VA-Vol-22-No-11-Nov-1994

EDITORIAL STAFF

November 1994

Vol. 22, No. 11

CONTENTS

1 Straight & Level/ Espie "Butch" Joyce 2 A IC News/ Compiled by H.G. Frautschy

3 Vintage Literature/Dennis Parks 7 Carburetor Ice/Bill Claxon 8 AlC Tidbits/H.G. Frautschy

Page 13

10 Members Projects/ Norm Petersen 13 The Silver Age Comes Alive in Jack Woodford's Bird Model C/ H.G. Frautschy

EAA ANTIQUE/ CLASSIC DIVISION, INC, OFFICERS President Espie 'Butch' Joyce P.O. Box 1001 Modison , NC 27025 910/573-3843

17 Make Mine Rare ­ The 1929 Wallace Touroplane/ H.G. Frautschy 21 Mystery A irplane/ George Hardie

Page 17

22 American Waco Club F1y-In/ Roy Redman

Secretory Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 flJ7/373-1674

Vice-President Arfhur Mor(lan W211 N11863 Hilltop Dr. Germantown, WI 53022 414/ 628-2724 Treasurer

E.E. 'Buck' Hilbert

P.O. Box 424

Union,IL60180

815/923-4591

DIRECTORS

24 PasS it to Buckl E.E. " Buck" Hilbert 25 1994 Type Club List 29 Welcome New Members 30 Vintage Trader

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 22 FRONT COVER ... This very handsome Bird Model C, the only "C" ever built, was selected as the Antique Silver Age Runner-up. It is flown here by it·s owner, John Woodford o f Madison, WI. EAA photo by Jim Koepnick. Shot with a Canon EOS-l equipped with an 80-200mm /f2 .8 lens. 1/250 at f8 on Kodak Ektachrome Lumiere 100 film . Cessna 210 photo plane pi loted by Bruce Moore.

BACK COVER . " Fast a nd Furious " is the title of Doug Moore's airbrush painting of Delmar Benjamin 's Gee Bee R-2 replica. Doug works as an illustrator at Lockheed in Ft. Worth , and has always enjoyed drawing since he was a young child. He credits his father with instill ing a love of drawing at a tender age , and really enjoys working with the airbrush.

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

VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EAA 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 EAA Antique/Classic Division, Inc. is $20.00 for current EAA members for 12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

POSTMASTER: Send address changes to EAA 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 AiPO addresses via surface mail.

ADVERTtSlNG - 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 sc that corrective measures can be taken.

EDfTORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are sclely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made.

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

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 EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohib~ed.

John Berendt 7645 Echo Point Rd. Cannon Falls, MN 55009 flJ7/ 263-2414

Robert C. ' Bob" Brauer

9345 S. Hoyne

Chica~o, IL 60620

312 79-2105

Gene Chose 2 159 Carlton Rd. Oshkosh. WI 54904 414/231-5002

John S. Copeland 28-3 Williamsbur8 Ct. Shrewsbury. MA 1545 508/842-7867

Phil Coulson 28415 Springbrook Dr. Lawton . M149065 616/624-6490

Geor~ Daubner 2448 ough Lane

Hartford. WI 53027

414/673-5885

Cha~es Harris 7215 East 46th St. Tulsa. OK 74145 918/622-8400

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 Soulh 1241h SI. Brookfield, WI 53005 414/782-2633 George York

181 Sloboda Av.

Mansfield. OH 44906

419/529-4378

Dole A. Gustafson 7724 Shady Hill Dr. Indianapolis, IN 46278 317/ 293-4430 Robert UCktei% 1708 Boy Oaks r.

Albert Lea, MN 56007 flJ7/373-2922 Gene Morris 115C Steve Court. R.R. 2 Roanoke . TX 76262 817/491-9110

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

DIRECTOR EMERITUS S.J. Willmon

7200 S.E. 85th Lane

Ocala, FL 32672

904/245-7768

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

Jimmy Rollison

640 Alamo Dr.

Vacaville, CA 95688

707/ 451-{)411

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

Geol! Robison 1521 E. MacGregor Dr. New Haven, IN 46774 219/493-4724

STRAIGHT & LEVEL

by Espie "Butch" Joyce

It seems that the months of September and October are stuffed to overflowing with aviation events (fly­ ins). We have tried to attend as many as possible. We have attended a num­ ber of fly-ins in past years that we were not able to get to this time, but we did manage to get to a numb er that we have not b ee n to before.

Also, there are seve ral that we have been planning to visit for a long time; maybe we'll get to these next year.

During the fall as the flying season in most of the U.S .A . winds down, our safety record seems to improve. Gen­ erally this is because we have been us­ ing our aircraft almost every weekend and our skill level is improved. Re­ memb er the d a nger areas for acci­ dents are low time in type of aircraft and not having flown for a number of month s. We need to keep th ese fac­ tors in mind and be extra careful.

For most of us, the winter season is fast approaching. You nee d to give the area that you will be storing yo ur pride and joy a good preflight. In­ spect your hangar to make sure it re­ mains structurally sound. Every year I hea r of hangars falling in on aircraft b e cau se of snow load , wind and all types of bad weather causes.

I suppose I have safety on my mind because I just returned from Dallas, Texas where there was a meeting held to discuss your Antique, Classic and Contemporary insurance program .

T he people who attended this meeting were Bob Mack ey, EAA Insurance Office, O shkosh, Wisconsi n; Norma Johnson , President of AUA, Inc., the Antique/ Classic program' s agency, Greensboro, North Carolina; Fred McLemore, Preside nt of Commercial Aviation, Inc. (COMAV), Scottsdale,

Arizona; Mark Brown, Senior Vice President, COMA V, Scottsdale, Ari­ zona; Craig Ketcham, Managing Un­ derwriter, Dallas, Texas; Jackie Gibbs, Antique/Classic Program underwriter, Dallas, Texas; and yours truly, Butch Joyce.

There was a day long discussion of a number of items. All of these discus­ sions were very positive with everyone working in the same direction for the good of the Antique/Classic member­ ship. One item that I was excited to see worked out is the fact that the un­ derwriters agreed to allow for in sur­

ance to be available for an individual CFI who wishes to give tailwheel in­ struction in a tailwheel aircraft he or she owns. This is a real positive move forward for our type of flying.

There was some serious discussion at your November Board meeting about service and parking in the An­ tique/Classic area for EAA OSH­ KOSH 1995. I'll have more on this later. Help us out a nd ask a friend to join us . Let 's all pull in the same di­ rection for the good of aviation . Re­ member, we are better together. Join tis and have it all.

The latest EAA membership benefit is the new "Flight Advisors" program.

This group was formed to put individuals who have experience with the aspects of flying a newly built or restored aircraft with builders and restorers. The gen­ eral Flight Advisor candidate should meet anyone or more of the following stan­ dards: 1) Test flown (first flight) three or more aircraft.

2) Restored and test flew their own aircraft, plus is at least one of the following: A. Technical Counselor

B. More than 1000 hours PIC time in requested

speciality, e.g., Antique, Classic, Contemporary.

3) Military flight test experience.

4) CFI with show plane experience, i.e. , Antique, Classic, Contemporary.

In my opinion, this service by EAA is certainly needed . I'm sure a number of us who have been in aviation for some time already know a number of individu­ als whose advice we trust. I get calls all the time with new pilots/restorers in the Antique, Classic and Contemporary movement, asking who they might contact in their area of the country for all types of advice. Some people feel as though they are all alone in their efforts, and the Flight Advisor program can help them through this hurdle in safely restoring and flying their new airplane.

VINTAGE AIRPLANE 1

compiled by H.G. Frautschy

for first class medicals.

Larson, has been dropped. We've been unable to get in contact either by phone • Proposes to add routine resting electro­ cardiograms for second class medicals. or letter to Jon for an extended period, as On Friday, October 21,1994 the FAA • Finally, the proposal that could have the have others who have tried to contact issued an NPRM that contains major most far reaching effects for most of our him. If anyone can supply us with further changes to the way pilots will be issued members is this - the FAA wants to change information, we'd appreciate it. medical certificates, as well as changing the duration of third class medicals ac­ cording to this schedule: RESEARCH HELP NEEDED some of the standards the FAA will ap­ - Valid for a period of 3 years for appli­

ply to the certificates. The FAA began a cants under the age of 40.

Nigel Green , 5 Fairfield Rd., Wrays­ review of Part 67 back in 1982, and en­ - Valid for a period of 2 years for appli­

bury, Staines, Middlesex, TW19.5DU, tered into a contract with the American cants between the ages of 40 to 69.

England is looking for information to Medical Association (AMA) to provide - Valid for a period of 1 year for appli­

help him complete a book on corporate the FAA with professional and technical cants over the age of 70.

aviation. Specifically, he is looking to information. Also, the FAA contracted purchase or borrow copies of the CACO with John Hopkins University to prepare All comments to the NPRM must be (later NBAA) Directory of Member a detailed statistical analysis of such a change. The study, made in response to made by February 21,1995. Send your Companies and Aircraft, first published comments in triplicate to: in 1960, and and AOPA aircraft type list­ a AOP A petition to increase the dura­ Federal Aviation Administration, Of­ ings. Nigel says that any copy or postage tion of a third class medical , used infor­ fice of the Chief Counsel, Attention: costs will be refunded. You can contact mation collected from annual examina­ tions on 31,000 air traffic controllers over Rules Docket (AGC-10), Docket No. him at the address listed above.

27940,800 Independence Avenue, SW., 15 years.

1995 MINNESOTA The major changes within in the Washington, D.C. 20591. If you'd like a copy of the full text of the NPRM, you SPORT AVIATION FAA's NPRM are: can call the FAA at 202/267-3484 or write CONFERENCE SCHEDULED For third class medicals: to them at the FAA Office of Public Af­ The Minnesota Department of Avia­ • Distance visual acuity standard changed fairs, Attention: Public Inquiry Center, APA-200, 800 Independence Avenue, tion, Office of Aeronautics has an­ to 20/40 in each eye, with or without cor­ SW., Washington D.C. 20591. nounced the location and dates of the rection.

The FAA stated in the NPRM that seventh annual Minnesota Sport Avia­ • A near visual acuity standard of 20/40, corrected or uncorrected, each eye, at 16 public meetings would be held on the tion Conference. The theme for this subject in Washington, D.C., Seattle, year's event is "Flying For Fun," and will inches.

WA, and Orlando, FL. The times and be highlighted by an address by Phil • Substance abuse dependence is dis­ qualifying, unless there is clinical evidence exact locations of the meetings have not Boyer, President of the AOPA. This year marks a move in the loca­ of recovery including abstinence for not yet been set, and we will do our best to less than two years in the case of alcohol get the information included here in the tion of the Conference. The new loca­ pages of VINTAGE AIRPLANE, pro­ tion of the growing event will be the Min­ and five years for any other substance. neapolis Convention Center, located • A "single seizure" and "A transient loss vided the FAA gives us enough notice. downtown at 1301 2nd A v., Minneapolis, of control of nervous system function(s) T-50 BOBCAT CLUB MN 55403. The largest midwestern avia­ without satisfactory medical explanation of tion conference will be held Saturday, the cause" are added as specifically dis­ In our annual listing of Type Clubs February 18, 1995. For more informa­ qualifying conditions. contained in this issue , you may notice tion, call the MINNDOT Office of Aero­ • "Cardiac valve replacement," "perma­ nent cardiac pacemaker implantation, " and that the T-50 Bobcat Club, run by Jon nautics at 612/296-8202. "heart replacement" are added as specifi­ cally disqualifying conditions.

• An added requirement for sitting blood YOUNG EAGLE pressure not to exceed 150/95.

• The use of anticoagulant medication is Jeanette Walder, EAA 310918 of Santa Ana, CA made specifically disqualifying. flew 14-year-old Matthew Jurnagan of Corona, CA • Adds language that explicitly provides on September 24,1994 for his Young Eagle flight, that the Federal Air Surgeon may withdraw and in doing so, Matt became EAA's 100,OOOth Young Ea­ the Authorization of SODA (Statement of gle! Jeanette used a Mooney M20F to give Matt his first expe­ Demonstrated Ability). rience in the air over southern California. Our congratulations • Proposes to deny or withdraw any au­ to Jeannette and Matt on helping EAA reach this important mile­ thorization or SODA where information stone in the Young Eagle program, and we'd also like to express our provided to obtain it is false whether the appreciation to the over 9,000 pilots who have given their time and statement was knowingly false or unknow­ effort, not to mention their airplanes, in an unprecedented effort to give the ex­ ingly false. perience of flight to 1 million youngsters by our target date in 2003.

• Proposes to add cholesterol standards

FAA ISSUES

PART 61 and 67 NPRM

lOO,OOOth

2 NOVEMBER 1994

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IGerman Sport Aviation in the 1930's I In the aftermath of the First World War, the normal progress of German civilian flying had become enormously retarded by the eco nomic conditions throughout the country, and by the spe­ cial restrictions of the Versailles Treaty.

The treaty called for a sizable reduction in size of Germany's army and navy as well as a total ban on military fly ing and the production of military aircraft.

In 1922, with limits placed on the size and quantity of aircraft, the Allies al­ lowed civil production of aircraft to be­ gin again. Among the performance re­ strictions was a speed of 170 km / h, a range of 300 km and a payload of 600 kg.

These limitations and other restrictions were removed by the Paris Air Treaty of 1926. Slowly a small, but effective, air­ craft industry was developed to meet the demand s for light sports aircraft and larger aircraft for commercial opera­ tions.

On e common trait that German wartime pilots had with their allied coun­ terparts in the post-war frenzy of changes was the desire to keep on flying. Without an active military aviation program in Germany, and with the country suffering an economic disaster, it was even harder

Klemm WL-25 the water.

rN for Wasser/Water)

than in other countries. The pilots would do about anything to fly. Airshows, mock dog fights, banne r-towing, joyrides and glider towing - anything would do.

Out of this group of pilots would come some who would not only gain fame through their flying but would come to form their own aircraft companies. One was Germany's highest scoring surviving Ace - Ernst Udet. In the early 1930s, a German Naval Service pilot would re­ turn to his native land and develop a lightplane that would become an icon of aerobatic aircraft- Carl Bi.icker. Another young pilot, who did not see service in WWI, would also start his own company - Willy Messerschmitt. These aircraft and others are illustrated in this article by photos from a collection that came from Berlin, Germany.

E RNSTUD ET Ernst Udet, at the age of 22, emerged from the war as Germany's greatest sur­ viving ace. Aviation had been his passion since the age of 11 when he built his first model airplane. Two years later, in 1909, he had founded the Munich Aero Club.

In 1919, he and his wartime friend

Robert von Greim managed to get their hands on a number of ex-service Fokkers and started a series of exhibitions per­ forming aerobatics and mock dog-fights.

As others in the post-war era, Udet was working on lightplane designs and with the offer of financial backing, he was able to start his own company in 1922. His backer was William Pohl from Milwaukee, Wisconsin , who had re­ turned to German in 1921 in order to help the Germany aircraft industry pro­ duce an airplane that could be sold in the United States for a reasonabl e price.

Pohl, knowing of Udet's reputation , sought him out with an offer he couldn't refuse.

FLAMINGO In 1925 , after the production of a se­ ries of monoplanes, the U-12 "Flamingo" was the first biplane designed for the Udet company. Udet, after listening to a majority of flight instructors who pre­ ferred a biplane over a monoplane , de­ cided to embark on a training airplane that would meet their requirements. With the help of Hans Herrman, they came up with the basics of the U-12.

Floatplane. Fitted with a 40 hp Salmson, this airplane was able to lift three passengers off

VINTAGE AIRPLANE 3

Udet's pers onal U-12 spezial 0 -822. This was the aircraft that Udet flew in the United States.

The well-known German woman pi­ lot, Thea Rasche , came to the United States with her personal F lamingo to take part in air meets. The November 7, 1927 issue of A VIA TION described the design upon its introduction in the United States by her.

"The fuselage has two seats in its cen­ ter part. This was built up of wood frames covered with plywood. Ash reinforce­ ments are provided on the fuse lage where the lower wings fasten in order to take up the strains carried by the wings.

"The plane is a single-cell bip lane, with three-part upper wing (center sec­ tion and two panels), upper and lower wings have slight dihedral and are of the same span . Each wing contains two box spars with pine webs and plywood which are connected to each other by wooden ribs and box spars. The surface between the spars is taken up by the internal brac­ ing consisting of dural tubes, steel wires and dural plates.

"The tail surfaces consist of a horizon­ ta l non-adjustab le stabilizer of standard wood construction wit h steel tube axles.

The tail surfaces are braced against each other and the fuselage to prevent vibra­ tion."

The engine used was a Siemens-Halske seven-cylinder radial, originally of 80 hp but later by a 115 hp version. The aircraft was eminently suited for aerobatics and became the standard trainer at the DVS, the Deutsche Verkehsfliegerschule, the chain of schools for commercial pilots.

In this period the Flamingo became the most important trainer in Germany wit h more than 60 de livered to flying schools.

Especially famous was Udet's personal U-12 "Spezial," registered D-822, which took part in a great many flying meets from 1925 to 1934, including Cleveland in 1931 and Los Angeles in 1933. One of the

Bucker Bu 131 Jungmann, powered by an 80 hp four-cylinder Hirth. stunts he pioneered was one in which he lifted a handkerchief from the ground by mea ns of a small stick fastened on a wingtip.

Before substantial orders for the pla ne had been received, Udet's com­ pany had experienced severe financial difficul ties and was taken over by BFW in J u ly 1926. Altogether, over 340 Flamingos were built, 159 by BFW. Oth­ ers were licensed built in Latvia, Hun­ gary and A ustria.

CARL BUCKER

Bucker Jungmeister with a 150 hp seven-cylinder Siemens radial engine.

4 NOVEMBER 1994

Carl Bticker served as a naval pilot during the war, flying seaplanes. In 1920, Bticker went to Sweden as a test pilot for t he Swedish Navy and in the follow­ ing year established t he Sve nska-Aero Compa ny for the purpose of producing H einkel designs under license.

JUNGMAN In 1932, Blicker returned to Germany bring­ ing with him a Swedish engineer by the name of Anders Anderson. They established a company under the name of Blicker Flugzeugbau in a plant located near Berlin. Within five months, they had completed their first aircraft , a highly­ stressed and extremely clean two-place biplane known as the Bu 131 Jungmann. It was powered by a 80 hp, four-cylinder inline Hirth engine.

The fuselage was of fabric covered steel tube construction. The wings of constant chord and highly swept back were of wood and fabric. The craft was flown for the first time during April 1934 . After flight testing , the airplane was placed in quantity prod uction. Large numbers were ordered for German flying schools . Al­ tho ugh the Jungmann was a nice aerobatic ma­ chine , it was not exceptional. Their next prod­ uct would become an icon of t he aerobatic world.

Bucker Bu 133 Jungmeister powered by a 135 hp Hirth.

Junkers A 50 Junior. This two-seat sport and touring plane first flew in 1929. The ribbed alloy skins proved very strong - some A 50s were still flying in the 1960s.

burg. He subsequently toured the coun­ try and appeared at the 1936 National Air Races in Los Ange les and at the 1937 races at Cleveland.

In the October 1937 issue of AERO DIGEST, Cy Ca ldwell commented on the remarkable performances of the Eu­ ropean aerobatic planes and pilots: "We haven't today in this country an airplane that can compete in aerobatic maneu­ vers, with any of the light foreign planes in which the European pilots have enter­ tained us year after year, from Udet to Papana and the upside-down Count Ha­ genburg. The stunts they do, the smooth­ ness of them , the deliberate and beauti­ ful slowness and assurance cannot be duplicated by American pilots. " Both the Blicker designs became very popular and were licensed built in Switzerland, Czechoslovakia and Spain.

Both aircraft were phased out of pro­ duction in 1940 being replaced by a new low-wing design, the Bestman. Alto-

J UNGMEISTER In 1935, Blicker introduced a new single-seater, known as the Bu 133 lung­ meister. It was slightly smaller but simi­ lar to the Jungman , with many compo­ nents being interchangeable. The prototype was powered by a 135 hp Hirth engine, but the German built mod­ els were powered by a 150 hp seven­ cylinder Siemens radial. Because of its agility, light controls and high roll rate, the Jungmeister was selected by a num­ ber of European flying clubs and air ser­ vices as an advanced aerobatic trainer.

Among the great aerobatic pilots who chose lungmeisters were R u ma­ nia 's Alex Papana, Germany 's Count Hagenburg, and in the United States, Bevo Howard and Mike M urphy . Pa­ pana brought his aircraft to the United States aboard the dirigible Graf Hinden-

Klemm l.20 with a 20 hp Mercedes engine. In 1925 it was flown from Sindelfinger, Germany, over the Alps to Budapest and back, a distance of over 1,500 miles.

VINTAGE AIRPLANE 5

MesserschmittlBFW Bf 108

gether, several thousand Jungman's were built, along with about three hundred J ungmeisters.

The EAA Aviation Museum is fortu­ nate to have a Jungmeister that was do­ nated by Mike Murphy . This airplane, obtained from Count Aresti in Spain, was Murphy's second Bticker. His first was purchased from Alex Papana. Mike Murphy was the first American to use the Jungmeister and did so very success­ fully, winning US aerobatic champi­ onships in 1938, 1940 and 1941.

but somewhat normal, aeroplanes one does occasionally come across something outstanding in individual characteristics.

The majority of these ordinary machines have at least one very good feature, but it can be said without exaggerating that the BFW Bf 108 tends to make every other machine in the civil class appear humdrum. "The Bf 108, was originally designated the M37, until the German Air Ministry decided that German man­

ufact urers should fo llow a uniform desig­ nation system . The prototype made its first flight in June of 1934. This beautiful low-wing monoplane introduced several advanced features including, a single spar wing, fo lding wings, and outwards retracting landing gear. It was named the Taifun, German for typhoon.

The appearance of the sleek new air­ craft caused a sensation with other de­ signers and the aviation minded public.

It proved an extremely pleasant machine to fly and with its leading edge slots, pos­ sessed an extreme ly wide speed range , ranging from 38 to 181 mph.

FLIGHT reported on its handling, "The Taifun's really outstanding quali­ ties are those of control and stability.

Certainly, no other civil machine has aileron control which is so absolutely positive and light. Even at maximum speed, lateral movement of the control column is finger light, and the machine can be tipped over from vertical to verti­ cal in the time it takes to move the col­ umn itself." The Taifun provided to be a remarkable machin e. In 1935 Elly Beinhorn flew a round trip from Berlin to Constantinople, a distance of 2,230 miles in a time of 13-1/2 hours. Later she would fly one from Berlin to Capetown and back. During 1938 the Taifun would win many firsts in aircraft races and com­ petitions. The success of the design prompted the German Air Ministry to mass produce the aircraft for use as a fast transport and liaison aircraft.

The illustrations for this article come from a collection of over 100 snapshots, postcards and prints covering 1930s Ger­ man civilization including sport aviation, air transport and glider activities. Some of the prints are marked Luftfahrt-Archiv, Berlin N 31. Some are marked Anhaltis­ cher Verein fur Luftfahrt, which was an aviation club in Anhalt Germany.

*'

MESSERSCHMITf THE METALCLAD lNVADER The "Metalclad Invader" was how the May 5,1937 issue of AEROPLANE re­ ferred to the Messerschmitt Bf 108 sportplane on the appearance of the first one purchased in England. In its review of the plane in the June 29,1939 issue of FLIGHT, the publication called the air­ plane "Something Special." And special it was. This progressive aircraft, which was designed for the 1934 Challenge de Tourisme International, was an all metal, retractable landing gear, four-seater, which featured Handley Page slots on the leading edge. This in the era of rag and tube biplanes.

As reported in FLIGHT, "In the midst of a large number of very worthy, 6 NOVEMBER 1994

Heinkel He 72 Kadet. Like the earlier Udet U 12 this was sold as a sport and training aircraft. It was one of the most popular trainers of the 1930's. Power was a 160 hp Siemens.

by Bill Claxon

It will not happen to me! I've been flying for a long time and know how to deal with ice! I have a fuel injected en­ gine and will not get ice! I was flying in clear air so it couldn't have been carbu­ retor ice! And so it goes. Still, carbure­ tor ice is a big problem. A few re­ minders may make us a little more aware of this continuing problem.

According to the National Trans­ portation Safety Board (NTSB) carbure­ tor ice was involved in over 360 accidents in the past five years. These figures do not include the unreported off-airport landings and incidents caused by icing.

The results were 40 deaths, 160 injuries, 47 aircraft destroyed and 313 aircraft se­ verely damaged. It can and does happen to us if we become complacent of do not understand induction icing, or just plain forgot some of the causes. This data is only for the reported accidents! During my many years in maintenance, carbure­ tor ice was found to be a prevalent cause of loss of engine power or complete en­ gine failure.

We called it carburetor ice in the past; however, with the modern fuel me­ tering devices, the term " induction ic­ ing" better describes this engine icing condition in many instances.

INDUCTION ICING

It consists of basically two types:

1. Impact ice which forms on the air filter and at bends in the induction sys­ tem.

2. Refrigeration ice which forms in a float type carburetor as a result of fuel evaporation and low pressure.

Float type carburetor icing is possible when atmospheric conditions have a rel­ ative humidity of 50 percent or higher and a temperature range of 20°F to 90°F and under the right conditions with a temperature of as much as 100°F. Rapid cooling of the float type carburetor is caused by the absorption of heat during fuel vaporization and the high air veloc­ ity causing low pressure in the venturi .

Reduction of air pressure causes a drop in temperature. As a result, the temper­ ature of the mixing chamber of the car-

buretor may drop as much as 60 0 • If this area contains enough moisture the cooling can cause precipitation of the moisture, usually in the vicinity of the throttle plate, where it can freeze on the plate to the extent that a drop in power could result. If not detected and corrected in time, it can cause complete engine stoppage. Float type carburetor icing can and does occur in VFR condi­ tions. Surprisingly, there are still those who do not believe this!

Impact ice is normally a phenome­ non of IFR conditions. It is usually the visible moisture that causes induction icing when the engine is equipped with a fuel injector or a pressure carburetor.

The injector places the fuel in the cylin­ ders and the pressure carburetor jets squirt fuel downstream from the venturi refrigeration chamber. Impact ice can form on air filters, impact tubes and bends in the system. The ice forms at the bends because the molecules of moisture are heavier than the gas mole­ cules and do not always make the turns and impact at the bends.

ICING RECOGNITION

There are several ways the pilot can become aware of icing. The indicators range from a gradual loss of power to vibration and roughness. On a float type carburetor the pilot may notice a slight stickiness as he attempts to move the throttle as the ice forms on the throt­ tle plate. The fixed pitch prop with the float type carburetor will exhibit a grad­ ualloss of RPM and airspeed as the ice forms . The constant speed prop will show a gradual loss of manifold pres­ sure and the accompanying loss of air­ speed. Some of these conditions can be exhibited as the result of impact ice even in engines where the fuel is in­ jected directly in the cylinder.

USING CARBURETOR HEAT Once you have ice in the induction system it is necessary to dissipate the ice before you experience a severe loss of power or complete engine stoppage.

Definitely use only full carb heat to melt

the ice. Using full heat will temporarily cause a further power loss and possible roughness as the water is ingested by the engine which causes a further loss of power. Some pilots have been known to become frightened and panic when they do not understand this is normal behavior when melting ice in the induc­ tion system, and they turn off the carb heat before the job is completed, further compounding the problem. When ap­ plying carb heat , do not disturb the throttle setting initially, as this can re­ sult in engine stoppage. Also, the pilot must realize that he is not damaging the engine despite the roughness and mod­ erate loss of power if the engine is set a 75 percent power or less. Use the heat as long as necessary. The use of heat or alternate air creates a rich mixture which may cause some roughness; there­ fore, the mixture should be adjusted lean whenever heat is applied (assuming cruise configuration). On engines that do not have carburetor throat tempera­ ture gauges, the heat should be used in the full on position or the full off posi­ tion, never in between.

Carb heat is standardized as full on in the landing configuration but must be full off when making a go-around. It doesn't make a difference whether the heat comes off first or the throttle is first, so long as the heat comes off and the throttle is not "strong armed," es­ pecially when the heat is still on. Fail­ ure to remove the carb heat can cause a loss of power that can become critical at low altitude and low air speeds. There is also the danger of detonation and/or engine damage when using full power with carburetor heat full on. Do not use carb heat for takeoff unless EXTREME icing conditions are present AND the use of carb heat is approved by the pi­ lot's operating handbook.

At temperatures of 20°F o.r below, and moisture present is in the form of ice crystals and will pass through the in­ duction system. The use of heat in these conditions can melt the ice crystals and induce icing.

The material presented here was taken from the Lycoming Flyers and the NTSB report on " Carburetor Ice in General Aviation ." This publication can be obtained from the FAA ...

VINTAGE AIRPLANE 7

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8 NOVEMBER 1994

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Chuck Burtch strikes again ... He drew up his particular variation on how to deal with a worn set of holes on a tail­ wheel control horn . You can see it in the drawing (right) on this page.

The final drawing was done by long time EAA member Jim Newman (EAA 10998) of Hobart, IN . Jim's expertise with a pen is well known to many EAAers.

Jim suggested a simpler fix to the problem of worn holes in the control arm of a tailwheel. Here 's his sugges­ tion (below). Of course, it is best done with the tailwheel off of the airplane, so you lessen the risk of setting it on fire with an errant spark.

I would add that it might be a good idea to add a steel bushing of appropri­ ate diameter pressed into the arm after the hole has been filled , drilled and cleaned up. The bushing should have a 0.002 - 0.003" interference fit. The steel bushing would wear longer with the spring rubbing against it, although there ' s no guarantee against wearing

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MAKE TWO CLIPS FROM .032" OR .040" 4130 STEEL DIMENSIONS TO FIT THE INSTALLATION

through it - my Chief tailwheel control arm (the cast aluminum one mounted on the rudder) had the spring wear through the entire bushing by the time I bought the airplane. When the bushing begins to show a bit too much wear, just press it out and replace it with the spares you made up when you first made up a pair of bushings!

Jim also penned a nice drawing (op­ posite page) presenting his ideas for "tweaking" the installation of a tail wheel and spring. If space permits in the stackup, you can add a thin sheet of Teflon® or other slippery plastic be­ tween the leaves of the springs to keep them from wearing on each other. Dry graphite works well , but it is a bit on the messy side. The semi-gloss enamel paint they sell at the hardware store for refinishing your backyard barbeque seems to work well for refinishing the spring - it seems to hold onto the spring steel better than just about anything else I've tried. Just a couple of light coats is all that is needed. Anything heavier than just a couple of dusted coats will be too thick and will tend to flake off when flexed. Apply just enough paint to keep it from rusting and looking ugly.

Another of the gentlemen responding to my call for handy little items is Brad Hindall of Sarasota, FL. Brad is a collec­ tor of hints and little "tricks of the trade" he has run across during his years as an antique auto and now airplane restorer.

He claims no ownership of these hints; most of them have been knocking around for years, but he enjoys reading and us­ ing them, and he thoughtfully passed them along for our use. Here's a few to start out with - we 'll continue to add to the list in future columns.

ten works to tap the bushing and thread in a bolt ot the proper size. A drift pin or rod can then be used to knock the bushing out either end of the housing.

-When replacing bearings and races, keep the old ones and grind off a few thousandths of the 0.0. and 1.0. as appropriate. These pieces can then be used as installation tools when pressing the new bearing or races in place.

-To remove masking tape that has ' -When installing or loosening a stud, been left on too long, as well as some use two nuts turned against each other decals, try spraying the area with an with a large flat washer between them. automotive ether "starting fluid." Al­ The washer will help keep your wrench low it to soak in a few seconds and from slipping onto the other nut while wipe the residue off. More than one running the stud into the part. application will probably be required, but it will not harm most paints and -When attempting to remove a bolt or rubber. (You'd want to check on a nut with rounded corners, it some­ scrap piece of plastic if you want to try times helps to use an open end wrench this on a window or windshield. - HGF) and then wedge a flat screwdriver be­ tween the hex bolt/nut and the jaw of -To remove vinyl decals from chrome the wrench and turn normally. or glass surfaces, use a hair dryer set on low heat. If after a few minutes it -When attempting to remove a rusty will not peel off with your fingernail, try or otherwise stubborn screw in either the next higher heat setting. After the metal or wood, attempt to tighten it old decal is removed, but while the first. This often loosens any rust or area is still warm, spray WD-40 over corrosion that may be holding the the area and wipe with a clean cloth. screw tight. Sometime a hot soldering This will remove the sticky residue. In iron held on the screwhead for about a lieu of WD-40, brake fluid or rubbing minute will also do the trick. alcohol may be used. This procedure should not be used on painted or plas­ -When lubricating screws for easy in­ ·stal/ation in wood, don't use soap - it tic surfaces. is caustic, and will start corrosion.

-To remove pressed in bushings, it of­ Beeswax or paraffin is much better.

CLEARANCE BETWEEN END OF LEAF AND THE SOCKET SO THAT LEAF WILL NOT BOTTOM ON THE SOCKET

-When removing small amounts of paint or overspray from plastics or vinyl, most thinners or paint removers will attack the plastic as well. Model airplane fuel with 10% nitromethane will often work well, without affecting the plastic or vinyl. Be sure and try it out on a small scrap piece or incon­ spicuous area before attempting to clean your expensive windshield!

-A felt washer over the end of an oil can spout will catch any drips. This will keep the can clean and prevent oil rings on your workbench.

-Before installing a drilled shank bolt, make a mark in line with the hole on the threaded end of the bolt using a permanent felt-tip marker, such as a "Sharpy." After the castellated nut is run onto the bolt, lining up the hole and the slot in the nut becomes a sim­ ple matter.

-An inexpensive parts degreaser can be made from an old open top 55 gal­ Ion drum. Fill the drum about three quarters full of water and top it off with a high flash solvent such as Stod­ dard solvent or mineral spirits. (DO NOT USE GASOLINE!) The solvent will float on top of the water and dirt will settle through the water below. A screen or hardware cloth basket will catch any parts that may accidentally get dropped. Ten gallons of solvent will make a layer or solvent about 6 inches deep in a 55 gal/on drum. Use a good lid to prevent evaporation while the tank is not in use.

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SLIGHTL Y RADIUS CORNER OF LEAF TO ALLOW SMOOTH MOVEMENT OVER LEAF BELOW. DRY GRAPHITE LUBRICATE.

LONG AXLE BOLT AND TUBE SPACERS OVER WHICH A STEERING ARM CAN BE CLIPPED.

VINTAGE AIRPLANE 9

WHAT OUR MEMBERS ABE RESTORING

----------------------------b y Norm Pet ersen

The photo of this modified Globe Swift, N1 TG, SIN 1101, was sent in by owner, Paul Pish (EAA 454451, AIC 22117) of Schaumburg, IL. Purchased nearly ten years ago, the Continental 145-powered Swift was the pride and joy of Paul until Roy LoPresti came on the scene with his brightly painted Swift Fury. Paul couldn't wait to start on the mods that included a 210 Continental 10-360, fiberglass cowling, McCauley

constant-speed prop with Mooney spin­ ner, sliding canopy, new panel and inte­ rior, control stick conversion and out­ board wing tanks. Most of the modifications were completed at the Swift Works at the Association Head­ quarters in Athens, TN . Paul reports the Custom Swift is a joy to fly and re­ ally satisfies the "get-up-and-go" urge.

The tach in the panel reads 38.8 hours, so we know Paul is busy flying the little speedster. Congrats on a nice looking airplane, Paul.

cockpit and a long racing windshield. One of the more famous stunts at the weekend Aerodrome show involves adding a set of lower wings to the "Davis Biplane" with a cable attached to the wing bolts. In a mock start-up and airplane runaway, the visiting WWI "Ace" suddenly starts to take off in front of the crowd, the cable is pulled and the lower wings fall off - much to the surprise of everyone! Meanwhile, the announcer says the brave pilot will at­ tempt a landing with only the top wing

left. With the crowd gasping, the pilot puts the Davis through a wild series of manuevers before he somehow manages to put the airplane on the runway and slides to a stop. The crowd cheers as an­ other crash is narrowly averted! The highly skilled pilot in this clever sub­ terfuge is Ken Cassens (EAA 11542, AIC 380) of Stone Ridge, NY. Built in Richmond, Indiana, in 1929, this pretty Davis parasol is one of 19 Davis aircraft remaining on the U. S. register.

Paul Pish's 1946 Globe Swift

Old Rhinebeck's Davis V-3 One of the favorite airplanes of the late Cole Palen was this 1929 Davis V-3, N532K, SIN 115, shown taking off from the Old Rhinebeck Aerodrome near Rhinebeck, New York. Like several other Davis aircraft, this one has been converted to the 145 hp Warner engine for a little more "get up and go." Now registered to the Rhinebeck Aerodrome Museum, the Davis features a metal cover on the front 10 NOVEMBER 1994

Taylor J-2 Cub from Brazil This 1936 Taylor J-2 "Cub", regis­ tered PP-TCT, has been in Brazil since it was exported from the United States in 1936! The airplane suffered an acci­ dent in 1937 and another in 1941. It has been totally restored using a Continen­ tal A65 engine and painted in the Brazilian flag colors of yellow, green

Fred Crandall's

Aeronca 7AC Champ

Standing in front of his really nice looking Aeronca 7 AC Champ, N2973E, SIN 7AC-6559, is owner Fred Crandall of

and black by its owner, Joaquim Passos Maia (EAA 445167, AlC 21294) of Bra­ ganca Paulista-SP , Brazil. The entire left side of the airplane is green with yellow trim, while the right side is yel­ low with green trim! The interior is black including the inside of the door.

The only additions reflecting modern times are the disc brakes, two radio aerials and an intercom. Joaquim re-

ports the J-2 is a super flying airplane.

The photo was taken in front of EAA Chapter 1057's hangar at Fazebda Vale Eldorado Condominium in Atibaia , Sao Paulo , Brazil.

Note the Antique/Classic sticker on the wind­ shield and the EAA sticker on the boot­ cowl. That's Joaquim on the right and his instructor, Joaquim Ferreira, on the left.

Ada, Michigan. The neat photo resulted from a letter this author wrote inquring about the Champ - the very same air­ plane in which the author made his solo flight on February 26,1956, at the old Mankato, MN, airport. Several items

came to light from Fred Crandall's inter­ esting return letter! He bought the bas­ ket case Champ from Tim Buttles (EAA 183901) of Manawa , WI , in 1977 with Gary Van Farowe (EAA 68238 , A/C 2168) of Hudsonville, MI, hauling the pieces home to Michigan . The rebuild lasted from 1977 to 1984 with one really miserable, bitter, interruption - someone stole the majored Continental A 75-8 from the nose of the airplane in 1980! In spite of such adversity, the Champ was finally completed with another engine and new cover job featuring an attractive paint scheme in white with red and black trim . Reluctantly , Fred and his wife , Sharon, have decided to sell the tandem two-placer and they would like to find a kind home where Aeronca Champs are appreciated. If you are interested, write them at 859 Sargent, Ada, MI 49301 for details.

original configuration aluminum spinner and backing plate. (If you are in need of these two parts, call Robert at 401-987­ 4310.) Other amenities include a genuine McDowell starter and a set of fiberglass

wheel pants. Robert has already won nu­ merous trophies and awards with the Chief including Best In Class and Best Covering Job at the '94 Aeronca Fly-In in Middletown, Ohio.

Robert Carr's Aeronca HAC Chief This photo of Aeronca Chief, N85844, SIN llAC-251, was contributed by its

owner and rebuilder, Paul Carr (EAA 287070 , A/C 21203) of Severna Park, MD. Purchased in Long Island, NY, as a basket case in 1989, the Chief was taken down to bare metal and totally restored to its present award-winning condition.

The airplane was covered with 7600 pro­ cess and finished with Stits Aerothane in original factory colors and paint scheme.

Robert says a great deal of assistance was rendered by veteran Aeronca Chief re­ builder , AI Nase (EAA 122918, A/C 3729) of Rehoboth Beach, DE. The Con­ tinental A65 engine was overhauled and a new Sensenich wooden prop installed, complete with Robert's custom made

VINTAGE AIRPLANE 11

Ray Kaisershot's J-3 Cub Standing in front of his 1940 Piper J-3 Cub, N30611, SIN 4979, is Ray Kaisershot (EAA 36802, AIC 21793) of Montgomery, MN. The ownership is actually shared with Ray's two grandsons , Bryan and Clark Kaiser­ shot, who were heavily involved in the three-year restoration. Hauled home from Duluth, MN, the basket case Cub required new wooden spars, new struts, new birdcage and weldments on the landing gear. The Cub was covered with Ceconite 102 and finished in bu­ tyrate dope and Ranthane. Painting was done by Bryan Kaisershot. All new cables, bolts, cowling and glass were installed along with new 8:00 X 4 tires & tubes (spelled $$$) A Sensenich nCK42 prop was installed on the over­ hauled Continental A65 engine .

Tom Hegy's Travel Air Replica These photos of a nude Travel Air 4000 replica were sent in by veteran builder Tom Hegy (EAA 6849, AIC 16421) of Hartford, WI, who has been working on the project for several years. Tom's father, Ralph Hegy (an expert wood worker) has been a huge

12 NOVEMBER 1994

Empty weight came out at 7311bs. complete with Wag-Aero wheel pants.

Ray reports the Cub operates nicely from their 1200 foot grass strip which features the nice hangar in the back­ ground . Ray , who soloed a Champ in

1946, has owned five Cubs over the years and has also built a Pietenpol , N8513K, SIN 1, with a Continental A65 powerplant. He is also an active member of EAA Chapter 642 in Mankato, MN.

help in the project and a close inspec­ tion of the airframe reveals absolutely topnotch woodwork, welding and sheet metal work (the varnished wings are so pretty, it's almost a shame to cover them!). The engine is a Continental 220 hp swinging a new wooden pro­ peller. Note the spun aluminum en­ gine cover on the crankcase and beau­

tifully made exhaust collector ring.

Just recently, Tom's uncle , Ray Hegy (EAA 276) (The little 01' prop maker) of Marfa, Texas, stopped by the Hart­ ford Airport to check over the replica Travel Air. At age 90, Ray was really impressed with the workmanship and is looking forward to a ride when the airplane is finished!

w .at are the odds of only one version of an antique airplane surviving over many decades ? As we see in the next a rticle , one of a kind a irpl anes are still aro und , but here's an even rarer bird. The Bird Aircraft Corporation in­ stalled the 165 hp Wright Whirlwind J-6-5 R-540 engine only one time during its production of the versatile biplane that bore th e ir name , yet through a ll the yea rs, that same air­ plane, d esignated the Model C, has survived to the prese nt day.

John Woodford, (EAA 141488, AIC 10495) of Madison , WI has been fortunate in his life to have aviation as an avo­ cation. A physician as his profession, J ack (John is his given nam e , but everybody calls him Jack) learned to fly during his professional training, but in a place few of us would asso­ ciate with flight training - Iceland!

While livin g in Iceland , Jack lea rn ed of a program spon­ sored by the Icelandic governme nt , where they were inter­ ested in subsidizing civilian flying. For a dollar an hour he learned to fly gliders, and then progressed into powered air­ craft. How could you pass up a deal like that!

After returning to th e U.S ., he continued to fly, flying cross-country in a variety of modern airplanes, but he grew bored with that type of flying. He wanted a bit more spice in his flying, so he first bought a Stearman. He traded that for a Bticker, then a Waco, and on to a Helio Courier, finally culmin ating in the purchase of the Bird biplane you see here.

VINTAGE AIRPLANE 13

(Left) Antique airplanes often have small touches of remarkable craftsmanship from the "old schooL" The small brass venturi mounted on the N-strut on the left side is just one example of the outstanding workmanship so many of these airplanes showcased.

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(Below) The cockpit restored pretty much as it was in 1930. Mounted behind the forward seat you can just see the reservoir for the hy­ draulic brake system, one of the few modern systems installed on the Bird.

14 NOVEMBER 1994

T h e B ir d had been adve r tised in Trade-A-Plane®, so Jack called up the owner and went to see the project. As it was fo und by Jack in Kankakee, IL a few years ago, the Bird ' s restoration had been started , but it was nowhere near being finished . A fiberglass based coveri ng system had been app lied to t he lower wings, and other parts had been worked on, but it needed a lot more work to get it completed. Ted Davis (EAA 89935 , AIC 12403) was the man selected by John to help him get the Bird restored. Ted, who re­ stores antique airplanes at his com­ pany, Davis Flying Service, located on the field at Brodhead, WI, was finish­ ing up a Piper L-4 for Jack at the time, so after the purchase details were set­ tled, Ted and Co. went down to Kanka­ kee with a Ryder truck and hauled the project home.

The Bird Model C was a bit of an orphan of the Bird Aircraft Co. in Glendale, NY . In his entry in " U .S. Civil Aircraft" on the origins of the " C " mode l, Joseph Juptner suggests that the Model C came about in a bid for the company to produce an air­ plane for the well-heeled "sportsman"

(Left) Jack Woodford flies the freshly restored Bird Model C during EAA OSHKOSH '94.

(Right) A pair of 30x5 Bendix wheels and brakes help complete the restora­ tion of the Bird. As mentioned on the opposite page, the brakes were con­ verted to a hydraulic system, instead of the cable actuated design originally installed.

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--~--------~~--------~ ~ pilot, and I'm inclined to agree with his logic. The company may have been shooting for the segment of the market where pilots who could still afford to fly in the beginning of the Great De­ pression wanted an airplane with the Bird's reputation, but desired a bit more "oomph," and were willing to pay a bit more for it.

Whatever the company's logic, the airplane was never put in to quantity production , and just one example of the Model C, SIN 5001, was built. The airplane was built in 1930 , with its Type Certificate issued in December of that year. With essentially the same airframe as the 125 hp Kinner Birds, but the higher horsepower Wright, this Bird certainly loves to climb and per­ form , although it is not substantially faster, due to aerodynamic considera­ tions. Its later history is not yet com­ pletely documented, but it appears to have been used as a crop duster in the 1950s, as it was registered in the Re­ stricted category during that time. The airplane is currently registered in the Experimental category. The Bird Model C last flew in the 1959-1960 time frame, and then was in storage or

in the process of being restored until 1994.

The airplane project brought to Brodhead by Ted and Jack was some­ thing special, and happily, the airplane was pretty complete.

The fuselage of the "C" was in good shape, and needed just a few finishing touches with a torch to repair the tub­ ing in the aft end. The floorboards and a few other details had already been done, and so the restoration started in earnest.

One of the nicest aspects about the project was the overhauled Wright J-6­ 5 Whirlwind that came as part of the deal. Overhauled nearly 20 years ago, the engine had been well taken care of during its storage. When the cylinders were carefully removed to check the pistons and rings, along with giving the internal sections of the engine a good look, Ted couldn't find any evidence of corrosion. The only difference be­ tween this Whirlwind and the one first installed on the old biplane was that this one lacked a supercharger.

The rear case of the engine was sent off to Mike Conners, who was lo­ cated in Florida at that time. Mike

was able to put together a supercharger from the bits and pieces he had col­ lected during his years of Whirlwind rebuilds.

Ted had the formidable task of building up a new exhaust collector.

One look at the front end of a Whirl­ wind can make you take a deep breath when you look at the amount of work that can be expended on such a large piece. To help prevent corrosion, Ted sent the completed collector to Pascagoula, Mississippi to be finished with a modern metal/ceramic coating.

Called " Jet Hot," the finish is applied basically like a type of powder, and then baked to produce a hard corro­ sion and heat resistant coating. Used in hot rod and dragster applications, as well as other engine exhaust pipes, the treatment had proven pretty durable, and unlike high temperature exhaust paint, it doesn't seem to discolor much over time. The company has plant lo­ cations in Tempe, AZ, Bridgeport, PA

, VINTAGE AIRPLANE 15

and Pascagoula, MS. The phone num­ ber for the Mississippi plant is 6011769­ 270l.

Not everything was skittles and beer though - one of the more nerve-wrack­ ing concerns was the discovery that the propeller had been chrome plated at one point in its past. Everybody crossed their fingers as it was sent up to Maxwell propellers in Minneapolis, Minnesota to be reworked and de­ chromed. Thankfully, the prop came back nicely polished out and with a clean bill of health, and with no chrome, thank you very much.

The tail surfaces all came through an inspection with little work required, and a neat pair of Bendix 30x5 wheels and brakes were also on hand. Before the wheels could be used, a fair amount of work needed to be done to the land­ ing gear. The shock struts didn't seem to have the right amount of spring ten­ sion in them, so a search for a pair of Steven Buss +

16 NOVEMBER 1994

correct springs was made, with the re­ sult that some die springs were found with just the right amount of "sproing" to make the gear soak up the bumps of a grass field. The only change made to the Bendix brakes was to convert the system to a hydraulic system instead of the mechanical cable that was original.

To keep from tearing up the field, a Scott 3200 tailwheel was used in place of the original skid - it didn't hurt that you could steer it around a lot easier!

The cowling sheet metal had been started while the project was at Ko­ erner Aviation, and each needed to be finished off with beaded edges and the three louvers in the doors. New struts and N-struts had been made up during the previous restoration, and they were all fine quality. A complete set of Macwhyte wires was ordered and even­ tually installed.

New windshields were made out of Plexiglas® and fitted, and when it came time for the airplane to be covered, Ce­ conite 104 fabric was chosen, finished off with Randolph nitrate and then bu­ tyrate dope. The sheet metal was fin­ ished with matching Randolph enamel.

One of the few disappointments in the project occurred when it came time to register the airplane. Unfortunately, the original N-number, NC 876W was now on a 1965 Cessna 172. When they checked, a number that would do just as well was available - N876WC, with

the "c" to denote the model C Bird. It was one of the few concessions they had to make to originality while restor­ ing the airplane.

Another tough nut to crack was the search for a magneto distributor block that took over a year and a half. Fi­ nally, one came to light, but serious thought was being given to reworking the magneto installation and putting a more "modern" system in place. Jack and Ted were both relieved they didn 't have to go to that trouble.

The airplane had a total of about 20 hours on it when it arrived at EAA OSHKOSH ' 94, but most of that was during shakedown flights made as the final touches were put on the restora­ tion. Jack says that the airplane was re­ ally finished only four days before the Convention, so you can imagine their pleasure when it was announced as the Antique Silver Age Runner Up during the awards ceremony at the Theater in the Woods. At the same time, the fin­ ishing touches were being put on a Bird biplane being restored in Hartford, WI

by Steven Krog. his wife Sharon and their friends Joe and Delores Haberger.

Both airplanes appeared together at the Grass Roots Fly-In at Brodhead the weekend after Labor day. It was quite a sight to see - a pair of Bird bi­ planes in formation together, headed into the setting sun. What an anti­ quer's delight! ....

Make Mine Rare

• • •

The 1929­

Wallace Touroplane

A

by H.G. Frautschy

tique airplanes get restored by a wide range of individuals, and the rare 1929 Wallace Touroplane certainly comes from an interesting background . Bill Jowett (EAA 422196, A IC 19934) of Blue Springs, MO , keeps himself busy with a wide variety of projects. As a machinist who runs his own shop repairing hydraulic actuators and other construction equipment, he's enjoyed rebuilding some antiq ue steam engines and gas engines with his sons. "I've got two boys, and to keep them off the streets and keep 'em occupied, we always had projects," Bill related during EAA OSHKOSH '94. The boys are all grown adults these days, but when they can, they still enjoy a project or two with their dad.

Bill's son David works with Mark Anderson at a well-known aircraft salvage faci lity near Kansas City, White Industries. Mark knew about the antique airplane owned at that time by Dave Hickman, and after mention­ ing it to both David and Bill, the Jowetts decided to approach Dave Hick­

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VINTAGE AIRPLANE 17

(Below) The spacious cabin of the Touroplane, with its center-mounted control stick and the un­ usual rudder pedals. All of the original instru­ ments stayed with the airplane during the long period the Touroplane was groun-ded.

man about buying the Wallace Touro­ plane.

Dave Hickman had owned the Wal­ lace project for a number of years, and had done extensive research before he got started on a restoration. Dave had corresponded with many of the people in­ volved with the Wallace company in the late '20s and early '30s. Bill Jowett was intrigued with the idea of restoring an old airplane. As mentioned before, he had refurbished a number of other antique mechanical items, but an airplane was something new. In fact, Bill Jowett's in­ terest in the Wallace really stemmed from his love of things mechanical. Sur­ prisingly, Bill's not even a pilot, but air­ planes, like so many other antiq ues, have always held his interest.

Bill came to terms with Dave Hickman to acquire the airplane project in the sum­ mer of 1992, and he and David went to pick it up on a Saturday in August. Work started on it right away, and Dave Hick­ man shared the information he had gath­ ered on the airplane with Bill Jowett.

Serial number 12 Wallace Touroplane was built in a factory at 4655 Irving Park Blvd. (now Rd.), Chicago, IL in 1929, in an area that was on the edge of open country at that time . The building was near the crossing of three famous Chicago streets: Cicero , Milwaukee and Irving Park. As mentioned in his November 18 NOVEMBER 1994

1984 AOPA Pilot article, "The Way We Were, 1928-1930," Harold Warp was one of the financial backers of the new a ir­ plane manufacturing concern, and he also was on hand when the airp lane had its first flight.

A steel tube fuselage structure was laid out, with an adjustable stabilizer for trim and a wide cabin, with two seats side-by­ side up front and room for a third seat in the aft part of the cabin. You could also remove the third seat if you needed more cargo space. A set of wood formers and stri ngers faired out the fuselage shape aft to the steel tube tail surfaces. The first Touroplane, a two place model, was pow­ ered with an 80 hp Anzani radial , which proved to be a little lower in power than the airplane needed. It was planned that an OX-5 could also be ordered , or a 7­ cylinder Ryan-Siemens engine. Deliver­ ies were made only with the OX-5 (2 each, with one converted later to the Kinner) and the preferred Kinner K5 . The two and three place models differed only in the engine installation and the addition of the third seat.

A pair of curved brace tubes within the fuse lage structure helped add rigidity to the cabin. The Touroplane was adver­ tised to be delivered with cabin heat, dual controls, brakes and a cruising speed of 100 mph.

The entire wing structure was built up

of wood, with solid spruce spars and wing ribs of the Warren truss type . Each wing was braced with 10-32 drag and anti-drag wires. One of the more distinctive fea­ tures of the airplane was its folding wings.

The center section of the wing had a hinged rear section that folded forward , allowing the wings to be pivoted aft, after the pins in the forward strut and forward wing spar are removed. On each side of the center section, which extended over th e fuselage sides , were the fuel tanks, and according to their advertising litera­ ture, each held 14 gallons. (Jane's All the World's Aircraft, 1929 edition lists 16 gal­ lons per side .) Later, a third fuel tank was added in the fuselage aft of the fire­ wall in the higher horsepower versions of the airplane. Controls were conventional in layout, with a sing le control stick mounted in the center of the cabin floor, arranged so both front seat occupants could use it. Both sides had rudder ped­ als , and th e left side pilot's pedals were arranged in a novel way - the shoe shaped rudder pedals (shades of the "footprint gas pedal " of 1960's automotive hotrods!) were mounted off-center on the rudder pedal shafts. To actuate the brakes, you slid your foot off to the outside of the pedal, and pushed on the edge, causing the other edge of the pedal to move the opposite direction, and pull on a cable se­ cured to the other side of the pedal! One can imagine how easy it would be with a set up like that to tap an inadvertent brake.

Instrumentation came from the Elgin Company, who was involved in supplying a wide variety of mechanical instruments to aviation at that time . The cabin was

finished off with velo ur upholstery and came complete with a linoleum floor.

By the time production had started, a Kinner K5 engine of 100 hp was the stan­ dard engine for the Touroplane, and the three-place seating configuration was set as the standard. But before all that could take place, the Touroplane had to prove itself in the air.

Harold Warp, as mentioned before, was on hand for the first flight, and be­ sides his financial involvement, he had more than just his money at stake. The morning of the first flight, Warp and Stan­ ley Wallace secured the Touroplane, wings folded, to the bumper of Warp's car. At the other end of the Touroplane was Warp's spare $87.50 Hamilton wood propeller, since Wallace had not yet got­ ten his prop for the 80 hp Anzani. The slightly lower pitch Hamilton would be OK for a first flight, as long as Wallace kept an eye on the tachometer and made sure the engine did not over rev.

Wallace and Warp towed the Touro­ plane straight west out of town on Irving Park Boulevard, to the flying field of the Chicago Flying Club. The Club had been flying since 1928 on a piece of land rented from the Cook County Board. The field, located on the north side of Irving Park Blvd. and just west of Thatcher Avenue , was used by the non-profit club as a place to teach folks to fly at as Iowa price as practical. $4.50 per hour was their initial rate , although they would fluctuate as crack-ups would occur and cash was needed to repair the airplanes. After un­ folding the wings and getting the Touro­ plane ready for flight, Wallace cranked up and took off, as Warp stood by and

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watched one of the Bendix wheels con­ tinue the takeoff roll long after the air­ plane had broken ground! Harold Warp was certain that Wallace was unaware of the predicament he was in , so he ran over to the hangar and grabbed a spare wheel and tire and then ran back out onto the field. He held the wheel up over his head to warn Wallace about the landing gear situation.

Whether Wallace already knew or was warned of the danger by Warp is un­ known, but either way, Wallace knew that he had a problem, and proceeded to make a one wheel landing, holding the Touro­ plane's wing up as long as he could. Very little damage was done to the plane in the landing , with one exception - Warp 's spare prop for his Swallow was now good only as a wall decoration to remind the two pilots of the day's event.

Ed Porterfield 's American Eagle Air­ craft Co. in Kansas City, Kansas bought out the small firm in 1929, and soon the Touroplane was in for some changes.

Stanley Wallace was put in charge of the Wallace division of American Eagle, with facilities now located in Kansas City. Now designated the American Eagle 330, the three-place airplane sales were not spec­ t ac ular. Work progressed on e nlarging the air pl ane, which would be designated the 0 -430. An add itional seat was added to the cabin , and adj ustments were made in the struct ur e to accommo d a te that change as well as beefing up the fo rward end of the fuselage to handle e ngi nes in the 165 hp class. With a Wrigh t J-5 Whirl­ wind mounted in the nose, the ai rplan e took on a purposeful look, and Porterfield and his staff thought they really had some­ thin g going in this cabin design. Unfortu­ nately, it was not to be, for the sales of the 0-430 and the next version , the E-430 , we re dismal at best. By the end of 1930, on ly the American Eaglet would be a bright spot on American Eagle's horizon.

As near as anyone has been able to de­ te rmine, NC 276K is the sole survivor of 20 NOVEMBER 1994

the Touroplane line. 276K is one of the airplanes featured in the description in Joe Juptner's U.S. Ci il Aircraft, as well as being the airplane depicted in the 1929 edition of Jane's All The World's Aircraft.

For many years, Jim Frost of EAA Chap­ ter 10 in Tulsa, OK owned the airplane, and displayed it uncovered at many Chap­ ter fly-ins.

Jim let David Hickman of Missouri buy the airplane in the early 1980s, with Bill Jowett picking up the project in 1992.

Dave also shared the knowledge he had researched on the Touroplane during the years he had the airplane.

One of the more surprising aspects of the Touroplane 's restoration was the fact the airplane was for the most part com­ plete when it arrived in the Jowetts' shop.

The project came with two Kinner en­ gines, as well as all of the instrumenta­ tion. The instruments were sent out to be refurbished, and the Kinners they got had enough good parts in them to make up one c.omplete engine. The fuselage, ailerons, and the tail surfaces were all mad e of steel tubin g, and had the in­ evitable dents and bends that required re­ placement, but nothing extraordinary had to be done to get th e parts airworthy .

The airplane had some damage done to it durin g a ground loop accident during the 1930's but other th a n the patch on the la nding gea r strut , you'd never know it ha ve ever be e n sc ra tched. During the restoration, it became clear to the Jowetts that part of SIN 8 Touroplane were now on their airplane . Apparently , a t some point in time the other airplane had been wrecked beyond repair, and bits an pieces used to repai r 276K after the accide nt.

The only portions of the airpla ne that needed major work were the wings. Both were found to be pretty rotten, and needed to be completely rebuilt, with the o ld ribs serving as patterns for the new ones.

Barbara Jowett's talents with a sewing mac hin e were put to use in her pati e nt recreation of the interior upholstery in the

Touroplane. She had little documentation to go on save a few photos and the knowl­ edge of the materials then in use, but she was able to piece the puzzle together in a way that certainly looks convincing.

Bill was also quit e complementary about the work his son David did , as well as Mark Anderson, and is quite convinced that he would not have been able to com­ plete the airplane without their help. He was also thankful that one of his friends had some sheet metal working equipment had both a louvering and a beading ma­ chine.

Bill also points out the invaluable ad­ vice he got from Andy Anderson , Mark's grandfather. A well known antique air­ plane restorer in his own right, Andy was able to fill in many of the details that were missing in the project, especially when it came to techniques and practices used back in the '20's and 30's.

One of the few changes for the original that the Jowetts were willing to make was the covering material used. They elected to cover the a irplane with the Stits (now Poly Fiber) system, and they were careful to not allow the finish to be built up to the po int that it look ed to o polished. The Jowetts were mindful of the problems ex­ tra weight would add to the flight charac­ teristics of the old monoplane, and they were de termined to hold the lin e on the weight of the airplane.

When the res tored Touroplan e had the last fi nish ing touches put on it three weeks before EAA OSHKOSH '94, Bill, Barbara , Andy and Mark had a very rare airplane they could a ll be proud of, and ind eed, that was underscored when the airplane a nd its restorers were awarded the Silver Age Champion Linda trophy at .. this year's Convention.

ysteryPane

by George Hardie

Here's an odd one! Where's the landing gear? And note, there is no dihedral in the wing. There must be an interesting story behind this one. The photo is from the Owen Billman collection in the EAA Ar­ chives. Answers will be published in the February 1995 issue of VINTAGE AIR­ PlANE. Deadline for that issue is Decem­ ber 26, 1994.

Tje August 1994 Mystery Plane pU12led most readers. Only three replies were re­ cieved. Lennart Johnnson, Eldsberga, Sweden, writes: "The Mystery Pla ne for August is the Barkl ey- W a rwi c k BW-l, designed by Archibald Bar kl ey of late r Ba rk e ly­ Grow fame . It was built by Bar kl ey­ Wa rwick Aircraft Co rp . of De tro it , MI in 1931, a nd was powered by a Conti­ ne ntal radial engine."

Oth e r a nswe rs we re rece ived from Char le y Hay es, Park For es t , I L a nd Herbe rt G . deBruyn , Bellevue , WA . ....

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VINTAGE AIRPLANE 21

(Above) Lunchtime on the field was a way to continue the fly-in uninterrupted.

(Below) Blue and white are such a pretty combination. Here is Mark and Elaine Har­ ter's YKS-S.

22 NOVEMBER 1994

MIRACULOUS is the only descrip­ tion for the recovery of Creve Couer Airport! The home of the American Waco Club's annual fly-in was destruc­ tion and desolation only a few short months ago, but on fly-in week it was neater and cleaner than it had ever been!

The Al Stix family hosted the early arrival party pool side at their beautiful home and even surpassed last year's event. The word had spread that this is a "not to miss" gala and more than 200 en­ thusiasts filled the grounds. The theme this year was Robin Hood (who every­ one knows was an adventurous Waco pi­ lot). Theme T-shirts and hats were worn by all and the highlight of the evening was a skit in which Robin flew (read crashed) into Sherwood Forest in his Waco to save the fair Maid Marian from her castle prison . The gallant Robin (Marshall Friedman) rescued the curi­ ously zaftig Marian (John Halterman) from her cell and after some passionate kisses, fell into the pool. A superb buffet dinner was served and the would-be "Merry Band" basked in the fun late into the evening.

Friday afternoon saw 32 Wacos on the ground at Creve Coeur that arrived from all corners of the country. The weather was classic St. Louis hot, but the Waco group filled the air with radials as ride sharing went on all afternoon. A superb buffet dinner was catered at the shelter tent along with refreshments, capping a great day of special Waco togetherness.

by Roy Redman

(Above and left) AI Womack and his very pretty 1937 Waco ZPF-7.

(Far left) The Dawn Patrol line up at Riddle's Roost, where the American Waco Club faithful were generously served coffee and rolls by their hosts, John and Dorothy Riddle.

(Below) Jerry Brown and Tom Flock each had their UPF-7's at the Convention, along with Jerry Diedrich's YMF-S.

President Phil Coulson presented the an­ nual Bob Poor Memorial award for Pride of Ownership to member Marshall Fried­ man of Wadsworth, Illinois.

The Saturday morning haze was split by the roar of twenty-one Wacos depart­ ing on schedule at 7:00 a.m. Forming up as they all became airborne, they favored St. Charles and Wentzville airports with a mass fly-by, and then the intrepid dawn patrollers went on to Riddle's Roost for coffee and rolls. The lush setting was a perfect backdrop for the assembly of our graceful Wacos and the hospitality of the Riddle family matched the quality of their beautiful country airport.

After returning from the dawn patrol, the annual membership meeting was held in the shelter tent. Phil Coulson presided over the short meeting that ended with acclamation for return to Creve Coeur in 1995. The Saturday af­ ternoon heat encouraged most back to the hotel pool where Waco talk contin­ ued pool side (or pool center) until time to freshen up for the evening party and banquet. By 7:00 p.m. the main ball­ room was filled with Waco folks. Bar re­ freshments and then yet another out­ standing buffet style dinner started the evening. The band kicked off at about 9:00, then played and entertained until

well past midnight to a busy dance floor.

The Creve Coeur hosts-the Stixs, Cournoyers, the Mullens and the Halter­ mans- are again to be commended for their generosity and hospitality. And most especially for their tenacity and hard work in returning their jewel of an airport back to operational status after the disastrous flood.

The Waco togetherness, the pool side party, greeting old and valued Waco friends, great Wacos flown and shared, and taking the morning sky in the midst of twenty other Wacos-grand memories all-that were carried in each Waco as it departed for home.

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VINTAGE AI RPLANE 23

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by Buck Hilbert • EAA #21 • Ale #5 • P.O. Box 424 • Union, IL 60180 We ' re back to that Appendix "A" of Part 43 again! This time I'd like to tie into Chuck Burtch and H.G.'s tailwheel steer­ ing arm clips, and also Jim Newman's idea as to how to repair the wear in that same arm.

Back track to the previous article on the Appendix and you'll find that you can indeed work on your wheels and tires. I want to stress the importance of that tail­ wheel and how it is the only control you have on the ground in a single engine air­ plane when your speed is below rudder ef­ fectiveness . Think about it! That little tail wheel constitutes one-third of your land­ ing gear. It 's a very small wheel in com­ parison to the main gear. It drags along in the mud and sand and grass, almost buried in insignificance. Yet that guy back there is the difference between artistry and dis­ aster.

Take a good look next time you ' re around a gathering of taildraggers and see

how many of these little buggers need at­ tention . You'll see bald ones, some that haven't been tracking properly and are wearing crooked, flat ones, big ones , little ones and sometimes an occasional home built with a rollerskate wheel back there.

And listen to them when they taxi by ; some of them are crying for attention as the worn bearing and races growl and howl.

Even boat traile rs get more attention than these little guys, and they sometimes get submerged in water, too. The long pe­ riods of inactivity throughout the winter months take their toll as well. The cup and cone set of the bearings can wear just sitting. It's called "frenelling," a phenom­ ena that puts little dents in the cup and de­ stroys the bearings.

Check that tailwheel often. Make sure the springs are properly tensioned and connected . Check the action. Make sure it steers when you poke the rudder and

that it swivels when it's supposed to.

Don't over grease it! In addition to b lowing o u t yo u r grease retainers , too much grease in the full swive l steering places will make it so free and easy it'll slip o ut when you least expect it and usu­ ally when you need it the most. Don' t let grease accumulate all over the outside; it attracts dirt and enhances the chance of contamination and wear. Also check the fu ll swivel operation in BOTH directions.

The " Big Scott" is notable in the fact that it will sometimes swivel one way easily and not the other way. This is caused by uneven wear in the arm assembly. When it happens, it should be replaced.

Use your Service Manual when work­ ing on this guy; if you haven't got one, then the parts catalog will show a break­ down of the entire assemb ly. If you haven't got one of those either, then you can resort to the Superflite or Aviall cata­ log under wheels and tires where they have specs, parts, diagrams and numbers showing exploded views of the whole tail wheel and usually all the brands as well.

I probably shouldn't say this, but your local bearing house will have the bearings, cups and grease retainers. They're the items most frequently needing attention, and the easiest to procure. The main parts of the assembly, like the steering arms, brackets , axles and the like , must be or­ dered and are sometimes difficult and ex­ pensive to get. There is little demand for tailwheels these days and some of the manufacturers just won ' t stock the parts and will only make replacement parts when they have a sufficient number of or­ ders to make tooling up worthwhile. Tires and tubes are still ava ilable and reason­ ably priced, so don't skimp on them .

Over to you.

Here are a pair of good clean tailwheel installations - the first is on the Sedan restored by Paul Workman and now owned by Buck.

The standard Scott tailwheel is mounted at the end of the short vertical post, with shock absorbing taking place up in the fuselage by a pair of bungee cords. The second tailwheel is on the Pacer restored by Frank Sperandeo III, of Fayetteville, AR. Frank care­ f ully took apart his tailwheel and either polished, plated or"painted each and every part. By keeping it scrupulously clean and pumping in just the right amount of grease, Frank won't have any tailwheel handling problems as long as he checks it every so of­ ten to be sure it is not knocked out of alignment.

24 NOVEMBER 1994

1994

LISTING

Once again, as a service to our me mbers, we prese nt the Antique/Classic Division's most current list of type clubs and related or足 ga niza tion s. If your gro up is not listed, please provide us with information which can be included in a future issue of VINTAGE AIRPLANE and it will be added to our follow -up for next year (we' ll also list you immediately in A/C NEWS). If you have changes related to your listing, please drop a postcard in the mail with the new listing exactly as you would like it to appear. Send it to: An足 tique/Classic Type Clubs, EAA Avi ation Center, P .O . Box 3086, Oshkosh, WI 54903-3086.

A new list category has been added to compile the clubs that may not be specific to one particular aircraft make, i.e., The National Biplane Association. You 'll find this new listing before the Organizations list on page 28.

Aeronca Aviator's Club Julie and Joe Dickey 55 Oakey Av. Lawrenceburg, IN 47025 812/537-9354 Newsletter: 4 issues per subscription Dues: Non e - $16 subscription

American Bonanza Society Cliff R. Sones, Executive Director P. O. Box 12888 Wichita, KS 67277 316/945-6913 Newsletter: Monthly Dues: $35 per year

International Aeronca Assoc.

(Formerly the Aeronca Lover's Club) Buzz Wagner Box 3, 401 1st St. East Clark, SO 57225 605/532-3862 Newsletter: Quarterly Dues: $15 per year

Staggerwing Club (Beechcraft) Jim Gorman, President P. O. Box 2599 Mansfield, OH 44906 419/529-3822 (H), 755-1011 (W) Newsletter: Quarterly Dues: $15 per year

National Aeronca Association Jim Thompson , President 806 Lockport Road P. O. Box 2219 Terre Haute, IN 47802 812/232-1491 Newsletter: 6 per year Dues: $20 U.S., $30 Canada, $45 Foreign Aeronca Sedan Club Robert Haley 33300 Mission Blvd. #18 Union City, CA 94587 510/489-5642 Newsletter: 3 per year Dues: $5 per year BeUanca-Champion Club Robin Schramn, President and Editor P.O. Box 708

Brookfield, WI 53008-0708

414/783-6559 -6558 (Fax)

Newsletter: Quarterly

"Bellanca Contact!"

Dues: $32 per year (2 yrs./$56),

Foreign $37

(2 yrs./ $67 U.S . Funds)

Bird Airplane Club Jeanni e Hill P. O. Box 328 Harvard, IL 60033 815/943-7205 Newsletter: 2-3 annually Dues: Postage Donation

Twin Bonanza Association Richard I. Ward, Director 19684 Lakeshore Drive Three Rivers, Ml 49093 616/279-2540 Newsletter: Quarterly Dues: $25 per year U.S. and Canada, $35 Foreign Biicker Club Chris Arvanites 16204 Rosemarie Ln. Lockport, IL 60441 815/436-1011 Newsletter: 6 per year Dues: $20 per year U.S. & Canada, $25 Foreign National Biicker Club American Tiger Club, Inc. (deHaviIIand) Frank Price, President Rt. 1, Box 419 Moody, TX 76557 817/853-2008 Newsletter: 12 per year Dues: $25 per year CaUAir Type Club Dave Decker 3307 Astro Dr. Hereford, AZ 85615 602/378-3688 Cessna Airmaster Club Gar Williams 9 So. 135 Aero Drive Naperville, IL 60565

708/904-8416 Dues: None International Bird Dog Association (Cessna L-19) Phil Phillips, President 3939 C-8 San Pedro, NE Albuquerque, NM 87110 505/881-7555 Newsletter: Quarterly "Observer" Dues: $25 per year Cessna Owner Organization P.O. Box 337 lola, WI 54945 715/445-5000 or 800/331-0038 FAX: 715/445-4053 Magazine: Monthly Dues: $36.00 year Cessna Pilots Association John Frank, Executive Director P.O. Box 5817 Santa Maria, CA 93456 Newsletter: Monthly Dues: $30 annually International Cessna 120/140 Association Bill Rhoades, Editor 6425 Hazelwood A venue Northfield, MN 55057 612/652-2221 Newsletter: Monthly Dues: $15 U.S. per year West Coast Cessna 120/140 Club Donna Christopherson, Membership 451 Bellwood Drive Santa Clara, CA 95054 408/988-8906 or 554-0474 Newsletter: Bimonthly Dues: $10 per year Cessna 150/152 Club Skip Carden, Executive Director P. O. Box 15388 Durham, NC 27704 919/471-9492 Newsletter: Monthly Dues: $20 per year VINTAGE AIRPLANE 25

International Cessna 170 Association, Inc. Velvet Fackeldey, Executive Secretary P. O. Box 1667 Lebannon, MO 65536 417/532-4847 Newsletter: Fly Paper (11 per yer) The 170 News (Quarterly) Dues: $25 per year International Cessna 180/185 Clnb (Cessna 180-185 Ownership Required) Johnny Miller 3958 Cambridge Rd., #185 Cameron Park, CA 95682 916/672-2620 Newsletter: 8-9 per year Dues: $15 per year Eastern 1901195 Association Cliff Crabs 25575 Butternut Ridge Rd. North Olmsted, OH 44070 2161777-4025 after 6 p.m. Eastern Newsletter: Irregular; Manual on maintenance for members Dues: $10 initiation and as required yearly International 195 Clnb Dwight M. Ewing, President P. O. Box 737 Merced, CA 95344 2091722-6283 FAX 2091722-5124 Newsletter: Quarterly Dues: $25 per year U.S. Corben Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $12 per year Culver Clnb Larry Low, Chairman 60 Skywood Way Woodside, CA 94062 415/851-0204 Newsletter: None Dues: None Culver PQ-14 Assoc.

Ted Heineman, Editor 29621 Kensington Drive Laguna Niguel, CA 92677 714/831-0713 Newsletter: Annual Dues: Donation Dart Club (Culver) Lloyd Washburn 2656 E. Sand Rd. PI. Clinton, OH 43452-2741 Newsletter Dues: None Robin's Nest (Curtiss Robin enthusiasts) Jim Haynes, Editor 21 Sunset Lane Bushnell, IL 61422 deHavilland Moth Clnb Gerry Schwam, Chairman 1021 Serpentine Lane 26 NOVEMBER 1994

Wyncote, PA 19095 215/635-7000 or 886-8283 Newsletter: Quarterly Dues: $12 US and Canada, $15 Overseas de Havilland Moth Club of Canada R. deHaviliand Ted Leonard,

American Hatz Association Lorin Wilkinson, President 16225143rd Ave. SE Yelm, WA 98597-9169 Newsletter: Quarterly Dues: $10 U .S., Canada, $15 Foreign

FounderlDirector 305 Old Homestead Road Keswick, Ontario, Canada L4P 1E6 416/476-4225 Newsletter: Periodically Dues: $20 annually

Heath Parasol Club William Schlapman 6431 Paulson Road Winneconne, WI 54986 414/582-4454 Newsletter Dues: Postage Donation

Ercoupe Owners Club Skip Carden, Executive Director P. O. Box 15388 Durham, NC 27704 919/471-9492 Newsletter: Monthly Dues: $20 per year

International Helio Association Steve Ruby, President 303 W. Lincoln Oshkosh , WI 54901-4340 414/426-9537 Newsletter: Monthly Dues: $30

Fairchild Club John W. Berendt, President 7645 Echo Point Road Cannon Falls, MN 55009 507/263-2414 Newsletter: Quarterly Dues: $10 per year

Howard Club Bruce Dickenson, President P.O. Box 191 Santa Paula, CA 93060 805/525-5893 Newsletter: Quarterly Dues: $15 per year

Fairchild Fan Club Robert L. Taylor, Editor P. O . Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $12 per year

The Interstate Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $12 per year

Fleet Clnb George G. Gregory, President 4880 Duguid Road Manlius, NY 13104 315/682-6380 Newsletter: Approx. 2-3 per year Dues: Contributions Funk Aircraft Owners Association Ruth Ebey, Editor 933 Dennstedt PI. El Cajon, CA 92020 619/466-1461 Newsletter: 10 per year Dues: $12 Great Lakes Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $12 per year The American Yankee Association Stew Wilson 3232 Western Drive Cameron Park, CA 95682 916/676-4292 Newsletter Dues: $32 per year U.S., $30 Foreign Hatz Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $12 per year

Lake Amphibian Flyers Club Bill Goddard, Editor 815 N. Lake Reedy Blvd.

Frostproof, FL 33843-9659 Newsletter: Bi-monthly Dues: $40 per year ($70 first year, includes 300 page book) Add $10 for overseas mail Continental Lnscombe Association Loren Bump, Fearless Leader 705 Riggs Emmett, ID 83617 208/365-7780 Newsletter: Bimonthly (6 per year) Dues: $10 U.S.and Canada ($12.50 Canadian Funds), $15 Foreign Luscombe Association John Bergeson, Chairman 6438 W. Millbrook Road Remus , MI 49340 5171561-2392 Newsletter: 6 per year Dues: $15 per year U .S., $20 Canada, $25 Foreign Meyers Aircraft Owners Association William E. Gaffney, Secretary 26 RI.17K Newburgh, NY 12550 914/565-8005 Newsletter: 5-6 per year Dues: Postage Fund Donation Monocoupe Club Bob Coolbaugh, Editor 6154 River Forest Drive

Manassas, A V 22111 703/590-2375 Newsletter: Monthly Dues: $15 per year

Dues: $15 per year U.S., $20 Canada, $25 Foreign

National Stinson Club (108 Section) Bill and Debbie Snavley 115 Heinley Road Lake Placid, FL 33852 813/465-6101 Quarterly magazine: Stinson Plane Talk Dues: $25 US, $30 Canada and Foreign

Mooney Aircraft Pilots Assn.

Mark Harris 314 Stardust Drive San Antonio, TX 78228 512/434-5959 Newsletter Dues: $30 per year

L-4 Grasshopper Wing Publisher: John Bergeson, Cub Club 6438 W. Millbrook Rd. Remus, MI 49340 517/561-2393 Newsletter: 6 per year Dues: $10 per year U.S., $15 Canada/US Funds, $20 Foreign Note: Must also be a Cub Club member

American Navion Society Hugh Smith, President, Board Chairman P. O. Box 1810 Lodi, CA 95241-1810 209/339-4213 Magazine: Monthly Dues: $50 for initial membership , then $30 per year

Super Cub Pilots Association Jim Richmond, FounderlDirector P. O. Box 9823 Yakima, W A 98909 509/248-9491 Newsletter: 10 per year Dues: $25 per year U.S., $35 Canada, $40 Foreign

Buckeye Pietenpol Association Grant MacLaren 3 Shari Drive St. Louis, MO 63122-3335 Newsletter: Quarterly Dues: $8.50 per year U.S., $10.00 Canada & Mexico, $14.00 all other countries

Porterfield Airplane Club Chuck Lebrecht 1019 Hickory Road Ocala, FL 32672 904/687 -4859 Newsletter: Quarterly Dues: $5 per year

1-26 Association (Schweizer) c/o Mike Havener, SecI rreas.

29730 St. Andrews Ct. Murrieta, CA 92362 909/677-0753 Newsletter: 9 per year (plus a directory) Dues: $15 per year (Soaring Society of America membership required for voting privileges)

International Pietenpol Association Robert L. Taylor, Editor P. O. Box 127 Blakesburg, lA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $12 per year

Rearwin Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $12 per year

Swift Association, International Charlie Nelson P. O. Box 644 Athens, TN 37303 6151745-9547 Newsletter: Monthly Dues: $25 per year

Short Wing Piper Club, Inc. Eleanor and Bob Mills, Editors 220 Main Halstead, KS 67056 316/835-3307 (H); 835-2235 (W) Magazine: Bimonthly Dues: $27 per year

National Ryan Club Bill Hodges, Editor and Historian 19 Stoneybrook Ln. Searcy, AR 72143 5011268-2620 Newsletter: Quarterly Dues: $20 per year $25 overseas Airmail and Canada

Taylorcraft Owner's Club Bruce Bixler II, President 12809 Greenbower, N.E .

Alliance, OH 44601 216/823-9748 Newsletter: Quarterly Dues: $10 per year

Piper Owner Society P.O. Box 337 lola, WI 54945 715/445-5000 or 800/331-0038 FAX: 715/445-4053 Magazine: Monthly Dues: $36.00 year

Seabee Club International Captain Richard W. Sanders, President 6761 NW 32nd Av. Ft. Lauderdale, FL 33309-1221 305/979-5470 Newsletter: Quarterly (plus phone consultation), membership directory Dues: $20 U.S.; $22 Canada, $25 Foreign

Southwest Stinson Club Jerre Scott, President 812 Shady Glen Martinez, CA 94553 415/228-4176 Newsletter: SWSC Newsletter (10 per year) Dues: $10 per year

Travel Air Restorers Association Jerry Impellezzeri, President 4925 Wilma Way San Jose, CA 95124 408/356-3407 Newsletter: 4 per year Dues: $15 per year US and Canada Travel Air Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $12 per year

Cherokee Pilots Assoc.

P.O. Box 7927 Tampa, FL 33673 813/935-7492 800/292-6003 FAX 813/238-5889 Magazine: 11 issues per year Dues: $28.00 (US) $30.00 Canada and Mexico $40.00 Foreign

The Stampe Collector Don and Bonnie Peterson, Editors 1341 Chestnut Ridge Rd. Apalachbn, NY 13732 Newsletter: 4 per year Dues: $40 per year, $45 U.S. overseas

International Comanche Society P. O. Box 400 Grant, NE 69140 308/352-4275 Newsletter: Monthly Dues: $34 per year

Stearman Restorers Association Brian F. Riggs, President P.O. Box 10663 Rockville, MD 20849-0663 Newsletter: 4 per year Dues: $25 per year

Travel Air Div. of Staggerwing Museum Dub Yarbrough P. O. Box 550 Tullahoma, TN 37388 615/455-1974 Newsletter: 4-5 per year Dues: $25 per year

Cub Club John Bergeson, Chairman 6438 W. Millbrook Rd. Remus, MI 49340 5171561-2393 Newsletter: 6 per year

National Stinson Club c/o Jonesy Paul 14418 Skinner Road Cypress, TX 77429 Newsletter: Quarterly Dues: $7.50 per year

American Waco Club c/o Jerry Brown, Treasurer 3546 Newhouse Place Greenwood, IN 46143 Phil Coulson, President 616/624-6490

Newsletter: Bi-monthly Dues: $25 pe; year, $30 Foreign

Newsletter: Bimonthly Dues: $20 per year

International Waco Association P.O. Box 665 Destin, FL 32540 904/654-4138 Quarterly magazine Dues: $25.00 per year

World War I Aeroplanes, Inc. Leonard E. Opdycke DirectorlPublisher 15 Crescent Road Poughkeepsie, NY 12601 914/473-3679 Journals (4 times annually): WW I Aero (1900-1919); Skyways (1920-1940) Dues: Minimum - $25 each per year; $25 Foreign for WW I Aero

National Waco Club Ray Brandly, President 700 Hill Avenue Hamilton, OH 45015 513/868-0084 Newsletter: Bimonthly Dues: $8 per year

MULTIPLE AIRCRAFf ORGANIZATIONS Artic Newsletter David Neumeister 5630 S. Washington Lansing, MI 48911-4999 517/882-8433 Quarterly Newsletters for AA1, AA5, Arrow, Baron , 310-320, 336-337, Malibu, Musketeer, Norseman, Skipper, Tomahawk, Varga, Maule Dues: $10 per year per type except Maule which is $20 for 12 issues World Beechcraft Society Alden C. Barrios 1436 Muirlands Drive La Jolla, CA 92037 619/459-5901 Magazine Dues: $20 per year National Biplane Association Charles W. Harris, Board Chairman Betsey Kersey, Admin. Coordinator Hangar 5, 4-J Aviation Jones-Riverside Airport Tulsa, OK 74132 918/299-2532 Dues: $25 Individual; $40 Family,U.S.; add $10 for Foreign North American Trainer Association (T-6, T-28, NA64, NA50) Kathy and Stoney Stonich 25801 NE Hinness Road Brush Prairie, W A 98606 206/256-0066 FAX 206/896-5398 Newsletter: Quarterly, Texans & Trojans Dues: $40 U.S. and Canada,$50 Foreign The First Warplanes Joe Gertler, Exec. Director P.O. Box 366 Guntersville, AL 35976 205/582-4309 Magazine: Quarterly Dues: $30 ($40 overseas) Replica Fighters Association Jim Felbinger, President 2409 Cosmic Drive Joliet, IL 60435 815/436-6948 28 NOVEMBER 1994

ORGANIZATIONS Society of Air Racing Historians Herman Schaub Sec.lTreas.

168 Marian Ln. Berea, OH 44017 216/234-2301 Newsletter: Bimonthly Golden Pylons Dues: $10 U.S., $12 Other American Aviation Historical Society Harry Gann, President 2333 Oits Street Santa Ana, CA 92704 714/549-4818 (Tuesday, 7:00-9:00 PM local) Newsletter: Quarterly and Journal Dues: $25 Flying Farmers, International T. W. Anderson, Executive Director

2120 Airport Road P. O. Box 9124 Wichita, KS 67277 316/943-4234 Newsletter: 10 issues per year Dues: $40 per year U.S. Funds, plus Chapter dues Don Luscombe Aviation History Found.

P.O. Box 63581 Phoenix, AZ 85082-3581 International Liaison Pilot and Aircraft Association (ILPA) 16518 Ledgestone San Antonio, TX 78232 Bill Stratton, Editor 512/490-ILPA (4572) Newsletter: Liaison Spoken Here" Dues: $27 per year US and Canada, $30 per year Foreign Minnesota Seaplane Pilots Association Steve Carpenter 8250 Stevens A venue, S. Bloomington, MN 55420 612/888-8430 Newsletter: 3-4 per year Dues: $15 per year ($25-2 yrs.)

National Air Racing Group Gerald L. Williams, President P. O . Box 423 Shasta, CA 96087 916/241-2130 Newsletter : Professional Air Racin g (lO/year) Dues: $10 per year, domestic

National Championship Air Races Susan Audrain, Marketing Director P. O. Box 1429 Reno, NV 89505 702/972-6663 Naval Aircraft Restorers Association Gerald Miller 3320 Northridge Drive Grand Junction, CO 81506 303/245-7899 Newsletter Dues: $12 per year The 99s, Inc. Intern ationa l Women Pilots Loretta Jean Gragg, Exec. Director Will Rogers Airport P. O . Box 59965 Oklahoma City, OK 73159 405/685-7969 Newsletter: MonthlylThe 99 News Dues: $40 annually OX-5 Aviation Pioneers Robert F. Lang P. O. Box 201299 Austin, TX 78720 512/331-6239 Newsletter: 6 per year Dues: $10 per year Seaplane Pilots Association Robert A. Richardson, Exec. Director 421 Aviation Way Frederick, MD 21701 301/695-2083 Newsletter: Water Flying (Quarterly); 1991 Water Landing Directory $14 - Members/ $30 non-members plus $2 shipping Dues: $32 per year Silver Wings Fraternity P. O. Box 44208 Cincinnati, OH 45244 513/321-5822 Newsletter: Monthly Slipstream Tabloid Dues: $15 per year Open to those who soloed at least 25 yrs. ago.

Spartan School of Aeronautics Alumni Association Vern Foltz, Alumni Relations 8820 E . Pine Street Tulsa, OK 74115 918/836-6886 Newsletter: Quarterly Dues: $10 annually Vintage Sailplane Association Jan Scott, Secretary Rt. 1, Box 239 Lovettsville, V A 22080 703/822-5504 Newsletter: Quarterly Dues: $10 per year Waco Historical Society, Inc. R. E. Hoefflin, Treasurer 1013 Westgate Road Troy, OH 45373 513/335-2621 Newsletter: 4 per year Dues: $6 per year, 9/1-8/31

...

Robert Makofski Columbia, MD James E . McDonald Trophy Club, TX Harvey McQuiggan Eldorado, OK Merton A. Meade Leesburg, V A Kenneth H. Mitchell Oroville, W A Larry Mitchler Rancho Palos Verde, CA Arthur D. Moen Grafton, VA Thomas A. Mottinger Elizabeth, CO John B. Norton Alexandria, VA John E. O'Malley Glen Head, NY Randy Oder Oglathorp, GA R. S. Padgham Fort Worth, TX Gary R. Pickering Frankfort, IN Cezar Paes Pulschen Sao Paulo, Brazil RAP Air Incorp Kansasville, WI Robert L. Reed Green Valley, IL Andrew Reid Thousand Oaks, CA Bradley C. Renner New Hartford, IA Harold Rhoads Orlando, FL Howard L. Richardson Atlanta, GA Robert C. Robbins Las Vegas, NV Dennis R. Roberts Susanville, CA New York, NY Lori L. Robishaw Phillip W. Rocco Sandy, UT William D. Rogers Fairbanks, AK Ernest Ross Foster, RI Robert H. Rusher Glenview,IL Clyde A. Sailors Alpine, TX Alan Sauvion Toronto, Ontario, Canada Lee W. Schaller Sonoma, CA James V. Sickmeyer Campbell Hill, IL Danielle L. Smith Bayside, WI Marjorie M. Smith Taneytown, MD William K. Stacy Buffalo, IA Richard Starr Thetford Center, VT Larry R. Stout Ormond Beach, FL Duane Stranahan III Bozeman, MT Robert C. Swenson Alexandria, MN Norman Taylor Mullumbimby, New South Wales, Australia Patrick Bryan Tipton New York, NY Christopher Toro Flushing, NY John M. Van Lieshout Toronto, Ontario, Canada Michael H. Volckmann Phoenix, AZ Terry Wahrer Cripple Creek, CO Mike Waldorff Victoria, TX William C. Walthour Portland, OR Douglas J. Waterman Eden Prairie, MN Richard C. Wearth Wichita Falls, TX Richard Weiner Charlotte, NC Freeman Henry Welch Chatfield, MN Edward L. Wilkinson Wurtsboro, NY William E. Wilks Winona, MS Daniel Wood Pflugerville, TX Daniel C. Wroe Harwood, MD John Zale Wantagh, NY

New Members

Michael K. Agin Zansville, OH F. Alegret Barcelona, Spain C. Gordon Amundson Wayzata, MN Greg Armour Avonmore, Ontario, Canada Randall Ball Beverly, OH Adelbert A. Balunek Avon,OH Richard B. Barlow Stockbridge, GA Paul Beaird Miami , FL Clement J. Beamchemin Farmington, CT James Bleakney Torrington, CT Hans F. Bohner Plymouth, MN Paul Bradley Fulshear, TX Gregory Brown Summerset, NJ Richard L. Bryan Sacramento, CA John M. Bullington St. Cloud, FL Jeff Bush Tulsa, OK Morton Caplan Cro Valley, AZ Daniel F. Carey Jenks, OK Michael A. Cheshire Berrien Springs, MI Richard J. Clifford Sabattus, ME Wesley Coble Bartlett, TN Gene L. Conrad Aloha, OR Camille M. Cyr Brunswick, ME Chris Davey Hertford, Herts, England Robert P. Davison Chevy Chase, MD Alexander J. DeMarzo Flower Mound, TX Richard L. Denison New Iberia, LA Richard D. Durand Albuquerque, NM Romona Elyea Albany, WI Ervin A. Emery, Jr. Fort Lauderdale, FL Matthew P. Fairy Norwalk, CT Ray Fehr Roy, UT Pedro Figueredo Santa Ana, CA Henry L Fisher Jr Morrisville, NC

David W. Flint Henderson, NV Richard Flora Wilkesboro, NC Anna Flory Hartford, MI D. H. Folkman Fraser, MI Ronald C. Fortner Azusa, CA Zorzi Franco Caorle Ve, Italy Jerry W. Frank Charlotte, NC Vance Franks Aurora, CO Bruce C. Friesen Fort McMurray, Alberta, Canada Fred Gaca Antioch, IL Garrett Aviation SVC Los Angeles, CA Greg Gilbert Beaverton, OR Gerald W. Griggs Goddard , KS Eric S. Hazen Allston, MA Martin Heisler Summerside, Prince Edward Island, Canada Melvin Herink Traer, IA John C. Hicks Delavan, WI Duncanville, TX Ronald A. Hicks Gregory M. Hiett Jonesboro, GA John W. Hogan Stony Brook, NY George S. Holloway Sumter, SC Jeffrey G. Hughes Utica, KY David E . Ingalls Kingston, NH Rico Jaeger Wausau , WI Peter Jago San Diego, CA Earle R. Jensen Monroe, MI Arnold, PA Harold S. Johnston Ronald H. Jordi Friendship, WI Guy Kendell Dylan Point, Queensland, Austrailia Michael D. Kilgore Austin , TX Robert Knutson Fort Dodge, IA R. O. Lassalle III New Iberia, LA Robert Lock Limonges, France Ed Logue Cary, NC Wayne J. Long Pottstown , PA Jose Lopezdelpuerto Xalapa, Mexico Jeffery C. Lorimor Boone, IA Charles W. Loring Wheeeling, WV

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3U per word, $5.00 minimum charga. Send your ad to The Vintage Trader, EAA AvlaUon Center, P.O. Box 3086, Oshkosh, WI 54903-3086.

Payment must accompany ad. VISAIMasterCard accepted.

MISCELLANEOUS:

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 .

(NEW) This & That About the Ercoupe, $14.00. Fly-About Adven­

tures & the Ercoupe, $17.95. Both books, $25.00. Fly-About, P.O.

Box 51144, Denton, Texas 76206. (ufn)

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)

Sitka Spruce Lumber - Oshkosh Home Bldg. Ctr, Inc. 414/235­ 0990. Oshkosh, Wisconsin. (c-6/95)

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

Pools brook 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) 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. Documen­ tary 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. WATSONVILLE FL V-IN. Outstanding antique and classic video featuring Stear­ mans, Wacos, Stinsons, Ryans and many more beautiful aircraft. $29.95. Order any 3 videos and receive a 10% discount plus our 90 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) CURTISS JENNY MEMORABILIA - You can now own memora­ bilia from the famous "JENNY" which has starred in TREASURES FROM THE PAST, as well as the EAA videos, YOUNG EAGLES and IT'S GOTTA BE A JENNY. We have posters, post card, pins, T-shirts, airmail cachets, etc. We also have RIC documentation exclusive to this historic aircraft. Sales of these items support operating expenses to keep this "JENNY" flying for the aviation public. We appreciate your help. SASE for your free price list. Ken Hyde, 7099 Glenn Curtiss Lane, Warrenton, VA 22186. (12-2) GEE BEE Racers - Model plans used for Benjamin's R-2. Ten airplanes, 1/3-1124 scale. Shirts, etc.! Plans Catalog/News $4.00 refundable. Vern Clements, 308 Palo Alto, Caldwell, 10 83605.

208/459-7608. (1-3) Rare Propeller Hub -10 spline, 2-3/8 inch 10, 3-1/2-inch 00. 8 hole, 6-5/8 inch dia. bolt pattern. 6-inch prop. 708/985-9074. (2-4)

WANTED: Wanted - PHY-LAX fire extinguisher and/or information, parts, literature, on the PHY-LAX automatic fire extinguisher system for airplanes, circa 1929. Needed for Command-Aire restoration pro­ ject. Tom Brown 8716 CTP, Unity, WI 54488, phone 715/223-4444.

(12-2)

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• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete product line.

Fabric Selection Guide showing actual sample colors and slyles of malerials: $3 .00.

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Show off your favorite vintage airplanes in this heavy-weight 90/10 cotton/poly sweatshirt.

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Ward off the first signs of winter in Antique/Classic style with this cotton-poplin drop shoulder jacket. Available in tan or navy, with an embroidered Antique/Classic logo, it's a definite cool weather favorite . (M-XXL) ........................................... ....... $48.95' Compliment your AlC jacket with this full Corduroy Hat. Adjustable navy hat is em­ broidered with a large Antique/Classic logo. One size fits all .........................$10.00·

Antique/Classic patches and pins.

Large Patch ...............................$2.70· Small Patch ...............................$1.75· Decal (inside or out) ..................$ .60' Tie Tack .....................................$2.50·

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Wisconsin residents add 5 e " sales tax