VA-Vol-22-No-10-Oct-1994

EDITORIAL STAFF

October 1994

Vol. 22, No. 10

CONTENTS 1 Straight & Level/ Espie " Butch" Joyce 2 AlC News/

Compiled by H .G . Frautschy

3 Aeromail 4 A.D. Notes and You/

Bill Claxon

Page 6

6 Aircraft Antennas for the Pilot ­ Part WBill Butters

EAA ANTIQUE/ CLASSIC DIVISION, INC.

OFFICERS

9 Something Old, Something New· EAA OSHKOSH '94/ H. G. Frautschy

20 Like Father . . . / H. G . Frautschy

Publisher Tom Poberezny Vice-President,

Marketing and Communications

Dick Matt

Editor-in-Chief

Jack Cox

Editor

Henry G . Frautschy

Managing Editor

Golda Cox

Art Director

Mike Drucks

Computer Graphic Specialists

Sara Hansen

Olivia L. Phillip Jennifer Larsen

Advertising

Mary Jones

Associate Editor

Norm Petersen

Feature Writers

George Hardie, Jr. Dennis Parks

Staff Photographers

Jim Koepnick Mike Steineke

Carl Schuppel Donna Bushman

Editorial Assistant

Isabelle Wiske

Page 9

25 Mystery Airplane/ George H ardie

President Espie 'Butch' Joyce 604 Highway St. Madison. NC 27025 919/427-0216

Vice-President Arthur Mor\lan W211 Nl1863 Hilltop Dr. Gemnantown. WI 53022 414/628-2724

Secretary Steve Nesse 2009 Highland Ave. Albert Lea. MN 5tl:XJ7 507/373-1674

Treasurer E.E. 'Buck' Hilbert P.O. Box 424 Union.IL 60180 815/923-4591

DIRECTORS John Berendt 7645 Echo Point Rd. Cannon Falls. MN 55009 507/263-2414

25 Pass it to Buckl E.E. " Buck" Hilbert

Gene Chose 2159 Carlton Rd. Oshkosh. WI 54904 414/231-5002

28 Welcome New Members 29 AlC Calendar 30 Vintage Trader

Page 20

FRONT COVER . . The winner of the Grand Champion Antique Lindbergh trophy at EAA OSHKOSH '94. t his is Tom D. Baker. Jr. and his 1941 BL-65 Taylorcraft. EAA photo by Jim Koepnick . Shot with a Canon EOS-1 equipped with an 80-200mm I f2 .8 lens. 1/ 250 a t f81 on Kodak Ektachrome Lumiere 100 film . Cessna 210 photo plane piloted by Bruce Moore.

BACK COVER ... The only Curtiss Robin on Edo M-2665 floats of the same vintage wa s awarded the first -ever G rand Champion Seaplane Lindy. The Robin was flown to Oshkosh by its owner. R. W. " Buzz" Kaplan (EAA 70086. A/C 8609) of Owatonna . Minnesota .

EAA photo by Norm Petersen . Shot with a C anon Elan camera equipped with an 80·21Omm / f4-5 .6 lens. 1/ 250 at f5 .6 on Kodak Ektachrome Lumiere 100 film. Piper Cub pho to plane flown by Mike Weinfurter.

Phil Coulson 28415 Springbrook Dr. Lawton. MI 49065 616/624-6490 Charles Hanris 7215 East 46th St. Tulsa. OK 74145 918/622-8400 Dale A. Gustatson 7724 Shady Hill Dr. Indianapolis. IN 46278 317/293-4430 Robert liCkteig 1708 Bay Oaks r.

Albert Lea. MN 5tl:XJ7 507/373-2922 Gene Morris 115C Steve Court. R.R. 2 Roanoke. TX 76262 817/ 491 -911 0

Robert C. ' Bob' Brauer

9345 S. Hoyne

Chica~o. IL 60620

312/ 79-2105

John S. Copeland 28-3 Williamsbur8 Ct. Shrewsbury. MA 1545 508/842-7867 George Doubner 2448 Lough Lane Hartford. WI 53027 414/673-5885 Stan Gomoll 1042 90th Lane. NE Minneapolis. MN 55434 612/784-1172 Jeannie Hill

P.O. Box 328

Harvard. IL 60033

815/943-7205 Robert D. ' Bob' Lumley 1265 South 1241h St. Brookfield. WI 53005 414/782·2633 George York

181 Sloboda Av.

Mansfield. OH 44906

419/529-4378

S.H. ' Wes' Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213 414/771-1545

Copyright © 1994 by the EAA Antique/Classic Division Inc. All rights reserved.

VINTAGE AIRPLANE (ISSN 0091·6943) is published and owned exclusively by the EM Antique/Classic Division. Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center. 3000 Poberezny Rd .• P.O. Box 3086. Oshkosh. Wisconsin 54903-3086.

Second Class Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic Division. Inc. is $20.00 for current EM members for 12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE. Membership is open to an who are interested in aviation.

POSTMASTER: Send address changes to EM Antique/Classic Division. Inc.• P.O. Box 3086. Oshkosh. WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail.

ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

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. No renumeration is made.

Material should be sent to: Editor. VINTAGE AIRPLANE, P.O. Box 3086. Oshkosh. WI 54903-3086. Phone 414/426-4800.

Joe Dickey 55 Oakey Av. Lawrenceburg. IN 47025 812/537-9354

Jimmy Rollison 640 Alamo Dr. Vacaville. CA 95688 707/451-0411

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM. SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EM SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EM ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.

Dean Richardson 6701 Colony Dr. Madison. WI 53717 608/833- 1291

Geoff Robison 1521 E. MacGregor Dr. New Haven. IN 46774 219/493-4724

DIRECTOR EMERITUS S.J. Willman

7200 S.E. 85th Lane

Ocala. FL 32672

904/245-7768

ADVISORS

STRAIGHT & LEVEL

by Espie "Butch" Joyce

Each year during the last weekend of September, the North Carolina De­ partment of Transportation Division of Aviation, in cooperation with the FAA , hosts a North Carolina coastal air tour. In the past, I'd never flown on this tour. With the Fall weather here in the Carolinas having been so nice , I decided we would do it this year.

We loaded up the Baron and de­ parted the afternoon of September 23 for Manteo, NC. After landing at Dare County Airport we registered with the group and drove over to our hotel at Nags Head, located on the outer banks of North Carolina. Nags Head at one time was a pirates hang­ out. Blackbeard and his crew, among others , harbored there on the inlet side. The town was called Nags Head because they would hang a lantern around the head of an old nag and walk it up and down the sand dunes along the beach. Ships would see this light bobbing up and down and, think­ ing it was another ship, they would come over to follow in trail, only to run aground . The local pirates would carry off the ship's goods once it broke up. For a while it was a lucrative way for the pirates to make a living.

Just north of Nags Head is the town of Kill Devil Hills of Wright brothers fame. The imposing memorial there is well worth the visit. There is a hard runway within walking distance, oper­ ated by the National Park Service.

On Friday night we went over to Fort Island, where Sir Walter Raleigh landed on the shores of America with the first colonial settlers. Sir Walter

went back to England and when he re­ turned, everyone was gone. For many years a play, "The Lost Colony," has been staged during the summer months to dramatize what might have happened to the colony. Years ear­ lier, my dad told me that he knew what had happened to them - the mosquitoes carried them off!

We departed Saturday morning fly­ ing in trail down the beach side of the outer banks.

The State and FAA had cleared the restricted areas and MOAs in the area for us. Nearly 100 airplanes flew in trail down the coast. We all landed at Beaufort , North Carolina where we were on our own to track down lunch.

Beaufort, is an old whaling village dat­ ing back to the 1740s. Lunch on the water there was great and a walking tour of the historical area was fun.

We then departed Beaufort for Wilmington, North Carolina for a stay overnight. We all had dinner on the fantail of the battleship USS North Carolina with a speaker program after the meal.

We returned home to Shilo airport on Sunday satisfied with a great week­ end. If you're in the local area next year, you may want to check with the North Carolina Department of Trans­ portation to find out when the coastal air tour will take place.

On the business side, your Board of Directors will be meeting in Oshkosh the first weekend of Novem­ ber. Should you have any items that you feel we need to address, please let me know so we can add it to the agenda. We will be discussing this

past Convention to help us determine what things can be done to make EAA Oshkosh '95 even more enjoy­ able for our membership. Any items that need correcting, from a grounds or physical plant (buildings, etc.) standpoint need to be taken care of early, because of the long winter sea­ son in Oshkosh.

Another item of interest to the membership up for discussion at the Board meeting will be our dues struc­ ture. Your dues at this time are $20.00 per year. In 1993 it cost the An­ tique/Classic Division almost $25.00 to service each member. We have been able to offset this extra expense because of the advertising income from VINTAGE AIRPLANE and the merchandise sales during the year, most of which occurs at Oshkosh at each year's Convention. We are now starting to lose ground, because of printing expense, postage and other items. We've been advised that we should expect as much as a 6 percent increase in the cost of paper right away with another increase later next year. To top that off, the US Postal Service is revising the non-profit postage rates this year, eventually eliminating the lower rates for non­ profit associations.

Should anyone have any good ideas along this line, I would like to hear from you.

For now you can help your Divi­ sion by asking a friend to join the An­ tique/Classic Division. Let's all pull in the same direction for the good of avi­ ation. Remember, we are better to­ gether. Join us and have it all. ....

VINTAGE AIRPLANE 1

compiled by H.G. Frautschy

NEW ARTWORK FOR VINTAGE AIRPLANE You may notice as you peruse the pages of this month 's VINTAGE AIR­ PLANE that there is some new artwork gracing the pages of Mystery Plane, Wel­ come New Me mbers and the Fly-In Cal­ endar. Long time EAA and member Jim Newman , who has volunteered his ser­ vices in the past for EAA, has graciously consented to work up some drawings for us when we could use his deft pen and ink touch. His first efforts were directed towards sprucing up the heads of a few of our columns , and next month , you'll see the fruits of his technical illustration labors . Many readers may recall the in­ tricate drawing of the Laird Super Solu­ tion for EAA's book on the creation of the Solution replica - it too was the cre­ ation of this talented man. Jim 's voca­ tion is as an artist, and he excels at tech­ nical illustration , a form of industrial art Jim has been working at for most of his long career. If you think your company could use someone as talented as Jim for your project, you can contact him in Ho­ bart , IN at 219/942-2571. His volunteer efforts for the Division are appreciated!

HEllO COURIER TYPE

CERTIFICATE SOLD

Helio Enterprises , Inc. of 17644 SE 293rd Place, Kent, W A 98042 has pur­ chased the type certificate, drawings, en­ gineering data and production tooling for the complete line of Helio aircraft.

Helio is currently putting a plan together to support the approximately 250 Couri­ ers still flying. They also plan on investi­

gating the possibility of putting the air­ plane back into production. You can contact them at 206/639-1446 or fax at 206/639-0332.

CESSNA 170 STC Barnstormer Aviation, who has al­ ready obtained STC approval for alter­ nator installations in the Aircoupe and Cessna 12011401140A has announced the availability of an STC for installation of a 60 amp alternator on the Cessna 170/170A/170B. For more information , contact Fred Lagno at Barnstormers Aviation , 911 Sportsman Neck Rd. , Queenstown, MD 21658 or call 410/827­ 7896.

KEEP LORAN GOING! The U.S. Coast Guard is considering the termination of the Loran C system, which would leave a large number of users holding the bag with useless equip­ ment. Aviation, marine and and many other users find th e Loran C system to be perfectly adequate for their needs.

The Wild Goose Association collected over 4,500 signatures on a petition sup­ porting the Loran C system at EAA OSHKOSH '94. EAA, while certainly recognizing that GPS will be the naviga­ tion system of the future , supports the continued maintenance of the Loran C system. You can address your comments about Loran C to: Mr. Frank Kruesi, As­ sistant Secretary for Transportation pol­ icy, U.S. Department of Transportation, 400 7th Street SW , Washington , DC 20590.

EAA OSHKOSH '94 VIDEO It was a great one, that's for sure, and you can relive the action of the 1994 EAA Fly-In and Convention with a copy of "Destination: Oshkosh" the outstanding produc­ tion by the EAA Video staff that chronicles the entire spectrum of events during the Convention. Included is footage of the Antique/Classic area and aircraft, the Apollo astronauts reunion, Concorde, and many other fascinating parts of the Convention. Order your copy today by calling EAA's toll-free order number: 1­ 800/843-3612. The 60 minute show is available for $19.95 plus $3.00 shipping and handling.

2 OCTOBER 1994

NASM NEEDS HELP

TO DISPLAY

BETTY SKELTON'S PITTS

Curators and volunteers at the Smith­ sonian 's National Air and Space Museum are working to prepare Betty Skelton's Pitts Special for display. The Pitts, dubbed " Little Stinker" was the airplane used by Betty to win the National Aero­ batic Championships in 1948, '49 and 1950. It is the second Pitts Special built

by Curtiss Pitts in 1946 and sold originally to Jess Bristow, who had Curtiss ' friend Phil Quigley fly the biplane in airshows during 1947 . When bought by Betty in 1948, she immediately started to use it for her own airshow and competition work, and in doing so she set the world of aero­ batics on its ear. The small biplane would dominate the world aerobatic scene for many years to follow .

When first built by Curtiss, the second Pitts had a Continental C-85-8F5 engine.

Later, she had a Continental C-90-8FJ fuel injected engine installed (the same engine as in an Aeronca L-16) swinging a McCauley IB90/ CM7148 prop. When donated to the NASM , both the engine and prop were missing. If you can supply either a C90-8F or 8FJ (the NASM has the correct fuel injection system, so the engine does not have to come with one) and/or a 1B90 McCauley prop, please contact either Rick Leyes, Aero Propul­ sion curator or Dorothy Cochrane , the NASM's General Aviation curator, at 202/357-2515. Neither the engine or the prop needs to be in airworthy condition , although I'd imagine they would need the prop to be relatively undamaged. You can write to them at : National Air and Space Museum , MRC 312, Room 3308 , Smithsonian Institution, Washington, DC 20560. ...

MAIL

DART NOTE Dear Editor, The article in the July issue of SPORT A VIA nON about Allen Johnson's Dart was most interesting to me. While I was a student at Parks Air College (now part of St. Louis University) in 1936-'37 and '38, I was given the job of forming new cylinder head baffles for Monocoupe.

The new ones directed the airflow down toward the rear spark plugs where the thermocouples were located on Lambert engines. No doubt this was one of Al Mooney's ideas. Also while a student, a group of us saw the twin Monocoach at the Monocoupe factory. At that time we didn't know who Al Mooney was.

After graduating from Parks in 1938, Oliver Parks got me a job with Dart Mfg. Co. in Columbus , Ohio. They wanted someone who could do sheet metal work.

There were 12 to 15 of us in the whole factory: Al and Art Mooney, Bill McMa­ hon, Charlie Jamieson, Karl Repple, Bob Hale , myself and a few others. Charlie , Karl, Bob and I were all Parks graduates.

Believe me, each Dart was handmade.

One particular one gave us a real prob­ lem ; the bolt holes in the fuselage for the wing spar didn 't line up with the holes in the big aluminum boss in the spar. After

agonizing for awhile , Al Mooney said to put undrilled bosses in the wing and line drill them. Of course that worked.

My first job was to make the wing root fairings, which are about five feet long and full of compound curves. That's when I started to learn a little about mov­ ing sheet metal around. I never did get one as good as I wanted.

The " D" windows on Allen's Dart were not original but they are a nice ad­ dition. He surely did a beautiful job restoring this historic airplane.

One open cockpit Dart was suspended from the ceiling of Foster Lane's part of the hangar. It had a lop-eared jackass painted on the tail with a halo around its head. Wonder what became of it.

Al Mooney was a wonderful guy but had a short fuse at times. One time Speed Wycoff, our part-time salesman and test pilot , said the public would like to see certain changes in the Dart. Al said , "To hell with the public! We build good air­ planes. The public can take it or leave it! " We put a 165 Warner in one special built clipped-wing Dart. It also had a peg leg landing gear. We built the special wings in one week. It still wasn't as fast as the clipped-wing Monocoupe we found out one day during the race at Columbus.

We also built a pair of wings for the Dart

that had the retractable landing gear like the Bellanca. I don ' t think they were ever used; someone correct me if I'm wrong. I left the company about that time in 1940 but not before we built and tested the new Culver Cadet. I made the first nose cowl for the Cadet by pounding two pieces of .040 2S0 aluminum into a female form, then welded the two halves together and then I pounded some more.

I also made gear leg fairings that looked good and almost enclosed the gear when retracted. Didn't help the speed a bit, so we didn't use them.

The Cadet had some bad spins at aft CG. On one test flight the pilot had to deploy the spin chute to stop the spin. It stopped the spin ok but tore off part of the plane and came floating down over a prison. Caused quite a little excitement!

On another flight , or maybe the same one , the vertical fin spar broke right at the base but stayed in place. The pilot landed safely and shut it down way out on the field. We towed it in so the public wouldn' t see what happened.

The reason I quit Culver in 1940 was to increase my income. I was being paid $75.00 per month. I went to work in Tuscaloosa , Alabama, helping maintain a fleet of Stearmans and CPT planes. In the meantime, Culver got the contract for the PQ8s and moved to Wichita. In early 1941 they called me and offered me a fabulous salary of $200.00 per month to come to Wichita as foreman of the sheet metal department ; I made the move.

There were about 30 sheet metal workers in that department. I soon found out what my job was. The company had a large number of PQ8s completed but the military wouldn't buy them because no two metal parts would interchange. Fi­ nally got it all straightened out. After that we built thousands of planes . At one time we were completing seven planes a day!

I feel that I was fortunate to have been able to work with Al and Art Mooney and Bill McMahon.

Allen , take good care of that Dart!

Sincerely, Bill Riedesel, EAA 240009

Mentone, AL 35984

...

VINTAGE AIRPLANE 3

A.D.S

,YOU

by Bill Claxon Airworthiness Directives these words tend to send a chill up the spine of some airplane own ers and indeed some cringe at the thought. ADs can be costly.

It is my opinion that the manufacturer should pick up the tab on the ADs of the newer airplanes. They have design flaws, but the companies seem to be immune to 4 OCTOBER 1994

the cost of resolving their mistakes. By and large the owner must pick up the tab for these bills and some of them can run into thousands of dollars .The older air­ planes with hundreds, even thousands of hours and decades of existence and use are another story.

Even if the manufacturer were to be

held liable, many are no longer in exis­ tence. It is sad to see so many of the old companies go by the wayside, but the real­ ities of economics sometimes dictate their demise . Normally, most of these older aircraft have had most, if not all of their outstanding ADs complied with, but some do slip through the cracks, and occasion­ ally there are some ADs coming down the pike as age catches up with them.

It is interesting to note that on many of these older airplanes most of the ADs were small and inexpensive, compared to the notes issued on the modern airplanes.

I have wondered about this and found a part of the answer. High Performance!

Some of this is a result of the pursuit of ever higher performance envelopes. To accomplish this, the manufacturers have had to make compromises. One of these is a reduction in weight which has resulted in a reduction in strength in some areas.

As pilots push the airplane ever closer and closer to the edge of the operating en­ velope (and sometimes beyond) we are stressing the airplane. But these operat­ ing envelopes are the desires of the poten­ tial customer, so the manufacturer tries to oblige. AD notes are one of the results from these fulfilled desires, and are being paid for in part by increased and expen­ sive ADs . A clear example is the con­ stant-speed propellers used on many mod­ ern general aviation aircraft. If you look at the older Hamilton Standard props on the " more experienced" aircraft you will be hard pressed to find AD notes. But look at the modern props and you will see an abundance of expensive AD notes .

Why? The manufacturers are calling for lighter weight props to help enhance the performance of their new aircraft. These lighter props are blessed with lower TBOs and more bulletins. Just a part of the cost of high performance!

Most of these newer aircraft have a fairly good set of maintenance records when compared to some of our antiques and classics. This a function , in part , of time in service and methods of mainte­ nance record keeping. Many of these air­ planes go back decades and some of the records have been lost or destroyed in­ cluding the records of AD compliance.

Are the ADs really complied with?

When? How? What do the maintenance records say? Do they say it all? Lets take a look.

Part 39.3 of AFR states "No person will operate a product to which an Airworthiness directive applies except in accordance with the requirements of that airworthiness directive. " Subpart B - Airworthiness Directives 39.11 Applicability This subpart identifies those products in which the Administrator has found an un­

AD NOTES COMPLIANCE RECORD Page _1_ of

_1_ Date 2:3 Mar 86

Registration No.

59-25-05

Rev Date

X

MakelModel ErcQupe 415C

N94017

AlC Certification Date

AD#

Tach 1104 T.T. 12:36

Rudder Rib 105

Prop Model _ __ S/N _ _ _ _ __

Engine Model Cont. C-75-12 SIN 1579-6-12

9-46

Applicable S8#& Subject

SIN 14:30

Date & Hours @Comp 270ctV3

0

-3· ::l

Method of Compliance

<D

<D

Inepection

:D

::l

Next Compo & Hrs/Date

X

956

<D 0

..,c ::::!.

<0

856 69-02-03

X

Rudder Bel/crank

63 86-22-08

X

Fuel Line Nipple24A

Modified Bel/crank

X

NIA

12Nov86

Im;tal/ed AN911-02 Nipple

X

NIA

safe condition as described in &39.1 and as appropriate, prescribes inspections and limitations, if any, under which those prod­ ucts may continue to be operated. "

135.439 Maintenance recording re­ quirements - Paragraph 2 (v) The current status of applicable airworthi­ ness directives, including th e date and methods, and if the airworthiness directives involves recurring action, the time and date when the next action is required."

Most maintenance records are not per­ manent by regulation . Those that are not are items such as inspections . These records may be discarded when super­ seded or after a given period of time.

ADs are not in this category. These regu­ lations are saying that ADs are mandatory and that the compliance data is a manda­ tory part of permanent records of the air­ plane, usually the "log books."

Some ADs apply only to the engine , propeller, accessory, or appliance. In the years of operation and maintenance these items may have been changed out for new or used components. The replacement may not have had the AD complied with, yet the airplane maintenance records will show the AD as complied. Years ago the logs would state, " All ADs C/W" at the periodic (annual) inspection but not tell the date or method of compliance. This has been carried forward and inadver­ tently the maintenance records are in er­ ror. Occasionally you will find an AD logged as complied with when it was not.

I know of instances where the owner or maintenance personnel has "undone" compliance by changing out parts. These discrepancies show up often when the air­ plane has been out of service for a number of years and cannibalized for parts. When those parts have been used on another air­ plane their maintenance history may not

jim Medtmuc

A&P #$@%!&'#I

IOMar69 903

1189

Authorized Signature &No.

jim Medtmuc

A&P #$@%!&'#I

go with them, particularly if the part does not have it's own serial number (compo­ nents such as carburetors and magnetos have their own serial number). There are also instances where the owners have "borrowed" parts to comply with an AD and then removed the part after the an­ nual. Ercoupes have AD 59-25-05 that calls for an inspection or reinforcement of the rudder ribs. On one airplane I saw, the logs show the rudders were reinforced and signed off at an annual. However, an inspection revealed that only one rudder was reinforced. There are several reasons that ADs are not always complied with and/or the maintenance records are in er­ ror. In this case, it appears the AD 'd rud­ der had been replaced with one that had never been reinforced.

The FAA is cracking down on AD com­ pliance! This means that the AIs and rep­ utable shops are spending more time and more of your money researching to insure all ADs are complied. I know of instances where shops repeat a 5 year inspection (Piper strut punch test) each year to pro­ tect themselves - this over compliance only cost you money. Some of the research can be done by you as the owner/operator, as we discussed in last month's article. This can save you a lot of time and money at the time of your next annual, and may even prevent a violation. Last month we discussed the check of the airplane to be sure that all the items installed are in com­ pliance with the specs or other data. This would also be a good time to check out AD compliance. You can check the com­ pliance of the ADs, as well as the method of compliance. You can also do a lot of the work to get your airplane in compli­ ance under the supervision of an A&P, but you cannot sign off the ADs. Use your list of the make, model and serial number of the airplane, engine, ac­ cessories and appliances. Then obtain a

jim Medtmuc

A&P #$@%!&'#I

list of all ADs for all of the items on the list. They are available at most FBOs, authorized inspectors, or other sources.

Get a copy, if possible, of all the applica­ ble ADs for your airplane. This will tell you what is required, serial numbers af­ fected, and all information needed for compliance.

The FAA has suggested a format, but does not mandate this; however, it is a comprehensive format and works well.

An example of such a record is at the top of this page.

Look at the particular part that the AD pertains to and determine if the AD has been complied with and the method of compliance. Note this in your compli­ ance record. If the AD is a periodic in­ spection AD note the total time, tach time, and time that the next inspection is due. Also, note the Service Bulletin that this AD pertains to if applicable. Some­ times a service bulletin will precede an AD and the AD is complied with during the compliance with a service bulletin.

You can fill out the chart except the au­ thorized signature and number.

AD compliance or inspections do not always coincide with the annual or have the recurring inspection come due be­ tween annuals. You, as the owner/opera­ tor and pilot-in-command, are responsi­ ble to ascertain that the aircraft is in airworthy condition prior to flight. An airplane that does not have all ADs com­ plied with is not an airworthy airplane.

If you have a good rapport with the mechanic or AI you may be allowed to do a large amount of this research , helping cut the costs of your maintenance and even improve the airplane. Get into com­ pliance and enjoy safe and happy flying.

Next month, we'll discuss carbure­ tor ice, and ways to prevent its oc­ currence. ...

VINTAGE AIRPLANE 5

Aircraft Antennas for the Pilot

PART II

by Bill Butters, Technical Coordinator Advanced Aircraft Electronics, Inc.

Antenna Types

becomes progressively less. All the radio energy has to go somewhere, so when us­ ing the sma ller gro und plane the energy is reflected back to the radio (remember impedance matching). In receive, it re­ flects back into free space and is lost.

In a composite , fabric or wood air­ craft it becomes apparent that the stan­ dard quarter wave antenna won 't work well because there isn't much metal to mount the antenna. We solve this prob­

Let 's take a look at the types of an­ tennas that you might select for installa­ tion in an airframe. There are two basic types that are practical, so we'll highlight these. The first type is called the quar­ ter-wave ground plane and the second is the half-wave dipole. Each has features which lend themselves to certain types of installations.

Aircraft skin Inside the Airframe

Antenna

FIGURE 1

FIGURE 2

Aircraft skin

o

, '­- ­_ _

,

,

'

'." , "I ,

\

, ,\

--­

Imaginary Antenna and Wave

,"' ,

\

' '""' .

Ground Plane Antenna

This is the traditional antenna that mounts outside on our aluminum air­ frames. It re quir es a metal bas e t o mount on and to work against. The il­ lustratio n (Figure 1) shows that as the RF energy interacts with the antenna el­ emen t, small amounts of skin currents flow in the gro und plane. What is often ignored is that not just the local area un­ der the a nt e nna works as th e gro und plane - the total ai rfram e responds to these gro und plane currents.

If th e gro und plane is made progres­ sive ly sma lle r, th e radiation capability 6 OCTOBER 1994

Dipole Antenna

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le m with th e in stallation of a ground plane, which is about one antenna length in radius.

Sometimes, wh e n we try to us e an add-on ground plane, we aren't satisfied with the results. This could be because the ground plane is too small to fully al­ low the " phantom " or mirror image an­ te nna currents to deve lop . Sometimes the electrical connection between the ra­ dio and the ground pl ane is poor and is restricting th e currents. Even in all me tal airframes, corrosion at the a n­ tenna mount can cause similar problems.

Simply put, this style of antenna is sensi­ tive to ground plane mounting.

The drawing (Figure 2) shows the same radiation but notice that there isn 't a ground plane , with its phantom quar­ ter-wave image. The ante nn a itself is complete and operates as a stand alone system, not requiring the additional metal. This feat ure makes the dipole an ideal candidate for any structure without a metal skin.

Why not build our own antenna? It see ms like a si mple matter to route our coax feed to some conve nie nt spot a nd connect to two le ngt hs of m eta l that h ave been c ut to the quart er-wave length. Some people do this, but recall the discussion a bout SWR and imped­ ance match . The impedance of such an antenna does not matc h the 50 ohm ra­ dio system. When the coax connecti o n is mad e at the a nt e nn a the impedance mismatch is large and the resultant SWR value goes up , while ante nna efficie ncy goes down . To overcome the poor per­ form ance the small rings of ferrite are in stall ed aro und the coax a nd the a n­ tenna seems to work better (Figure 3).

But th ere is a better way to use a di­ pole. The two elements can be designed

in a way that combines both the required freq uency tuning and the intrinsic im­ pedance for this frequency. The an­ tenna's impedance shouldn't be 50 ohms however, because the impedance of the air is closer to 377 ohms and we must maintain the impedance match every­ where (even to the free space) to main­ tain antenna efficiency.

Antenna people design their radiat­ ing elements to have the required 377 ohms impedance. They combine the electrical properties of the antenna ele­ ment with the insulating properties of its nonconducting base.

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FIGURE 3

Balun Introducing the Balun. This device is an impedance matching transformer that is connected between the 50 ohm coax lead and the 377 ohm radiating element and thus preserves the impedance match.

Now with the antenna matched to the radio and to free space (Figure 4) we are able to mount it anywhere we have air­ frame space to fasten it down . In fact, the mounting can be done with adhesive, duct tape, Velcro, tie wraps or anything that isn't metal. This design now offers possibilities for hot air balloons, ultra­ lights, antiques, even under the roof of the home or wooden hangar.

Now that we are conversant in the basics of antennas, let's take a look at its installation in the airframe. Recall that for optimum performance, we try to maintain the correct polarity orientation for the type of signal to be transmitted or received.

FIGURE 4

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Signal Out

I Reflected Signal

Patterns Get ready for another concept in an­ tenna characteristics, called radiation patterns. In certain applications like radar, for example, the antenna must radiate and receive with a highly direc­ tional beam. In our aircraft, however, the antenna must radiate and receive quality well in all directions. The 360 degree map of the antenna's sensitivity is the description of the beam charac­ teristics and is called the antenna pat­ tern.

Lets bring in another analogy to illus­ trate a characteristic of the antenna pat-

tern. Imagine that an inflated round balloon represents the amount of energy your radio can transmit, and that the an­ tenna is in the center of the balloon .

The shape of the balloon represents the shape of the antenna pattern. Such an antenna is called isotropic in that it radi­ ates equally in all directions.

If we want to tune the antenna to have the beam concentrated more in one direction we adjust the antenna ele­ ments accordingly. This is like squeez­ ing the balloon down on one side to bulge it out the other. In other words, there is a fixed amount of air (RF en­ ergy) and if we emphasize the balloon shape (pattern) in one direction, we'll reduce it somewhere else.

For our communications we normally like to have the ability to transmit and receive equally around the aircraft. To do this we mount our antennas in the up and down configuration - remember this i& polarized mostly in the vertical plane.

The pattern looks something like that shown. In three dimensions the pattern looks more like doughnut with the hole, or minimum sensitivity area, directly above and below the aircraft. This pat­ tern exists for both the quarter-wave and the half-wave antennas.

To receive the VOR signals we take either the half-wave or the dipole an­ tenna and rotate it 90 degrees to the horizontal position. The illustration shows that the pattern rotates with the antenna and this also presents a region of minimum sensitivity off of the wing tips . To fill in these gaps we bend the dipole antenna element at its center so that it now looks like the letter "V ."

Notice how some of the energy, or pat­ tern , is removed from one area to fill in the ends. This is the typical "rabbit ears" VOR antenna.

Installation Now we get to the good part, installing the antennas.

For you metal airplane drivers, the in­ stallation is straightforward. The com­ munication antenna goes up and down and the VOR antenna goes sideways.

Remember, however, your metal skin is the ground plane which has RF currents flowing as part of the antenna's function.

This ground plane requirement is much larger than most people realize and this means for best operation the mounting surface must be large, as flat as possible, and have good continuous RF continuity.

Non-metal aircraft people have differ­ ent options for their antenna installa­ tions. There are numerous locations within the airframe which work well.

First don't use a ground plane an­ tenna. It isn 't necessary. It doesn 't work as well as a dipole. It doesn 't look good.

It can degrade with time.

Why isn't it necessa ry? The dipole doesn 't want to work with a ground plane. It is its own self-contained system.

Why doesn't it work as well? You can't install a foil, sheet metal or wire mesh ground plane large enough to sup­ port all of the circulating skin currents.

What happens with time? Certain met­ als interact with other material systems and corrosion occurs. In the world of RF 8 OCTOBER 1994

currents , which are circulating on the gro und pla ne, microscopic high resistance paths play havoc with the antenna opera­ tion. The e mbedded screen wire or foils which depend on only mechanical contact for continuous electrical conductivity can easily degrade to a group of wires with random electrical conductivity.

Locating the Dipole The location of the dipole in the air­ frame requires some thought and plan­ ning because the various metal conduc­ tive components scattered around cause the antenna to perform in unpredictable ways.

Back to the fishing pond again we find another analogy. Your antenna (the float) sits there waiting for a ripple to pass by . Nearby the float is a chunk of wood. As the ripples pass by they strike both the float and the wood. The float sees now the original ripples and the re­ flected ripples from the wood. Depend­ ing on the location of the wood and the origin of the splash the ripples add in phase for a strong signal or become gar­ bled as the two series of ripples mix rip­ ples. This effect is due to phase interfer­ ence.

If the chunk of wood is between the splash and the float several results are seen depending on the size of the wood

and the distance between the float and wood. If the two are close, the wood "shadows" the wave from the float. If the float is positioned farther from the wood, the waves begin to effect the float (diffraction in the EM world).

It is a similar situation with your an­ tenna in the composite aircraft. There is a main source of RF signal that is seen by the antenna and then there are weaker sources that reflect and diffract from the various metal things in the airframe.

Items like control cables , metal tubing and wires which are close (15 inches to 25 inches) and parallel to the antenna have a more pronounced effect on the opera­ tion than those things which are not par­ allel or are far away.

Each installation requires planning and a little trial and error. One feature of internally mounted dipoles is that they can be temporarily mounted in the fin­ ished airframe with tape and then tested in flight. If the operation is unsatisfac­ tory, th ey can be moved until the opera­ tion is optimized.

Bill Butters is Technical Coordinator for Advanced Aircraft Electronics, inc., manufacturers of dipole antennas. He can be reached at 1/800/758-8632.

Reference: Antennas, Chapter 2, John D. Kraus, Second ed. 1988, McGraw­ Hill, inc. ...

EAA OSHKOSH '94 certainly had alot to offer the Antique/Classic member when it came to awide spectrum of aircraft. You can see in the photo

above one of the modern era's symbols of advanced technology, the supersonic Concorde, zipping past the middle of the Antique/Classic parking area.

Once again, we were fortunate to have at least two one-of-a-kind antique airplanes in attendance, and we certainly wish to extend our thanks to all of you

who flew into this year's Convention. The Division officers and volunteers would like to extend abig "Thank You" to those of you who parked in the

"deep South" for your patience and understanding as EAA and the Division work towards providing more services to arapidly expanding part of

the Convention grounds! In the next 11 pages, you'll see some of the highlights of this year's Convention.

(Left) The Reserve Grand Champion An足 tique - Gerald Hanson's Beechcraft G-17S, was once the Beech corporate airplane as足 signed to Walter Beech himself.

(Right) William Jowett of Blue Springs, MO taxis past in the Silver Age Champion, his 1929 Wallace Touroplane, the last of its kind. With folding wings and a 100 hp Kinner engine, the Touroplane was set up to carry three people in its elegantly appointed cabin. This particular example is SIN 12, and was built by Wallace in Chicago, Il. Later, American Ea足 gle built a 4-place version of the airplane, the D-430, powered with a Wright J-6-5 engine of 165 hp.

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(Above) The winner of the unofficial "Most Unusual Pitot Tube Cover" award this year, this shark looks as though it's biting off more than it can chew on Bob and Lori Kitslaar's 1944 Stearman .

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(Right) The spectacular PT-13D Stearman of Duane Huff, Oakdale, CA was the Champion Custom An足 tique award.

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(Above) EAA Chapter 304 did a magnificent job of restoring the EAA's Taylor E-2 Cub, which was displayed next to the EAA Chapter house during the Convention.

(Right) The last Laird Solution - Jimmy Rollison's 1929 LC足 RW300 was awarded an Outstanding Open Cockpit Biplane trophy. Built from the last remaining parts from the Laird factory, the airplane was completed and flown for the first t ime in 1993.

Turner's amazing re-creation of the DH.88 Comet racer for owner Tom Wathen of Nuys, CA tucks up the landing gear as it shows off its pretty lines to the

10 OCTOBER 1994

(Above) Ronald F. VanKregten is the owner of this ex­ Howard Hughes amphibion, the Sikorsky S-43. Built in 1937, Hughes intended to fly it to set a 'round-the-world record, but the flight never took place with this airplane.

Jess Bootenhoff flew the airplane to the Convention, along with crew chief Bill Bonefas and a few others.

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(Left) The Silver Age Runner-up is this pretty Bird Model C biplane owned and flown by John Woodford of Madi­ son,WI.

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(Above) Brad Thomas' Wright-powered Beechcraft D-17R Staggerwing was se­ lected as the Bronze Age Runner-up. From Pilot Mountain, NC, Brad started the restoration a number of years ago, and then had Bern "Doc" Vocke of Sandwich, IL complete the job.

(Right) Airplanes inspire all sorts of individuals. Artist Francis Hanavan of Hobo­ ken, NJ was pleased he could combine his love for painting with his enthusiasm for airplanes during his vacation.

(Below) Master Fairchild restorer Joe Denest of West Chester, PA just com­ pleted the rebuild of this Fairchild PT-23-SL for Greg Herrick of Minneapolis, MN. It is the Runner-Up in the WW II Military Trainer/Liaison antique category.

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(Above, left) Young John Leupp, of South Bend, IN came to Oshkosh in his dad's Cessna 140. He spent a little time perched up on the fuselage to watch the afternoon airshow.

(Above) They ' re rare, but they are still out there! This 1947 Bonanza owned and flown by Andrew and Marcell Bink of Marysville, OH has never been restored - it still looks this good af­ ter being continuously maintained for 47 years!

(Above and right) John and Kathy McMurray, Burkburnett, TX are the lucky owners and restorers of this Luscombe BE, which happens to be the prototype E model. It was presented with the Best Custom Class B Classic trophy. It too has been in continuous use (except, of course, while it was being restored) since it was first built in 1946.

(Below) Polished aluminum airplanes are an eye magnet, and Jerry and Delores Adkisson of Tuscola, IL always turn heads when they travel in their Luscombe BF, awarded the Best Luscombe plaque at the Conven­ tion.

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12 OCTOBER 1994

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(Above) E.E. "Buck" Hilbert brought home the Classic Best Class II Lindy for his 1947 Aeronca 15AC Sedan. It was re足 stored by Paul and Pam Workman of Zanesville, OH.

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(Left) Frank Sperandeo III, Fayetteville, AR did a masterful job on all the details of his Piper PA-22120 Pacer. He was given a Special Recognition award for the spotless work in the Pacer's engine compartment.

(Below and left) Parked way up in the homebuilt area was this 1946 Thorp T211 , now completely restored and flying

by Richard Eklund of Lockeford, CA.

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VINTAGE AIRPLANE 13

(Left) Gary Granfors of Webster, MN recently became one of the owners of this outstanding 1960 Cessna 172, selected as the Reserve Grand Champion Con­ temporary.

(Below) This pretty 1960 Cessna 182C was judged to be the Outstanding Customized Contemporary air­ plane at EAA OSHKOSH '94. It was brought to the Convention by Sean Campbell, Corona Del Mar, CA.

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(Below, left) The Contemporary Custom Class II win­ ner was this slick looking 1959 Cessna 180 belonging to Doug Weiler of Hudson, WI.

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_____ I (Above) "Crash and Burn Freddie' (aka Fred Sopko) of Flag­ town, NJ entertains some of the boys and girls on the Con­ vention Taxiway. "Freddie" came to us from EAA Chapter 643 in Flemington, NJ. I wonder if he dresses that way for the Chapter meetings?

(Left) George Mesiarik , vice-president of LP Aero Plastics show how it is done in his seminar on installing windows and windshields, held in the tent next to the AlC Red Barn.

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(Right) The Miller Electric Company brought their new mobile demon­

stration showroom to the Antique/Classic area so members could try

their new "Econotig" arc welding system. It proved to be a very popu­

lar exhibit.

(Below) The Type Club tent once again proved to be a popular spot for members to congregate. One very active group is the Short Wing Piper Club. Dedicated to the enjoyment of the "short wing" series of Pipers, including the Pacer and Tri-Pacer, plus the Vagabond and Clipper. The club publishes a bi-monthly newsletter about the size of Reader's Digest, chocked full of maintenance and flying information.

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by Norm Petersen

Antique/Classic airplanes take 3 out of 4 seaplane awards!

The "Best ofthe Best" seaplanes at the 1994 EAA OSHKOSH "Splash-In" were domi­ nated by vintage aircrafi with three out offour awards being garnered by "oldtimers."

One merely had to look closely at the outstanding workmanship exhibited by these air­ planes to realize the hard-working judges had done their job well.

Enhe first time in history, a 1994 Grand Champion Lindy was awarded in the seaplane classification. It was won by a beautifully restored 1929 Curtiss Robin, NC292E, SIN 130, pow­ ered by a Wright J6-5 engine of 165 hp and mounted on a set of Edo M-2665 floats of the same vintage. Painted in

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Gary Underland (left), chief mechanic f o r R. W. " Buzz" Kapla n (EAA 70086, Ale 8609) of Owat onna, Minnesota, en­ joy the relaxed atmosphere of the EAA Seaplane Base.

the original colors of orange and yel­ low with silver floats, the Robin was flown to Oshkosh by its owner, R. W. "Buzz" Kaplan (EAA 70086, Ale 8609) of Owatonna, Minnesota, a vet­ eran seaplane pilot of many years ex­ perience.

Close behind, in Buzz's Cessna Car­ avan on floats, was his chief mechanic, Gary Underland (EAA 43898), along with support personnel Tony Seykora (EAA 221020) and Jim Haney (EAA 156277). This crew has more aviation experience between them than anyone cares to admit!

The Robin had previously earned a Lindy at EAA OSHKOSH '91 when it was awarded (on wheels) the Silver Age Trophy. The complete story of that achievement is related in the Oc­ tober, 1991, VINTAGE AIRPLANE, pp. 19. What hasn't been told, was the huge task of totally rebuilding the old Edo floats that had corne with the Robin project back in 1974.

Gary Underland competely disman­ tled the floats (built in November , 1931) and began by making three new

bulkheads for each float with the help · of a 500-ton press at Wipline Floats in Inver Grove Heights, MN. Once these parts were put in place, 100% of the exterior aluminum was replaced with new metal and carefully riveted to­ gether. Nobody, but nobody, can imagine how many thousands of rivets there are in a set of floats - and Gary Underland drove everyone, save for a few hundred where he was unable to reach both sides by himself. The end result is typical of Gary's workmanship - they don't leak and they absolutely look like factory new floats, right down to the black nose bumpers!

FAA certification of the floats was a bit sticky because no record could be found of M-2665 floats being installed on a Robin. Both 2550 and 2880 floats were recorded, but no 2665, although these floats carne complete with Cur­ tiss Robin rigging, all in very service­

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Arnie Procyshen of Kakabecka Falls, Ontario, Canada and his richly deserved Best Fabric Seaplane award.

able condition! After going around for nearly a year, FAA finally relented and issued the airworthiness certificate for the combination of Robin and M­ 2665 floats. The FAA inspector's final words were, "I'm on call this weekend.

If you fly the Robin on floats this week­ end, I don't want any phone calls! " Buzz Kaplan lifted the Robin (and floats) off the dolly at the Owatonna Airport and headed for the lake where he made a near perfect landing. The old girl flies like it was built for floats and Buzz says it does a very creditable job. He is quite amazed at the econ­ omy of the 540 cu. in. engine as he flew non-stop to Oshkosh with plenty of fuel to spare. The Robin chugs along at 80 mph on floats and burns about 12 gph. About the only change being con­ sidered for the Robin is the addition of an oil cooler (antique brass) to help keep the temps in the green on warm days.

Hearty congratulatons are extended to Buzz, Gary and crew for the stub­ born tenacity to finish the total rebuild of both airplane and floats and bring the pretty seabird to Oshkosh . To date, it is the oldest floatplane to visit the Vette/Brennand Seaplane Base since EAA moved their convention to Oshkosh in 1970. The Robin joins two other famous seaplanes in the Kaplan stable: a 1930 Savoia Marchetti S-56B

amphibian, NCI94M, and a 1936 Waco ZKS-6 on Edo 3430 floats, N330TC, ex. CF-BBQ (nic-named "Old Bar-B­ Que" in Canada). That ' s pretty nice company!

L e Best Fabric Seaplane Award was taken home by Arnie Procyshen of Kakabecka Falls, Ontario, Canada, with his magnificently restored 1947 Piper PA-ll, C-FPNL, mounted on a pair of Edo 60-1320 floats. Arnie, whose surname is of Ukranian origin Gust like Poberezny), is most unique in that he has logged over 5,000 hours on floats in about 75 different floatplanes over 15 years of flying. His total air­ craft damage dU,ring all those hours is one bent spreader bar from high waves! He has endured no less than 17 engine failures during those years and managed to put the floatplane down safely each time. Incidentally, Arnie's total time on wheels is just over 100 hours and all of his flying has been done with a map and compass!

After buying the PA-ll on floats about ten years ago, Arnie flew it in his minnow business for a number of years before he knew a rebuild was imminent. A complete teardown found troubles. The longerons needed

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replacing, considerable welding was needed elsewhere and every "mod" that was available was added. The lefthand door was engineered into the rebuild and a large baggage compart­ ment was installed along with an STC'd Super Cub control system on the yoke.

The Continental C90-8 was sent out for major overhaul to Douglas Aero Engines in Winnipeg, Manitoba. They found a cracked case and four cracked cylinders! Many $$$$ later, a zero time engine returned, ready for work.

Bolted to the engine is a 74 X 41 Mc­ Cauley seaplane propeller that lets the engine crank 2450 on the "step" for a really short takeoff. Arnie is quick to note that he has tried nearly all types of floatplanes, but the one that he likes VINTAGE AIRPLANE 17

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Heinz Peier's Grumman Goose was picked as the best Amphibian at EAA OSHKOSH '94.

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the very best is the P A-11 on 1320's.

He says it will get into and out of really small ponds, yet cruise at 97 to 98 mph on 5 gph. He also has a set of Federal A WB-1500 wheel skis for winter time use on the PA-1I. The airplane was covered with Ce­ conite and R andolp h dope usin g two coats of clear, two silver, one white and then two coats of colored ureth ane in ye ll ow with red trim. Arnie did his own covering job and a close inspection reveals the touch of the a rtist. It is nicely done! The toughest part was set­ tling on a paint sche me according to Arnie.

In order to rebuild the floats, Arnie took them through a basement window (one at a time) where he could rebuild them in the warmth of his house. All side m e tal was r e placed and many, many rivets were driven home to com­ 18 OCTOBER 1994

plete the job. All joints were sealed with PRC compound and zinc chro­ mate tape. He is especially pleased with the floats, despite the long hours of rebuilding, because they are really tight and perform better than ever.

What was the toughest job? Ac­ cording to Arnie, it was waiting ner­ vously during the award ceremony at the Theater-In-The-woods and when his name was called, the old knees start­ ing shaking as he walked up the stairs and his throat and mouth felt like they were full of cotton. However, he says it was worth every heartbeat and the joy of taking the award home for the Best Fabric Seap lane at EAA OSHKOSH '94 was the highlight of his life. Con­ grat ulations, Arnie, on a restoration job well done.

L e award for the Best Amphibian at EAA OSHKOSH '94 was taken home by H einz Peier (EAA 439289) of D ayto na Beach, FL, a nd his out­ standing 1944 Grumman Goose, N848HP, SIN 1153. Viewing the pretty cream and green painte d Goose at EAA OSHKOSH '94 with its lawn chairs situated in a neat circle to watch the airshow, it was difficult to imagine that in 1989 , Heinz purchased the Goose in Long Beach, CA, as a "flying piece of junque" - to put it in Heinz's words.

The Goose was flown to Chino , CA, where Heinz went to work on a to­ tal restoration of the old girl. It would take three and a half years and many, many $$ to complete the job! The in­ terior of the hull had major corrosion in many places, especially where previ­ ous repairs had been (poorly) made.

Approximately 90% of the sheet metal had to be replaced along with several thousand rivets.

Both Pratt & Whitney R-985 en­ gines were majored with all new parts and the three-blade Hartzell props were sent out for overhaul. A "wet" center section was installed in the wing which holds 150 gallons of fuel , making a total of 370 gallons - sufficient for a cruising range of nearly 2,000 miles.

The interior was completely re­ done with seati ng for 10 people, com­ plete with an on-board restroom. The cockpit was restored to full IFR capac­ ity as Heinz is a retired air lin e pilot from Switzerland a nd flies IFR on a regular basis. He mentions that the new interior along with the over-wing ex ha ust makes for a fairly quiet air­ plan e, which is especially welcome on long trips . Having amphibious capa­ bilities is icing on the cake. N848HP is one of 64 Grumman "Geese" re main­ ing on the U.S. register.

Congratulations to Heinz Peier for winning the B est Amphibian Award among approximately 75 amphibians at EAA OSHKOSH '94.

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VINTAGE AIRPLANE 19

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EAA's Grand Champion An Growing up in an aviation-minded family usually means one of two things ­ you either mature to become an airplane "maniac" like your mom or dad, or you never want to see another airplane in your life. Fortunately for those who love Taylorcrafts, the former is true for Tom Baker, Ir. of Effingham, IL. Tom's dad Lowell (who everybody calls Tom) is a long-time EAA member who had been coming to the annual Convention since 1961. He finished his first airplane, a Stits Playboy, when Tom Ir. was five years old, so for as long as he can remember, full size airplanes have been part of the Baker household.

Now out on his own and building his own life, young Tom has continued to keep an airplane as part of his household.

A 1941 Taylorcraft BL-65 was completed just before EAA OSHKOSH '94, and for 20 OCTOBER 1994

aU his effort and research, Tom's neat-as­ a-pin two-place airplane was awarded the Grand Champion Antique Lindy trophy.

Taylorcraft NC29815 was bought new by the Springfield Aviation Company for use in the expanding Civilian Pilot Train­ ing Program. The airplane flew as a trainer for the Springfield outfit until the end of the War, when it was sold into pri­ vate hands . From that point, it went through a few owners, but it never left the centrallllinois area. Eventually, it wound up in the hangar of the local mechanic, Dave Winship at the airport in Effing­ ham. Tom Baker was a fresh-faced high school kid from town who was just getting started in working for his money, and he spent many hours working under Dave's supervision. Later when Winship left the aviation business, he took his Taylorcraft home to his garage. Already dissembled

'Uefor 1994

fo r a rebuild , the airplane would remain so for almost 10 yea rs. Anoth e r fe llow bo ught it, but never moved t he proj ect out of Dave's garage. Finally, Tom, now a bit older and with an A&P mechanic's licen se he earned whil e attendin g Belle ville Area College in the St. Louis area, made arra~ments to buy the air­ plane in 1988.

Tom also started to learn to fly at the age of 15. His tim soW took place just af­ ter hi s 16th birthday, flying hi s dad ' s Citabria, which he continued to fly, while earning his Private Pilot's ce rtificate at the age of 17. He also eventually worked to earn his Commercial license so he could be paid to do some high altitude (relatively speaking!) aerial photography for crop surveys . In Fe brua ry 1990 he earned his Certihed Flight Instructor li­ cense . In fa<:t, hoe took the clleck ride in

his dad's newly restored BC-12 Taylor­ craft , which was featured in a cover arti­ cle in the May 1990 issue of SPORT AVI­ ATION. He also found time to work into a job flying a Piper Warrior on pipeline patrol, as well as patrolling buried telephone ca­ bles. How do you inspect a buried tele­ phone cable? You look for signs of con­ struction in the cable right-of-way - a break in a major AT&T fiberoptic cable can cost the company as much as $10,000 per minute! A pilot and plane flying a survey a few times per month is cheap in­ surance against something so catastrophic as a cable disruption or a pipel ine break, which could also cost millions of dollars in cleanup costs and EPA fines.

O n a part-time basis, Tom also works at " mecha nicing" at t he local airport in Effingham, IL when he's not out fly ing a patrol. D uring the res t of his time, he's dedicated himself to restoring the Taylor­ craft.

O riginally, Tom h ad tho ughts abo ut converting the airpla ne to t he c1ipped­ wi ng mode l fo r aero b a ti cs, but as he looked into it deeper, he realized he had a ve ry ori gin a l air pl a ne to resto re. Oh , the re were a few changes here and there, with an extra fuel tank added and a Con­ tin e ntal A -65 re plac in g th e 55 hp Ly­ coming that was on the airplan e when first produced , but most of the hard to find parts he nee d ed for an original restoration were already there - an origi­ nal big tachometer, Taylorcraft compass and round control wheels, plus the factory supplied Shinn wheels and brakes.

While Tom would like to do a clip wing T-Craft someday, this project was not go­ ing to head in that direction. He set out to restore the airplane as it was delivered to Springfield in 1941.

Along with the project came a bunch of other parts the previous owner had in­ tended to use while he rebuilt the air­ plane, but mu<:h of it would not be appro­ JXiate for an original restO£ation. Frames

for the lat e r model D-windows, BC-12 wingtips and wing fuel tanks we re just a few of the parts Tom could use to trade for needed parts.

After discovering the airplane was first delivered with a 55 hp Lycoming, Tom made the decision to convert the airplane back to a Lycoming, and since the 55 and 65 hp models don't have any external dif­ ferences, he opted to build up a 65 hp Ly­ coming for installation in the Taylorcraft.

A bunch of horse trading for the mount and extra engine parts finally resulted in enough airworthy components to make up a good engine.

All of the sheet metal that came with the airplane was pretty rough, and cer­ tainly bad enough to require replacement.

Even the nose bowl was in bad condition, so Tom sent the original to John Neel of Georgia Meta l Shaping. J ohn crafted a new nose bow l usi ng an English Wheel and sent it up to Effingham. Later, Tom needed to add a slight "reveal" aro und the oil dipstick hole. He remembered" . . . I had to make up a die to stamp that in there. That's one nervous moment when you got a $165 nose bowl there and you're getting ready to hi t it with a hammer .. . hoping everything comes out right! " Tom and his dad have since bought an English Wheel, and are now learning how to use the tool to do more of th eir own metalwork.

Tom did all of the flat stock sheet metal , learning how to form the rolled edges with hard wire included in the rolled edge . Lots of practice we nt into Ieaming the painstaking process to dupli­ cate the machine formed edge using hand forming. The only other piece of pur­ chased sheet metal is th e in strument panel. Tom was all ready to make up a form block and start hammering meta{ when he discovered anothe r Taylorcrllfit restorer who had already had a form block made up, and was willing to ma ke up a panel for Tom. As tite word got out that Tom was VINTAGE AIRPLANE 21

Jim Koepnick ...

(Left) Early Taylorcrafts used a pair of "flippers" for longi足 tudinal trim.

(Below) The project came with this original Taylorcraft compass.

22 OCTOBER 1994

Have you ever seen a nicer example of a Shinn wheel and brake?

VINTAGE AIRPLANE 23

Jim Koepnick ...

building up an original airplane, folks sta rted contacting him to help him out.

One of the more interesting items that ar­ rived in the mail was an original Lycoming propeller plate , sent by a man in the Northeast who heard that Torn could use original parts, so he mailed him one!

The 12 gallon nose fuel tank was re­ tained, and no additional tanks were in­ sta lled. Although the '41 Taylorcraft could be bought new with an auxiliary tank installed under the baggage com­ partment, few training airplanes were purchased with one, and this Taylorcraft was no exception.

When the landing gear's time for re­ view carne up , Torn retained the Shinn wheels and brakes, and was even able to buy a set of original hubcaps. They were just a bit corroded, so they could not sim­ ply be polished out, but they painted up just fine. A crowning touch on the wheel backplates was a pair of brand new Shinn dust covers for the brake adjusters. Often they take on a rather beat up appearance, or disappear altogether as sto nes and other debris are kicked up by the prop blast and tires . Torn's look as though they were plucked off the shelf and put on only hours before.

Often it's the little details that set off the winners from the ones right behind them, and one that might escape some restorers is the use of proper hardware for the period. One of the little things that made the difference for Torn was his proper use of straight-slotted screws. At the time th e airplane was made, the Phillips head screw was not in common usage on light civilian aircraft. You of­ ten see Phillips head screws used on restorations primarily because the chances of da mage due to slippin g off the fastener with a screwdriver are less­ 24 OCTOBER 1994

ened. Torn understands that, but says the straight slots really gave him little trouble. He pointed out that if you are careful, problems with slipping off are rare. He say you should always use the proper size screwdriver, and keep it well maintained with a square, sharp tip. Pur­ chasing high quality screwdrivers also pays dividends in this area.

There's another aspect to the hard­ ware that deserves praise - the use of white cadmium plating instead of today's "gold" cad plating.

Another area where the proper hard­ ware made the difference is the wind­ shield. Torn's Taylorcraft features a four­ piece windshield, with a series of aluminum strips to secure the plastic.

Soft aluminum round head rivets were used originally, and after a little research, Torn found he could still buy the round head rivets, and used them instead of the more common AN 470 universal head riv­ ets in use today.

Small trim details are always a pain to duplicate, and someti mes you have to look in what appears to be the most un­ likely spot for a lead. This time, Torn Sr. was flipping through a motor horne parts supply catalog, and noticed a door handle that looked identical to the door handle on the airplane. They weren't too expen­ sive, so they ordered 20 of them - and what do you know, they were almost a perfect duplicate of the original door han­ dle! The mounting plate was even the same, and unless you put an original and duplicate together , Torn says you can hardly see the difference.

Torn did press his dad into service on a few items on the airplane. Since Torn Sr. is a professional upholsterer, he did the seat cushions and the baggage compart­ ment. It's built out of the same cotton

duck cloth that was delivered with the Taylorcraft.

The rest of the interior was done by Torn Jr. , including refurbishing the large tachometer. The tach its elf was in re­ buildable shape, but the dial was faded and worn. What to do? Torn simply went about leaning how to si lkscreen, so he could make up a new faceplate! With the internal mechanics reworked by John Wolf and company of Willoughby, OH , the centerpiece of the instrument panel was ready for the other instruments.

You may notice that the instrument panel has an original style ignition switch.

What is completely hidden from view is the fact that the switch handle ne atly hides a modem ignition switch! The new switch is mounted behind the old switch's faceplate, and the new key is soldered into the handle. It's a very effective solu­ tion to the problem of replaceing older, less reliable magneto switches.

Other parts that were retained in­ cluded the tailwheel , a Heath unit built specially for Taylorcraft. It was in pretty tough shape, but some machine shop work had the steerable tailwheel ready for service.

Finally, when it carne to covering, Torn used the Stits process. He did it with a slight twist, however. The wings are fin­ ished out in silver Poly tone, with the final paint on the fuselage is Aerothane. Torn is to be commended for his work on the covering - we all know how difficult it can be to have a silver finished airplane corne out looking good, but he managed to do it. His tapes are straight and all the edges are securely stuck down , with no fuzzy edges showing. He was also specific in expressing his desires for a " dope look " wh e n he ordered hi s Aerothane from Stits, (now Poly-Fiber). He told them he wanted the blue to look just a bit less glossy, so it would have that "sprayed but not completely hand rubbed out" look when it was sprayed on the fuselage. The result is an airplane that truly does look as thought it had just been delivered from the factory in Alliance. The judges must have thought so as well, for when the points were totaled and the trophies en­ graved, Torn Baker J r. 's name was en­ graved on the Lindy, honoring his BL-65 Taylorcraft as the Grand Champion An­ tique at EAA OSHKOSH '94.

Torn Sr. was resting under the wing of the Taylorcraft one afternoon during the Convention when I stopped by to say hello. As the conversation went along, I asked him how much of the airplane he had worked on . " Very, very little ," he replied. "This is his airplane!" The pride in hi s eyes finished the rest of the sen­ tence - he knew how well his son ha d done, and was supreme ly happy and ... proud of his accomplishment.

ysteryPane

by George Hardie

York , and was then rebuilt by Tuscar Metals , Inc. Testing was resumed on April 15, 1938 and it accumulated 50 to 60 hours flying time by November 1944. Less than a year later it was to­ tally destroyed in a crash in August 1945. " More information can be found in the book 'Winged Wonders: The Story of the Flying Wings' , by E .T. Wooldridge, pages 61-64."

Other answers were received from Charley Hay es, Park Forest, IL; Vic Smith, Uxbridge, England, Lennart Johnnson , Eldsberga, Sw eden; Bill Berkley, No. Syracuse, NY; James Bor­ den, Menahaga, MN; and Roland Hall, ....

Northfield, IL.

H re's an old timer that will send readers to the history books. The photo was submitted by the late Owen Bill­ man, Mayfield, NY. Answers will be published in the January 1995 issue of VINTAGE AIRPLANE. Deadlinefor that issue is November 25,1994.

The July Mystery Plane was a puzzle to many readers, since we did not re­ cieve too many answers. Ted G iltner, Tamaqua, PA writes: "The July 1994 Mystery Plane is the Management and R esearch Mode l H­ 70-71. It was manufactured in 1937 for th e U .S. D e part me nt of Commerce.

The airplane had crashed on January 27,1938 at Floyd B e nnett Field, New VINTAGE AIRPLANE 25

--------------~C'~~r.-...-,jJ/ ~J'~ ~. "')

PASS

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It"\

..

r J

. .,;

dio BUCK

by Buck Hilbert • EAA #21 • Ale #5 • P.O. Box 424 • Union, IL 60180 Tailwheels, taildraggers, conventional gear?

I have seen a grown man agonize trying to taxi, let alone handle a takeoff or land­ ing in one of the above.

The scene is a ferry flight from our home field, the Funny Farm, to Oshkosh.

I have three airplanes to move and on ly two qualified taildragger pilots. The third man is a wonderful glider pilot with lots of time in sailplanes and plenty more in air­ planes with a training wheel up front. He even professes that he had some time in a 1-3 some years back.

Since we have an Aeronca C-3 and the Swallow biplane to get up to Oshkosh, the 170B will be our taxi ship for the return

trip. The C-3 with its two-cylinder, single ignition engine of only 36 hp , limit ed range and 60 mph cruise, will be the most tryin g. The old Swallow mail plan e, a gra nd old lady, will be the one I'll fly. The plan is we will fly together.

Matt will take the C-3, Dick will fly the C-170B and, of course, I will fly the United Airlines Swallow because I' m the o nl y United pilot listed as the Captain on that one.

Since Dick had a lot of 172 time and is fami liar with the type, I figured he'd have no trouble with the 170, especially with all his glider instruction time. Matt has flown the C-3 a lot , is a good stick and rudder man a nd knows the risks and the limita­

Daxs of yore ­ 26 OCTOBER 1994

tions. I tell Matt to go on ahead, that we will catch up with him.

Dick a nd I climb into the 170 for a quick check-out. Did I say quick? I'll say it was. It was a very quick 270 to the right, followed by a 180 to the left, followed by some very distinct exclamations by yours truly. " Wh at are yo u trying to do? " I aske d , o nl y t o see an agonized look of helplessness from Di ck. We a re now ha lfway down the runw ay , facing back­ wards to the way we starte d to taxi for takeoff. I straighten it out, turn it around and start talking. He tries some more and has much the same result. For almost 20 minutes we zig and zag, and swerve, and ground loop. There is NO way I'm gon na le t this airplane go. Dick is just not able to handle it. I can't believe it!

Then here comes Matt in the C-3. He ha d forgotten hi s sunglasses an d came bac k to ge t the m . The germ of an idea; mayb e Dick ca n h a ndl e the C-3, so we play musical airplanes. D ick takes the C­ 3, and since there really isn't room for two 200 pounders in it, I tell him to taxi around and try it out. If he feels comfortable and is willing, maybe he would like to fly it!

H e does just fine. He taxies it up and down, sp in s it aro und on purpose and does an admirable job. We bring it back to the gas pump a nd top it off and make sure he has the 2 1/2 gallon reserve gas tank on the floor in the event of adverse winds or whatever. And I te ll him about being spring loaded to the forced landing mode and he assures me he has everything under control , understands the fact that his glide ratio ain't like his sailplane , and off we go.

The first yerslon of the Antique/Classic Red 8arn!

(Above) The Swallow and Aeronca C-3 in the Funny Farm hangar.

(Left) A worn-out and broken item number 9, the pawl, made the tailwheel on Buck's 170 unsteerable. Regular maintenance can prevent that kind of excitment for the pilot.

(Below) Capt. Matt Poleski and the C-3 on the UAC ramp at O'Hare.

Matt isn ' t too happy about having to fly th e Cessna, but he does . I crank up the Swallow and we make Oshkosh about two hours and 15 minutes later. Not bad for a 145 mile trip. Pacing the C-3 , our groundspeed was just under 60. We made it fine.

We all land safely, and then Matt te lls me that the 170 IS a Little squirrelly on the ground and maybe it isn't all Dick's fault.

I make some smart re mark about airline pilots and their lack of technique in flying real airplanes. We all climb into the 170 with me flying and home we go. The wind isn't down the runw ay, but the crosswind isn ' t that bad and I paste it on. It veers into the wind and with both heels on the floor and fast losing rudder effectiveness, I'm having a hard time hanging onto it.

Superior skill and cunning, along with

so me luck , e nable s me to salvage it , though, and we pull up to the hangar and finally take a look at the tail wheel. Since I can't ha ndl e it , there MUST be some­ thing wrong with it, right! ?

It looks OK ; it see ms to track OK .

Matt, get in there and work the rudd e rs.

The rudder moves, the tail wheel doesn ' t!

Let's get the tail up in the air and see what's happening there.

Well , as it turns out there 's no detent!

There is no way in the world the tail wheel can be steered with th e rudder beca use when we disassemble it, we find the spring and pawl that does the stee ring job bro­ ken. Dick really wasn't that bad a pilot af­ ter all.

Th e " Storal of th e Morey " is "p re­ flight! " Oh, sure, we did one; we counted the wings, kicked the tires, lit the fire and

went! After all, we fly th e " BIG " ones and thes e little ones are " FUN-FUN­ FUN," aren ' t they? How can they hurt a guy?

Well , ask John Monn ett; ask a couple other guys who have NOT done a thor­ ough preflight only to find something radi­ cally wrong when it's too la te. Lik e aileron cables hooked up backwards, or gas gauges reading empty and assuming they are full beca use they both read the same; control locks still in place, altimeter not set, or the directional gyro not set. All these could have been caught before trou­ ble developed with a thorough preflight and compliance with the check list!

We'll have more on tailwhee ls in next month 's column as well as AIC Tidbits.

No more lectures. It's Ove r to You with ... something to think about!

VINTAGE AIRPLANE 27

Jack B. H ale Da rryl L. Hall George W. Hamm William E. H are James L. Harmon Thomas B. Harms Jack Hartley Aaron C. Hayes Elroy E. Hilbe rt II Bernard L. Hinman Ronald A. Hoffmeyer Tommy G . Howe Robert W. Hubrecht Earl J . Isaacs Stephen Jackowsk

North Huntingdon, PA Lexington, V A Leon C. Johenning II Lake Geneva, WI Gregory H. Johnson Carbondale, IL John R Johnson Dodgeville, WI L. Cory Johnson Matthew Brian Judy Pe tersbury, AK James Kapelle r Overland Park, KS Dayton Beach, FL Richard F. Kelso Rolling Meadows, IL James R Kenevan Dexter Kincaid Newberg, OR Forrest L. Klies Bosin, MT Ronald W. Koenes Roselle, IL Esa Korjula Helsinki , Finland Newton,CT R W. Kreider Robert J. Kreider Lebanon, PA Sea ttle , WA Louis Kuffel Rensselaer, IN Leland P. Kyle Montgomery Creek, CA Stanley Lacey Ann M. Lanzara Roanoke, VA Vestavia Hills, AL William M . Lawson, Jr. Lafayette, LA James D. Lea Bellevue, WA Bill H. Lee Florence Le uninghoener Fremont, NE Kennesaw, GA Samuel A. Lyons, Jr. Russ MacFarlane Granada Hills, CA John N. Marholec Wasilla,AK Holla nd, PA Patrick J. Marshall Elk Grove Village, IL Mark R Martin Robert Maurice Houston , TX Donald J. Maxwell, Sr. Middletown, NJ Wellesley, MA A. J. McCarthy Franklin , TN David M. McClanahan Anderson, SC Richard W. McClellion Fergus Falls, MN Lloyd R McCloud, Jr. Braintree, MA Peter J . McGonagle Robert J . McGraw Chalfont, PA David McKinley Fletcher, NC Burkburnett, TX John McMurray North Branch, MN Ken E. Meek Newport Beach, CA William M. Meyer Afton , MN Daniel J . Miller Goode, VA David E. Miller Brodhead, WI Donayon J. Mitchell Roy Molyneux Bellara, Bribie Island, Australi a Stoughton, WI Norman E. Monsen K. M. MonsonWest Jordan , UT Ron Montgomery San Juan Capastrano, CA Pendle ton , IN Jeffrey B. Moore Maynard W. Morris St Charles, MO Minneapolis, MN Willard Morton Chicago,IL Arthur L. Mularski Thomas T. Murray Cypress, CA Linn, MO Stanley A. Myers Dale Nelson Cedar Falls, IA Lavale, MD Robert D . Nelson

New Members

Terre Haute, IN David Abel Hastings, MN Lester R Allgor Bates City, MO Louis G. Anderson Fremont, CA Ken Anthony Sussex, WI Bob Arndt James Barnes Austin, TX Milwaukee, WI RJ. Barron Watersmeet, MI Timothy J . Barry Columbia, MD Patrick F. Barton Columbia, IL Dr. Peggy J. Baty S. Beadsworth Hitchin, Herts, England Santa Monica, CA Jay R Becker Woodbury, NJ Bradley M. Becknell David A. Belcher Abington , MA Donald C. Belina Owatonna, MN David A. Beltz Columbia City, IN Wurtsboro , NY Wayne L. Be nson Concord, NH Stephen V. Berardo Bonsall, CA Thomas E. Berg Old Lyme, CT Andrew C. Black Baltimore, MD John C. Black Virginia Beach, V A Raymond Bossola Scottsdale, AZ Robert W. Bower Longwood, FL George W. Britt, Jr. Gordon Brown New Iberia, LA Hebbronville, TX Russell Brown Jack Bryant Reeds Spring, MO Macon, GA Morton Bryant Milwaukee, WI Patricia A. Budy Dededo, GU Dana M. Bugbee Hector D . Buggiano La Lucila Del Mar, Arge ntina Mark D . Burken San Antonio, TX Dobbs Ferry, NY Brian P. Calen Coralville, IA Clark C. Calta Paradise Valley, AZ Lyle P. Campbell Buenos Aires, Argentina Ped ro Campo M. F. Caric McAlle n, TX Key Largo, FL Julian S. Carr Peach Tree City, GA Joe Chadwick Jonesboro, AR Robert F. Clark Peter Ernest Clements Newtonabbot, Devon, England Sweetwater, TN Charles R Cleveland Broussard, LA Archie A. Cobb Bowie, MD Lindon Cockroft Corbeil, Ontario, Canada Ronald Cooke Clarence D. Copeland Mount Dora, FL 28 OCTOBER 1994

Robert M. Corbin N. Olmsted, OH Houston, TX John A. Couch Brookline, MA Howard Cox Glenn H . Craver Port Angeles, W A William F. Crozier Des Plaines, IL Dave F. Cruickshank Te rrace Bay, Ontario, Canada Doyle W. Curry Marshall, TX Davidson, NC Peter Daetwyle r Shelbyville, IL Carl M. Dagen Bruce J. Dahlquist Maplewood, MN Richard L. Davie Eagle, WI Frank De Ridde r Brasschaat, Antverp, Belgium Syracuse, NY Alex Dempster Mark P. Denest West Chester, PA Columbia, MO Maryann Denninghoff George F. Diehl Attica, NY Cumberland, ME Stephen Dunlap High Point, NC Robert A . Erdin Mervin Ellis Esch Reno, NV David M. Evrard Memphis, TN Emil Feutz Mexico, MO Colleyville, TX Richard A. Fields Val Fish Moreno Valley, CA Lloyd F. Fisher Littleton, CO John J. Flynn Redding, CA Patrick D. Fogarty Littleton, CO Geoffrey Foote Gurnee,IL James M. Freeburg Port Orchard, W A Everett, WA Joe Freudenberg Tom K. Friede Kathy, WI Meade, KS Stanley D. Friesen WM. K. Fudge Mequon , WI Anderson, IN John A. Fuller Oswego,IL Timothy Gburek, Sr. Heusweiler, Germany Lutz Gebhardt Ft. Lauderdale, FL Louis Grabiec, Jr. Rochester, IN Robe rt H . Graf Blissfield, MI Kevin J. Green Milwaukee, WI Mark J. Greenfield Lancaster, CA David W. Gregg Belleville, IL Larry E. Greiner Edward V. Grogan Blasdell , NY Santa Ana , CA J . P. Gross Robert W. Gue nther Alexander City, AL Charles M. Gunderson Redondo Beach, CA

Sunnyvale, CA Green Lake, WI Jefferson, MD Mission, KS Toledo, OH Bellevue, NE Doylestown, PA Wakeman ,OH Rockford , IL Port Charlotte, FL Streamwood, IL Spring, TX South Lyon, MI Waynesvi lle, OH

Manitowoc, WI David E. Neuser Robert Norman Peotone, IL Pike Noyes Marblehead, MA Bill C Oetting Tucson, AZ Hampton,GA James W. Oliver H. Drake Olson, Jr. Basalt, CO John C. Olson Elgi n, IL Craig Ostbloom Fort Dodge, IA Algonquin,IL Ronald Palascak Charles Pearcy Weatherford, TX Peter Petersen IV Chesterland,OH Mike Phenix Dorual, Quebec, Canada Wesley A. Posch Mayer,AZ Hayward , CA Douglas E. Poulton Carrollton, TX Hal Preston Wisconsin Rapids, WI Frank 1. Punzel Virgil E. Rabine Pocomoke City, MD Jimmy Rae, Jr. Tulsa, OK Fred Ramin Houston , TX William E. Rasor Brookville, OH Ronald W. Ray Falls Church, V A Stuart, FL John C. Reib Randall Reihing White House, OH Green Bay, WI Edmund S. Reivitis Algimantas Remeika Kaunas Lieby, Lithuania David Reno Carrollton, IL Vincent D. Rice, Jr. Shreveport, LA Betty F. Riddle Tulsa, OK Lawrence J. Rooney St. Petersburg, FL Woodstock , IL James C. Rosater Modesto Ruiz, Jr. Frostproof, FL Donald Sanders Kathy, WI

Roland E. Schable Harry William Schmitendorf

Janesville, WI

Sunland, CA David Schuetzeberg Liberty Hill, TX Leroy H. Schumacher Massillon,OH Timothy W. Sefcik Valparaiso, IN Thomas M Semmes Anniston, AL William Shawver Lake Station, IN Ron H. Sherron Raleigh, NC Stephen M. Shiner Houston , TX Johnny M. Shipman Denton, TX Alex Simon Fond Du Lac, WI Richard W. Skeffington Topsfield, MA Larry Skinner Miami, FL Paula O. Skog Westboro, MA Beach City, OH Gary J. Slutz Charles E. Smith Roswell,GA D avid R. Smith St. Charles, IL Dennis A. Sokol Yankton, SD Stan H. Solomon Spring Valley, NY Martin J. Springer Ashby , MA Bellevue, NE Merlin F. Stevens Michael C. Stevens Layton, UT Marshalltown, IA Mark W. Stewart E lkh art , IN Phil R. Stiver Martin Strelow Schwelm, Germany Russell A. Strine Harrisburg, P A Louis A. Strom Chicago, IL Valley Ranch , TX John J. Swaney James Takacs Fonthill, Ontario, Canada Charles W. Talbot Mississauga, Ontario, Canada

Frank L. Taylor Avon , OH Bebe Teichman Tampa, FL Martyn J. Thornington Brandon, Manitoba, Canada Magnus Thorsteinson Akureyri, Iceland Connie Trippensee Rosamond, CA L. E. Trowbridge Manvel, TX Todd E. Tschida Inver Grove Hts. , MN Norman D . Tucker III Fitchburg, MA Glenn Valy New Lenox, IL Brian L. Van Buren Mokena,IL Robert Van't Riet Los Osos, CA Frank Vanskivera Gloversville, NY Tom M. Vaughan Hollywood, Ballyboughal, S. Ireland Daniel R. Veltman Urbana, IL Julie V. Verrette New Franken, WI Gary R. Vetterli Monroe, WI Ronald L. Waldron Port Richey, FL Donald A. Wall Omaha, NE Les Wallin Mountainside, NJ Raymond G. Ward San Antonio, TX Randolph Benjamin Waskin Ringle, WI William R. Webster Somerset, WI Arnold Weiss Los Angeles, CA Cody F. Welch Midland, MI Robert Scott West Olathe, KS Duncan W. Wiedemann Wheaton,IL S.J. Wolff Rimrock, AZ Janet S. Yoder Wichita, KS Niwot , CO John E . Youngblut Shawn R. YukI Bell e Pl aine, IA H artford , WI Mary Jo Zignego

Fly-In calen~?~r~~ The following list of coming events is fumished to our readers as a mafter of information only and does not constitute approval, sponsorship, involve­ melli, control or direction of any event (fly-in, sem­ inars, fly market, etc.) listed. Please send the infor­ mation to EAA, Aft: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be receivedfour months prior to the evelll date.

OCTOBER 12-17 - TULLAHOMA , TN - 1994 Staggerwing - Travel Air­ Twin Beech Convention , sponsored by the Staggerwing Museum Foundation .

Howard , Spartans and Twin Bon a nzas are also welcome. Membership in the Staggerwing Museum required - for more information, call 615/455-1974. Pre-reg­ istration by Oct. 1 is also required.

OCTOBER 14 -16 - KERRVILLE , TX - Kerrville Municipal Airport. EAA Regional Fly-In. Camping, Forums, and awards banquet Saturday night. For more information, call the Kerrville Chamber of Commerce at 800/221-7958.

OCTOBER 15 - NORTH HAMP­ TON, NH - EAA Antique/ Classic Chapter 15 4th Annual Pumpkin Patch Pancake Breakfast Fly-In. 603/964­ 6749.

OCTOBER 21-23 - AUGUSTA, GA DANIEL FIELD - Boshears Memorial Fly-In. Phone 706/736-9512 NOVEMBER 10-13 PEN­ SACOLA, FL - Aviation History Semi­ nar/Excursion. 404/364-8383.

NOVEMBER 10-13 - MESA, AZ ­ 1994 Copperstate Regional EAA Fly­ In. Williams Gateway Airport. 1­ 800/283-6372, Fax 602/827-0727. NOTE: NEW DATE AND LOCATION! DECEMBER 3 - 4 - LAKELAND , FL - Lakeland-Linder Municipal Air­ port. A gala fly-in Christmas party, hosted jointly by Florida Sport Aviation Antique And Classic Assoc. (FAACA) , Florida Ercoupe Club, Short Wing Piper Club, Cessna 170 Club, J -3 Club Florida Aero Club, et al. The party will be held on the Sun ' n Fun grounds, with the

party and dinner in the FAA building, and fly-in HQ at the AlC building. Con­ tact Don Russell at 813/676-0659 for more information.

JANUARY 1, 1995 - W ARSAW, IN - 3rd Annual HANGer OVER PARTY and Fly-In. 11 a.m . to 2p .m. 5 star restaurant quality road kill hot dogs , chips, coffee and hot cocoa. Indiana's biggest winter fly-in. For info call Larry Lamp, 219/453-4364.

APRIL 9 - 15, 1995 - LAKELAND , FL - Sun 'n Fun '95. 813/644-2431.

JULY 27 AUGUST 2 OSHKOSH, WI - 43rd Annual EAA Fly-In and Sport Aviation Convention.

Wittman Regional Airport. Contact John Burton, EAA , P.O . Box 3086 , Oshkosh , WI 54903-3086 , 414/426­ 4800.

VINTAGE AIRPLANE 29

MOVING?

IS THERE A NEW

LOCATION IN YOUR

IMMEDIATE FUTURE?

Be sure that your membership . . . and VINTAGE AIRPLANE ... follows you. Let us know at least two months in advance of your move.

35蔵 per word, $5.00 minimum charge. Send your ad to

The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oahkoah, WI 54903-3086 .

Payment muat accompany ad. VISAIMaaterCard accepted.

AIRCRAFT: 1938 WACO AGC-8 for sale - Originally owned by TWA with a very interesting history.

Phone Ivan Trofimov 513/884-7172 or write 7700 Countyline Road, N., Brookville, Ohio 45309. (9-1)

Send your change of address (include membership number) to:

MISCELLANEOUS:

VINTAGE AIRPLANE P.O. BOX 3086 OSHKOSH, WI 54903-3086

(NEW) This & That About the Ercoupe, $14.00. Fly-About Adventures & the Ercoupe, $17.95. Both books, $25.00. Fly-About, P.O. Box 51144, Denton, Texas 76206. (ufn)

or call

1-800/843-3612

SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d, 4130 chrome-moly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry Creek Rd., Belgrade, Montana 59714. 406-388-6069. FAX 406/388-0170. Repair station No. QK5R148N.

GEE BEE - R-1, R-2 super-scale model plans used for Wolf/Benjamin'S R-2. GB "Z", "Bulldog," "Goon," Monocoupe, Culver, Rearwin. Updated, enlarged (1/3,1/4,1/6-1/24).

PLANS on SHIRTS/Capsl Catalog/News $4.00, refundable. Vern Clements, 308 Palo Alto, Caldwell, 10 83605. (c-9/94) C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ, Cub, Taylorcraft, Stearman, etc. Military reconditioned, $5.75 to $9.75. 404/478-2310. (c-11/94) Popular Aviation, Aero Digest, Aviation, Sportsman Pilot and other vintage aeronau足 tical magazines from 1920s, 1930s and 1940s. Have several thousand available. Also other 1915-1950 plane and pilot items. Buy - sell - trade. 44-page catalog airmailed to you, $5. Jon Aldrich, Airport Box-9, Big Oakflat, CA 95305, phone 209/962-6121. (10-4) Sitka Spruce Lumber Wisconsin. (c-6/95)

Oshkosh Home Bldg. Ctr, Inc. 414/235-0990. Oshkosh,

Old Rhinebeck Aerodrome - Cole Palen Memorial - Foundation introduction and missing man formation flight - VHS format, 41 min. An indelible moment in time. $20.00 plus $3.50 shipping & handling. Check or Money order to: Airborne Adventures Inc., 6229 Poolsbrook Road, Kirkville, NY 13082. (12-4) Wheel Pants - The most accurate replica wheel pants for antique and classics available on the market today. 100% satisfaction guaranteed. Available in primer gray gelcoat.

Harbor Ultra-Lite Products Co., 1326 Batey Place, Harbor City, CA 90720, phone 310/326-5609 or FAX 310/530-2124. (ufn) Restoring? Building? - Professional metal polishinglbuffing. Props, spinners, struts, etc. Reasonable rates. Let us save you time. G. Murphy, 317/552-8104. (10-1)

DO YOU SAVE SPORT AVIATION? If you're like many EAA members, you save your back issues of Sport Aviation as a personal resource library. But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or, worse yet, missing! End your worries and organize your Sport library with these new EAA Sport Aviation binders. Store a com plete year's worth of Sport Aviation, without worry.

These attractive, high-quality binders are extremely durable and are available in deep blue with gold-colored lettering.

BINDERS: $9.95 each; 3 for $27.95; 6 for $52.95. (plus shipping) Wis. residents add 5% sales tax.

To order, call

1-800-843-3612 or write: Sport Binder, P. O. Box 3086, Oshkosh WI 54903-3086.

30 OCTOBER 1994

VIDEOS - TAILDRAGGERS AND FARMSTRIPS. Piper J-3 and J-5 CUB display tailwheel flying and short field landing techniques. $19.95. A TIGER'S TALE. Fascinating story of the Tiger Moth biplane featuring Christopher Reeve flying with the exclusive 'Tiger' Club in England. $19.95. THE GEE BEE AIRPLANES. Documentary of rare film interviews of the Granville brothers, Bob Hall and Pete Miller. Extraordinary footage of Lowell Bayles crash and Jimmy Doolittle winning the Thompson Trophy. $24.95. WAT足 SONVillE FLY-IN. Outstanding antique and classic video featuring Stearmans, Wacos, Stinsons, Ryans and many more beautiful aircraft. $29.95. Order any 3 videos and receive a 10% discount plus our90 min. preview tape FREE! $4.75 S&H for one tape, $1 for each add'i tape. Call 800-700-0747. Mail: VC Marketing, 40 Kitty Hawk East, Richmond, TX 77469. (TX. Res. add 7-114% tax.) (c-12194) WACO OWNERS - Tighten up that loose tail wheel with new bronze tail post bushings - WACO Part #8101 - set of 2 postpaid $65. Also available engine mount bushings for pre-1937 WACO's - Part #12611 - set of 16. Postpaid $115. Also interested in buying or trading WACO parts. Jon Aldrich, Airport Box-9, Big Oakflat, CA 95305, phone 209/962-6121. (11-2)

WANTED: Wanted - Heywood starter system or any part thereof. Will even accept the manual.

215/257-0817. (10-1) Wanted - Complete, serviceable prop hub for Ken-Royce 7-G Radial. Gene 303/279足 5782.

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