it keeps the rudder and bottom of the fuselage clean. Tailwheel is full-swivel and lockable.
NOTICE OF ANNUAL
BUSINESS MEETING
Notice is hereby given that an annual business meeting of the members of the EAA Antique/Classic Division will be held on Friday, August 8, 1986 at 10:00 a. m. (Central Daylight Time) at the 34th Annual Convention of the Experimental Aircraft Association , Inc., Wittman Field, Oshkosh, WI. Notice is hereby further given that the annual election of officers and directors of the EAA Antique/Classic Division will be conducted by ballot distributed to the members along with this June issue of THE VINTAGE AIRPLANE. Said ballot must be returned properly marked to the Ballot Tally Committee, Wittman Air field, Oshkosh, WI 54903-3086, and re ceived no later than July 28, 1986. The Nominating Committee submits the following list of candidates: R. J. "Dobby" Lickteig
Ronald Fritz
Espie M. Joyce, Jr.
Arthur R. Morgan
Eugene E. Morris
Ray W. Olcott
George S. York
Ron has been an EAA member since 1960 and was one of the founders of the Antique/Classic Division . He has held several EAA Chapter offices in cluding President of Chapter 145 two separate times, President of Chapter 211, SecretarylTreasurer of Chapter 211 , President of NC Chapter 8, Vice President of Chapter 704 and Secretary of MEAACC. In addition, Ron has been NC Forums Chairman at the annual Oshkosh Convention since 1980. Ron is employed as a social worker and lives on a private strip with his wife and two children.
R. J. "Dobby" LICKTEIG Albert Lea, Minnesota
ESPIE M. JOYCE, JR. Madison, North Carolina
RONALD FRITZ Kent City, Michigan Ron took his first flying lesson in a . J-3 Cub in 1957 when he was a sopho more in high school. He has owned sev eral aircraft including a Ryan PT-22, Waco UIC, Aeronca Champ, and part interest in a Consolidated Vultee BT-13. He currently owns a Tri-Pacer and part interest in a rare Lincoln All Purpose. 8 JUNE 1986
pointed to the Board of Advisors in 1981 and was elected to the Board of Direc tors in 1984.
My father started flying three years before I was born so I have been around airplanes all my life. At age 11 a crop duster and friend gave me my first flying lesson. I soloed at 16 and received my private license the following year. I earned my commercial license during college in 1964 and later received my instrument rating. I still own the airport my father and I first owned jointly in 1947. Among the planes I have rebuilt are several J-3 Cubs and two Monocoupes, a 90-A and 0-145. In 1967-68 I built a Pitts Special. I presently own a 1940 Clip-Wing Cub, a 1940 Waco UPF-7 and a 1953 0-35 Bonanza. I joined EAA in 1963 and am a lifetime member. I am a long-time member of the Antique/Classic Division . I was ap
Dobby is a native of Minnesota and had his first airplane ride at the age of 13 in a Velie Monocoupe. He earned a solo license in a J-2 Cub at the age of 16 working at the local airport for flying time, and has been flying since then . After completing college in Minnesota, he entered Air Force pilot training and graduated in Class 42J and was as signed to a new P-47 fighter group. His tour of combat was 2-1 /2 years in the European Theater of Operations during World War II. Dobby has owned a various collec tion of aircraft, including a Stinson V-77, Stearman, L-2M, Aztec, Citabria, BT 13A and AT-6G . He now owns a Stin son SR-1O, J-3 Cub and Beech Travel Air. In 1985 he completed the restora tion of a KR-21 Kinner-powered biplane and donated it to the EAA Aviation Museum. His airplanes are frequent vis itors to all Upper Midwest fly-ins. He has been active in EAA Antique/ Classic and Warbird activities since the Convention was moved to Oshkosh. Dobby is retired and he and his wife Jeanne live in Port St. Lucie, Florida. Their son Scott is a licensed pilot at tending the University of Minnesota and is active on the Warbirds parking com mittee at the Annual EAA Convention.
ARTHUR R. MORGAN Milwaukee, Wisconsin Art Morgan began flying in 1961 and received his private license in 1962. In 1965 he went on to get his commercial rating . He has been a member of EAA since 1962 and began parking airplanes at the EAA Conventions in Rockford , Il linois. Art was one of the first to start build ing a KR-1 and although he did not com plete his project, he was instrumental in the completion of two of the little birds. In 1974 he and his wife , Kate , pur chased a 1939 Luscombe 8-C, which he promptly rebuilt. After two years of flying the Luscombe, Art and several friends organized the American Lus combe Club. The Morgans also own a Bellanca 14-13. Art served the EM as a Museum vol unteer for several years; as Classic parking chairman at Oshkosh and also as Antique/Classic parking chairman . 'Art has been a Director of the An tique/Classic Division since 1978.
EUGENE E. MORRIS Roanoke, Texas
Gene was bitten by the airplane bug at the age of 10 when he became an avid builder of models. His first plane ride was in a Bellanca 14-9. During WW II he worked in his father's aircraft repair business on what would be some fantastic antiques today. Gene began flying lessons at age 15 and at age 18 had his commercial license before high school graduation . He started flying for American Airlines in 1955 and currently is a Captain on DC-1Os. He has owned several antiques in cluding an American Eaglet which was named Reserve Grand Champion at Oshkosh '76. He joined EAA in 1964 and the Antique/Classic Division in 1975. Gene has served as an antique judge since 1977, an advisor since 1979 and a director since 1983. In 1978 he was instrumental in forming EAA Chapter 685 at Hampshire, Illinois.
Oshkosh every summer as a Co-Chair man of the Manpower Committee of the NC Division. He currently owns a Cessna 180 which he is restoring inside and out. One of his four grandchildren is also an EAA member and helps at Oshkosh every year, as does his wife, Jo, who helps in the Red Barn. Ray was appointed Advisor to the An tique/Classic Board in 1983 and was named Director in 1985.
GEORGE S. YORK Mansfield, Ohio
RAY W. OLCOTT Nokomis, Florida Ray was born and raised on a farm near Bishop Airport, Flint, Michigan. He began flying there in 1935, while work ing as a line boy. There wasn't much pay but there was a lot of flying , which began in a C-3 Aeronca. After his days in the Army Air Corps, he continued to fly. In 1945-46 while in Indiana, Ray and his wife Jo operated a small airport for the city. He kept his Taylorcraft in a barn on the field . They later moved back to Flint where he continued to fly. Ray started to work for the Railway Express Company in 1939 and frequent moves of his residence as an official of the company curtailed his flying , but he never lost interest. In 1976 Ray and Jo moved to Florida as managers of a condo RV resort and Ray became active in the local EAA Chapter 180. He served as President of the Chapter from 1981 through 1985. Ray is a Century Club Member of EAA and has been and still is very active at
George learned to fly in the U.S. Navy during WW II. He soloed an Aeronca Chief in March, 1943 at Helena, Mon tana, and as a Naval Aviator, flew Mar tin PBM Mariner flying boats in the SW Pacific. He graduated from Ashland College in Ashland, Ohio and was hired by Gor man-Rupp Company where he is cur rently Manager of Product Develop ment. George became interested in vin tage and homebuilt aircraft in 1957 and has since restored several Aeroncas, a Taylorcraft, and is now restoring a Beech D17S. He is a charter member of the Staggerwing Museum and is Sec retary/Treasurer and Newsletter Editor of the Staggerwing Club. George joined EM in 1962 and has been an active judge at Oshkosh since 1970. He is Chairman of the Classic Judging Committee and has been on the Antique/Classic Board of Directors since August of 1980 . •
Restoration Corner
Editor's Note: This is the fifth installment of a series of articles that so far have covered nine subjects on the restoration of vintage aircraft. The series started in the February 1986 issue of THE VIN TAGE AIRPLANE and will run at least through the January,1987 issue. Gene Cha$~
WHERE TO START by Espie "Butch" Joyce (EAA 19740, AlC 4199) From the very start of your project you will need the assistance and coop eration of an A&P mechanic or an IA who will help guide you through the proj ect. This person will be looking over your shoulder to be sure that everything is done properly, because he is the one who will be signing off your workman ship. At all cost, find a knowledgeable and enthusiastic A&P or IA to help you . There are several ways to find this per son. You may already know of one and have had a long standing relationship with him, but if not, contact an EAA chapter or Antique/Classic chapter and ask for their recommendation . They will direct you to someone who will be glad to assist you . Also, talk with people who have rebuilt their own airplanes and ask who helped them . There may be a mechanic at your local airport who could be a lot of help. It is becoming increasingly difficult (and I don't mean this in a negative manner) to find an A&P who can explain to you how to re-cover, rib stitch, dope or do wood work on the older aircraft. This is not because many A&P's are not interested but because they have not had the exposure. There may be some new A&P's who would like the ex perience gained through your project and it could be a trade off situation where you could teach them your spec ial skills and they could teach you theirs. Most A&P's like their work and they must be compensated for what they do. Many have been existing on starvation wages for years. You will be sorely disappointed if you wait until you are 60 percent completed with your project before contacting a mechanic to sign off your workmanship. By then much of the work you have done will be covered and will not be available to be inspected thoroughly. Remember, regardless of what charges accrue, your A&P does not have to put his name on the line for your workman ship. That is something the two of you will need to work out. At all cost, be 10 JUNE 1986
honest and upfront with him, because you are holding his livelihood in your hands. We all know what the liability situation is today. If you can, try to stay with one person to maintain continuity throughout the project. Before you actually start working on your project, you need to consider where you will be working . The advice on this can come from different sources. If you are new to an area, an EAA chap ter member will probably know of an area, shop or T-hangar that you might use. Get together with him and investi gate the arrangements. Some chapters have community hangars in which to work and this can certainly be a benefit. Your A&P may know of a place where you can work. Possibly he might have a shop at a local airport where you could share space with him. Contact other re storers and find out how they solved the problem. Some people like to work at home. From my experience, working at home can be a four-headed monster. It's not much fun having your kids come in, open your dope cans and spill the contents allover the floor. Working at home can be lonely. People don't have the tendency to drop by your home as regularly to see your progress as they would if you were at a different location . Working at home can also be hazardous as paint fumes can get into your house where your family is. Also a lot of flammable liquids will be stored where you are working and your welding torch is an easy source of igni tion. Working at bome can be offensive to some neighbors. Those of us who live in rural areas as I do don't have the problem, but in nice developments, neighbors just don't appreciate seeing a trailer sitting outside with wings, etc., on it or watching you tie the tail of your airplane to a lamp post and fire up the engine for the first time in years, smok ing up the entire neighborhoold. You might consider renting a T hangar to work in at the local airport. This could be fun as some of your friends may be working nearby and your hangar could become a gathering place. Before long you will be outside cooking hot dogs and hamburgers on a Sunday afternoon. This activity could be a good family outing. But first you should check with the fixed base operator because working in a T-hangar may be prohibited. A com mon restriction of many F.B.D.s is the fueling of your own aircraft in a T-hang ar. They want this done outside. Another pitfall to avoid is selecting a
work area so far from home that you can only get there on the weekends. In this case you probably will never finish the project. When an EAA chapter has a commu nity hangar, they probably will have an air compressor and other tools that will really be of assistance. This may be your best bet. There will usually be a group hanging around most of the time who will want to pitch in and help. This will simplify a project and make it go much faster in the long run. Some folks will build a small shop or garage behind their house and work there . People will have a tendency to come by there more often than if you are working in your basement. When you have found a place to work and have a knowledgeable person to help, you can actually begin the job. I want to emphasize again the impor tance of an A&P or IA being involved with your project from the very start. He would like to see everything in its pre sent condition before being cleaned up. Disassembly
Rebuilding an aircraft is an involved process. I will not get into the details but rather give an overview of what I con sider the correct way to start a rebuild. The first thing we need to do is the tear down, or disassembly. I think it is important to keep in mind that aircraft components are basically fragile items. They have to be fragile to be light enough to fly. When we disassemble or move them , we need to treat them as we would a crate of eggs. Remove the fabric gently and keep it so you will know where to install the inspection rings and where the control cables exit, etc. All the items need to be stored care fully in a dry place, hopefully where there will be no overspray and no mice or rats. Did you know that field mice and rats just love rib stitching cord? Nothing is more disheartening than to do a beautiful cover job on a wing, set it aside and later find that all the rib stitching has been eaten from inside the wing . When you store each item, tape them up so these critters can't get in side and make a mess. They do not like to go outside at night in the cold to use the john, so if they make their nest in your wing , it can cause worse damage than battery acid, especially to aluminum. Try to store the items not currently being worked on out of the work area as this protects them from possible damage.
It is also a good policy not to disas semble any more pieces than is neces sary at one time . Restore one piece at a time at least through silver or through the primer if it is all metal. (Maybe you would want to finish painting an all metal part) . Store each piece in a safe area before starting the next piece. For example, if you disassemble the fuse lage at the beginning of the project then spend a couple of years working on the wings and tail pieces, when you get to the fuselage you probably will have no idea how the trim tab cables ran . Also, I strongly advocate taking a lot of photo graphs during the disassembly - it makes reassembly so much easier. It is helpful to keep the project in proper perspective. I look at the total project as individual projects: for exam ple, 1) the engine; 2) the fuselage and all it encompasses, including the land ing gear, interior, instruments, etc.; 3) the wings - probably the biggest single item in a project are the wings ; 4) the tail- you will be surprised that the con trol surfaces will probably take as much fabric, materials, time and energy as the wings. Other miscellaneous items are the engine cowling, fairings, struts, etc. Inspection and Choosing the Finish
After disassembly examine each item with the A&P who is helping you . Look for dry rot, corrosion and things of this nature. Then discuss the items with him and agree on a method for clean-up. I am a corrosion engineer and a coat ings inspector and I am going to get on my high horse now. The clean-up method that you choose to clean a par ticular item will most likely be deter mined by the finishing process you are going to use. On a fabric covered plane you might choose Airtex, Stits, Ceco nite, etc. If it is a metal airplane, you could select Alumi-grip, Dupont, Imron, etc. All of these manufacturers have their own procedures and now is the time you should decide what finishing method you are going to use. After you decide,you should read all the informa tion available to you concerning the method. Also, you may want to talk to people who have used the different pro cesses. Be certain that you decide on a pro cess that will make you happy. You are the one who must be satisfied with the end result. When you have decided what process to use be sure to follow the manufacturers recommendations. They have invested a lot of time Clnd money in perfecting their process and you can rest assured they want a satis fied customer. Remember to use one system throughout - do not mix sys tems. I must stress that proper surface preparation is the key to success. Paint
ing over corrosion is wasted money. It is also deceptive to a would-be buyer. Another one of my opinions that will probably cause some static is to stay away from acid dips for surface prepa ration . These big acid tanks might be okay for stripping furniture and things of that nature, but acid inside of the tubing on airplanes will literally eat it away. I know a gentleman who took an engine mount to a local radiator shop and had them put it in the radiator vat to remove the paint. Later he applied epoxy primer and two good coats of finish paint, hung it on the wall and before he finished his project, the mount was ruined . Locating Parts
Replacement parts are something we need to consider when we start rebuild ing. Several catalogs list available parts, but be sure they are FAA ap proved. Some used parts are available but make sure they are serviceable. For example, if you buy a prop, be sure to take it to a prop shop and have it in spected to be sure everything is satis factory. The type clubs such as the Stagger wing Club, the National Waco Club, the International Cessna 120/140 Associa tion , to name a few, are excellent sources for information and parts. I highly recommend that you participate in these types of organizations. Obtain ing parts for some of these airplanes can be an interesting adventure and you will enjoy meeting new friends. Engine
The engine may be something you will want to have done by someone else as there are a lot of special tools re quired for engine work. However, you might want to disassemble your own engine, clean up the parts yourself, then take them to a reputable engine shop and have them checked to see if they are serviceable. As an example, I once had a 150 hp Lycoming that I planned to install in a Pacer. I tore this engine down myself and took it to a local shop. Everything checked out satisfactorily except for the cam-shaft and a couple of gears in the accessory case . The in spector red tagged them and I asked if they were cracked . He explained that he had not magnafluxed the parts be cause the lobes were discolored and there were a couple of discolored places on the teeth of the gear. Now, I defy anyone to put a new cam-shaft in an engine, run it for two hours, pull it out and find it not discolored! I took the parts back to my shop and got out my buffing wheel and compound and shined them up like new. About 30 days later I went back to the local shop, handed these parts to the inspector and asked him to check them . This time they
tested perfectly and he wondered where I found such magnificent parts. Alas, I just saved $250.00. Being so in volved gives you some control over parts that might be turned down. Also , this gives you time to shop around for other needed parts. Once you have all the necessary parts and other pieces and have them tagged , take them to the shop and have the en gine assembled and run on their test stand. It is my opinion that you possibly can save 50 percent on the overhaul this way. Continued Progress The following suggestions should help the continued progress of your pro ject. It is very easy to get bogged down on detail items. Do not let this happen to you . You need to get the airplane flying, and then take care of the details. This will keep you from getting discour aged. Another important item is making a presentation book with all those good pictures you've been taking . This will garner points in judging if you are asked to compete for awards. From time to time it is inevitable that you will get into a disagreement with your A&P over certain items. You may . very well have a valid point, but be sure to get your facts together with documentation to prove that you are right. Research your airplane if you plan to make it original. Be able to document everything on your re-build . This is when a good presentation book will be invaluable. Over the years I have restored sev eral basket case classics and antiques and am re-bu ilding my Bonanza while keeping it flying. I am still working on it and plan on having it finished the way I want it in a couple of years . At times, it is just plain dirty and boring mechanic's work and you will have skin peeling off your hands from the stripper, but at other times it will be very satisfy ing . If you will just put everything in a proper perspective, and not procrasti nate, you too will be able to hear from the line boy, "Boy, that's the best look ing Bonanza," or the guys in the tower will say to you on the radio, "Er, 39D, we were just wondering what year is that Bonanza?" Of course , my reply is, "Oh, it's just an old '53 model with 6500 hours on her." Then I grin to myself and taxi to the ramp. Another one of my joys is flying my Clipped Wing Cub to a local "pig pick ing," walk a few yards then look back (because I can't walk away from my airplane without looking back) and there are 15 pilots looking her over. That's the satisfaction I get for all the hard work. I guess what I am trying to say is that it takes 100 percent effort to comVINTAGE AIRPLANE 11
plete a project. Why not give it 105 per cent and then you too can have these types of feelings when you fly your pride and joy. Don't let the excuse, "I don't have the talent" cut you short. Get associated with an Antique/Classic Chapter or an EAA Chapter. There is an unbelieve able amoum of talent in these groups if you will just ask around. Most people are very modest about their talents but they are very willing to help. By using the talents of these people along with your own, you can reach any goal. Goals are very important. Goals, priorities and a schedule are the main ingredients in the successful rebuild of a vintage airplane. Good luck with your project and don't be afraid to ask for help.
FUSELAGE AND LAND ING GEAR by E. E. "Buck" Hilbert (EAA 21 , AlC 5) Any attempt to be specific on this subject would have to be on one and only one type of aircraft. So I feel it best to start with the all-metal monocoque, i.e. Cessna, Ercoupe, Luscombe, Swift, etc. They all share similar construction and evidence similar traits in how they wear and how they are repaired. We want this IRAN project to conform to "good practice," using original specs and standard repairs so I'm going to recommend three publications from the EAA "How to" series: Sheet Metal, Vols. I and II , and Tips on Fatigue. Sheet Metal I and" will fill you in on selection of materials and the why, where and how to cope with most of of the situa tions that will arise. "Tips on Fatigue" will tell you how it got that way, and point out possible areas to consider as prime inspection for rework. I'd also suggest a copy of FAR 43 be in your library. This is your bible, your encyclopedia, your ever ready reference as to how the FAA says repairs should be accomplished. And if available, we want the Airframe Manu als. I'm assuming we have stripped the fuselage bare. The engine is off the fire wall and the upholstery removed and we are down to the basic airframe. All the plates, access panels and fairings have been removed and we are about to start the Inspect and Repair (IRAN) process. Got your worksheets? Camera? Pen cil and measuring stick? We're embark ing on a complete inventory here, of what we have and what we need to do. And like your dentist does, we are going to "chart" it all, complete with frame numbers, locations, descriptions and 12 JUNE 1986
Buck Hilbert and his Fleet.
notes as to our plan of action. We'll at tach this plan to the airframe and use it as a check list as we accomplish our IRAN. We may have to leave room for items that will turn up as we go. Now, let's examine the interior struc ture through the holes and inspection openings. We are looking for bent braces, cracks, stress and crunches in the skins and structural members, evi dence of oil canning, pulley cable hang ars, fair leads, the cables themselves, the control arms, bushings, turn buck les, rudder pedals and anything else that's in there. Take one area at a time making notes, taking pictures or draw ing diagrams. "If it ain't broke, don't fix it" may apply to plumbing jobs, but we are working on an airplane, so be thorough! Your Airframe Manual will be a great help. It should have sub-assem bly diagrams and specifications, bolt sizes and tensions and information that will save a lot of trial and error when it's time to reassemble. Some airplanes may have bundles of wiring. Pay attention to these, looking for deteriorating insulation. Calculate planned new electrical loads if you can, and determine if there is a need for re placement or if the wiring is serviceable. Now is the time, too, to look at the en gine controls, the heat and air boxes on the firewall and the ducts to the back seat. Check the battery box, door hinges, locks, catches, ash trays, (hah! I threw that in to get your attention!) Look at the fuel lines and valves, hyd
raulic lines, brake master cylinders, pitot and static lines and sources, ELT location, antennae mountings and con nectors, radio racks, cargo doors, seat attach rails and fittings and the seat belts themselves. Again a neat orderly list will detail and organize your efforts and make it easier to see what has to be done. Don't be discouraged by the magnitude of the task . Ed McConnell, the guy who helped me on the Swallow once said, "You can eat an elephant if you take it one bite at a time!" As you look at that list and try to put a timeframe on each item that needs accomplishing you 'll also realize this is going to take awhile. Tires and Wheels These guys take one beating after another. They get slammed into the ground, accelerated from zero to land ing speed in a fraction of a second and banged through loose stones and gravel. They hop up and down over pavement and turf irregularities and suf fer the indignities of heavy footed driv ers who take them for granted. These are the drivers who cuss when a brake fades and who give very little thought to routine maintenance. "Whaddaya mean I need new bearings! They were okay when they were inspected last year!" One of the mysteries of aircraft wheel bearing deterioration is experienced when we open up a wheel we know
hasn 't flown in maybe a year or so, and we find the cup all full of little dents. They were repacked and fine when we stored the airplane in the back of the hangar last year and now they whine like a siren when we spin them up. This is a classic case of what the bearing boys call Frenelling . This is explained as being the result of the earth's vibrations acting on the bear ings. These vibrations seem to affect the old hard tire six-inch tailwheels more than anything . One of the en gineers told me it's a high stress area and that if the bearing isn 't rotated with some regularity, it'll occur with alarming frequency. I took him at his word and several times during the winter months I go out to the hangar and move the tailwheels around a little to forestall this phenomena. I must admit it was a "just in case" effort, but it seems to work. While we're discussing tailwheels, be advised that the little guy carries a good deal of the load and provides MOST of the control on the ground. He is proba bly the most abused, misunderstood and ill treated part on the whole airplane! He gets dragged through the mud, sand, tall grass and dirt, suffers the same deceleration/acceleration forces and unbelievable side loads, and yet is one-tenth the size of the main gear. Usually the only attention he gets is when he falls apart and doesn 't work anymore. I wish there was some way to teach respect and admiration for this lit tle guy instead of the scorn and neglect that is so prevalent. But lectures aside, check the tire for wear, the bushings for slop, the steering and swivel operation , the springs and chains, also the con nectors and the control arms on the rud der and the wheel for wear and elonga tions. Tires and Tubes
Why is it a guy with thousands of dol lars invested in an often rare and valu able machine will risk the whole thing with a pair of mismatched, weather checked, raunchy-looking , you wouldn't believe carcasses of old tires? He won 't replace them because the tread is still good even though the sun has baked the sidewalls to a frazzle. Plan to replace them if they are more than seven or eight years old, but keep them on the airplane through the rebuild process. You won 't get all upset then if you spill sutff on them or overspray a little paint. Replace them after the threat of oil spills, paint and any backward to wing trips are over. Trade-A-Plane Proving Test
Re-doing the gear isn't too difficult. It involves rebushing the holes that are worn , replacing the bolts, rebuilding the shocks and/or replacing the shock
cords and then after its done, checking the track across the hangar floor. This can easily be accomplished by laying Trade-A-Plane pages on the floor and rolling the normally loaded airplane across them . The pages will crinkle up and tell you exactly where the problem is, if there is one. It's then up to you to adjust the track correctly according to the manual , if you have one. In an older machine you may have to "beat and heat" and use the old eyeball and Trade-A-Plane pages to get the results you want. Toe-in may be desirable in a rolling vehicle, but it isn 't too advisable for an airplane. If you have toe-in it will exagg erate when a wing goes down, and ac tually promote or help a ground loop. Dorr Carpenter learned this trick with his Ryan ST, and he got it from Bill Haselton who got it from some smart cookie who will go nameless. The old Swallow is a good example. When orig inally built, that thing had so much toe-in it looked like the tires were affection ately looking at one another. No wonder the old timers couldn't keep it from groundlooping. With that short coupled tailskid and a wing going down, the wheel just rolled under and took the gear with it. We "heat and beat" all that toe-in to a neutral alignment and now actually have toe-out when the shocks are fully compressed. We can now han dle crosswinds up to 25 knots and any hint of a groundloop is all but eliminated by the semi-automatic toe-out feature. My experience with the Wittman-type Cessna gear has been very similar to the Swallow's problem. I've seen more than my share of Army Bird Dogs (L 19s) all scrunched up because the down wing exaggerated the toe-in and the wheel actually rolled in and under. After the dust settled we picked dirt and grass from between the wheel flange and the tire bead. More often than not the wheel flange is scratched and/or broken . A Cessna 195 also suffers somewhat from the same malady. Pay extra spec ial attention to the manual on these airplanes. Make sure your Trade-A Plane proof test shows proof positive that you don't have a built-in ground loop. One more item on this type of gear leg. There is a bolt I call the tongue bolt at the extreme upper end of the gear that holds the entire assembly. Give this guy more than a cursory glance. He holds everything in place and is subject to all the forces imaginable. If ttie air craft has a history of hard landings, it might behoove you to replace that bolt, or at least magnaflux it to be sure. Tubes, Rags and Sticks
Make the structure out of tubing
an evolution of the bamboo structure in Dale Crites' "Sweetheart" Curtiss Pusher. Then fair it into a nice shape with formers and stringers to make the lines flow . Cover the whole thing with the "rag" process of your choice and you can have some very aesthetic and eye-pleasing designs like the Staggerwing, Monocoupe, Aeronca, etc. These shapes are really neat and functional , but the strength lies not in the rag or the stringers or the formers, but in the TUBES ; namely the longe rons and the clusters where the gear, wing struts, engine mounts and tail feathers are attached . When manufactured these long tubes were usually filled with Lion Oil or Lin seed Oil, drained of the excess and then plugged to maintain a rust and cor rosion-resistant atmosphere within . Happily, you 'll find them in the same condition when you inspect them . Do pay special attention to those lower areas where moisture may have be come trapped . An extreme example might show as a burst tube where a col lection of water had actually frozen in side. Closely examine the bottom of these longerons where the fabric was wrap ped around them all those years. Telltale signs of rust-impregnated fabric may lead you to discover more exten sive internal damage. An ice-pick test or even a drilled hole in these suspect areas will confirm or deny deep involve ment. Now is the time to prove to your self and your IA that you have a sound foundation to build on. Also, if you have a tube within a tube assembly like where a fin or horizontal surface slips into a tube receptacle, it's a good idea to check these rather carefully, too e Check these weld clusters and look closely if these areas have a repair. Clues as to deformation can really be evident if you just realize they are trying to tell you something ; for example, a dragging door that doesn't seem to fit the opening anymore, doors that won 't stay closed and keep popping open in flight under normal flight maneuver "G" loads, or when you are taxiing over rough and maybe bumpy ground. A little flexing may be normal, but it could be a clue that something is amiss! I have seen Champs with backbone problems and Super Cubs with cracked and even broken diagonals behind the baggage pit areas. Suspicious wrinkles in the fabric and a "loose as a goose" feeling are usually there to give us a clue. When you do repair or replace, do it according to the book and do it well. No one can dislike a job well done and if you really like it when it's finished then you, my friend , are a mechanic and a craftsman . A true mechanic is the guy who is proud of his work . • VINTAGE AIRPLANE 13
Letters To Editor
Dear Editor, Your article on the Akron Funk Model B on page 28 of the December '85 issue of SPORT A VIA TION brought back many memories of the time I worked at Akron Air craft. My brother and I went to work at Akron in May 1939 and I hammered out the cowlings by hand. We later built a hydraulic press and my brother made the maple form blocks that we used to stretch the metal parts. The early planes had 4130 steel tubes for fuselage and heavy wing spars, later models used 4130 only in critical areas and carbon steel in non-critical areas and lighter wing spars. Joe and Howard Funk finally used a Model B Ford block on later models and finally aircraft air-cooled engines. Joe Funk was my flight instructor on J-3 Cubs, and the only flight I ever had in a Funk Model B was with Joe. It was smooth and solid and a real thrill. As I remember the airfoil was a 2412 and it could glide! While I was with them an aircraft was re turned that had stalled at 50 feet and the only damage was the gear attachments at the fuselage . Please send a copy of this letter to the secretary of the Funk Fly-In as I would like to attend - I don't have their address. Sincerely, F. E. Buxton
(EAA 203762)
155 E. 39th Street
San Bernadino, California 92404
bd. ft .), and there are no guarantees that I will find or be granted a permit for more trees. My personal project is a Sopwith Pup, for which I have a reasonably good 80 hp LeRhone, most of the instruments, and some period hardware (i.e. WW I English turn buckles). I am in need of one better cylin der, an oil pump, and an air valve for the engine. I have an oil pump for a 110-130 hp 92 Clerget rotary engine that I would be will ing to trade for an oil pump for the LeRhone. I also have a few WW I instruments, i.e., two Smith and Elliot Mk 5 tachs, one air pres sure gauge and one Pioneer tach (Curtiss J.N. 4 type) , that I would be willing to swap for other WW I instruments or hardware. If any of this is of interest, I would enjoy hearing from you. I have for a long time been interested in EAA activities, having been a member for many years and a builder of a Pietenpol in the mid '60s before devoting my energies to antiques. I am determined to visit your Museum as soon as my situation permits me to arrange a trip East to see the sights.
Dear Mr. Lickteig , Your April "Straight and Level" column hit the nail squarely on the head! I don't believe many people realize the quality that went into the older aircraft as compared to the recent spam cans . Certainly my 1958 Cessna 180 was a far finer machine than some of the recent Wichita products. Your thoughts on the cost of insurance are certainly interesting and true. Over the years I have found a little shopping goes a long way in saving insurance dollars. I have been an EAA and AlC member for some time and I often get fouled up in the annual renewal bit .. . not only with AlC but other organizations. For membership reten tion, long-term memberships are quite help ful. I try to renew my EAA membership on a three-year basis. What can be done to have three year AlC memberships? If you ever get into St. PetelWhitted give that dear old airfield a pat for me. I learned to fly at Tropical Flying Service in Lus combes at Whitted. Think warm sunny flying weather!
Sincerely,
Very truly yours,
Neil Davidson Davidson Aeroworks Box 490 Marysville, B. C., Canada VOB 120
I. W . "Ike" Stephenson
(EAA 92203, AlC 3704)
Box 202
Menominee, MI 49858-0202
If the sample cable splice sent by Mr. Davidson is an example of his total aircraft restoration skill, his Sopwith Pup will be a work of art. ... G.R.C.
We 'll be happy to forward your letter on to the Funk Fly-in people, Mr. Buxton. If anyone Dear Norm , else is interested in information about the Dear Gene, Funk Aircraft Owner's Association, contact What a beautiful story you wrote in the G. Dale Beach, 1621 Dreher St., Sac November, 1985 issue of THE VINTAGE I recently learned the Ercoupe Owners ramento, CA 95814. . .. G.R.C. AIRPLANE about our trip to South America Club was represented at Oshkosh '85. in the Seabee. I know the hard work you put Would you be kind enough to forward the into it, going over all of Joe's notes, putting enclosed letter to them? I was not aware of it down in the appropriate chronology and at their existence until now and would like to the same time, making it as interesting as :t get what regalia they have available before Dear Sirs, turned out. It was clear to me that you our annual EAA Convention, Margate '86. sensed the spirit of our trip and projected it All things being well , my wife and I hope beautifully in your story. My most sincere to be at Oshkosh '87 - seven years since Enclosed you will find a sample cable congratulations and thanks for your interpre our first and only other visit. The rand/dollar splice that I thought you might be interested tation. exchange rate has made it almost impossi in. I will do similar splices, or U.S. Navy style, The magazine is most attractive and in ble for South Africans to get to Oshkosh in any size aircraft cable for $9.50 each U.S. teresting. I enjoyed reading the articles, and lately. In 1980 I got $1.35 for a Rand; a few dollars. If you would wish to have splicing of course, the pictures are a major part of its months ago it was 34 cents for a Rand! At done that does not conform to these stan attractiveness. We have enjoyed showing it least it has improved to 50 cents at present. dards, please send a sample of the original to friends and relatives - even strangers Thank you in anticipation and happy flying to me and I will do my best to reproduce it who have learned one way or another about - safely. and return it to you for inspection, at no cost. our trip. I am in the business of restoring vintage Nicole and I have resolved that we will be Dave C. Smith aircraft, specializing in the DeHaviliand Tiger in Oshkosh during your August EAA bash (EAA 133917) Moth, for which I also build components on if not this year, then next year for sure. We P. O. Box 1142
an exchange basis. would like to meet you and congratulate you Queenstown, South Africa 5320
We stock spar grade Sitka Spruce that I personally on "Seabee Odyssey." have personally supervised the tree selec Mr. Smith 's letter was forwarded to Skip tion , felling, sawing, drying and handling . I Kindest regards, Carden, Executive Director, Ercoupe Own believe that ours is the best spruce available ers Club, P. O. Box 15388, Durham, NC anywhere. I have not advertised widely as Douglas F. Pierce 27704. .. . G. R . C. my stock is limited (presently approx, 4500 14 JUNE 1986
,I ~ype ClubActivities
l
The 1986 annual StaggerwinglTravel Air International Convention scheduled for June 11-16 at Parish Aerodrome, Tullahoma, Tennessee is going to be a most significant one. Celebrations in clude the 10th anniversary of the Walter Beech Hangar and a special "Rededica tion Ceremony" of the Hangar to cele brate meeting the goal of a successful fund-raising campaign, "Foundation '86 Spectacular. " Other activities include a special tour, a dawn patrol fly-out, safety and mainte nance seminars, proficiency check rides, photo missions and a banquet. The State is celebrating ''Tennessee Homecoming '86" and the Staggerwingl Travel Air Convention has been desig nated a State event. This Convention, always the largest gathering of Staggerwings ever, is for members of the Staggerwing Club or Staggerwing Museum Foundation and their guests. For information contact Mattie Schultz, Executive Secretary, Staggerwing Museum Foundation, Inc., P. O. Box 550, Tullahoma, TN 37388, phone 615/455-1974 or 455-3594.
'omplit'd by Gt'nt' ( 'hast'
ing distance of the fly-in . To obtain this service, contact R.C. "Rick" Duckworth, Chairperson - Events, Cub Club, 3361 North Bagley Road, Alma, MI 48801 , phone 517/875-2205.
Sentimental Journey Interest is running very high in the "Sentimental Journey" to Lockhaven, Pennsylvania, a nostalgic fly-in for en thusiasts, pilots and owners of Taylor and Piper Cubs. The dates are July 13 19, 1986. The Cub Club will be rep resented there. Anyone wishing to send camping gear ahead because there is no room for it in their airplane, may send it to Lockhaven Re-Man Center, W.T. Piper Memorial Airport, Lockhaven, PA 17745, Attn : Arnie Andresen , phone
The Association also prints twice a year (March and July) a Cessna 120/1401 140A "N" Number Book. The price of the manual is $20.00 plus $4.00 shipping and the "N" Number Book is $7.50 plus $1.50 shipping. The availability of these useful publications is a good example of one of the advan tages of belonging to a type club. For more information on the Interna tional Cessna 120/140 Association con tact them at P.O. Box 830092, Richardson, TX 75083-0092.
7171748-0810.
For information on the "Sentimental Journey" Fly-In see the July 13-19 item in the Calendar of Events on page 28. For information on the Cub Club, con tact John Bergeson, Chairperson Newsletter, 6438 W. Millbrook Road, Remus, MI 49340, phone 517/561 2393.
International Cessna
The 1986 International 180/185 Club Convention is scheduled for July 26-30 at Boyne Mountain, Michigan. Activities will include tours of Washington Island, Mackinac Island, the Sault Saint Marie Locks and a shopping trip for the ladies. The Convention ends on Wednes day, July 30, with the traditional evening banquet. Departure day is Thursday, July 31 , the day before the 34th Annual EAA Fly-In Convention starts on August 1 at Oshkosh, Wisconsin. Arrangements have been made for Club members to park and camp to gether as a group at Oshkosh. Mem bers are encouraged to plan their vaca tions to include both Conventions. For further information on these two ac tivities, contact John Hintermeister, Route 3, Box 34A, Muscatine, IA 52761 , phone 319/264-1609.
120/140 Association
Cub Club Fly-Ins An article in Issue no. 12 of "Cub Clues," the newsletter of the Cup Club encourages members to hold their fly-in in conjuction with EAA and AAA chapter fly-ins. This action can benefit both groups. The Cub Club has free Fly-In Plan ning Kits available to their members and also can provide a computer print-out listing members within a reasonable fly
Bill Rhoades, SecretaryiTreasurer of the International Cessna 120/140 As sociation recently sent a Cessna 1201 140/140A Reference Manual and Ser vice LetterlAd Note Book to the EAA Library as a donation from the Associa tion. The Service Letters are those is sued by Cessna from April 1946 to March 1963 and all the pertinent FAA AD Notes. This material was available at Osh kosh '85 and was in such demand that the total supply was sold out two hours after the 120/140 forum. It has since been reprinted with more material added, including the Cessna 150 Ser vice Letters that could apply to the 140.
180/182 Facts Booklet
A few years ago the Club made avail able a booklet called "180/182 Facts" which is a comprehensive outline of technical data covering all models of the Cessna 180/182 aircraft for the years 1952 through 1964. It is an excellent booklet of about 25 pages, which by popular request is now available to members at $2.00, including postage. For information on the International 180/185 Club contact C. E. Bombardier, 4539 N. 49th Avenue, Phoenix, AZ 85031, phone 6021846-6236 .• VINTAGE AIRPLANE 15
Antique
by Jack t\ (EAA 8795 Chairman 足
The Antique/Classic Division 's 1985 Phot~ 1985 at the semi-annual meeting of the Mi( held in Berwyn, Illinois, a Chicago suburb. The following highly qualified photograp~ Eric Lundahl, Ray Prucha, Roger Bunce an( erator. Forty-five photos were judged in the cont Surprisingly there were no entries in the Air足 For information on this year's contest, C( Crestwood, IL 60445, phone 312/371-1290.
Ground to Ground - 1st Place 足 36360.
2 Ground to Ground - 2nd Place 足 Birmingham, MI 48011. 3 Ground to Ground - 3rd Place M149065. 4 Ground to Air -
John (
Philil
Ruth E
John O. Lang, 1212 E. )
5 Judge's Award - Robert W. Henley, S Denver, CO 80237-2554.
6 The judges selecting the winners (L-R): I Roger Bunce, Eric Lundahl, Lee Fray ani
:/C21assic
. McCarthy l, NC 2698) 'hoto Contest Contest entries were judged on December 28,
west Aero Photographers. The judging was
~rs
served as judges : Lee Fray, Dick Stouffer,
Dan Hans, with Ted Koston serving as mod足
st and the winning entries are presented here.
)-Air category.
ntact Jack M. McCarthy, 14132 South Keeler,
Lang, 1212 E. Andrew, Apt. A-1, Ozark, AL Handleman, 555 So. Woodward, Apt. 1308,
Coulson, 28415 Springbrook Drive, Lawton, drews, Apt. A-1, Ozark, AL 36360. ney Brook #398, 8364 E. Radcliff Avenue, Photo by Jack McCarthy
In Hans (seated), Ray Prucha, Dick Stouffer, Ted Koston.
by M. C. "Kelly" Viets (EAA 16364, AlC 10) (Photos by Jack McCarthy) This mini-article is based on an inter view made during Oshkosh '85 at the Antique/Classic Interview Circle in front of the Red Barn. During the Convention, numerous vintage aircraft were moved from the showplane parking area to the Red Barn where we conducted inter views with the pilots and/or owners. John Swander (EAA 169529, A/C 7409) of Shawnee, Kansas got hooked on round engine Stinsons when he saw Bob Lickteig 's 1943 Stinson V-77 at Oshkosh '80. He began to actively look for one the following year. Then at Osh kosh '82 when he saw Roy Redman's Grand Champion Stinson SR-8C, that did it. He just went home, sold his Stinson 108 and a couple of motorcycles and started checking up on every Stinson he could find. Consequently he learned a lot about Stinsons, including their his tory and many other interesting facts. He literally traveled from New York to California looking at projects and in May, 1983 he finally found the one that would become a member of his family. A man in Greentown, Indiana had owned this 1937 Stinson SR-9E, NC17138, SIN 5209 since 1964 and fi nally got it flying in 1978. When John bought the plane it had no interior and also lacked some other items. John made every effort to restore the plane back to its original configuration. For example he traveled to Omaha, Nebraska to look at the interior in Ralph Rosnick's well-known Stinson Reliant. John Swander's gorgeous 1937
Its beautiful leather interior is unre stored, factory original. The upholstery in NC17138 was done by a friend of John's who owns an auto upholstery shop. At first he wanted John to bring the plane to him, but this would have meant removing the wings , tail and landing gear to move it. He finally con sented to do the work in John's hangar and it turned out very nice. John had only part of one original control wheel so he had a casting made of the metal portion and his friend, John Krekovich, made a template of the wood pieces. After fitting, glueing and much filing a new pair of wheels emerged and they are works of art. Work on the instrument panel was very time consuming. John's Stinson was one of those that saw service with United Airlines as an instrument trainer. The original panel had been removed and replaced with a new one filled with United's instrumentation. John obtained another panel that had about 46 holes in it which he filled, welded and ground smooth. This job took all one winter, from October to the middle of May. John pOinted out that the Stinson has very little wood in its construction - just some in the doors and the mount for the landing light. The wings have built-up tubular spars built like a bridge truss and the ribs are square aluminum tube. Although she's a heavy aircraft grossing out at 4050 Ibs., the Stinson handles great and has no bad flying habits. The SR-9E is powered with the supercharged 350 hp R-760E-2 engine and at economy cruise will indicate 125 mph burning 15 gph of fuel. John says landings are easy, coming over the
The large wooden control wheels and plush interior "date" this nearly 50-year old aircraft.
Kelly Viets (L) conducts an interview with John Swander.
fence at 80 mph and letting it settle on the wheels . Among the plane's interesting previ ous owners was Dana Fuller of San Francisco, California. Dana's father owned the Fuller Paint Company and his brother was Frank W. Fuller, the fa mous air race pilot. (Frank won first place in the 1937 and 1939 Bendix cross country races flying a Seversky SEV-S2). John and his family really enjoy this big Stinson and have made many in teresting trips in it. He flies it nearly every weekend and he's given count less rides to willing passengers. NC17138 is certainly no hangar queen even though her pristine condition and elegant interior might appear as such.e
OSHKOSH '85: Planes and People
by Larry D'Attilio and Pamela Foard NC Division Press Co-Chairmen
Albert Lowe's Pacer, N8517C
Converted
Piper
Lears by day and Pacers by night? What makes high speed buggy drivers want an old plane that can 't reach the altitude a Lear can in the first few min utes from take off? It is really bizarre but they all seem to like the change of pace; you know, cross the country in the morning and go on a nostalgia trip in the antique at sunsel. A Lear buddy of ours, the man we affectionately call King Lear, said re cently that this dichotomous phenome non was due to an aberation in a typical Lear Pilot's genetic make-up, namely; "sooner or later you want to own a piece of history." That should convince you that for every material desire humans have for futuristic feelings, (loving Lears, Concordes and spaceships), there is an equal and opposite desire for that which has nostalgia. This is known as the third law of Oshkosh ian physics wherein on a fortnight of sum mer horders of plastic planes are seen to arrive and nestle near a giant flock of old birds in a national nesting area called Wittman Field. (For those schizoids who can't decide whether they should own a piece of the future or the past, we unhesitantly suggest a Bel lanca Viking where you can enjoy wooden spars, rag and tube, and com posite speed fairings all in one pack age.) Stop snickering, we are serious here! Getting on to our main subject - a Lear pilot- Captain Lowe. His mother encouraged his aviation interests and today this has led to possession of this WOWIE converted Tri-Pacer in addition to a factory PA-20, Corben Ace , a Tail wind , and sons enough to keep this fleet actively flying . Of four sons, two are ac tively flying and a third has soloed. This particular Pacer was converted using the Univair kit and its white/brown/red color scheme was derived from a Bar ron whose scheme was adapted by Milt and Betty Funk. The covering is Stits and color is Imron without any clear over il. The plane resides with this avi ation family in the SI. Louis, Missouri area and no doubt the local airport crowd is proud to have it on the field. Getting back to our discussion of dichotomous Lear pilots, what would Freud have said about our theory?
Pacer Conversion: A magnificent one by Albert Lowe.
Don Gillam -
Cessna 195, N9375A
A 300 hp Jacobs radial powers this 1949 Cessna and the red and yellow paint job is a real eye pleaser. Don Gil lam of Lafayette, Louisiana says the paint material is Pratt and Lambert Jet Glow used for the base coat which is a polyurethane paint formulated for ag planes. The trim is Imron. Don de veloped the paint scheme and the mar velous interior. While Airtex actually made the patterns and did the culling and sewing, the fabric itself was pur chased from Milliken Decorative Fab rics which is an automotive supplier. That brings up a subject we hear al luded to but not discussed too often, which is the use of automotive restora tion suppliers for at least non-critical air craft use. We don't know if many people refer to these shops but there are a far larger number than those existing spec-
ifically for aircraft. Many aircraft of 40 and 50 years ago used some automo tive parts particularly on the interiors, so it would be worth knowing these sources . . Recently, one of our friends gave us a copy of Hemmings Motor News which we had never seen. It is a lot like Trade A-Plane except it is for cars. We en countered a number of classic aircraft owners at Oshkosh who obtained the original authentic interior restoration materials in this way and these interiors seemed to have the special soft com fortable look, typical of the times these aircraft were first buill. Anyway Don Gil lam certainly recommended Airtex ex pertise on the basis of his experience and his footnote is that Airtex's Presi dent had no complaints putting this in terior together except to note the great profusion of zippers needed.
Don Gillam's Cessna 195 in all its pinstriped glory. VINTAGE AIRPLANE 19 .
PA-12 Super Cruiser, Owned by Bob Swihart
N2836M,
We have stayed in the showplane camping area for the last two years at Oshkosh. The recorded yodeler gets off the day with whimsy and it is a heady experience to wake up and see those beautiful antiques when your eyes just open. Nope, correction - it's a heady experience to wake up and see your wonderful spouse and then see those antiques. Trees and friendly voices add atmosphere to the breakfast pre liminaries, and, with all of this in mind, a very good looking yellow Super Cruiser provided a proper background to the campsite scene. After experiencing this morning routine a few times we began to notice that the Yellow Cruiser was more than a pretty breakfast decoration. In fact, this was a very recent restoration that was finished only one week before by its owner, Bob Swihart, Huntertown, In diana and his son. Restoring it took 5-1 /2 years so as you can imagine it was one of those
restorations in which the airport wags
never tired of asking every few days
when it was going to be done. (You
know how they start wanting a precise
timetable from you one month after you
start the restoration and if you don't
promise completion in a fortnight then
they look at you as if you needed an
immediate transfusion of some other
brand of airplane!) Bob pOints out that
he took absolutely everything apart and
that certainly is time consuming. Oh
yes, it is covered in Stits D101 and
Aerothane .
The airplane spreads its history over
three generations of Swiharts. Bob's
dad once owned the 1946 PA-12 and
traded it almost two decades ago. It
wandered about and eventually ended
up in Ohio. The fellow his dad sold it to
told the senior Swihart, "Hey, remember
that old bag of junk you sold me? Well,
it's for sale again." That led to the
Swiharts owning it this second time. Bob and his son Matt are delighted to fly it all renewed like it is and their en thusiasm is marked by the fact that they are about to begin a Tri-Pacer conver sion.
Jerry Adkisson's 1948 Luscombe 8F At the 1984 Oshkosh Convention we were spending a lot of time on the An tique/Classic flight line helping Art Mor gan's aircraft parking crew and admiring each new arrival all gussied up for the Convention. One source of entertain ment for us was to assign each aircraft a "shine index" based on a scale of 110. When Jerry Adkisson of Tuscola, Illinois pulled up in his polished bare metal Luscombe we thought we had the best we were likely to see so we de cided to find out how he got that lustre. We didn't get to that self assignment until the next year but better late than never. When we finally did talk to Jerry he said, "It's no big mystery, I just use
Glitter is in on the Adkisson Luscombe.
Bob Swihart's PA-12 Super Cruiser highlights the campground. 20 JUNE 1986
some automotive Blue Magic and lots of polishing and polishing and polishing . ..." Jerry and Mrs. Adkisson do this polishing task each year and the plane is not flown in the winter when the weather is so bad . The Adkissons solve the lack of lug gage space by wearing simple clothes and using soft-sided travel bags. Why do people like an airplane so much that they are willing to adapt their whole lifestyle to the airplane rather than the other way around? Jerry had a Lus combe before this but wanted this one so he told his banker that he needed an RV! A Luscombe nut would do that and that is how Jerry describes himself. Come to think of it we have some Luscombe nuts around our field. Also Aeronca nuts, Pacer nuts, Bellanca nuts, Cherokee (shudder) nuts and a few who are just nuts. Well , Jerry, if you are bringing N1499B with you to Osh kosh '86 then we are going to provide free solar flare sunglasses to the flight line volunteers so they are not blinded by your Luscombe's presence.
Joe Roselle's Waco YPF-7, NC32077 This silver with blue trim Waco has been at Oshkosh a number of times and it looks just as wonderful year after year. Jerry Miller of Grand Junction, Colorado restored it and three years ago its Ceconite was doped with the existing colors. Some of you may re member that this was named the most outstanding Waco about 10 years ago right after it was restored . Joe Roselle is from Oklahoma City, Oklahoma and says his 1941 Waco will do 120 cruising and stalls about 62 mph at a gross of 2650. He has not done any aerobatics but we bet the itch is there to wring it out. This nice aircraft is pow ered with a Jacobs 245 hp, and it looks great. We thought the cutest thing about this interview was Joe's personal com ments.
He built models when he was younger and began to fly in 1970. He started his annual Oshkosh treks in 1979. The Roselle children love all of this and Joe thinks his wife may start to take flying lessons soon. Joe has spec ial insurance to be certain he can attend Oshkosh each year. No, not Lloyd 's of London. His birthday falls on August 4 and for his birthday present the family lets him choose where he wants to be , so naturally.. . . How about that simple and effective way of doing things?
Taylorcraft BC-12D, David Rudrud
Restored
by
$1650 bought David Rudrud a 1947 Taylorcraft, N5237M, in 1969. Like a lot of other people we know he just had to get in a few years of flying first before the inevitable restoration . Dave had a brand new approach to his task; he bought a house and two weeks later brought the T-craft home and took it all apart. It flew again - 11 years later. So that's what new garages are for! Don't you wonder if the family pictures waited for the end of that restoration before they got hung up? This is really a very tidy and rather graceful looking Taylorcraft, especially with those red stripes running the length of the white fuselage. The color and other paint products are from Superflite and Dave recommends the following precautions: 1. If you use dope on fabric and enamel on metal, make certain they match. 2. Watch for unhardened acrylic enamel's potential for softening in gasoline. 3. Have fuel tanks tested before finishing the plane! This aircraft gained weight from 767 to 807 pounds as a result of the restora tion. But the appearance and conveni ence of a metal baggage compartment, single piece side windows, and insu lated boot cowl doors and firewall out weigh the gain in weight. Pun intended. Since David is a 727 captain it adds to your fantasy to imagine him coming home from work to take a little spin in this pretty plane with only 65 Continen tal horses up front. We bet it is relaxing to tool around Dave's hometown of Burnsville, Minnesota on a cool summer day at dusk in such a nifty machine.
The perennially beautiful Waco YPF-7 of Joe Roselle.
Among the prettiest Taylorcrafts is the red and white one of David Rudrud.
Milt Peters' and Ed McKee's Cessna 140, N3704V These folks from South Sioux City, Nebraska claim that there were only 45 of this particular Cessna model made. This one was built in 1948, has a Con tinental 90 engine, and a seat in the back! Milt Peters, Ed McKee (the "de signer"), and Carl Noltze (the self-an nointed "gopher") had original patterns
Milt Peters' and Ed McKee's Cessna 140.
to make parts. They say it was a four and-one-half-year, bare bones restora tion that took five gallons of stripper. Some of the specs: weight 950/1500, mph 110/50. The guys are from EAA Chapter 223,
and in 1975 had a J-3 Cub that won best in Class for restoration. They must be working hard : Carl's wife claims she has airplanes to thank for a lot of extra money that might otherwise have been spent at a local pub! •
Vintage Views Of Sun 'N Fun '86 _ _ _ _ _ _ _ byDickCavin _ _ _ _ _ __ Photos by the author
22 JUNE 1986
The main entrance to Sun 'n Fun is a road between the two main camping areas. At the News & Media building, turn left down Laird Lane, passing the forum tents, the Women's Center, the OX-5 building , the OB building, the Country Store and the EAA Sales Build ing and the two exhibitors buildings and now you are almost to the area that fas cinates a large segment of the spec tators , the Antique/Classic Center. The rough , unpainted exterior of the Antique/Classic Center gives it the flavor of a rustic backwoods country store. It is perfectly framed with a semi circular backdrop of tall , lush greenery, making the area a perfect setting for taking photos of the immaculate an tiques, classics and replicas that grace the area. Inside it is staffed by gracious EAA ladies who dispense a cup of cof fee or larrupin' bean soup to foot-weary visitors . As the visitors refresh , they can rest their eyes on pictures or memorabilia of aviation's Golden Age that decorates the walls. These ladies are also on top of who brought what in, etc. Those bringing in antiques, class ics, etc., sign in there and the airplane columns in the log read like the entire spectrum of factory production airplanes of days gone by. Out on the front porch is a shady ral lying place where old and new friends can swap stories and wistfully look back at those exciting days of yore when the very zenith of man's delight was in the cockpit of a J6-7 Travel Air (or reason able facsimile) . As they swapped those fragmentary accounts of the halycon days of avia tion, visitors to the Antique/Classic Center at Sun 'n Fun '86 could look over a scene that would gladden their hearts for weeks to come. Spread out before them in a great semi-circle was a superb collection of airplanes of that era. Some were in wide usage, while others were exotic or rare birds. In a way they made one think of a great herd of thoroughbreds put out to pasture, whose great deeds were legendary and now were spending their autumn years basking in the sunshine of admiration by a fraternity of men who had shared exciting years with them. These are men who are devoted to pre serving these treasures, to restoring them to their pristine glory of yes teryear. When the real thing was no longer to be found they simply went ahead and built a replica that might take a second look to tell from the real thing. One of those gorgeous restorations right in front of the front porch troops was Rod and Sandy Spanier's Travel Air 0-4000, which was judged the Grand Champion Antique this year. Right next to it was the only remaining Butler Blackhawk biplane, a past Grand Champion by LeRoy Brown. Nearby was Bob Hedgecock's Stinson Detroiter SM2-AA, the Silver Age Champion
Bill and Geraldine Jennings of Dalton, GA own this pristine 1946 Swift, NC90373, SIN 387. It received the Best Restored Classic - 101 to 165 hp award.
1952 Piper PA-20 Pacer, N1830A, SIN 873 was one of several nice Pacers on the flight line. Owner is Wendell D. Smith, Battle Creek, MI.
Kermit Weeks, Miami, FL surprised everyone when he arrived in his 1929 Boeing 100, N873H, SIN 1144 finished in U.S. Navy F4B-1 colors. It was part of the Tallmantz collec tion purchased by Kermit.
Benny Lee Vickrey of Burlington, NC owns this Ercoupe, N3353H, SIN 3978. VINTAGE AIRPLANE 23
1948 Bellanca 14-13-2 Cruisair, N74466, SIN 1579 owned by William E. Johnson, of Hopkinsville, KY.
(1928-1932) . This one fooled a lot of people who mistook it for an SM8-A. The Contemporary Age (1933-1945) award winner was Tom and Viv Ted row's Porterfield, which came all the way from New Jersey. The Best Cus tom in that class was a Howard DGA 15P, by Paul Donoghue and James Rose and it, too, was from a far away city, Boxford, Massachusetts. The long distance champ from Magalia, California was also the Best WW II era winner, a Kinner Fleet by Brian Esler. Best Biplane was Bobby Morrow's Boeing Stearman and Best Monoplane was the 90A Monocoupe that Ed Kirby brought in from Tampa. Best Open Cockpit was Mike Keedy's unusual Waco ZPF-6 from Orange Springs, Florida. From St. Petersburg the Lycoming 65 powered Porterfield LP-65 hauled down the Best Cabin title. Other aircraft with outstanding recogni tion were Ted Whitcomb's Meyers OTW, Charles Burke's Luscombe 8A and Don Woroner's Fairchild F-24-W-9. Grand Champion Classic was Jim Clarkson's Stinson 108 and the Re serve Grand Champion was a Temco Swift by Mark Holliday, all the way from Lake Elmo, Minnesota. In the best restored category was Bob Franklin's J-3 (0-100 hpj; Bill Jen ning's Swift (101-165 hpj; and the Cessna 195 (over 165 hpj by Winn Baker, were award winners. In the best Custom Class Norm Peach's Lus combe 8E (0-100 hpj, Barbara Fidler's Piper PA-20 (101-165 hpj and Tom and Lorraine Zedaker's Stinson 108 (over 165 hpj from Las Vegas, Nevada shared honors. Outstanding in type was Tony Klopp's Piper PA-11, a Globe Swift by De Wayne Upton, and a Cessna 140 by Odel Mathis. The '86 Replica Awards had George Baker's Commonwealth Aircraft Corpo ration's Wirraway (Australia) as the Grand Champion. Gerald and Barbara Fidler also brought their Past Grand Champion Great Lakes this year, in ad dition to Barbara's immaculate Pacer (which she did herself). 24 JUNE 1986
1953 Cessna 195B, N4488C, SIN 16072 was flown from Green wood, AR by owner Jay Wiechert.
Robert D. England's customized 1946 Ercoupe, N93823, SIN 1146. Robert lives in Tul lahoma, TN.
Nice 1959 Piper PA-20 Pacer converted from a PA-22. Registration no. is N25TJ with SIN 22-6676. Owner is Thomas P. Farraro, Lilburn, GA. Original N no. was N9761D.
A real surprise was John Shively's Best WW I era D.H.5, a truly rare bird. Best WW II era winner was a WAR. replica P-47 by Dan Linkous. A Waco Classic YMF-5, the "Spirit of Lansing" was the Commercial Aircraft category winner, rounding out a large field of con tenders in the Antique, Classic and Replica field . In addition to the above mentioned types the list of those present included Ercoupes, Taylorcrafts, Aeroncas, Bel lancas, Beech Staggerwings, a Fokker
D-VII and Triplane, a Cessna Airmaster, a Boeing P-12 - quite an impressive roster. While only a few can carry a lov ing cup or placard back home, this takes nothing away from the rest. Often the hair splitting difference between an award winner and an also ran might be a tiny difference in a single item, so THE VINTAGE AIRPLANE adds our own Ap preciation Award to all those who have toiled so painstakingly to preserve finely crafted examples of aviation's great years.•
WELCOME NEW MEMBERS
The following is a partial listing of new members who have joined the EM Antique/Classic Division (through the end of January, 1986). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.
Gelsher, Harry Philadelphia, Pennsylvania
Ausk, Harvey J. Alice, North Dakota
Nelson Jr., Forrest W. Hollis, New Hampshire
Hedberg, Jackie
Kansas City, Missouri
Dees, Loren L. Ellsworth, Kansas
Bowman, John C. Haverton, Pennsylvania
Mandeville, Austin B. Bishop, California
Brown, D. R.
Virginia Beach, Virginia
Barwick, Ken Huntington Beach, CA
Dexter, Bruce J. Orange, Massachusetts
Glasser, John H.
Dearborn Heights, Michigan
Wagner, Kenneth L.
Torrance, California
Carabetta, Fred Miami, Florida
Davis, Tom C. Seattle, Washington
AtwOOd, Clifford S.
Sea Bright, New Jersey
Freeman, DeWitt L.
Mineral, Virginia
Struthers, Jeffrey L. Falls Church, Virginia
Trepus Jr., George F. Enumclaw, Washington
Schroeder, Deborah Antonson Bernegger, Mark Hartland, Wisconsin West Point, Mississippi
Harryman, Robert J. Austin , Texas
Slack, Jonathan D. Frankfort, Illinois
Binns Jr., George E. Hackettstown, New Jersey
Mazzarella, Julia Central Valley, New York
Black, David Guymon, Oklahoma
Koebel, Allan High Ridge, Missouri
Diehl, Donald A. Bremerton, Washington
Braunstein, Michael B. St. Croix, Virgin Islands
Cathcart, Skip Flagstaff, Arizona
Lindsey, Bill Kosciusko, Mississippi
Eicher, Robert L. Daytona Beach, Florida
Smith, Wendell D. Battle Creek, Michigan
Constable, Billy G. Brighton, Colorado
Bjostad, John B. Minneapolis, Minnesota
Paulsen, Robert H. Ramona, California
Harris, Baxter F. Mayer, Arizona
Hetz, Richard A. Fairview, Pennsylvania
Risoldi, Mat Pittsburgh, Pennsylvania
Vickrey Sr., Benny Lee Burlington, North Carolina
Terry, Jim Franklin, Louisiana
Knauts, Harold E. Lake Forest, Illinois
Kenny, Richard P. Mathiesen, George E. Roeske, Harold Port Washington, New York Inver Grove Heights, Minnesota Jamaica, New York
Brown, David Hicksville, Ohio
Eddy, Dale R.
Grand Island, Nebraska
Sku by, Leonard Mundelein, Illinois
Feinblatt, Randall Skeel, Fred C.
Cherokee Village, Arizona Flagstaff, Arizona
Michael, William E. Lansing, Michigan
Kaufman, Richard E.
Elderton, Pennsylvania
Beyers Jr., William F. Arlington , Virginia
Scott, William Ben Reno, Nevada
Murray, Elwin Pagosa Springs, Colorado
Smith, Glenn W.
Tustin, California
Burnett, John Oklahoma City, Oklahoma
Weber, Jesse C.
Dover, New Hampshire
Vozzo, Felix A. Oreland, Pennsylvania
Strange, Carl R.
Missouri City, Texas
Moran, Doug Waldorf, Maryland
Flintoff, George W.
Oshawa, Ontario, Canada
Wllewski, Clifford R. Wonder Lake, Illinois
Buchanan, B. H.
Brisbane, California
Strange, James B. Birmingham, Alabama
Holm, Donald R.
Port Townsend, Washington
Gevay, Jim St. Paul, Minnesota
Harman, R. Lee
Arlington, Washington
Morrow, Bobby W. Fairburn, Georgia
Hudyma, Edward
Bolingbrook, Illinois
Hatcher, Ronald L. Farmington, New Hampshire
Breen, Kenneth
Northfield Center, Ohio
Alisero, Nicholas J. Blue POint, New York
Walnofer, Gregory Orchard, Nebraska
Graham, Larry F. Perry, Georgia Simpson, B. E. Logansport, Indiana
VINTAGE AIRPLANE 25
VI~TA(3~ LIT~12ATU12~
•or EAA Archive Photo
0
Norman Collection
Eastern Air Transport Curtiss Condor carried 18 passengers and was powered by two 600 hp Curtiss Conqueror engines.
by Dennis Parks EAA Aviation Foundation Library/Archives Director
VINTAGE LITERATURE - 1929 (Part 1 of a 2-part article) This is the continuation of a series of articles that are taking a look at aviation and its literature in the '20s and '30s. The first article appeared in the April, 1986 issue of THE VINTAGE AIRPLANE and covered the year 1925. The 12th edition of the Aircraft Year Book declared it was a "Mirror of the year's brilliant achievements in every branch of the art." In 1929 American aviation had experienced its most stupendous growth in its history. Tremendous growth was shown in the transport field. New airmail and passenger services were started that offered a network of air lines that regu larly serviced 90,000,000 people. This expansion provided a stimulus to every branch of industry. The aircraft industry represented an investment of half a billion dollars in 1929 and it employed more than 100,000 persons. Aviation was riding a crest created by the public response to Lindbergh and the concrete efforts of federal agencies, especially the Post Office Department and Congress. Congress approved a five-year pro gram in 1926 which required the growth in regular and reserve aviators and pro 26 JUNE 1986
vided for a growth of 1,000 planes. The resulting growth in military aviation was shown by the nearly 47 million miles the military branches flew during the year. The reserves flew over 27 million miles. The increase in public support for air transportation led to investment by major financial interests. By the end of 1929 there were 90,000 scheduled miles flown every day and 8,000 pounds of mail carried daily. There were 1527 airports in existence and 1929 saw over $200,000,000 for airport sites and improvements. All in all quite a bubble that was soon to burst thanks to the depression econ omy. Events The year was one of spectacular flights; pilots flew faster, higher, further and longer than in any other year. While many records were broken, none seemed to capture the public's imagina tion as the endurance flight with the era of air-to-air refueling . There were nearly 40 attempts at setting new endurance records. The first week of the year saw Major Spaatz and Captain Eaker set an en durance record of 150 hr. 40 min. and 15 sec., in "Question Mark" flying over Los Angeles. The endurance records were broken again in May, June and twice in July. From July 13-30 Dale Jackson and Forrest O'Brien set a new record of 420 hrs. 17 min . flying a Cur tiss Robin at St. Louis.
The women pilots had quite a see saw session of endurance record breaking in 1929. This started out with Bobbie Trout setting a record of 12 hr. 11 min. in early January. In late January Eleanor Smith of New York broke that record . This was broken by Trout in February, which in turn was broken in March by Louise Thaden. In April, Smith again established a new endurance re cord of 26 hr. 21 min 32 sec. This battle might have continued ex cept that a sponsor enlisted the joint help of Trout and Smith in trying to break the absolute record of 420 hours. After a few tries they had to give up; because of technical problems prevent ing refueling and they had to land after running out of fuel. But, in the course of trying , they had set a new women 's en durance record of 42 hours. Other records during the year were a non-stop transcontinental flight of 18 hr. 21 min. 59 sec. by Capt. Frank Hawks and Oscar Grubb in a Lockheed and an altitude record of 39,140 feet set by Lt. Soucek of the U.S. Navy. On the international front the Graf Zeppelin made an around-the-world cruise in 21 days. Aircraft Over 6,000 civil and military aircraft were produced during the year with a value of over $71 ,000,000. This was an increase of 51 percent over 1928. There were 61 different companies producing 117 different aircraft models. Twenty
one engine companies were making 51 engine models. Only eight aircraft came equipped with war-surplus power plants. The typical aircraft at the time were still liquid-cooled, rag and tube bip lanes, but the newer designs were air cooled and metal. The most popular air craft was the Curtiss Robin , with 290 on the registration records in 1929. The more spectacular achievements in aircraft design during the year were to be found in the "super transport" cat egory. Transport planes were being successfully produced and flown that
doubled and tripled the size of those in general airline use. These included the Fokker F-32; the Curtiss Condor; the Keystone Patrician and the Boeing 80A. These were up to 30 place land transports weighing from seven to nearly nine tons fully loaded . The grandest of all was the Dornier DO-X. This 12 engine, 6,000 horse power German seaplane had an empty weight of 56,557 pounds and could carry 112 passengers and crew. Activities among the manufacturers in 1929 included : Advanced Aircraft changed it name to Waco Aircraft;
Aeronca moved into its new factory at "sunken" Lunken and started produc tion of the C-2; Boeing became part of United Aircraft and Transport Com pany; Curtiss-Wright was formed to take over the assets of Curtiss Aerop lane and Wright Aeronautical ; Davis Air craft was formed to take over Vulcan Aircraft and Mono-Aircraft was or ganized by Don Luscombe; St. Louis Aircraft introduced the Cardinal ; and Taylor Bros. Aircraft was formed at Bradford, Pennsylvania to produce the Chummy. • (To be continued in July, 1986 issue.)
by George A. Hardie, Jr.
was taken at Elkhart, IN around 1930, according to Dale Glossenger of Ed wardSburg , MI who submitted the photo. Answers will be published in the September 1986 issue of THE VIN TAGE AIRPLANE. Deadline for that issue is July 10, 1986. No answers were received for the Mystery Plane in the March 1986 issue. Apparently the experts were stumped, which is strange. The airplane was an Acme Sportsman, manufactured by the Acme Aircraft Corp. of Rockford , Illinois in 1929. According to the Aircraft Year book for 1930, it was a two-place tan dem monoplane powered by a Wright Gypsy 85 hp engine. Quoting further: "The Acme Sportsman, as the new model was called, was designed by Ed ward A. Stalker, head of the Depart
ment of Aeronautical Engineering at the University of Michigan. The initial flight was made October 2 and company offi cials expected to receive their Approved Type Certificate so that they might enter production in 1930." Evidently, the effects of the stock market crash in late 1929 forced the company out of business, for no further record can be found .•
It's time once again to explain the reason for this column. Not only is it intended as a form of entertainment (an aviation ''trivia game"), it also serves two very important purposes. One is to record information on obscure and for gotten designs of the past; the other is to draw attention to design features of earlier aircraft that may be of use to today's designers. It is the author's hope that these purposes are being met in some small way. This month's Mystery Plane is another early attempt to meet the need for an STOL (short take off and landing) aircraft before the advent of the suc cessful helicopter. Apparently a combi nation autogiro and airplane, the photo
VINTAGE AIRPLANE 27
CALENDAR OF EVENTS
JUNE 6 - FORT SILL, OKLAHOMA - 44th birth day celebration of Army Aviation at Post Field, where it all started. Full day's activities include a mass fly-by of liaison aircraft, tours and a banquet to honor veterans. Contact: Kent Faith, 1700 Lexington Avenue, Suite 109, Nor man, Oklahoma 73069, phone 405/366-01718 . JUNE 6-8 - MERCED, CALIFORNIA - 29th An nual West Coast Antique Fly-In. Contact: Merced Pilots' Association, P. O. Box 2312, Merced, CA 95344. JUNE 7 - PARIS, TENNESSEE - EAA Chapter 734 6th Annual air show and fly-in at Henry County Airport. Trophies for best antique, homebuilt, warbird, ultralight, oldest aircraft flown to show, most distance flown to show. Contact : Richard Rattles, 901 /642-7676. JUNE 12-15 - STAUNING, DENMARK - EAA Chapter 655 KZ & Veteranfly Klubben 19th An nual Fly-In at Stauning Airfield. Contact: Dr. Magnus Pedersen. President, Hovedgaden 54, 6971 Spjald, Denmark. phone 07-38 1020. JUNE 13-14 - TULSA, OK - Annual EAA Chap ter 10 Meeting and Get-Together. Riverside/ Jones Airport. Contact LeRoy Opdyke 918/ 371-5770. JUNE 13-15 - MIDDLETOWN. OH - All America Aeronca Fly-In. Tours of the Aeronca factory and the U.S.A.F. Museum. Banquet on Satur day night with speakers and judged aircraft awards. Contact: Jim Thompson. Box 102, Roberts, IL 60962, telephone. 217/395-2522. JUNE 13-15- DENTON. TEXAS- Texas Chap ter AAA Fly-In. Denton Municipal Airport. Con tact: Pat Patterson. 4008 Colgate. Dallas. TX 75225. phone 214/361-5576 or Mary Mahon. Rt. 1. Box 69A, Justin, TX 76247. phone 817/ 648-3290. JUNE 14-15 - HERMISTON. OREGON - EAA Chapter 219 Annual Fly-In. Awards for home built. kitbuilt. classic and antique. 20th Anniver sary Fly-In. Contact Douglas Ankney. Jr., 503/ 567-3964 or 503/567-7531 . or write : L. W. Amacker, 4529 N.w. Ave.• Pendleton. OR 97801 JUNE 15 - ADAMS-FRIENDSHIP, WISCONSIN - 6th Annual Father's Day Fly-in/Drive-In sponsored by Adams County Aviation Associa tion. Legion Field. Pancake breakfast. static displays. antiques, homebuilts. "Year of the DC-3" display courtesy Basler Air Lines. Inc. Contact: Roger Davenport, 608/339-6810 or Adolf Pavelec. 608/339-3388. JUNE 15-17 - WACO, TEXAS - 5th Annual Short Wing Piper Convention. Contact: SWPO Convention, P. O. Box 460452. Garland. TX 75046. JUNE 21-22 - STURGIS, KENTUCKY - 2nd An nual Fly-In. Breakfast. fly-bys. Antiques. class ics, homebuilts, warbirds welcome. Two-day event. Awards for best in class. Facilities avail able to tent. Auto fuel available. Contact: Stur gis Airport. 5021333-4487 or 5021333-4890. JUNE 26-29 - HAMILTON, OHIO - 27th Annual National Waco Reunion. Contact National Waco Club. 700 Hill Avenue, Hamilton, OH 45015. JUNE 28-29 - ORANGE. MASSACHUSETTS 10th Annual New England Regional Fly-In . Trophies for best and outstanding antique and classic each day. Fly market, camping, food. Contact: Paul Dexter. 617/544-6412. JUNE 28-29 - MANKATO. MINNESOTA - EAA Chapter 642 Fly-in pancake breakfast both days in conjunction with Mankato Airfest. Con tact: Bob Holtorf, 208 Capri Drive, Mankato, MN 56001, phone 507/625-4476.
28 JUNE 1986
JUNE 28-29 - DAYTON, OHIO - Luscombe As sociation National Fly-In at Moraine Airpark. Contact: Ralph Orndorf. 1749 W. Stroop Road, Kettering. OH 45439 or the Luscombe Associ ation, 6438 W. Millbrook Road, Remus, MI 49340. phone 517/561-2393 JUNE 29 - MACOMB. ILLINOIS - Heritage Days Planes 'n Pancakes Fly-In Breakfast. Begins at 7:30 a.m. Awards for best antique and oldest antique. Spot landing contest upon arrival. Free breakfast to pilots who fly in. Contact: 309/833 3324. JUNE 29..JUL Y 4 - OREGON AIR TOUR - Ore gon Antique and Classic Aircraft Club sponsor ing a leisurely flight around the northwest, like the Tex Rankin tours of the 30s. Contact: Leonard Tarantola, 2643 Moon Mountain Drive. Eugene, Oregon 97403. JULY 3-5 - TECUMSEH. MICHIGAN - Meyers Aircraft Owners Association National Annual Fly-In and AI Meyers Airport 50th Anniversary celebration. Contact: 517/423-7629 . JULY 4-6 - LOMPOC. CALIFORNIA - West Cub Club Fly-in. Contact Bruce Fall. 101 Oakhill Drive, Lompoc, CA 93436, phone 805/733 1914. JULY 4-6 - BLAKESBURG. IOWA - Type Club Fly-In at Antique Field. Aeronca. Pietenpol. Corben. Fairchild, Hatz, Great Lakes and others. Fly-outs. awards. Contact: AAA. Route 2. Box 172, Ottumwa, IA 52501. telephone 515/ 938-2773. JULY 4-6 - ALLIANCE. OHIO - 14th Annual Taylorcraft Fly-In/Reunion at Barber Airport. Fly-bys. forums. food and fellowship. Contact: Bruce Bixler, 216/823-9748. JULY 4-6 - COTTAGE GROVE. OREGON - 6th Annual Gathering of Antiques and summer meeting of the Oregon Antique and Classic Air craft ClUb. Contact: Tim Talen, 5031746-6572. JULY 5-6 - ROCKFORD, ILLINOIS - 1st Annual 4th Fest Airshow '86, featuring Eagles Aero batic Team. Bobbie Blankenship, Astro Flight, Inc., Ole Red. BD-5 Micro-Jet. WW " and as sorted military aircraft, helicopters. air balloons. ultralights. Contact 815/963-4444 . . JULY 9-13 - BEDFORD. MASSACHUSETTS American Bonanza Society annual convention at Hanscom Field. 20 miles NW of downtown Boston. Meeting site at Marriott Copley Place Hotel, 110 Huntington Avenue. Boston, MA 02116. phone 617/236-5800. Contact : Amer ican Bonanza Society, P.O. Box 12888, Wichita, KS 67277. JULY 11-13 - CELINA, OHIO - 2nd Annual North West Ohio Stearman Fly-in. Hog roast on Saturday evening, fly-inldrive-in breakfast on Sunday morning. Contact: Terry Zimmer man 419/268-2565, Jim Zimmerman 419/228 3928 or write Zimmerman Aviation. 6177 St. Rt. 219, Celina,OH 45822. JULY 13-19 - LOCK HAVEN, PENNSYLVANIA - A Piper Cub fly-in called "A Sentimental Journey to Cub Haven". Flight contests. dis plays, pilot seminars. flea market. tours of the area and banquet. Camping available. Contact: Irving L. Perry, P.O. Box J-3, Lock Haven. PA 17745. JULY 24-26 - MINDEN, NEBRASKA - National Stinson Club (108 Section) Fly-In. Contact: George and Linda Leamy, 117 Lanford Road, Spartanburg, SC 29301 . phone 803/576-9698. JULY 25-27 - COFFEYVILLE, KS - Funk Fly-In. Trophies. games, contests. Contact: Ray Pahls, 454 S. Summit/awn, Wichita. KS 67209. JULY 26-30 - BOYNE MOUNTAIN, MICHIGAN International 180/185 Club Convention.
Tours of Washington and Mackinac Island. Sault Saint Marie Locks, shopping trips for the ladies. Banquet Thursday July 31. Contact: John Hintermeister, R. 3. Box 34A, Muscatine. IA 52761 . 319/264-1609. JULY 28-AUGUST 1 - MANASSAS. VIRGINIA - 18th Annual International Cessna 170 As sociation Convention . Contact: Byrd Raby, 3011743-7623. JULY 31-AUGUST 3 - CABLE. WISCONSIN Ercoupe Owners Club Annual Fly-In/Meeting at Cable Union Airport. Contact: Skip Carden, P.O. Box 15388, Durham, NC 27704. phone 919/471-9492. AUGUST 1-8 - OSHKOSH. WISCONSIN World's Greatest Aviation Event. 34th Annual EAA International Fly-In Convention and Sport Aviation Exhibition. Contact: EAA Headquar ters. Wittman Airfield . Oshkosh. WI 54903 3086. phone 414/426-4800. AUGUST 8-15 - BLAKESBURG, IOWA - Annual AAA National Fly-In for members only. Antique Airfield. Contact: AAA. Rt. 2. Box 172. Ot tumwa. IA 52501 , phone 515/938-2773. AUGUST 11-15 - FOND DU LAC. WISCONSIN - International Aerobatic Club Competition at Fond du Lac Skyport. Contact: Clisten Murray, 302 S. Railway, Mascoutah. IL 62258. phone 618/566-8601 . AUGUST 23-24 - SCHENECTADY, NEW YORK - Flight '86 Airshow sponsored by the Amer ican Red Cross and Empire State Aero Sci ences Museum at Schenectady County Airport, featuring Blue Angels. Contact Steve Israel, Di rector, 19 Airport Road. Scotia. New York 12302. phone 518/399-5217. AUGUST 29-SEPT. 2 - ROME, GEORGIA - 5th Annual Ole South Fly-In sponsored by Tennes see Valley Sport Aviation Association. Inc. Camping available. Nearby motels. Parade of flight featuring antiques, classics. warbirds, homebuilts, ultralights and rotorcraft. Contact: Jimmy Snyder, 5315 Ringgold Road. Chat tanooga. TN 37412. phone 615/894-7957. SEPTEMBER 6-7 - MARION. OHIO - 21st An nual "MERFI" EAA Fly-In. Camping on airport grounds. Contact: Lou Lindeman. 3840 Clover dale Road, Medway. OH, phone 513/849-9455 after 6:00 p.m. SEPTEMBER 27-28 - BINGHAM. MAINE -17th Annual Gadabout Gaddis Fly-In at Gadabout Gaddis Airport. Contact: 207/672-4100 or 207/ 672-5511 . OCTOBER 2-5 PITTSBURGH. PENNSYL VANIA - 11th Annual International Cessna 120/140 Association Convention at But/er Farm Show Airport - Roe. 4 miles west of city on Detroit sectional. Contact: Mike Quinlan, Con vention Chairman, 224 Lehr Avenue. Pittsburgh. PA 15223. phone 4121781-4435. OCTOBER 3-5 - TAHLEQUAH, OKLAHOMA 29th Annual Tulsa Fly-In sponsored by EAA Chapter 10. AlC Chapter 10. lAC Chapter 10. AAA Chapter 2 and Green Country Ultralight Flyers. Inc. Contact: Charles W. Harris. 119 East Fourth Street. Tulsa, OK 74103. phone 918/585-1591 . OCTOBER 3-5 - TAHLEQUAH. OKLAHOMA National Bucker Club 6th Annual Fly-In. in con junction with the 29th Annual Tulsa Fly-In. Con tact: Frank G. Price, Rt. 1. Box 419, Moody. TX 76557. phone 817/853-2008 . •
Where The Sellers and Buyers Meet...
25e per won!, 20 word minimum. Send your ad to
The Vintage Treder, Wittman Airfield
Oshkosh, WI 54903-259t .
AIRCRAFT: 1941 Aeronca Chief 65CA - 75 hp. Rebuilt 1983 with new wood, fabric, upholstery, instruments, etc. Hangared. Excellent economy antique, $6800. 2181749-3268 evenings, 218/229-3356 days. (62) POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3'/2 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462. Hales Corners. WI 53130. 414/529-2609. ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear. easy to follow plans includes nearly 100 isometrical draw ings. photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing $15.00. The Technique of Aircraft Building $10.00 plus $2.00 postage. Send check or money order to: ACRO SPORT. INC., Box 462. Hales Cor ners. WI 53130. 414/529-2609. ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow. detailed plans. Complete with isometric drawings. photos. exploded views. Plans - $85.00. Info Pac $5.00. Send check or money order to: ACRO SPORT, INC., P.O. Box 462. Hales Corners. WI 53130.414/529-2609.
Fairchifd " 22" C7D Project. Much to be done. some parts new. $6500. Gold Hill Aviation . 7041 279-3626 or 704/279-8430. (61) Johnson " Rocket 185" - Complete airplane. fu selage ready for cover. Hydraulics all overhauled. Engine - Lycoming 0-435A. 185 hp. Minimum. $18.000. 4 141782-9238. R. Schoenborn. P.O. Box 104. New Berlin. WI 53151. (61)
FUEL CELLS - TOP QUALITY - Custom made bladder-type fuel tanks and auxiliary cells. any shape or capacity for Warbirds. Experimental. Vin tage. Sport and Acrobatic aircraft. Lightweight. crashworthy. baffled and collapsible for installation. Typical delivery 2-3 weeks. Call or write for details: 1-800-526-5330. Aero Tec Labs. Inc. (ATL). Spear Road Industrial Park. Ramsey. NJ 07446. (C5/87)
ENGINES & ACCESSORIES:
LITERATURE FOR RESTORERS/BUILDERS. Out-of-prinUcurrent. State specific needs. 700 + title list $2.00. JOHN ROBY. 3703Y Nassau. San Diego. California 92115. (6/8/10)
MISCELLANEOUS:
WANTED:
BACK ISSUES . . . Back issues of THE VINTAGE AIRPLANE (and other EAA Division publications) are available at $1.25 per issue. Send your list of issues desired along with payment to : Back Issues. EAA-Wittman Airfield. Oshkosh. WI 54903-2591.
Wanted : Black face J-2 and J-3 Instruments. (I have both planes) and A-40 overhaul parts. Rusty Weil . 714/650-1132. (6-2)
"GRAND CANYON". 2-hour spectacular helicopter exploration VIDEO. Breathtaking music. Critically acclaimed. Details FREE. Beerger Productions. 327-VI2. Arville. Las Vegas. NV 89102.702/876 2328. (C-l0/86) Have we got a part for you! 20 years accumula tion of parts for all types of aircraft - antiques. classics. homebuilts. warbirds. Every1hing from the spinner to the tail wheel. Air Salvage of Arkansas. Highway 8 East. Mena. AR 71953. phone 501 /394 1022 or 501 /394-2342. (61)
Wanted : Papers for a Monocoupe 110 (or 90). D. Schmidt. 8304 Gustav. Canoga Park. CA 91304. (6-2) Wanted : Information about plane. possibly Travel Air. owned by heavyweight boxer Jack Sharkey in early to middle ·30s. All replies answered. Write : Ray Buehler. P.O. Box 1077. Dearborn. Michigan 48121 or call collect after 8 p.m .• 313/697-5248. (61)
VINTAGE TRADER AD fORM
Send check or money order with copy to Vintage Trader - EAA, Wittman Airfield, Oshkosh, WI 54903-3086.
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VINTAGE AIRPLANE 29
THE JOURNAL OF THE EARLY AEROPLANE
MEMBERSHIP
INFORMATION
The most aulhoritatllie journal on Those \\bnderful flytng Machines 1900·1919
EAA Membership in the Experimental Aircraft Association, Inc. is $30.00 for one year, $58.00 for 2 years and $84.00 for 3 years. All include 12 is sues of Spott Aviation per year. Junior Membership (under 19 years of BJJ6) is available at $18.00 an nuallY. Family Membership is avail able for an additional $10.00 annually.
WORLD WAR I ~ INC. I
15CrescentRoad. Poughkeepsie. NY 12601. USA
ANTIQUE/CLASSIC
ATTENTION
EAA Member - $18.00. Includes one year membership in fAA An· tique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current fAA member and must give fAA membership number.
AIRCRAFT OWNERS
SAVE MONEY ... FLY AUTOGAS
Non·EAA Membe, - $28.00. In· cludes one year membership in the fAA Antique·Classic Divison, 12 monthly issues of The Vintage AI,· plane, one year membership in the fAA and separate membership cards. Sport All/ation not included.
lAC
II you use 80 octane avgas now, you could be using less expensive autogas with an EAA-STC. Get your STC Irom EAA - the organization that pioneered the first FAA approval lor an alternative to expensive avgas. CALL TODAY FOR MORE INFORMATION IT'S TOLL-FREE 1-800-322-42n (in Wisconsin call 414-426-4800) Or write: EAA-STC, Wittman Airfield, Oshkosh, WI 54903-3065 For taster service, have your airplane's "N" number and serial number; your en gine's make, model and serial number; and your credit card number ready.
Membership in the International
Aerobatic Club, Inc. is $25.00 an
nually which includes 12 issues of
Sport Aerobatics. All lAC members
are required to be members of EAA.
VINTAGE SEAPlANES
WARBIRDS Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warbirds Newsletter. Warbird memo bers are required to be members of fAA.
by Norm Petersen
LIGHT PLANE WORLD fAA membership and LIGHT PLANE WORLD magazine is available for $25.00 per year (SPORT A VIA T/ON not included). Current EAA members may receive LIGHT PLANE WORLD for $15.00 per year.
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MEMBERSHIPS
Please submit your remittance with
a check or draft drawn on a United States bank payable in United States dol/ars or an international postal money order similarly drawn. Make checks payable to fAA or the division in which membership IS desired. Address aI/ letters to fAA or the particular division at the fol· lowing address:
WITTIIAN AIRFIELD OSHKOSH, WI 54903-3086 PHONE (414) 426-4800 OFFICE HOURS: 8:30-5:00 II0N.-FRI. 30 JUNE 1986
Photo by Norm Petersen
A very pretty 1946 J-3 Piper Cub on 1320 EDO floats, photographed at the Brennand Seaplane Base during Oshkosh '82. Flown by Jerry Ness (EAA 117003) of 9976 S. 75th Rd., Rapid River, MI 49878, the "Cub" N98761, SI N 18992, is one year older than its pilot-owner!
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products , inc. 259 Lower Morrisville Rd., Dept. VA Fallsington , PA 19054 (215) 295-4115
BOX 3084-V RIVERSIDE, CA 92619 PHONE (714) 684-4280
• CLEAN • SHINE • PROTECT For the discriminating Pilot and F.B.O. who demand excellence in performance products. RACE GLAZE® Polish and Sealant is EAA's choice.
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The EAA Aviation Center's staff uses RACE GLAZE to preserve and protect the museum's price less collection of aircraft.
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Easy To Use Reduces Drag Removes Exhaust Stains Protect Leading Edge Removes Oxidation Resists UV Fading Cannot Yellow Unbelievable " Gloss"
List: $12.00 per bottle EAA Price: $9.95 per bottle EAA Case Price (12) : $72.00 Above prices include shipping for Continental U.S.A. Only.
Send $9.95 for each 16 oz . bottle or save an extra $3.95 per bottle and send $72.00
for each case of 12 - 16 oz. bottles to :
EAA • Wittman Airfield. Oshkosh, WI 54903-3086 Wisconsin Residents Add 5 % Sales Tax VINTAGE AIRPLANE 31