VA-Vol-22-No-9-Sept-1994

EDITORIAL STAFF

September 1994

Vol. 22, No.9

CONTENTS 1 Straight & Level/ Espie "Butch" Joyce 2 AlC News/ Compiled by H.G. Frautschy 4 Vintage Literature 9 Aircraft Antennas for the Pilot/ Bill Butters

Page 4

11 Mystery Airplane/ George Hardie 13 Fairchild 24R Project/ Norm Petersen

EAA ANTIQUE/ CLASSIC DIVISION, INC.

OFFICERS

14 Resurrecting a Waco/ H.G. Frautschy 19 What Our Members are Restoring/ Norm Petersen

Page 13

21 Are You Legal?/Bill Claxon 23 AlC Tidbits/ H.G. Frautschy and Norm Petersen

President Esple ·Butch· Joyce 604 Highway St. Madison, NC 27025 919/ 427-D216

Vice-President Arthur Morgan W211 N1l863 Hilltop Dr. Germantown. WI 53022 414/ 628-2724

Secretory Steve Nesse 2009 Highland Ave. Albert Lea, MN 5tAlJ7 507/373-1674

Treasurer E.E. ·Buck· Hilbert P.O. Box 424 Union, IL 60 180 815/923·4591

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

25 Pass it to Buck/ E.E. "Buck" Hilbert 26 Welcome New Members 27 AlC Calendar 28 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 19 FRONT COVER. . Champion restorer Roy Redman of Faribault, MN pilots the Waco UBF-2 he restored for Jerry Wenger of Owatonna , MN. It was awarded the Silver Age Champion trophy at EAA Sun ' n Fun ' 94, as well as an Outstanding Custom Antique plaque at EAA OSHKOSH '94. EAA photo by Jim Koepnick . Shot with a Canon EOS-1 equipped with an 80-200mm / 12.8 lens. 1/ 250 at f8 / on Kodak Ektachrome Lumiere 100 film . Cessna 210 photo plane piloted by Bruce Moore.

BACK COVER ... "Homecoming Queen" is the title of Burt Mader's entry in the 1994 EAA Sport Aviation Art Competition. The acrylic painting was presented with a Merit Ribbon . Prints of the painting are available - contact Burt Mader AeroGraphics , Sudbury, MA 508/ 443-9225

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

Robert C. ·Bob· Brauer

9345 S. Hoyne

Chica~o , IL 60620

312/ 79-2105

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

Phil Coulson 28415 Springbrook Dr. Lawton , M149065 616/624-<>490

George Daubner 2448 Lough Lane Hartford, WI 53027 414/ 673-5885

Charles Hams 7215 East 46th St. Tulsa, OK 74145 918/622-8400

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 612/784-1172

Dole A. Gustolson 7724 Shady Hill Dr. Indianapolis, IN 46278 317/ 293-4430

Jeannie Hill

P.O. Box 328

HaNard, IL 60033

815/943-7205 Robert D. ·Bob- Lumley 1265 South 124th St. Brookfield, WI 53005 414/782-2633 George York

181 Sloboda Av.

Monsfield, OH 44906

419/529-4378

Robert Lickteig 1708 Boy Oaks r.

Albert Lea, MN 5tAlJ7 507/373-2922 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

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

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

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

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

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

EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Respcnsibility for accuracy in repcrting rests entirely w.h the contributor. No renumeration is made.

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

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

Jimmy Rollison

640 Alamo Dr.

Vacaville, CA 95688

707/45 HJ411

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

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

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

DIRECTOR EMERITUS S.J. Wittman

7200 S.E. 85th Lane

Ocala, FL 32672

904/245-7768

ADVISORS

STRAIGHT & LEVEL

by Espie "Butch" Joyce

How do you hold a party for a large number of people , when you don't know their travel plans, and they don 't send in a RSVP card? If you're one of the many EAA volunteers and divi­ sion officers, you go to the EAA Oshkosh Convention "on the job training (OJT) " for 10 to 15 years and then the best educated "W AG " is sometimes not good enough .

EAA Oshkosh ' 94 will go down as a record year for the number of peo­ ple and aircraft parked in the An­ tique/Classic area of the Convention grounds. Not only does the Parking Committee have to deal with our An­ tique, Classic and Contemporary air­ craft, they also must deal with spe­ cialty aircraft, group parking and show plane camping. Show plane camping includes all show planes (Homebuilts , Warbirds, Antique, Classic and Con­ temporary aircraft).

In the Antique/Classic area alone during EAA Oshkosh, I have nearly 60 Chairmen and Co-Chairmen who are in charge of different activities.

Volunteers who help these chairpeo­

pie number around 350 people! All of these amazing people put in nearly 14,000 man-hours of labor over a two week period.

We have our bumps in the road and sometime we get awfully close to the ditch, but over all things run amaz­ ingly smooth . I am not laying out these large numbers to make excuses for any member who was not happy with their visit to EAA Oshkosh '94.

We certainly understand that certain aspects of the camping situation were not optimum, and you can be assured that discussions are already taking place to help change things for the better. We are constantly working to remedy any of our problem areas.

Sometimes we can only correct these situations if we are told about it in a coherent fashion . Anyone who has any constructive comments, please let me hear from you - these items are talked about.

The number of Antiques present this year was just a bit higher than the past couple of years. The number of classics increased by approximately

15%! Contemporary aircraft also in­ creased in numbers.

Towards the end of the Convention I was talking with the Chief Judges for the Antique, Classic and Contempo­ rary airplanes. The quality of restora­ tions continues to improve. Dan Knutson , Contemporary Chief Judge, writes that" ... in the two short years we've been judging this class, we are very pleased with the increase in the quality of the aircraft as well as the improvement overall. The owners of these planes have been very enthusi­ astic in upgrading and improving their airplanes. Here's to yet another suc­ cessful Convention. I'm already look­ ing forward to Oshkosh '95 ." I feel that Dan's feelings fairly well reflect feelings of the volunteers who make your Convention successful.

One important thing that will keep the Antique/Classic Division strong is a good strong membership , so ask your buddy to join up with us. Let's all pull in the same direction for the good of aviation . Remember, we are better to­ gether. Join us and have it all! ...

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EAA APPLAUDS ENACTMENT

OF NEW GENERAL A VlATlON

LIABILITY LAW

Just as this issue was being readied for publication , we were pleased to learn that President Clinton had signed the General Aviation liability Statute of Repose bill on August 17, 1994. This landmark legisla­ tion , creating an 18 year statute of repose for all general aviation aircraft built with fewer than 20 seats, is the type of law that EAA and other aviation industry groups have been working towards for over a decade.

Only GA manufacturers will be im­ pacted by the new law, not those who re­ pair or rebuild ai rcraft , and lawsuits cur­ rently on file will not be affected by the legislation.

EAA president Tom Poberezny had this to say about th e signing of the new law by the President: " We are very pl ease d that the long fight to enact general aviation liability re­ form has been successful. We congratu­ late Edward Stimpson, president of the General Aviation Manufacturers Associa­ tion, Senator Nancy Kassemaum (R­ Kansas) , Representative Dan Glickman (D-Kansas), Representative Jim Hansen (R-Utah) and all the others who have worked to help pass this legislation. EAA has maintained that perpetual liability has discouraged manufacturers from continu­ ing to build single-engine, private aircraft, and has also prevented the emergence of new designs, innovations and technologies for ge neral aviation. We see this measure is another step in revita lizi ng America's general aviation industry."

A broader base of type certificated air­ craft means a wider range of eq uipm e nt and accesso ries available for use on our vintage ai rplanes - for instance, what com­ pany will be the first to offer a reasonably priced solid-state ignition system for certi­ fied a ircraft? While this legislation (or any legislation , for that matter) should not be considered the "be all, end all, cure all " to general aviation's ills, it's certainly a big step in the right direction. Lets all hope it heralds th e begin nin g of the recovery to that segment of the aviation industry.

PARKS OPEN HOUSE If you ' re in the St. Louis, MO vicinity the weekend of September 30 - October 2, stop by Parks College of St. Louis Univer­ sity durin g their open house a nd Fly-In. There will be a fly-in bre a kfast, experi ­ mental and antique aircraft displays, f1y­ 2 SEPTEMBER 1994

OSHKOS

compiled by H.G. Frautschy

bys and a n airshow. Also pl a nn e d are campus tours, lab demonstrations (when was the last time you got a chance to peek into th e view c hamb er of a s up ersonic wind tunne l?) and a reunion for WW II Army Air Corps cadets trained by Parks College. The college is located near the intersections of Illinois highways 3 and 157 in Cahokia, IL.

AlC ELECTION RESULTS At the annual meeting of the An­ tique/Classic Board of Directors held Au­ gust 3, 1994, all officers and board mem­ bers up for re-election were elected to their positions. Those reelected are: Espie M. Joyce , Jr. (President) , Steve Nesse (Secretary) and Directors John Berendt , Bob Brauer, Gene R. Chase, George Daubner, Ill , Charles W. Harris, Jean Le hman Hill , Bob Lumley , Gene Morris and George York.

Our thanks to the many members who took the time to vote in the election - over 1,000 ballots were returned.

TYPE CLUB LISTING The November issue of VINTAGE AIRPLANE is fast approaching, and once again we will be publishing our compre­ hensive list of type clubs. I'd really like to e ncourage any type club who has not up­ dated their listing in the past few years to take a few minutes and drop me a post­ card with the following information: Type Club name Editor name Address Phone Number Frequency of newsletter publication Cost (both in the U.S. and foreign) Any other detai ls you would like, but please keep it brief.

180-185 CLUB NEWS Howard " Buz" Landry, the long-time president of the Internationa l 180-185 Club dropped us a note to anno un ce his retirement, and that J ohnny Miller, 3958 Cambridge Rd., # 185, Cameron Park, CA 95682 will be taking ove r the club presi­ dency. You can reach Johnny at 916/672­ 2620. Our best wishes to Buz and our congra tul ati ons for making the 180-185 club recognized as one of the largest type clubs in the wo rld . Each member is re­ quired to own a 180 or a 185 , a nd th eir club is known as one of the most active among organizations dedicated to an indi­ vid ual aircraft model.

'*

ANTIQUE AWARDS Grand Champion - Tom Baker Effingham, IL, 1938 Taylorcraft BL-65 NC29815 Reserve Grand Champion ­ Gerald Hanson, Las Vegas, NV 1942 Beechcraft G-17S Staggerwing NC21934

Silver Age (1928-1932) Champion - Bill Jowett, Blue Springs, MO 1929 Wallace Touroplane, NC276K Runner-up - John Woodford, Madison WI, 1929 Bird "C" biplane, NC876WC Outstanding Open Cockpit Biplane ­ Jimmy Rollison, Vacaville, CA 1929 Laird LC-RW300, NC4442

Brollze Age (1933-1941) Champion - Ed Shenk, Garret, IN 1940 Luscombe 8A, NC28580 Runner-up - Brad Thomas, Pilot Mountain, NC, 137 Beechcraft D-17-R NC35E Outstanding Open Cockpit Biplane ­ Steve Thomas, Poplar Grove, IL 1941 Waco UPF-7, NC32006 Outstanding Open Cockpit Monoplane ­ Bill Rose, Barrington, IL 1937 Ryan STA Special, NC 17368 Outstanding Closed Cockpit Biplane ­ Rocky Ridge Airpark, Whitehouse, OH 1935 Beechcraft Staggerwing, NC14413 Outstanding Closed Cockpit Monoplane - Ron Leopold, Ottawa, OH 1940 Piper J-3 Cub, NC30629

Customized A ircraft Champion - Duane Huff, Oakdale, CA 1944 Stearman PT-13D, N68835 Runner-up - Bob and Lori Kitslaar Luxemburg, WI, 1944 Stearman A-75-N1 NC4784V Outstanding - Jerry Wenger Owatonna, MN, 1932 Waco UBF-2 NC13027

94 AWARD WINNERS -R~~IO'

ANTIQUE

CLASSIC

Transport Category Champion - Thomas Taylor Ft. Worth, TX 1941 Grumman G-21 Goose, N87U

WW-I1 Military Trainer!

Liaison Aircraft

Champion - E. Clay Smith, Athens, AL 1941 Boeing Stearman A-75N1 N68755 Runner-up - Greg Herrick Minneapolis, MN 1943 Fairchild PT-23-SL, N64097

Replica Champion - Tom Brown, Unity, WI 1992 Waco UBF-2, NX234Y Runner-up - Tom Wathen Van Nuys, CA 1993 DeHavilland Comet, N88XD

Antique Custom Built - Stan V. Gomoll Blane, MN, 1928 Heath Super Parasol NX2864A

World War II Era (1942-1945) Champion - Terry Crawford, Ocala, FL 1941 Stearman A-75, N46888 Outstanding Closed Cockpit Biplane Layton Humphrey, Dallas, TX 1943 Beechcraft D-17 -S, N4HX Outstanding Closed Cockpit Monoplane James Marlar N. Little Rock, AR 1945 Piper J3C-65 Cub, N42144

CLASSIC AWARDS Grand Champion - Roy Foxworthy Columbus, IN, Johnson Rocket 185 NC90202

Best Class II (81-150HP) - E.E. Hilbert Union, IL, Aeronca 15AC Sedan, N1048H

CONTEMPORARY AWARDS

Best Class III (151 HP and Above) ­ Ray Myers, Pequot Lakes, MN Seabee RC-3, N6328K

Grand Champion - Lee Maples Belle, MO, 1960 Beechcraft G18S, N9918R

Best Custom Class A (0-80HP) ­ Don Claude, Dekalb, IL Taylorcraft BC12D, NC96440

Reserve Grand Champion ­ Gary Granfors, Webster, MN 1960 Cessna 172, N7758T

Best Custom Class B (81-150HP) ­ John and Kathy McMurray Burkburnett, TX, Luscombe 8E N71645

Outstanding Customized ­ Sean Campell, Corona Del Mar, CA 1960 Cessna 182C, N8990T Custom Class I - Not awarded

Best Custom Class C (151 HP and Above) - Ron French, San Jose, CA Ryan Navion, N4969K

Best 111 Type Beechcraft - Don Wall, Omaha, NE Bonanza, N5178C Stinson 108 ­ William and Meredith Whiting Minnetonka, MN, Stinson Voyager 108 NC108WW Taylorcraft - Ron Hoffmeyer Streamwood, IL, Taylorcraft BC12D N96899 Bellanca - Fred and Vi Egli Walnut Creek, CA, Bellanca Cruisair N500A Cessna 120/140 - Rick Fields Brookfield, MO, Cessna 140, N72379 Cessna 170/180 - Terry A. Graybeal Anchorage, AK, Cessna 180, N9376C Cessna 190/195 - Charles E. Webb Ft. Worth, TX, Cessna 195B, N195CW Ercoupe - Keith Harding Flint, MI, N179G Luscombe - Jerry Adkisson Tuscola, IL, Luscombe 8F, N1499B Navion - Pete and Kelli Heins, Ludlow Falls, OH , N75PM

Custom Class II - Doug Weiler Hudson, WI , 1959 Cessna 180, N5128E Custom Class III (231 HP and Above) ­ Not awarded Custom Multi Engine ­ Charles Gunderson Redondo Beach, CA 1960 Piper Apache, N4373P Beech Single - J.D. Morris Bellingham, WA, 1960 M35 Bonanza N9736R Beech Multi Engine - Vic Krause, St. Charles, IL, 1956 Twin Bonanza, N4948B Bellanca - Mike and Sue Frost Oconto, WI, 1958 14-19-2, N9848B Cessna 170 -172 -175­ Barry Mountain, Powell River, BC 1959 Cessna 175, C-FKND Cessna 180 -182 -210­ Lawrence Lewis, Montrose, CO 1957 Cessna 182A, N4015D Cessna 310 - Art and Patty Bastian Newton, NJ, 1956310, N364AP Champion Aircraft - Cliff Harkins Houston, TX, 1957 Tri-Champ, N7577B Piper PA-22 Tri-Pacer - Alan Hale Mt. Vernon, IL, 1960 Tri-Pacer, N3457Z

Reserve Grand Champion ­ John Preiss, Germantown, WI Cessna 195, N2JP

Piper J-3 Cub - Lloyd McCloud Fergus Falls, MN, NC88186

Piper PA-24 Comanche ­ Robert Lock, Jr. , Guntersville, AL 1959 Comanche 180, N5661 R

Best Class I (0-80HP) - John Monnett Oshkosh, WI, Piper J-3, NC6595H

Piper - Others - Richard Miller, California MD, Piper Super Cruiser, N2547M

Piper PA23 Apache/Aztec - Ken Rudisel Williamsburg, MI, 1958 Apache, N4032P VINTAGE AIRPLANE 3

VI~TA(7~ LIT~l?ATUl?~

by [)enni s Va,-k.s ~

Lib,-a,-y/ 4.,-chives [)i,-ect(),­

Saga of the Big Fish Thanks to John Whitney of Ft. Wayne, Indiana , some new light has been shed upon a little know event in air passenger operations from the win­ ter of 1919-1920. The "Big Fish" was a Curtiss H-16C twin-engined flying boat that had been purchased from the Navy

by David H. McCullough, for America Trans-Oceanic Company, which began passenger operations between Miami, Florida and Bimini , in the Bahamas, on February 24,1920.

FLYING POPULAR IN FLO RIDA (Aerial Age Weekly, March 8, 1920) "Transportation by aeroplane is enjoy­ ing a tremendous patronage in Florida

this winter, according to P . L. Free­ man, Sales Manager of the America Trans-Oceanic Company, who has just returned from an extended trip to that state, covering all points on the East and West Coast as well as the interior.

"At Palm Beach, where the princi­ pal station of the America Trans­ Oceanic Company is located , this firm is operating a converted Navy Curtiss H-16 two-motored flying boat which carries twelve passengers including pi­ lot and mechanician.

"The H-16 is being used very suc­ cessfully for overseas passenger flights such as from Palm Beach to Nassau and Bimini in the Bahamas, to Long Key, Key West, Havana and points on

the West Coast. Two Curtiss H-S sin­ gle motored planes have been con­ verted into six-passenger ships and are in operation for coast work from Palm Beach to Miami, Palm Beach to Jack­ sonville and from Palm Beach to Bell­ aire on the West Coast. " Mr. Freeman made the latter trip from Miami to Bellaire on the West Coast, a distance of 325 miles, with one stop at Fort Meyers for gas and lunch in about six hours. Other means of transportation requiring the better part of 24 hours.

"Not only is the coastal and over­ seas business good, according to Mr. Freeman, but dealers in Orlando, Lakeland and Fort Meyers are doing a

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4 SEPTEMBER 1994

View of the flying boat being assembled. The hull has been set in place on the dolly which was used to put the aircraft in the water. The two Liberty engines are in position with their square radiators in front. The center section of the upper wings is in place and the short stubs of the two lower wings. Note the wing panel just beyond the nose of the flying boat.

splendid business. A number of land­ ing fields have been established by the latter within a radi us of 60 miles of these points, and in addition to making a great many joy hops, the inland deal­

ers are making a number of short pas­ senger flights up to 100 miles distance.

"The operation in Florida of the H­ 16 type is really the first experiment in this country of a transportation opera­

tion employing a large machine. It has been watc hed wit h interest, a nd ac­ cording to Mr. Freeman, is not only practical but s uccessfu l to operate these large planes at a rate of 30 cents

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View showing two windows in the sides of the hull. Five passengers sat in the forward cabin which was lighted by the forward window. Farther back is the window of the aft cabin where five passengers were also seated. There were also seats for two passengers in the bow of the aircraft.

VINTAGE AIRPLANE 5

" In all overseas operations it is nec­ essary to obtain clearance papers for the flying boats the same as those re­ quired by steamships and all passen­ gers must have passports. This obstacle has been reduced by the Company so that the entire formalities can be dis­ pensed with in less than one hour; that is , a passenger's photograph made , passport obtained and clearance pa­ pers for the flying boat properly filed."

PROHIBITION

View from the aft cabin looking forward. A) Windshield, two hinged sections of which are shown open. B) Two steering wheels. C) Instrument panel. 0) Side window in forward cabin.

per air mile per passenger.

"A notable feature of the trans­ portation business, and one that will be particularly interesting to the aeronau­ tic industry, is the fact that a number of people have repeated taking long flights , showing that it is not purely for novelty, but rather both enjoyable and permitting quick communication be­ tween points.

"At Palm Beach, the America Trans-Oceanic Company has estab­ lished a mammoth hangar with facili­

ties to accommodate fifteen machines.

Seven machines are now there, includ­ ing Mr. E.R.Thomas ' four-passenger Curtiss Flying Boat.

"A regular schedule is maintained from the Company 's hangars at Miami to Bimini. Four trips a week are made to this point and members of the An­ gier Fishing Club of Miami have found it very convenient as it enables them to leave Miami early in the morning; en­ joy a whole day's fishing at Bimini and return abo ut six o'clock.

What is omitted from the above arti­ cle abo ut the popularity of flying in Florida was prohibition. The unpopular law made the Bahama Islands and Cuba a mecca for thirsty Americans.

America Trans-Oceanic was only one passenger service formed to meet the new demand for transportation to the Bahamas. Others included Chalk's, Aero Limited and Florida West Indies Airways (later Aeromarine Airways).

The Bimini Bay Rod and Gun Club was formed by some wealthy Miamians, os­ tensibly to provide a fishing and shoot­ ing club on Bimini Island, only 50 miles off-shore from Miami and in British Territory. To this end the club built a 100 room clubhouse on the island, sup­ ported the America Trans-Oceanic fly­ ing boat operations and put into service a 150 foot steam yacht for transporta­ tion to the island.

View of the "Big Fish" as it would look when you were rowed out to it to make a flight. Being so large the plane was not brought up to shore and slid up on the ramps as were the smaller Curtiss flying boats. The man seated on the left is the pilot. He is resting his right elbow on the windshield behind which can be seen the control wheels. In back of his head is one of the propellers, in its water proof cover.

6 SEPTEMBER 1994

Passenger steamer as seen in a view out the port side window of the rear passenger compartment on a flight from Palm Beach.

AMERICA TR ANS-O CEANIC COMP ANY It has been he ld tha t most of the commercial flying companies in the United States date from the spring of 1919. One notable exception was the America Trans-Oceanic Company , which was formed in 1916 when Glenn H. Curtiss and Rodman Wanamaker resurrected their plans to cross the At­ lantic that had originated in the con­ struction of the flying boat" America. " Early after solving the problem of takeoff from water, Glenn Curtiss had be e n convinced that the Atlantic would be crossed by airplane . There had been discussions of the possibility with Rodman Wanamaker at the Aero Club in New York and with Lieutenant John Towers, Naval aviator number three.

Wanamaker put up $25,000 for the construction a flying boat capable of flying the Atlantic. The aircraft , the largest flying boat of its day and the first twin-engined flying boat was called the " America." An order for two machines was p laced in August 1913. Complet e d in the summer of 1914, the machine was put through its paces and was in place for an Atlantic crossing in August 1914 when the start of the war in Europe put an end to the project, but not the dream.

Formed in 1916, with the idea of eventually providing overseas passen­ ger service, America Trans-Oceanic Company established seaplane stations

at Port Washington , Long Island , a nd Palm Beach, Florida. During 1916, op­ erations were carried on for pleasure and sport purposes, but the demand was not sufficient to warrant expansion even if the war had not intervened.

Soon after the end of the war, the company , many of whose flyers had served in Naval Aviation, took over a number of Curtiss flying boats and re­ built them into passenger planes. In the fall of 1919, a war surplus Curtiss H-16 was shipped from Philadelphia to West Palm Beach. The aircraft was as­

sembled and converted into a 12 pas­ senger ship. When the conversion was completed, an unusual decorative scheme was devised for the craft. It took the form of a fish with scales and a large gaping, tooth-filled mouth , and and was named the "Big Fish. " The H-16 had a wing span of 95 feet and a hull length of 43 feet. Power was supplied by two 12-cylinder Liberty engines of 350 hp. However, notes in the album of John Whitney indicated that new domed type pistons were in ­ stalled raising the horsepower to 400.

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Curtiss flying boat "America," ancestor to the large H-16 " Big Fish," operating from Lake Keuka, Hammondsport, NY in the summer of 1914.

VINTAGE AIRPLANE 7

Navy Sale of Seaplanes A large quantity of seaplanes, spare parts and accessories are offered for sale by the NAVY at fixed prices. This is an unusual opportunity and should be given careful consideration by everyone who is interested in aviation.

PLANES ARE NEW- NEVER HAVE BEEN FLOWN and most of them are still crated as received from the makers. They have been well taken care of and are in excellent condition. We advise immediate action, as orders will be accepted and filled in the order in which deposits are received. The following are offered: HS.2.L TY PE FLYI NG BOATS-pusher bipwe, one Llberty engine of 300 H.P.,

wtna spre.&d. (upp8l' plane) H ft., toL&l supporUnC surface 80S sq. tt.. maximum speed. 85 mUes per hr. Sale price, $6,160.

MODE L 4Q FLY I NG BOAT5-Pusber bl· plane, one Cort1u 100 H.P. engine. w1D& rpTea.d apprO%. U ft., total area 504. SQ. ft., 1D&%1mum speed ot 70 mUea per hr.

Sale prJ.., $4,000.

CU RT ISS GN OME SPEED SCOUTS--eom.

plell with Gnome enetne 1nsta.lled.. NeYer Hown. Packed. 1.n or1clna1 cues.

Sale price. $2,000.

H·16 TY PE FLYIN G BOATS (Pletured abon) -tudor biplane. two LibertJ' en­ rtnea of 330 H.P. each, wlDg spread 95 ft., total win&' surfa.oe 1,184. SQ.. ft., maxlmum speed 95 mllea per hr. Sale price, $II ,OS3.

A EROMARIN E TYPE 39- B SEA PLANE -tractor bl.j)lane. Curtias 100 HoP. eDline, wln& spread 41 fL, total are& 4.a4. sq. fl, ma.x1mum speed 12 mlJes per hr.

Sale prJ.., $3,000

This we consIder our besL bU1. Eodoraed

by NAVY ftJenI I., the eared. and most eull7 operated. aeaplana. A. m&Dutaeturer 1a m.&rllettnc .. set of wbeela and taU at:1d

"bleb. substituted tor the pontoon, con· verts tbla Into a IIUccesatul land plane.

F·5· L TYP E FLYIN G BOATs-....nUall1 KIlle as H·16 (lot 2) 1Jut luller, win, aprea.d 10' fl., total ana 1.391 aQ.. ft., ml..X1mum speed of 87 mllea per hr.

Sale price, $ 12.400.

BOEIN G SEA PLAN E6-In.etor biplane, ODe Hall-Scott 100 lLP. englne, win, spread « ft.. tolal wing ..rea 495 sQ. ft.. ma%1.mum speed of 13 miles per hr.

Bale price. $2,000.

TYPE "R"

KITE BALLOONS-Used f or

observation .. n d inatrueUoD p urpo. . .

Towed by veasel!; and alao Down from land.

Bale prJe., $2.500.

Those who follow aerial affairs closely, no doubt noticed a recent newspaper item which told of a record breaking Hight from Miam~ Fla., to Bimini, Bahama Islands, by a seaplane, carrying sixteen and baggage. The plane making this record was a type H-16 flying boat (lot 2) purchased from the NAVY and was originally designed to carry four persons. The sketch shows how it was converted to carry SIXTEEN PERSON S AND BAGGAGE at a cost of about $1,000 for the necessary alterations. You can do the same.

5% OF PURCHASE PRICE-BUYS A PLANE Just .end to the Bureau of Supplies and Aecounts. Navy Department, 5% of the amount of your order, with your order, and the (Gods an yours, IIlbjeet, of courle, to prior sale. Thi. deposit can be by certified check or mone,. order drawn to the order of the Pa.ymaster General of the Navy, or the bond of a. surety company acceptable as sureties on Fed eral Bonda. Tbe baJa.nce shall be paid within 30 days after acceptance of Jour order.

ENGINES AND SPARE PARTS

ORDER FROM THIS ANNOUNCEMENT AND AVOID DISAPPOINTMENT

UNITED STATES NAVY BUREAU OF SUPPLlFS AND ACCOUNTS

WASHINGT ON, D_ C_

Conversion for passenger use placed two seats in the bow compart­ ment and nine in the hull in two sepa­ rate areas. With a fuel capacity of 235 gallons, the flying boat could operate at a speed of 75 mph for about 5-112 hours. The first flight with passengers to Bimini was made on February 24, 1920. While the "Big Fish's" flights between Florida and the various is­ lands of the Bahamas were essentially barnstorming ventures, they served an historic purpose, the tri-weekly flights 8 SEPTEMBER 1994

between Miami and Bimini, pioneered scheduled overseas airline transporta­ tion from America. At a rate of $25 each way, passengers could dash over to Bimini in a little more than half an hour. The "Big Fish" departed from Miami at 2 p.m. on Wednesdays, Fri­ days and Sundays, returning on the same hour on Thursdays, Saturdays and Mondays. The flying boat opera­ tion in Florida was under the direction of David McCullough, who was one of the pilots of the Navy transatlantic fly­

ing boat NC-3. The crew of the "Big Fish" was George A. Page and Randy Baldwin. The two had earlier worked together in the A .S. Heinrich airplane fac­ tory. During the war, Page joined with Curtiss in his booming flying boat business and Bald­ win moved to the Naval Aircraft Factory. Thus when they were hired

by McCullough, Page as a pilot, and Baldwin as a mechanic, they were well versed in the lore of flyi ng boats.

The H-16 flying boat operated for two sea­ sons in Florida before returning north in the summer of 1921 where it engaged in passenger work in upper New York state. As a result of a hard landing on the Hudson River, the bot­ tom of the hull gave away. The aircraft was beached and then stripped. This was the end of the America Trans-Oceanic's big fly­ ing boat operations.

They carried on with smaller planes for a few more years.

During five years of operations the company had carried over 5,000 passengers approxi­ mately 300,000 miles without a single acci­ dent harming passen­ gers or crew. Quite a start to commercial ser­ vice in America.

* * * ** The photos illustrat­ ing the operations of the "Big Fish" were taken from an album of John Whitney. Whitney was an employee of Curtiss who was sent to Palm Beach to help with flying boat operations. He pro­ vided public relations, advertising and operational support. The pictures re­ produced were taken during early 1920 and the captions provided came from information in the album. We are fortunate that his son, John Whit­ ney of Fort Wayne, IN, was consider­ ate enough to loan the album so that some of the photos could be repro­ duced for this article and for our photo archives. ...

Aircraft Antennas

For The Pilot

by Bill Butters, Technical Coordinator Advanced Aircraft Electronics, Inc. Most of us spend a lot of time study­ ing, selecting, planning, budgeting for and finally buying our avionics package.

The extent of our final selection can range from a handheld transceiver to a full IFR suite. In all cases, the radios will require an antenna to transmit and receive information, In most cases, we select the antenna much like we'd select a tire or spark plug - we pick the one with the best price and quickest deliv­ ery. This discussion is presented to of­ fer the owner/rebuilder insight into the VHF antenna world and thus help him to better select the antennas.

Let's briefly decipher the mysteries of a radio communication system.

Wave Generation During transmit, antennas are used to convert radio frequency e lect rical current th at is developed in the radio system to e lectric and magnetic waves which radiate in the air (remember the old term "airwaves"?). During receiv­ ing, these electric and magne tic waves (call them EM [electromagnetic] waves) are intercepted by the antenna and are co nv e rt e d to RF e lec trical current which the radio can recognize.

A reasonable analogy is to imagine that you ' re sitting in a small boat on a quiet pond a nd have yo ur fishin g rod with a float in the water. Somewhere, o ut of sight, a fish sp lashes and ripples radiate outwards. Sitting in yo ur boat you notice that the float moves up and down slightly. If the fish is too far away, the ripples are too small and you never see any float movement.

Likewise, imagine that you 're in yo ur airplane cruising smoothl y along. Some­ where, someone calls Flightwatch look­ ing for weather information . His E M waves radiate out in all directions and if yo u're within range, the signal is strong enough to be picked up and you receive the tran sm issio n. Your antenna and the float have closely related functions.

Noise Back at the pond , all is we ll until yo u put a n oar in th e water o r sta rt your trolling motor. Now you are mak­

ing large ripples of your own . This self ge nerate d interfe re nce is many times stronger than the incoming ripples and can mask the signal you need to detect from the fish. Your float (like your an­ tenna) now sees mostly your own rip­ ples (noise). Equate your trolling mo­ tor with ignition noise , strobe noise, alternator noise, and similar self gener­ ated static.

Polarity To continue th e analogy , let 's d e­ scribe polarity.

Whe n the ripples radiated outwards from th e so urce, they pa sse d by th e float which responded. We notice that the up and down ripple action causes an up and down float action.

What if you use d a float that only could mov e right/l e ft (imagination stre tch is required he re). The rippl e moves by this new float a nd it hardly moves; in fact, it will only move slightly if the wave is quite large compared to the fish ripple. This response is similar to the situation found in the VHF com­ munication and VOR naviga tion sig­ nals and is termed polarization .

In th e world of antennas th e com­ municatio n antenna is always vertical a nd so a ll communication signals are polarized in th e vertical plane. This mea ns that th e a nte nn a respo nds best to RF waves that oscillate in th e up/down directio n. For VOR naviga­ tion the ante nn as are horizo ntally po­ larized to matc h the hori zontal polar­ ization of the signa ls. They mo s tl y respond to RF waves th at oscillate in the direction para llel to the Earth.

Tuning When the fis h splashed and created ripples , the fl oat respond e d to th e waves pass ing by. But yo u a lso real­ ized th at while sittin g in the boat you didn't fee l movement. In this case we know that the boat length compared to t he high ripple frequency (space be­ tween waves or wavelength is re late d to the freque ncy) was too large to re­ spond to the rapid interval of the wave crests.

In another case, if a wake from an­ other boat passes by us (this wave has much large r dista nces be twee n crests and thus a low frequency) , our boat re­ sponds with expected up and down movement.

What's illustrated here? The princi­ ple th a t to be st d e tect th e incoming waves , we should have a sensor or an­ tenna that is designed to respond to the frequency of the waves.

In your aircraft your antennas are sized (electrically tuned) to respond to certain frequencies. Smaller antennas are best suite d for high e r frequencies and as the frequencies beco me lower, the corresponding wavelength is longer and the antennas becom e longer as well. At some point, the size of the low frequency antenna becomes too large to be practical, so electrical devices are used to le ngthe n the antenna's electri­ cal equi vale nt size in order to keep its physical length within reaso n. Know­ ing this, you realize that th e transpon­ der antenna (small) cannot be used as a communication antenna (larger).

Impedance Matching If you liked the fishing analogy, you'll lov e th e next one! Think billiards.

We' ll use thi s ana logy to illustrate Standing Wave R atio (SWR). SWR is a measurement used to describe how ef­ fective the antenna is wh en conve rting incoming RF radiat ion to electric cur­ rent and how well it converts outgoi ng radio current to RF radiation.

We 're at the billiard table and the 8 ball is a nalogous to the RF e nergy we want to leave the a nte nna an d broad­ cast (travel) out away from us. T he cue ball is like the radio 's electrical energy that is sti ll inside the radio and is to be transmitted. The cue ball has electrical energy and contains voice information, but it isn 't in the proper e lectrical form to broadcast. The laws of physics tell us that maximum e n e rgy transfers when impedances of two systems are matched . System one is our radio with electrical currents circulating internally (radio is the cue ball). System two is the a nte nna (the 8 ball) with its ability to launch or broadcast RF. VINTAGE AIRPLANE 9

Cue Ball

Radio

8 Ball

I~ I

Antenna

We key the mike and send electrical current along the 50 ohm coax cable (in our analogy, the "radio" cue ball rolls to the " antenna" eight ball and hits it straight on) . The electrical current flows in the antenna and the RF radi­ ates out in all directions (in the analogy the cue ball information hits the 8 ball antenna and stops dead while the 8 ball rolls away and drops in to the pocket ­ all of the energy from the cue ball is transferred to the 8 ball). Here we have maximum transfer of energy, electrical in the radio, and mechanical in our anal­ ogy, but similar in their action.

Now, set up the same billiard condi­ tion but substitute a tennis ball for the cue ball. When we transmit the electri­ cal energy the radio energy (tennis ball) hits the antenna (8 ball) and the tennis ball bounces back at you while the 8 ball dribbles forward a small distance. This is a classic case of impedance mismatch , with the resultant poor transfer of en­ ergy.

Now look at the third case where the solid 8 ball is replaced with a second tennis ball. Now the total radio energy (tennis ball No.1) can be transferred to the antenna (second tennis ball No.2) when the two collide. With the two identical balls, the match requirement is satisfied and total energy transfer oc­ curs.

A similar condition is happening in the radio system when impedances don 't match well. If the match is poor be­ tween the antenna and the radio system, the outgoing radio energy is reflected back into the transmitter. In some cases, this condition could be damaging or could cause self-protect circuits to acti­ vate and shut down the radio. The min­ imum consequence is that your trans­ missions are garbled and lack range.

SWR

1.1 1.3 1.5 1.9 3.0 4.4

% Reflection

5 13 20 32 50 63

8 Ball Moving

I

(Left) A well matched pair of billiard balls illustrates the concept of proper impedance in an electrical circuit.

(Below) Using a tennis ball in our bil­ liards analogy shows how a poorly matched antenna and radio will result in a poor transfer of energy.

~ Signal

8 Ball

Tennis Ball

Radio

I~ Coax

L...-_ _ _....J

I

~

VSWR SWR (Standing Wave Ratio) is one specification that tells you how well the antenna performs. The industry stan­ dard for impedances on our radios is 50 ohms, so the closer we match to this value, the better the antenna performs.

The connection to the radio is made with coaxial cable because this style of cable efficiently supports RF propaga­ tion. We use RG 58 A/U which has an impedance of 50 ohms and thus pro­ vides a good impedance match when connected to the radio.

The table on the left gives an indica­ tion of how much power can be reflected back into the radio when the SWR (im­ pedance match) isn't what it should be.

The antenna can be a design that has a poor SWR but still is tuned to the de­ sired VHF frequencies. When transmit­ ting, the antenna system is trying to re­ spond to the RF signa ls being transmitted but because of the poor SWR, much of the energy is reflected back into the radio transmitter. A rem­ edy for this condition is to place small ferrite rings around the coaxial cable out near the anten na. These rings act as chokes or e lectrical barriers which ab­ sorb the unradiated energy and reduce the amount of RF energy that could be reflected back into yo ur radio. The re­ sult is that your transmission and recep­ tion is weak, but the quality of the infor­ mation is less garbled .

Your antennas a re reciproca l d e­ vices. This means that all of the electri­ cal ter ms that describe it s operating characteristics are valid for both trans­

8 Ball Moved

r-v

Antenna

Signal

----.

mission and reception. So, if you have an effective antenna for transmission then it follows that the same antenna will be effective for reception.

We now know that we must have an antenna that is designed for the required frequencies of our radios and that the lower the SWR value, the better the performance. We also learned that the communications ante nn a should stand mostly upright and the navigation an­ tenna should be mostly sideways.

But you say, when I practice steep turns or fly knife edge cross-country I sti ll receive both communication and navigation signa ls . Good point - but nothing in this discussion of antenna wizardry is absolute . Like the ripples on the water, the waves are there and if we ' re within range we'll receive them ; sometimes strong, sometimes weak.

In Part II next month, I'll cover a few ante nna types and their installation in aircraft. ...

Bill Butter's company, Ad­ vanced Aircraft Electronics, Box 4111, Florissant, MO 63032, 800/758-8632, manufac­ tures and markets a series of TSO'd dipole antennas.

Because we have seen a num­ ber of their antennas used in vintage airplanes, where they can be hidden from view but still efficiently transmit and receive, we invited his explana­ tion of antenna theory and design.

MYSTERY PLANE

by George Hardie This unique design will cause some head-scratching among the experts!

The photo was submitted by Robert F. Pauley, Farmington Hills, MI. Answers

wi ll be published in the December 1994 issue of Vintage Airplane. Deadline for that issue is October 25, 1994.

The June Mystery Plane was not a

mystery to many readers. Boardman C. Reed, Somervi lle, CA had this to say: "The June Mystery Plane is the J-5 powered ' Monoco a ch ' . The ' Mono足

June's Mystery Plane, the sole remaining Monocoach as captured on Kodak 616 film in 1970 By Pete Bowers at Vancouver, WA. Five years later, Pete saw the airplane registered in Canada as CF-AAT. VINTAGE AIRPLANE 11

coach ' was a 1928 designed 4-place ship built by the Mono Aircraft Co., Moline , IL far better known for their famous and popular 'Monocoupe'.

"The Great Depression cut into the production of the 'Coach ' and unfortu足 nately not too many were built. A few had the 225 hp Wright J-6-7 . The proof that the ship in your picture is powered by a J -5 - the (once) world famous 220 hp Wright Whirlwind first made popu足 lar by Lindbergh in his ' Spirit of St. Louis ' - the proof is the pair of clearly

12 SEPTEMBER

seen front-mounted Scintilla mags , a stand-off recognition feature of all J-5s.

I suspect the NACA cowling was a later addition. Before the war I flew quite a few J-5s."

Lennart Johnson, Eldsberga, Sweden adds this: " The specimen in the picture, NC 8953, was the third Model 201 built. It was owned in 1932 by R . A . Purcell , 1315 S. Union Av ., Alliance, Ohio and in 1936 by W. P. Barnum, Crandal Av., Youngstown, Ohio."

Other answers were received from Jim Barton, Oshkosh , WI; Charley Hayes, Park Forest, IL; Steven P. McNi足 coli, Depere, WI; Herbert G. deBruyn , Bellevue, W A; John Beebe, White Stone , V A; Frank Abar, Livonia , MI; Lynn Towns, Brooklyn , MI; Doug Rounds, Zebulon, GA; Wayne Van Valkenburgh, Jasper, GA; Peter Bow足 ers, Seattle, WA. More on the Monocoach can be found in U.S. Civil Aircraft by JosePA Juptner, Vol. 3, pages 9-11 . ...

(Above) At some time in the past, a re­ ally competent metal worker made a replica exhaust manifold for the Ranger engine. Roy says the rust is only super­ ficial and should clean up nicely.

(Left) That's a semi-smiling Roy Trilla on the right with his hand on the wooden prop with his uncle on the left. The rea­ son for the smirk is the thought of all the $$ that will be needed to get the old girl flying again. Note the unusual tread on the main tires that almost have an " im­ plement" look to them.

FAIRCHILD 24R PROJECT

A " high tech " engine crane was made to lift the big Ranger 440 cu. in. engine from the fuselage. That's Roy 's uncle on the " come -along " and Richard Macaferty guiding the engine from the firewall with the end of the crankshaft.

by Norm Petersen Some folks live right! EAA member Roy Trilla (EAA 422597, A/C 19955) of Berkeley, CA, bought a Fairchild 24R way down in Argentina, sight unseen, with the help of his uncle. The uncle flew the Fairchild to his farm where it was tied down outside for most of two years. In April of 1994, Roy made the long trip to Azul , Argentina , about 150 miles south/southwest of Buenos Aires to arrange for disassembly and crati ng of the airplane for shipment back to California.

An investigation revealed the Ranger­ powered Fairchild, which was registered in Argentina as LV-AFH, has about 1900 hours total time o n the airframe and had last been used to haul parachute jumpers in the late 1960's. Roy hopes to restore the airplane to flying condition and possibly fly it to EAA Oshkosh '95 (his 40th birthday). We wish Roy and his crew the very best as they restore this beautiful cabin Fairchi ld to flying condi­ tion.

*'

(Left) With a platform to fasten the engine to, the Ranger is tipped to the vertical , complete with oil tank and engine mount, and readied for shipping to the U. S. That ' s Richard Macaferty smiling at the accomplishment. Note the round oil cooler with its at­ tendant air inlet from the nosecowl and exhaust on the righthand side of the engine cowling.

Carefully placed on a flatbed truck, the fuselage and engine, complete w ith cowling, are ready for transport to the seaport in Buenos Aires where the entire Fairchild was fitted into a 20-foot container for shipment to California. We look forward to seeing Roy and his "jewel" at Oshkosh!

VINTAGE AIRPLANE 13

. esurrectl ,

~

by H .G. Frautschy

l

"y W,ng" ,nd Roy R,dm"" of Min­

nesota have combined talents to put to­ gether one of the prettiest Waco UBF-2's seen in recent years. It had been a long time since NC13027 had seen any use ­ since 1946 in fact. But Jerry's desire and capability to own a rare open cockpit bi­ plane, coupled with the extraordinary tal­ ents of Roy Redman and his crew at Roy 's Aircraft Service in Faribault, MN , re­ sulted in an all out effort to put a real bas­ ketcase back together again.

Finished at the Waco factory in Troy, OH on June 29 , 1932 , Waco UBF-2 NC13027 was delivered to Joe Cannon, Jr. of Charlotte, NC. A few years later, it wound up in the Midwest, and after the war, in 1946, a fellow named Archie Towle had an unfortunate and fatal accident with this particular F-2 in the Wausau, WI area. Years later, the Towle family gave the remains of the airplane to John Hatz of Gleason, WI. John had intended to keep the airplane as a project he could work on after he retired, but as many AIC members will recall, John lost his life in a truck accident in 1989. Forrest Lovely and Roy Redman both knew John , and were aware of the projects and bits and pieces that John had gathered over the years, and so when the Hatz family let it be known they were interested in selling John's projects, the timing would be right for another set of circumstances to come together.

Another friend of Roy's, Gary Under­ land, a well-known restorer and mechanic for Buzz Kaplan, introduced Jerry to Roy and Forrest. After some preliminary dis­ cussions, Roy and Jerry put a program to­ gether that allowed Jerry to buy the Waco project and Roy to restore the airplane.

The project was begun in early 1992, and there was a lot to be accomplished.

John Hatz had begun the process of re­ pairing the bent fuselage , and that's where Roy got started. Usi ng factory blueprints, as he did durin g th e restoration and re­ construction of many of the parts and pieces needed , R oy built up the fuselage for th e Waco a nd th e n star ted on the wings. Tom Flock did the work on re­ skinning the ailerons, which were in rough shape. The Waco UBF-2 was the first air­ plane built by W aco with aluminum ailerons, and the workmanship by Tom , a well-known Waco restorer, is exemplary.

The love these Waco aficionados have for the aircraft is evident in the workmanship shown in each of the parts they work on.

The wings presented another challenge to the capable ha nd s of Ro y Redm an.

Armed with a full se t of Waco blueprint copies collected from various other hob­ byists and the Smithsonian Air and Space VINTAGE AIRPLANE 15

Museum's collection, he dove into the process of rebuilding a very rough set of wing panels, most of which were only good for patterns. The wing center sec­ tion was also rebuilt, along with a pair of 20 gallon fuel tanks. Jerry Brown, yet an­ other well known and talented Waco re­ storer was able to come up with a couple of neatly machined acrylic fuel gauge blanks that Roy could use to rebuild the fuel gauges. Here 's an interesting side­ light to the fuel gauge restoration . For years I wondered what type of paint had been used to highlight the fuel gauge markings that were completely immersed in gasoline. On the Waco, you can see the red indicator, made out of cork, is painted bright red, and on many other gauges, black markings are made on a soft aluminum faceplate riveted to a rotating drum. When I asked Roy what type of paint he has been using all these years to color the indicator , he answer seemed both obvious and surprising all at the same time - butyrate dope! Plain old straight-from-the-can butyrate dope, which, as Roy points out, has been fuel proof for years and years, with hardly any deterioration noticed over time. The cork at the other end of the wire, floating on the top of the fuel, is coated with plain old shellac.

The center section also has the densest wood you can find on the aircraft - the stiffeners on the bottom of the fuel tank section are made of oak, and are var­ nished to a high gloss. Also mounted in­ 16 SEPTEMBER 1994

conspicuously on the top of the wing cen­ ter section is a GPS antenna, since Jerry planned on flying the airplane cross-coun­ tryon a regular basis.

The cockpits were another area that al­ lowed Roy to show his restoration prowess. Sometimes , restoring an air­ plane means knowing when to send some­ thing out to an expert, and Roy certainly understands that point. The instrumenta­ tion, a full set of period instruments, was sent out to Philip Kraus Vintage Aero in Westport, NY one of the foremost author­

ities on antique instrument repair. Roy points out that it pays to be patient, since the demand for Phillip's services is great, and he therefore always has some back­ log. The restoration takes time as well, with time often needed between steps dur­ ing the rebuilding process. It pays to pre­ plan the instrument panel at the beginning of the project, rather than waiting until the end of the airplane's restoration.

The panel itself was constructed using factory blueprints. As you can see in the accompanying photos, Waco went to the trouble of mounting all of the instruments from the back of the panel, so that none of the screw heads would be showing, and Roy followed the factory plans to the let­ ter. A neat panel overlay made out of alu­ minum is also added to the panel, and it is set into an 6463 extrusion that Roy had to have specially made per the factory blue­ prints. To get the aluminum extrusion, Roy had to have a set of dies machined, and then take to dies to an aluminum foundry, where an entire production run of the special shape had to be run. Roy had to buy the entire run, so if you need a section of this extrusion, give him a call at 507/334-5756 - he says he would be happy to sell you what you need, 'cause he has plenty!

Around each of the instruments is an aluminum bezel, to professionally finish off the panel, just as it was done at the fac­ tory in 1932. Black crinkle finish enamel is used for both the front and aft cockpit panels. The forward panel has two well

executed glove boxes, complete with orig­ inal style latches. The latches come from an obvious but often ignored source ­ they ' re made from cabinet latches.

They ' re the type of spring-loaded latch used on the inside of a double-doored cabinet, used to hold the one door closed while the other door is opened with a knob or handle. With a little modification to put the correct shape handle on the end of the latch, they were ready to go, and look and function just like the original latch. It turns out that the latch used by Roy , and supplied to him by a cabinet maker friend who also does some wood­ working for some of Roy 's restorations , has been in production since the 1930's, and may very well be the same basic style used by Waco during the original produc­ tion of the airplanes.

All of the sheet metal edges on the glove box doors were finished as per the original, including the beading of the perimeter of the doors. Intended to add some stiffness to the doors and the sheet metal pa nels on the exterior of the air­ plane, they also added a touch of class and gave the panels a finished, profession al look. Waco was world renowned for their attention to detail and workmanship, and Roy and his crew have tried to keep that in mind as they work on all of the planes they've restored.

There are a couple of interesting points about the color scheme of the Waco bi­ planes, something that showed how Clay­ ton Bruckner and his craftsman paid at­ tention to each and every aspect of Waco production. The colors on most factory finished Wacos had color on the fuselage only - recall the pictures of Wacos you've seen over the years. Most had silver wings and horizontal tail surfaces, with color confined to the fuselage and vertical fin and rudder. The effect, as pointed out by both Roy and Jerry, is to draw the eye of the beholder to the fuselage. Roy men­ tioned that he was told by one of the "old­ timers " from the Waco factory that " ... they were emulating the automobile in­

dustry in a lot of ways. They tried to make these things look like cars. They painted the fuselage , put the color on the fuselage , fin and rudder. " The rest of the airplane was painted black lacquer (struts, landing gear, etc.) or silver. They also painted the screw heads ("You never saw old cars with shiny screw heads. ").

This particular UBF-2 was delivered with a black and white scheme. Jerry thought about that for some time before he decided he just couldn't put black and white on his airplane. He want to main­ tain the actual art layout, but it would just have to be in other colors. He went por­ ing through the color books and decided on the two-tone blue scheme you see on these pages.

The engine did not come with the pro­ ject, but one was obtained that is the cor­ rect make and model - a Continental R670 of210 hp. Jack Lanning, of Arlington , W A and a well-known Travel Air restorer, did the overhaul, and shipped the engine to Roy's Aircraft. A needed Hamilton Standard Ground Adjustable prop was al­ ready on the shelf at Roy's - he had bought it a number of years before, and loaned it to Jerry for use on the Waco for the certi­ fication and the airplane's first flights.

Since that time, a Curtiss Reed prop, also

correct for this airplane, has been in­ stalled.

Jerry Wenger's involvement in the Waco project started much earlier in his life, it just took a number of years before the desire could be satisfied. The son of a successful manufacturer of music room equipment and interiors, Jerry chose a dif­ ferent path. He learned to fly for free by standing out in a pea fie ld (or whatever else needed spraying) with a red flag and guiding a cropduster making spray passes.

In return, he received flight instruction .

His uncles and grandfather were both pi­ lots, but Jerry's father, who always wanted to learn , never got around to getting in the cockpit as a student, but he did encourage his son. Jerry headed off to college after getting his pilots license , but he discov­ ered that engineering academics were not his strong suit at that point in his life. In a J-4 Cub he had rebuilt, he headed out to South Dakota, looking for more work .

After spending time with Dan Wakefield in North Dakota , flight instructing and other flying duties , he went to Winter, South Dakota and sprayed crops with Bob Wiley. It was the late 1950s and the mili­ tary began to show an interes t in young men about that time. Fortunately, a young lad y also bega n to show an even greater

(Above) The forward cockpit for the passengers has a pair of gloveboxes that are just right for keeping gloves, maps and your helmet and goggles. They're also handy for keeping your hands warm, since the heat from the engine oil keeps the air heated in that area! An intercom, visible on the lower right, makes cockpit communication possible.

(Left) The wooden stiffeners for the bottom of the fuel tank bay in the wing center section, along with the pair of visual fuel gauges on each of the fuel tanks.

(Opposite page) With a steerable, non-swivel tail­ wheel, the rudder is free to get banged around in the wind, but Roy built this nifty rudder lock. As you can see, it straddles the trailing edge of the rudder, and is attached to the tail brace wires by a couple of lengths of cord secured with a half hitch or two.

VINTAGE AIRPLANE 17

amount of interest in Jerry, and he wound up getting married .

Soon , he was blessed with a little Wenger to support as well , so he took a job building log cabins up in the northern tier of states. One cold January morning in 1960, the man Jerry was working for an­ nounced that he would see Jerry and the rest of the fellow in the spring - no more work until April or May. With a wife and child to support, Jerry gave his dad a call.

His dad gave Jerry a job in his manu­ facturing business. Jerry was pleasantly surprised to find he enjoyed the business, and found that he even had a talent for many of the aspects of inventing and putting into production the items he and his dad 's company built. He finished a business degree in college, and later headed up the product design department for the company. Inventing was fun, as was the process of figuring out how to produce the part. "To this day, I'd rather design products than play golf!" he re­ cently quipped.

Other businesses grew out of his work

with Wenger Manufacturing, including running the Owatonna , MN airport , an outgrowth of the company flight depart­ ment. Other aviation service related busi­ nesses came along and have since be e n sold as Jerry consolidates his resources.

During all this time, aviation was never far from his thoughts. The company flight department consisted of a series of air­ craft, including a Beech King Air, and later Jerry bought a Cessna P210 to carry him to his various business appointments.

For fun and a sense of sport, he now also flies a Nimbus 3DM motorglider , which he bases in Colorado. He really enjoys the gentle sport of soaring, and as time went on, he also found himself drawn to the F-2 flown by Woody Woods' son Chris. He was intrigued by the idea of an antique open cockpit biplane, so he did some research and decided that the F-2 was indeed the airplane to own - as far as he was concerned , it was the pinnacle of Waco 's open cockpit series of biplanes.

The more people he talked to, the more he was convinced, and his path eventually

led him to Gary Underland, who intro­ duced him to Roy and Forrest.

After the ai rplane was finished , Roy and Jerry flew the airplane on a ferry per­ mit to Arkansas where they did a little work on it at Jim Younkin's shop, as well as have the conformity inspection by the FAA's Little Rock GADO office. Then it was on to Sun ' n Fun , where it won the Silver Age (1928-1932) trophy. Roy then turned over the reins to Jerry , and both were happy to see that Jerry hadn't lost any of his touch with a tailwheel-equipped airplane - " ... it was like magic, the guy took off, landed it, we went around again, he landed and I thought 'For God's sakes, he doesn't need me!" recalled Roy about the first time he sat in the front cockpit with Jerry as pilot-in-command.

It 's now been to Oklahoma for the NBA fly-in , where it was given the Open Biplane Grand Champion award, and it also was flown by Jerry and his wife down to the National Waco Association's shindig at Creve Coeur, MO. He's enjoy­ ing the cross-country capability of the UBF-2, flying at a 1,000 feet agl , enjoying the view at 100 mph. How much does he like it?

He's seriously thinking of selling the . P210 - after all, he says, who needs all that hassle of IFR time when you can get where you want to go in the F-2. For him, the challenge of flying IFR has since been replaced with the joy of YFR flight with an antique biplane, going where he wants to go at a leisurely pace.

He must enjoy it - he figures to have nearly 100 hours on the plane by the end of the summer flying season.

"Maybe I should take it down south and fly it this winter," he mused during The corrugated ailerons on the UBF-2 wings are beautifully crafted out of aluminum. our conversation. That's the spirit, The UBF-2 was the first Waco airplane to feature ailerons made completely out of Jerry! ... metal.

18 SEPTEMBER 1994

Tom Mangan's

Aeronca Champion 7CCM

N2182E, SIN

It is always nice to have a pretty Aeronca 7CCM Champ on skis after we have presented the same airplane on floats! This photo proves that Tom Mangan (EAA 297907) of Brewerton, NY, also flies his Champ in the winter time . Note the seaplane door in the raised position . Mounted on Federal A-1500 skis, the Champ does a fine job in the cold winter air according to Tom and the dual exhaust (with heat muffs) makes for a warm cabin.

Don Hedeman's

Pietenpol Aircamper

This photo of a restored 1932 Pietenpol Aircamper, NI2072, SIN B­ 2, was sent in by the original builder (and veteran pilot), Harold Salut (EAA 92575 , A /C 1772), of Bemidji, Minnesota. The cute little parasol was restored by Don Hedeman (EAA 57678, A/C 4585) of Dubuque, Iowa.

The Pietenpol was constructed in 1931­ 32 in Fargo, NO, by Harold Salut and a man named G. Bebeau and was pow­ ered with a Ford Model A engine.

Harold, who admits to 78 years , says he flipped the airplane on its back on June 3, 1933, while landing in a bunch of fresh " cow pies " in a pasture. The remains were sold for junk, however, many years later , it was "re-discov­

ered" in 1985. Don re ports the Model A engine runs fine and they hope to try out the flying characteristics as soon as they put the original registration num­

Jay Martin's Meyers 200A This pretty 1959 Meyers 200A, N485C, SIN 253 , is the pride and joy of Jay Martin (EAA 357519) of Thousand Oaks, CA. Jay spotted the Meyers sit­ ting quietly under the wing of a DC-3 at Van Nuys airport. It was derelict and in need of a great deal of help! After much

dickering , the Meyers was finally pur­ chased in October of 1988. For the next two months , all the crew did was take things apart! The next nine months were spent buying bearings, skin, wiring and parts of all kinds including radios , instruments, etc. Two and a half years

ber of N120n on the tail. Present plans call for the Pietenpol to eventu­ ally be placed in a museum in Fargo, NO. later, the Meyers is starting to look like a winner and Jay's mechanic, Larry Clark, is still improving things , one at a time.

As you will note from the picture , the Meyers is a very sharp looking airplane and Jay reports it makes an excellent cross-country machine.

Sharp-eyed readers (with a tad of grey hair) may recognize this Meyers 200A as the being the very same air­ plane , N485C, that Peter Gluckmann (the flying watchmaker) flew 22,800 miles around the world in August and September of 1959, starting and ending in San Francisco , CA . Using a "wet" wing that upped the total fuel to 400 gal­ lons , Peter was able to circumnavigate the earth in just over 13 days - all under F AI supervision and sanction. Takeoff weights were often 5,000 lbs., 2,000 lbs. over normal gross! The full story was printed in the February and March, 1960, issues of AIR FACTS magazine.

VINTAGE AIRPLANE 19

Charles Sylvia's Cessna 1708 The photos of this very nice 1955 Cessna 170B, N3590C, SIN 26634, were sent in by owner, Charles Sylvia (EAA 446109, A IC 21377), of Middleboro, MA . Charles and his wife , Connie , have been extremely busy upgrading the four-placer to full IFR certification since purchasing the 170 in June of 1993. Powered with a Continental 0­ 300 engine of 145 hp swinging a Mc­ Cauley polished propeller, the 170 has had a new paint job on the outside and a new interior inside. Other amenities include new engine baffling, Jasco 50 The photo of this 1947 Cessna 140, N2084V, SIN 14300, with its "Gee Bee" inspired paint scheme, was sent in by owner Don Alesi (EAA 371460, AIC 16315) of Dundee, IL. Don re­ ports the Cessna was restored over a period of eight months by his wife , Maureen , his brother, Bob Alesi and himself. The 140 was painted with the Superflite System II from Cooper us­ ing Juneau White and Rasberry Red. The color scheme was devised to make the airplane highly visible - and look fast , while standing still. Fien­ field Aviation of Lake-In-The-Hills Airport helped with rigging and final assembly. The first flight was May 10, 1994, and it flew hands off! This air­ plane was " on line" at Spring City

amp alternator, El Reno spin-on oil fil­ ter, new instruments and complete new wiring harness using circuit breakers instead of fuses. A Precise Flight standby vacuum system augments the venturi system. All avionics were up­ graded to IFR standards and include a Garmin 95A VD GPS , which Charlie says is the answer to a navigator ' s prayers. It uses an outside antenna which helps with the cabin clutter.

Don Alesi's Cessna 140 Flying Service, Waukesha, WI, when operated by the Crites' Brothers in 1964. (It may be a safe bet that nu­

John Sich's 1956 Cessna 172 After flying this very pretty Cessna 172 over 1400 hours since acquiring the machine in 1976, John Sich (EAA 20 SEPTEMBER 1994

Unique to this 170 is a set of the origi­ nal Goodyear brakes and wheels that have the Goodyear crosswind landing gear installed, allowing the airplane to land in a crab! For new passengers who have never experienced landing sideways, it is indeed an elevation of the pucker factor. Next on Charlie's want-list are a Vernier mixture con­ trol, heated pitot and a Whelen double flash beacon on the belly.

356508 , AIC 20541) of Vicksburg ,

MS, decided it was time to send in the enclosed photos of his Contemporary

merous flyers in the Waukesha area in Wisconsin have N2084V listed in their logbooks!)

Class jewel, N5634A, SIN 28234.

John installed a deluxe Airtex interior and added late model wheel pants that cover Cleveland wheels and chrome brakes. Tri-Pacer air vents were in­ stalled in the rear windows for im­ proved ventilation. The airframe was completely stripped with all control surfaces removed, cleaned and bal­ anced before reinstalling. The 172 was repainted with DuPont Imron us­ ing Cessna White overall with light blue and dark blue stripes for trim.

The Continental 0-300 engine of 145 hp has very low oil consumption and provides 117 mph cruise at 81/2 GPH at 2450 RPM. As John says, the old straight tail 172 is hard to beat once you get it into shape. ...

ARE YOU

by Bill Claxon Ale 17837

0,

LEGAL?

'hould ["y " h yo", ';'pl,", legal?" As we fly these aircraft , espe­ cially the older antiques and classics, they seem to accumulate changes and repairs as well as different appliances and equipment. But are all of these truly legal?

Many owners are of the opinion that if the Authorized Inspector (AI) signs the log bO'ok certifying an annual in­ spection that all the work done is legal.

It would seem that this is how it should be, but it depends upon how deeply the AI digs into the airplane and the main­ tenance records. Often, a thorough search will disclose discrepancies be­ tween what should be and what actually is. In some cases, you may find that something has been installed or a repair made and no entry in the maintenance records or Form 337 available or filed.

Perhaps an Airworthiness Directive (AD) not properly complied with or en­ tered. As the airplanes get older they are more apt to have more of these dis­ crepancies. I know of aircraft that have entries in the maintenance records stat­ ing "See ACA 337 dated this day" con­ cerning major repairs or alterations but the 337s are not with the records and they are not on file with the FAA. It is evident that all 337s do not get filed as required by the regulations.

Why do these discrepancies exist?

There may be several reasons. Records can be lost or destroyed, or oversights by the mechanic or AI during the repair or inspection can occur, although fortu­ nately that is a rare occurrence.

Records are sometimes " lost" to loose time or a major repair on an airplane.

Anyone doing so is looking at the po­ tential for a hefty fine and/or certificate action by the FAA, but it has happened.

Sometimes, the maintenance records are honestly lost or misplaced . How­ ever, a trace of the 337s and repair sta­ tion maintenance releases may reveal authorizations for some of the past re­ pairs or alterations not shown in the current maintenance records.

Tracing all repairs, alterations, instal­ lations and appliances can be a long and expensive task if done by a maintenance facility . The paper trail on some of these older airplanes has become quite long. You , as the owner/operator, can do a lot of the paper trace prior to the annual and save yourself much of the

You, as the owner/operator, can do a lot of the

paper trace, saving yourself much of the expense involved

in having this tedious job done by your AI

during your annual inspection.

expense and labor costs of this tedious job. This is especially true if you have a good rapport with the inspecting agency and are doing an owner assisted annual.

Why does this need to be done? The airplane is flying well as it is! Perhaps only to be legal. I have talked with sev­ e ral insurance underwrit e rs and the general consensus is that if the discrep­ ancy does not enter into the cause of the accident, there is no problem. If the dis­ crepancy is the cause or partial cause of an accident, then it may be used to deny full or partial payment of the claim.

One well known underwriter said that if the discrepancy was in existence at the time of the last annual and the annual was signed off as airworthy , it would pay the claim. If the discrepancy came into existence subsequent to the last an­ nual, they would not pay the claim .

Some companies will not pay the claim if any discrepancy exists. However, if the airplane is not legal, if could lead to litigation that could cost you time and money. And that is not taking into con­ sideration th e views of the FAA and their stand on such matters.

So where do we start? First, obtain a copy of the Type Certificate Data Sheet and Specifications for your particular airplane. Any IA has these available and may let you copy the pages. Often they are available from the manufac­ turer or current holder of the type cer­ tificate. The specifications will give you a listing of the required and optional eq uipment , engines, propellers, and other appliances as approved under the type certificate. It also has data for the aircraft such as datum, gross weight, center of gravity and loading limits, air s peed limits, engine operating limits , placards required, and other data.

Microfiche copies of your airplane's records are available from the DOT. They are identified by your registration number, so if you changed the number, you need to advise them of that fact while making your request. The records may be obtained by writing the DOT/FAA Aircraft Reg. Branch, P.O. Box 25504, Oklahoma City, OK 73125.

For faster service, you can order by phone: 405/954-3116. The cost is $2.00 for the search and fifteen cents for each microfiche . This will give you a com­ pete history of your airplane starting with the test flight and the first owner, 22 SEPTEMBER 1994

337s filed with the FAA and other main­ tenance data right on up to the latest owner, liens , etc. If your airplane is older than about 1956, additional infor­ mation is available. Until about that time each aircraft required an applica­ tion for a new airworthiness certificate each year.

This required two forms: ACA 305 , Application for Airworthiness Certifi­ cate and/or Annual Inspection of an Aircraft and ACA 305A, Aircraft In­ spection Report. Among other things , these reports give the total time as of that date, AD compliance, engine in­ stallation and time , as well as other in­ formation. It is well worth the cost of about $2.50 per airplane. This could be invaluable information if you are con­ templating the purchase of an older air­ plane, especially if some of the data pre­ sented is lacking or suspect. A copy of all the service bulletins and letters of the aircraft and engine could be very help­ ful.

If an item is not listed in the specifi­ cations, there needs to be other ap­ proval data for the particular equip­ ment. This may be in the form of a Form ACA 337, a supplemental type certificate, a release from a repair sta­ tion or other agency.

The original equipment listing for the airplane as it came from the factory is a good starting place to determine if all items installed are approved. This will give a listing, by number corresponding to a number for each item listed in the type certificate, of items installed at the time the airplane left the factory along with the original weight and balance sheet. From there on all items added or removed should be shown in the appro­ priate maintenance records and on a Form 337 or maintenance release. Also, you must have a current weight and bal­ ance sheet.

Armed with this data, you are ready to start the actual inspection of the air­ plane. You can remove all the inspec­ tion plates and cowlings so long as you do not have to disconnect controls or re­ move the prop as detailed in Part 43 of the regulations, unless you are working under the supervision of a licensed me­ chanic. Start at one end of the airplane and look at each item and repair. See if the item or appliance is an approved unit by model number or other data .

Then see if it has been properly list ed and approved. For instance, look at the propeller make and model to determine if it is an approved prop for your model airplane. Then look at the specifica­ tions to determine if it is within the length specifications. Measure the prop from tip to tip to see if it does , in fact, meet the minimum le ngth requirement , as props are sometimes shortened dur­ ing repa irs. On run-up see if it meets static RPM specifications.

Any items not shown should be in­ spected to determin e that it is an ap­ proved part. Approval data may be in the specs, STC number, TSO number, locally approved, or other data. Check the item for airworthiness and for proper installation. It may then be re­ leased on a properly executed Form ACA 337 by stating that the item was found previously installed and is in air­ worthy condition. Major repairs or al­ terations may be released in the same manner if they are not shown in the maintenance records and the 337 has not been filed.

Also look at the e ngine and acces­ sories to see if the proper model, correct mags, carb, starter, etc. as those listed in the engine specifications. Another item that needs to be reviewed is the Airwor­ thiness Directives and service bulletins.

We will go through these at a later date.

While you do this inspection it is a good time to completely clean the air­ plane and do some of the routine main­ tenance as approved by Part 43 of the regulations. Also, take a good look at anything that may need attention, such as the start of corrosion, rust, wear or anything else before it becomes a costly problem. Remember, if you do not hold a mechanic's certificate, you cannot do any maintenance that is not included in part 43 - only your mechanic is autho­ rized to do that work.

This will help you get a quick, eco­ nomical annual inspection. It will also enhance the value of your airplane, give you better insight into its operation, and perhaps save you some problems later on. Happy flying!

Next month, Bill Claxon will cover the world of A irworth iness Directives in "AD Notes and You ".

'*

Ale TidbiTs

by H.G. Frautschy A few of you have responded to my re­ quest to send little tidbits of technical in­ formation th a t could be of use to many others. Among th e first was Chuck Burtch , EAA 56205, a n EAA designee and all around good guy, as he also helps out the EAA Aviation Foundation as an instructor each summer during the EAA Air Academy prior to the EAA Conven­ tion.

For those of us in the upper half of the northern hemisphere, the cold weather is but a few short weeks away. Chuck found that while flying in the winter, it was tough to get the oil temperature up to an accept­ able level. He knew that blocking some of the airflow over th e e ngi ne would help boost the temperatures back up to accept­ able levels, but he was leery of overheat­ ing the cylinder heads (these covers only block a ir over the lower section of the cylinders) . With them, he was able to get oil temps back up to around 180°F. Here's a few sketches of his inlet covers - with a bit of ingenuity, I'm sure you can come up with something that can cover yo ur needs.

Remember, keep that cooling air flowing over those aluminum cylinder heads!

+ TOP Trim to fit --..)(

Nose Bowl Flange

.E "0 C Q)

al

Attach with (4) 4 x 1/4" Screws

Right Side )( Aeronca7AC A.65

A seemingly endless source of sub­ jects for mechanical repairs is the land­ ing gear of our airplanes. In the accom­ panying photo, you can see the results of too much taxiing on struts that had little or no oil left in them - a broken coil spring. This particular landing gear, on my llCC Super Chief, was suspect when I bought the airplane. When you looked at the airplane from the front, it had a definite lean to one side, and more strut was exposed on the opposite side. When the drain plug was removed from the bottom of the strut , a sma ll amount of gunky, thick red hydraulic fluid oozed out. Since this type of gear relies on the hydraulic fluid to dampen the shock of landings, lessening the hammering effect on the spring, I im­ mediately suspected that the spring was broken, and after removing the gear and pulling the strut out of the housing, I was greeted with the sight you see here - a fractured spring. Suspecting the other side was probably serviced the same way, I ordered two springs and took a good look at the rest of the strut.

On the top of the cylinder is a graphite impregnated rope packing, similar to the packing used in automotive applica­ tions for a rear crankshaft seal. It keeps the fluid in the strut during the up and down action of shock absorbing, but if it becomes worn, fluid is pumped out of the strut and the spring no longer has anything to help cushion landing loads.

If you have a similar type of non-pres­ surized strut be sure to inspect and ser­ vice the strut on a regular basis. I know

it 's a bit of a pain to do - you have to put the airplane on some sort of jack and raise the gear to the point the drain hole is higher than the other end.

I've found that a 1 pint polyethylene bottle with a sealed (non-vented) top and a supply tube extending all the way to the bottom works best to fill the strut.

The one I use was bought at a surplus science supply house, and was intended to hold alcohol for cleaning or irrigating purposes. When you squeeze the bot­ tle, fluid is pushed up the supply tube and out the nozzle. It looks something like this:

It's very handy and less messy than a bottle and a funnel. Try Edmund Scien­ tific or similar outfits for a similar bot­ tle. Medical supply houses probably also would carry something similar.

VINTAGE AIRPLANE 23

Engine mounts also suffer from ne­ glect, and if you happen to have a spinner that tracks near your cowl, you can hear some expensive rubbing noises if the rub­ ber mount deforms too much. Manya Chief nose bowl has been damaged by the spinner rubbing against the cowl. Believe it or not, the mount you see in this shot was only 2 years old when it was replaced.

The small necked-down area has been ex­ truded out through the front of the engine mount, and you can also see that it has de­ formed so that the engine droops down­ ward at rest. The quality of the rubber for these mounts (this one happens to be from a Continental, but the source of the mounts is unknown) seems to vary widely.

Some have been rather hard, while others seemed to be a bit on the soft side . I' d recommend having a spare set or two on hand at all times and removing and in­ specting them each annual. Besides , they' re cheap as well - a full set of eight can be had for less than $15.00. If you no­ tice that your spinner or prop hub just doesn't seem to line up the way they used to, it may not be the cowl that's misaligned - it could be the engine mounts. Check it out!

Our Associate Editor here at VIN­ TAGE AIRPLANE, Norm Petersen has also had an interesting experience with his airplane. Here's his explanation:

Carburetor

Fuel Hose Replacement

Certain "glitches" can be very difficult to run down . My J-3 Cub with a Conti­ nental C90-8 engine developed a frustrat­ ing habit of "sagging off" about 150/200 rpm while in cruise. The slowdown was accompanied by a notable engine rough­ ness, as if one cylinder was not doing its job. Checking both mags during the "sag off" revealed nothing. Response to ap­ plying carb heat was also normal. Hmm. Perhaps a valve was hanging up in one of the cylinders. Copious additions of Mar­ vel Mystery Oil changed nothing. Even " Surefoam" was tried in an effort to loosen up the valves. No help. Maybe our problem was related to the fuel sys­ tem.

A different carburetor from another C-90 was tried - in addition to the normal sag off, the carb leaked and eventually, the float sunk! The original carb, along

A few months ago in Andrew King's article on cable splicing we mentioned that you would most likely have to find an old splicing clamp or make you own. Soon af­ terward, we received an example of a cable clamp made by the nice folks at Wanco Tool Company, 9840 Kings Ridge Rd., Colorado Springs, CO 80926-9639. Their Fax number is 719/540-9180. It's a spring loaded tool neatly constructed out of De1­ rin® plastic and stainless steel. The knurled handles allow you to hold the tool in your hand while working on your cable splice, or you can secure it in a vice. A lever lock secures the plunger so your thimble and cable can be held in place.

24 SEPTEMBER 1994

with a new $118 Delrin needle valve and a new " used" float , was installed and the "sag off" diminished in regularity, how­ ever it still persisted. A close inspection of the fuel system revealed a collection of cottonwood seeds (the fuzzy kind you see floating lazily in the early summer skies) had formed a "mat" of fuzz about 1116 inch thick on top of the brass fuel strainer in the sediment bowl! Eureka! This must surely be the heart of the problem!

However , removal of the fuzzy mat and reassembly was followed by the usual "sag off" of the engine, although not quite as frequent. Various "experts" vol­ unteered numerous suggestions, such as, leaky intake manifold (we replaced all four intake gaskets at the cylinder head), and possible flopping baffle in the muf­ fler (a close check revealed nothing loose).

Stan Gomoll asked about the fuel hose to the carburetor. It had not been changed in the nine years I have owned the Cub. We carefully assembled a new hose with new end fittings and installed it between the sediment bowl and the car­ buretor. (Apparently the old hoses begin to separate between the plies and shrink internally. We cut the old hose apart and the hole in the hose was not round - it was now a very odd shape - somewhere between square and "lumpy" . See the photo.)

In the last 14 hours of flight , the en­ gine has only " sagged off" a couple of times. We have not totally cured the problem , but we are getting closer to a solution!

Like I said in the beginning, some of these " glitches" can be a real bearcat to run down . Anybody else have any ideas?

That's this month 's installment. What do you have to add to our growing list of useful tidbits? Remember, we' re adding new folks to our ranks every day, and to help them along as they become more familiar with their airplanes, we can all do our part and teach them what we al­ ready know . Let 's pass it along! Send you A / C Tidbits to H.G . Frautschy , EAA Aviation Center, P.O. Box 3086, ...

Oshkosh, WI 54903-3086.

PASS IT TO

~~lJuck

An information exchange column with input from our readers.

by Buck Hilbert

(EAA 21 , Ale 5)

P.O. Box 424

Union, IL 60180

Oil, changes, and why. In a follow-up tn the a rticl e in la st month 's Vintage Air­ plane, I had inte nded to write abo ut how to go abo ut doing an oil change. The mo re I thought about it, the more I felt maybe I'd better talk abo ut what the o il actually does for your engine.

Aircraft e ngin e o il d oes a numb e r of things besides lea k and ma ke your e ngine compartm ent dirty. It se rves a numbe r of purposes, a nd if you ' ll bear with me fo r a bit, I' ll refr es h your me mory a nd ma ybe give you some reason to change it once in a while.

Bas icall y, o il se rves yo u a nd your e n­ gine in several functi ons: it lubes, it clea ns, it helps cool the e ngine. It acts as a buffe r or cushions th e shocks of operati on; it seals the rings and valve guides to e nhance co m­ pressio n, and it protects th e machine sur­ faces even when the engine isn't running.

The oil has to do all these things co nsis­ te ntl y, o r wea r a nd e ve ntu a l des tructi o n will result. Wh at say we review how the oil does all these things.

Lubrication , fricti on reductio n. Try to visuali ze jilli o ns of mi cro- mini little ball bearings everywhere in yo ur engine. That is wh at oil is. Higher viscosity, bigger little balls; simple, e h?

Cleaning. The as h dispe rsa nt additi ves in today's mode rn o ils ho ld th e co nta mi­ nants and dirt that used to become sludge in suspe nsio n. The stu ff rides aro und a nd doesn't stick and hide in the corners 'cause it can't. T he additives are doing the job th e ma nu facture r made th e m fo r. Look how quick the o il ge ts dirty. Whe n yo u change oil at the manufact urer's recomme nded in­ terva l, you're getting rid of all th ese poten­ ti al acid etchers and combustion associated dirt.

Cooli ng ta kes place because th e oil cir­ culates. The co nstant fl ow of o il is mu ch greate r th an th e engine actu ally just needs fo r lu bri ca ti o n. It circul ates a nd reaches places whe re yo u co uldn 't possibl y d irect ai r o r wa te r , a nd as it mixes with th e in ­ coming cooler oil , the temperature is steady and constant. Eve n if you don't have an o il cooler, the blast of air past the case and the exposed parts ca rry off the excess heat. In so me of th e e ngines th e inta ke tub es a re

ro uted through the crankcase - that assists with cooling th e o il. An external o il ta nk a nd th e associa te d lines a lso dispe rse th e hea t. But wait a minute ! Don ' t ass um e th at COLD o il is better. All these little oil balls work best at the norm al oil ope ra ting te mperature. Th ose te mp e ratur es a lso help to vaporize accumulated moisture and fu e l see page p as t th e rin gs du e to o ve r­ priming.

The cushion effect is best visu a lized by im ag inin g ho w th e conn ectin g ro d goes ba ngin g up and do wn a t 2300 rpm. It ' s movin g in two directions - bo th linea r a nd circular, and all kind s of fo rces are placed o n th e jo urnal s, pi sto n pin , rin g grooves and oth e r movin g pa rts as we ll. A prope r weight oil is also hanging o n like crazy and e ffective ly sealin g beca use it is so te na­ cio us. Those little balls ta ke quite a beat­ ing. Small wo nde r they wea r o ut, get dirty and need changing.

The protection we get for o ur machined p arts, cylinde r wa ll s, va lve trains a nd th e like comes fr o m th e film th a t clings to all these surfaces long afte r shutdown . T hese new formulated multigrade o ils a re grea t!

Ca uti o n wo rd he re. Don 't le t th a t e ngine se t fo r wee ks a nd th e n go o ut th e re a nd

prime the dicke ns out of it and start it with­ out some pre-o iling. Even the big boys like th e T -28s a nd th e B-1 7 run t he s t a rt e r throu gh at leas t two comple te revolutio ns before th ey start. This assures the oil has a cha nce to we t things up. I pe rso nally like to pull th e pro p thro ugh on th e first pre­ fli ght of the day. I do it on the Champ a nd the Sedan, and any other engine I preflight.

I ge t to fee l th e compression , so me tim es refe rred to as the " poor boy's compressio n check," and I ca n listen to the magneto im­ pulse snap and fo r any unusual no ises that I can 't hea r if the engine is running.

So fo lk s, c h a nge th a t o il r eg ul a rl y.

Don 't assume th at since the e ngine has not bee n used for a couple months and the o il looks clea n, th a t it is. Lo ng pe ri ods of sit­ tin g will all o w th e co nt a min a nts a nd th e sludge to settle to th e bo ttom of th e case.

The first run aft e r a lo ng layoff will res ult in th ese co nt a min a nts mixin g it up aga in a nd mi ght eve n d a mage th e e ngine if it isn't changed as soon as it's noti ced.

E nough for now, it's over to yo u.

All the conveniences of home! Sandy and Phil Mc Kenzie of Chapter 797 in Live Oak, Florida put together this little display at EAA Sun 'n Fun '94. Makes you wonder how many of their fellow campers asked to use the "facilities."

VINTAGE AIRPLANE 25

The following list of coming events is furnished to our readers as a matter of information only and does not con­ stitute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, All: Golda Cox, P. O. Box 3086, Oshkosh, WI 54903-3086.

Information should be received four months prior to the event date.

SEPTEMBER 8-11 - PAGOSA SPRINGS , CO - Bellanca-Champion Club International Convention.

414/783-6559.

SEPTEMBER 10-11- HICKORY, NC - EAA Chapter 731 9th Annual Fly­ In. 704/328-5807 or 704/396-7032.

SEPTEMBER 10-11- HOBBS , NM - CAF New Mexico Wing Fly-In and Open House. Breakfast and lunch Sat­ urday. For accomodations and ground transportation info, contact Brad Woody, 505/392-6660, or write P.O. Box 1260, Hobbs, NM 88240.

SEPTEMBER 10-11- SCHENEC­ TADY, NY - Northeast Flight '94 Air­ show. Call the Empire State Aero­ sciences Museum for more information, 518/399-5217.

SEPTEMBER 10-11- MARION, OH 29TH MERFI - EAA Regional Fly-In. Call 513/849-9455.

SEPTEMBER 10-11- BAYPORT, NY - Brookhaven-Calabro Airport.

31st annual fly-in hosted by the Antique Airplane Club of New York. Rain date: Sept. 17-18.

SEPTEMBER 7-11 - GALES­ BURG, IL - Galesburg Municipal air­ port. 23rd National Stearman Fly-In. Contact: Tom Lowe, 823 Kingston Lane, Crystal Lake, IL 60014. Phone 815/459­ 6873.

SEPTEMBER 16-18 - ARAPA­ HOE, NE - Antique Airplane Fly-In. Call 308/962-5240 for more info.

SEPTEMBER 16-18 - FORT WORTH, TX - Alliance Airport. The All American Sport Aviation Fly-In , sponsored by EAA Chapter 34. A wide variety of aviation activities are planned.

Call 817/572-1205 for more information.

SEPTEMBER 17-18 - ROCK FALLS, IL - 8th Annual North Central EAA "Old Fashioned" Fly-In. Pancake breakfast on Sunday. Call 708/513­ 064l.

SEPTEMBER 18 - TUNKHAN­ NOCK, PA - Skyhaven Airport (76N) .

Annual Fly-In Breakfast sponsored by Shkyhaven Pilot ' s Assoc .. Camping with modern facilities , come Friday or Saturday and beat the traffic and fog!

For more info, call Steve Gay at 717/836-4800.

SEPTEMBER 22-24 - EXETER , CA - 12th Annual West Coast Travel Air Fly-In. Largest annual gathering of 26 SEPTEMBER 1994

vintage Travel Airs on the west coast.

Good food , flying events, world famous auction and more . For info call evenings: Jerry Impellezzeri , 408/356­ 3407.

SEPTEMBER 23-24 - MOCKS­ VILLE , NC - TARA FIELD - 9th An­ nual Anything That Flies Fly-In. Early arrival party and fun flying 23rd. 24th Big Day. Events, awards, USO style Big Band party Saturday night. Prize for best 1940's war years costume. CLT sec­ tional , 2100 x 80 , apt info 122.9, auto fuel , land north , if possible. Private fly­ in operation and attendance is at your own risk. Info 704/284-2161 or 704/284­ 2107.

SEPTEMBER 23-24 - BARTLES­ VILLE, OK - Frank Phillips Field. 37th Annual Tulsa Regional Fly-in. For info call Charlie Harris, 918-622-8400.

SEPTEMBER 23-24 - NORTH LAS VEGAS, NV - Sixth Annual western Waco Assoc. Reunion. Largest Waco gathering in the western U.S. Contact Jon Aldrich , 209/962-6121 for more info.

SEPTEMBER 24 - RANGER, TX ­ EAA Chapter 956 3rd Annual Classic Antique Fly-InlLunch. 817/647-5308 SEPTEMBER 24-25 - ZANES­ VILLE, OH - John 's Landing Airfield.

3rd Annual Fall Fly-In. Sponsored by EAA Antique/Classic Chapter 22 of Ohio. Antique/classics welcomed. Food - Friends - Fun. For information call Virginia at 614/453-6889.

SEPTEMBER 24-25 - BINGHAM, ME - 25th Annual Gadabout Gaddis air­ show and fly-in. Pilot contests, Booths, Displays, Demonstrations and lots of food. Contact Maine White Water at 207/672-4814 for more information.

SEPTEMBER 29 - OCTOBER 1­ CAMDEN, SC - AnnuaJ Fall Fly-In for Antique and Classic Aeroplanes spon­ sored by EAA A/C Chapter 3. Awards, vintage films, speaker. Good EAA fel­ lowship. For info contact Ray Bottom, Jr. , 103 Powhatan Pkwy, Hampton , VA 23661 or Fax at 804/873-3059.

SEPTEMBER 29-0CTOBER 2­ CHURCHVILLE, MD - Harford County Airport (OW3). 19th Annual Convention Fly-In of the International Cessna 120/140 Association. Contact: Howdy McCann, Jr., 2432 Plesantville Ro ad, Fallston, MD 21047. 410/877­

7774. Lodging, Sheraton Inn Aberdeen 1/800/346-3612.

OCTOBER 1-2 - POTISVILLE, PA - Schuylkill County airport. Sixth an­ nual Eastcoast Bellanca/Champion so­ cial/education and service clinic. Call Tom Witmer , 717/544-9311 or Elli e Thoens at 908/542-5599 for more infor­ mation.

OCTOBER 1-2 - SUSSEX, NJ - Sus­ sex Airport. Quad chapter Fly-In , Flea Market sponsored by EAA A/C Chap­ ter 7, EAA Chapters 238 , 73 and 891.

Forums on welding, mag timing, Pieten­ pol and Heath construction. For info call Herb Daniel 2011875-7983 or Paul Styger at Sussex airport, 201/702-9719.

OCTOBER 9 - TOMAH, WI Bloyer Field. EAA Chapter 935 5th an­ nual Fly-In breakfast. Call John Brady at 608/372-3125.

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

Howard , Spartans and Twin Bonanzas are also welcome. Membership in the Staggerwing Museum required - for more information, call 615/455-1974.

Pre-registration by Oct. 1 is also re­ quired.

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

OCTOBER 21-23 - AUGUSTA, GA DANIEL FIELD - Boshears Memori al Fly-In. Phone 7061736-9512 NOVEMBER 10-13 - MESA, AZ ­ 1994 Copperstate Regional EAA Fly­ In. Williams Gateway Airport. 1­ 800/283-6372, Fax 602/827-0727. NOTE: NEW DATE AND LOCATION! DECEMBER 3 - 4 - LAKELAND , FL - Lakeland-Linder Municipal Air­ port. A gala fly-in Christmas party, hosted jointly by Florida Sport Aviation Antique And Classic Assoc. (FAACA), Florida Ercoupe Club, Short Wing Piper Club, Cessna 170 Club, J-3 Club Florida Aero Club, et al. The party will be held on the Sun 'n Fun gro unds, with the party and dinner in the FAA building, and fly-in HQ at the AlC building. Con­ tact Don Russell at 813/676-0659 for more information. ..

WELCOME NEW MEMBERS

On this page you'll see the latest additions to the ranks of the EAA Antique/Classic Division. Whether you're joining for the first time, or are coming back, we welcome you, and we'd especially like to welcome those of you who are joining us with your interest in Contemporary class aircraft. Welcome one and all!

Jon Abts Washington, VT Steve Adams El Cajon, CA Troy N. Alford Mc Comb, MS Tom Amberson Chicago, IL Anthony C. Ambrose Mentor,OH Todd K. Andersen Minneapolis, MN Edward L. P. Aniskewicz Milwaukee, WI Eugene E. Anklam Catoosa, OK Robert James Armstrong Belgrave, Ontario, Canada Robert W. Bailey East Moline, IL Robert V. Bashforth Camano Island, W A Sky Ranch, SD Leon Basler Yves Belanger Mont-Joli, Quebec, Canada Robert Bell Alexandria, V A Frederick W. Beseler La Crosse, WI John C. Blackwell Mosinee, WI Michael G. Bockelman Lees Summit, MO W. G . Boeck Camarillo, CA Wilton, CA Judd Boies Jon W. Bowden Daytona Beach, FL Bernard P. Bower Jersey Shore, PA Lousiville, TN Daniel M. Breon Bob Briscoe Ozark, AL Sam P. Broady Tampa , FL Neil D. Brundidge Snata Ynez, CA Curtis Burns Bryan, TX Sean S. Campbell Corona Del Mar, CA Robert F. Carey Pompano Beach, FL Enid Carlson Red Lake, Ontario, Canada Lloyd D. Carr Boulder, CO Richard Carscallen Manhattan Beach, CA Sam E. Cochran Swanton, OH Jon Cockes Citra, FL Thomas F. Constantino Satellite Beach, FL Alan A. Copse Oakham, Rutland, England Claude C. Crawford Annapolis, MD Bill E. Crummy Topeka, KS Edward J. Cryer Downers Grove, IL J ames Darrah Round Rock, TX Michael L. Delmonico Norwich , NY Tommy Diossy Palatine, IL Roger L. Doherty Stuart, FL Jeannie Heckendorf Dunlap Vacaville, CA Deer Park, W A Charles Dysart Bronx, NY Robe rt D. Elder

C. R. England Dallas, TX Marty Ann Falin Avon Park, FL John L. Flick Cerritos, CA Beat Galliker Emmenbruecke, Switzerland Terence G. Gandy Wichita, KS David W. Garber Waynesba ro, VA G.H. Garrett Grand Junction , CO Klein S. Gilhousen Bozeman , MT Kenneth C. Gooch Klamath Falls, OR Danny Grayless Orfordville, WI Ron L. Greenough Surry, British Columbia, Canada Frank Gropler Bainsville, Ontario, Canada Loren E. Hansen Des Moines, W A Paul Havill Tawa, Wellington, New Zealand Michael Hazlewood Cordova, TN Douglas Hilgendorf Welcome, MN Merton E. Hill Naples, FL John P. Hines Bowling Green, KY Claude C. Horton Spartanburg, SC Robert Hufford Cynthiana, KY Edward Jamison Mt Carmel, IL H. Jack Jella Salinas, CA Russell D. Johnson Lakewood , CA Donald Kilpatrick Markyate, England Anthony King Vancouver, W A Jerry N. Kirby Westmorela nd, TN J. Scott Kleppe Wheele r, IN John R. Kleppe Wheeler, IN Larry R. Kolar Barstow, CA Thomas J. Krueger Salem, OR Paul J. Kubik Lapeer, MI Frank W. Langrell Wilm , DE Philippe Lewis Aylmer, Quebec, Canada Eugene M. Litz Eldersburg, MD Gerald W. Looney Bre ntwood , TN Rosellen Loye Auburn Hills, MI Eric G. Malzer Irving, TX Patrick B. Manning Watertown , cr Jon D. McCoy Austin , TX Bradley J. Mears Dallas, TX Jerry Allan Miel Tucson, AZ William B. Miles Barrington, IL Mickey Mishne Medina, OH Richard W. Moreus Sunfish Lake, MN Chandler, AZ Butch Morris Jeffrey L. Morris Rathnew, County Wick low, S. Irela nd Phyllis A. Natanek Bartlett, IL Timothy Orton Walker, MN

Todd Owens Eden Prairie, MN Middleburg, NY Kenneth J. Parkes Portland, OR Jeffrey E . Paulson Luther W. Poynter Mountain, AR Mike Pristash Mentor, OH Kenneth P. Radabaugh Snellville, GA Richard C. Rank Excelsior, MN Tom W. Raphael Burbank, CA Peter Rasmussen Columbus,OH Clintonville, WI Scott M. Reetz Mary A. Roser Poplar Grove, IL Robert T. Rudd Argyle, WI Jack W. Ryan Saskatoon, Sask , Canada Richard L. Sacco Medford , MA Jim Sacks St Louis, MO Ed Schrufer Redwood City, CA Eric J. Secrist Sonoma, CA Gary Sigvaldsen Cary, NC R. L. Slaughter Vidor, TX Steve Sloan Colliervi lle, TN Robert M. Smith, Jr. Wichita, KS J. Lawrence Smith Greenville, SC Kenneth W. Smith Great Mills, MD Robert L. Solosky Geneva, IL Carl J. Squires Wate rloo, Ontario, Canada James R. St. Julien Stockbridge, GA John Stedman Granada Hills, CA Ronald Strac Tabernacle, NJ Keith M. Strong Northport, MI Daniel J. Sullivan West Jordan, UT Thayer Syme New York, NY Takasi Tajiri Kikuyo, Machi , Kikuchi Gun, Japan Jerry Terman Bodega Bay, CA Harold L. Terry Tucson, AZ David R. Toews Winnipeg, Manitoba , Canada John S. Torvik Vacaville, CA Luther S. Turner Perry, FL Richard Ungerecht Detroit Lakes, MN Edward F. Urbanowski Paxton, MA Robbie C. Vajdos Louise, TX Leland L. Wainscott Chloride, AZ Joseph Warren Charleston, SC Gary V. West Marshalitown,IA Ronald Westphal Aurora, IL John E. Whatley, Jr. Plano, TX Johnny C. White Morrow, GA Robert W. Whiteside Whiteland, IN Jeff B. Whitford Alpharetta, GA John H. Wish nick Scarsdale, NY D. Eugene Zeigler Swanton,OH Richard P. Zolnowski Edgerton, MO VINTAGE AIRPLANE 27

MOVING?

IS THERE A NEW

LOCATION IN YOUR

IMMEDIATE FUTURE?

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

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

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

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

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

Payment must accompany ad. VISAIMasterCard accepted.

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

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

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

or call

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GEE BEE - R-1, R-2 super-scale model plans used for WolflBenjamin's R-2. GB "Z", "Bulldog," "Goon," Monocoupe, Culver, Rearwin. Updated, enlarged (113, 114, 116-1124).

PLANS on SHIRTS/Capsl Catalog/News $4.00, refundable. Vern Clements, 308 Palo Alto, Caldwell, ID 83605. (c-9/94) C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ, Cub, Taylorcraft, Stearman, etc. Military reconditioned, $5.75 to $9.75.404/478-2310. (c-11/94) Popular Aviation, Aero Digest, Aviation, Sportsman Pilot and other vintage aeronau­ tical magazines from 1920s, 1930s and 1940s. Have several thousand available. Also other 1915-1950 plane and pilot items. Buy - sell - trade. 44-page catalog airmailed to you, $5. Jon Aldrich, Airport Box-9, Big Oakflat, CA 95305, phone 209/962-6121. (10-4) Sitka Spruce Lumber Wisconsin. (c-6/95)

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

BABBITT BEARING SERVICE - Cam shaft grinding, piston rings, piston pins, camfol­ lowers ground. For shipping instructions: 1·800-233-6934. Jack Bunton, Machinist, VINTAGE ENGINE MACHINE WORKS, N 604 Freya, Spokane, WA 99202. (9-1)

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

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

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

To order, call

1-800-843-3612 or write:

Sport Binder, P. O. Box 3086,

Oshkosh WI 54903-3086.

28 SEPTEMBER 1994

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

Harbor Ultra-Lite Products Co., 1326 Batey Place, Harbor City, CA 90720, phone 310/326-5609 or FAX 310/530-2124. (ufn)

ENGINES TAILDRAGGER AND BIPLANE LOVERS! NEW HIGH QUALITY VIDEOS FROM ENG­ LAND! A TAILDRAGGERS AND FARMSTRIPS. Piper's J-3 and J-5 'CUBS' display tailwheel flying and short field landing techniques. From grass runways and farmers fields take an aerial tour of rolling English countryside. A TIGER'S TALE tells a fascinating story of the classic 'TIGER MOTH' featuring Christopher Reeve - a must for those who love open cockpit flying! Only $19.95 eaCh plus $3.75 S&H for one tape and $1 for second tape. 1·800-770·0747. Mail: VC Marketing, 40 Kitty Hawk East, Richmond, TX 77469 (Tx. Res. and 7-114% tax). ASK ABOUT OUR "PREVIEW TAPE" FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS. (c1094)

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Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

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