EDITORIAL STAFF Publisher
Tom Poberezny
September 1997
Editor"in-Chlef
Vol. 25, No.9
Jack Cox
CONTENTS
Editor
Henry G. Frautschy
Managing Editor
Golda Cox
I Straight & Levell
Art Director
Espie "Butch" Joyce
Mike Drucks
Computer Graphic Specialists
L. Phillip Jennifer Larsen
2 AlC News
Olivia
Mary Premeau
4 EAA Oshkosh ' 97 AlC Awards
Associate Editor
Norm Petersen
6 ACNolunteers/Trish Dorlac 9 1956 Champion 7EC!Nancie Cummings
Feature Writer
Dennis Parks
Page 9
Staff Photographers
Jim Koepnick LeeAnn Abrams
Ken Lichtenberg
10 Vintage Seaplanes !Norm Petersen
Advertising/Editorial Assistant
12 Mystery PlanelH.G. Frautschy
Isabelle Wiske
13 Sowell's FunkIH.G. Frautschy
EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS
18 T he Old Rhinebeck Aerodrome's Nieuport 11 " Bebe"IH.G. Frautschy
20 Stinsoneers Convene at SSF/ John Underwood
Page 13
Vice· President George Daubner 2448 Lough Lane Hartford. WI 53027
414/673-5885
Secretary Sieve Nesse
Treasurer
C harles Harris
7215 East 46th St.
Tulsa. OK 74145
918/622-8400
2009 Highland Ave. Albert Leo. MN 56007 507/373-1674
23 J3-A Different Strut Fitting/ Norm Petersen
DIRECTORS
24 Pass It To BucklE.E. "Buck" Hilbert 26 What Our Members Are Restoring/ Norm Petersen 30 Vintage Trader/ Membership Infor mation
President Espie "Butch" Joyce P.O. Box 35584 Greensboro. NC 27425 910/393-0344
Page 26
FRONT COVER . .. This pretty Nieuport 11 "Sebe" wos brought to Sun 'n Fun '97 by the volunteers and stoff of Cole Palen's Old Rh inebeck Aerodrome. It's being flown by Gene DeM arco. the Aerod rome's operations direct ar/pilot . A replica project originally started back in the 1930's. it was completed after extensive rework and flown in 1991. It is powered by a 80 hp LeRhone rotary engine. which you can ~~;::::3 plainly see whirling around with the massive oak propeller. See the story on page 18 . ••: EM photo by Jim Koepnick. shot with a Canon EOS- l n equipped with an 80-200 mm lens. 1/60 sec. @ 1160n 100 ASA slide film. SACK COVER ... EM Master Artist James Dietz has graced the EM Sport Aviation Art Competition with another of his beautifully rendered oil pain tings. Currently on display in the Hansen Gallery. Jim's "Shooting Star" depicts a fictional aviatrix with her Curtiss Jenny. Sorry. it's not for sale. having been painted by Jim after being commissioned by a modern day aviatrix. You can contact Jim at 2203 13th Av . East. Seattle. WA 98102.
Copyright © 1997 by the EM Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA Antique/Classic Division. Inc. of the Experimental Aircraft Associalion and is published monlhly al EAA Avialion Center. 3000 Poberezny Rd.• P.O. Box 3066. Oshkosh. Wisconsin 54903-3066. Periodicals Postage paid at Osllkosh. Wisconsin 54901 and al add~ional mailing offices. The membership rale for EAA Antique/Classic Division. Inc. is $27.00 for current EAA members for 12 month period of which $15.00 is for the publicalion of VINTAGE AIRPLANE. Membership is open
to all who are interested in aviation. POSTMASTER: Send address changes 10 EAA Anlique/Classic ~ivision . Inc., P.O. Box 3066, Oshkosh. WI 54903-3066. FOREIGN AND APO ADDRESSES - Please allow alleast two monlhs for delivery of VINTAGE AIRPLANE 10 foreign and APO addresses via surface mail. ADVERTISING - Anlique/Classic Division does nol guaranlee or endorse any product offered Ihrough Ihe advertising. We invile conslruclive
criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged 10 submil slories and pholographs. Policy opinions expressed in articles are solely Ihose of Ihe
authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be senllo: Edilor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh. WI 54903-3086. Phone 920/426-4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and Ihe logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® regislered trademarks. THE EAA SKY SHOPPE and logos of Ihe EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks of Ihe above associalions and Iheir use by any person olher Ihan Ihe above associalion is strictly prohib~ed.
John Berendt 7645 Ec ho Point Rd. Cannon Falls. MN 55009 507/263-2414
Gene Morris 115C Steve Court. R.R. 2 Roano ke. TX 76262 817/491-9110
Phil Coulson 28415 Springbrook Dr. Lawton. MI 49065 616/624-6490
Robert C. "Bob" Brauer 9345 S. Hoyne Chicago. IL 60620
Joe Dickey 55 Ookey Av. Lawrenc eburg. IN 47025 812/537-9354
John S. Copeland 28-3 Williamsburg Ct. Shrewsbury. MA 01545 508/842-7867
Dale A. Gustafson 7724 Shady Hill Dr.
IndianapOlis. IN 46278
317/293-4430
Stan Gomoll
1042 90th Lane. NE
Minneapolis. MN 55434 612/784-1172
Robert Uckteig 1708 Boy Oaks Dr.
Albert Lea. MN 56007
507/373-2922
Jeannie Hill
P.O . Box 328
Harvard. IL 60033 815/943-7205
Dean Richardson 6701 Colony Dr. Madison. WI 53717 608/833-1291
Robert D. "Bob" Lumley 1265 South 124th SI. Brookfield. WI 53005 414/782-2633
S.H. 'Wes" Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213 414/771-1545
Geoff Robison 1521 E. MacGregor Dr. New Haven. IN 46774 219/493-4724
3121779-2105
George York
181 Sloboda Av.
Mansfield. OH 44906
419/529-4378
DIRECTORS EMERITUS Gene Chase 2159 Cartlon Rd. Oshkosh. WI 54904 920/231 -5002
E.E. "Buck" Hilbert P.O . Box 424 Union, IL60180 815/923-4591
ADVISORS Steve Krog 930 Tara HL E Hartford. WI 53027 414/966-7627
Roger Gomoll 3238 Vicario SI. N
$I Paul. MN 55126 612/484-2303
David Bennett
403 Tanner Ct.
Roseville, CA 95678
916-782-7025
STRAIGHT & LEVEL by Espie " Butch" Joyce
Oshkosh 1997 is now in the history books, and the Convention this year was one of the best. All of the Antique/Classic volunteers worked together very hard to make the AlC area a great place to be. The A/C Red Barn had been really improved this year, with the addition of a new arch way to welcome everyone to our comer of the Convention. Located at this archway are two new booths . One is for member ship applications and Chapter information. The other is for those wonderful individu als who want to volunteer their time work ing on the flight line or anywhere else on the Antique/Classic Convention grounds. This archway was constructed well be fore Convention over a period of several months by a number of individuals, and I want to recognize the three hard core per sons who worked hard to make it happen: Bob Lumley, Bob Brauer, and third (but not least), Phil Blake for their year-round service to make the Convention time suc cessful. There are also a great many of other very important volunteers who have been presented within the pages of Vintage Air pla ne by Trisha Dorlac . As I was moving about on the Convention grounds, I had a number of people tell me how much they have enjoyed reading Trish's articles . It seems that as people come to Oshkosh year after year, they see individuals doing their volunteer work, and they wondered where these people came from, etc. By reading about these people in Vintage Airplane, it made them more comfortable to approach these individuals on a one-on-one basis. As people have gotten more accustomed to our parking area extending further to the south, and with the transportation that is provided to this area, we heard fewer con cerns from those people parked down south. In 1998 we expect that the show line we now have will move to the west (per the FAA), so we will be losing parking for somewhere around three airplanes per row. This does cause us some concern, but
we are already working to meet this chal lenge . We tried some new ideas at the Convention this year and they seemed to work well. We really had some great airplanes on hand. All of the judges were having a hard time as the competition for awards was very strong this year as restorations are be coming better and better. We had some rare and unusual Antique airplanes; when they would taxi in, you could just see the crowd gather around to get a closer look. Some of the comments you could hear would be, "I don't think I have ever seen one of these ," or " I did not know there were any of these around anymore!" The Classics are just getting better and better as well, and the support of these aircraft from suppliers such as Univair is improving as time goes on. We had almost 100 more Contemporary aircraft on the show line this year over last year's total. One of the most impressive Contemporary aircraft was the restored Howard 500, which was picked as the Grand Champion. There were also a num ber of specialty aircraft on hand in the An tique/Classic area including the two Mulli coupes, one owned by Jim Younkin and the other by Bud Dake. They were parked on each side of Mr. Mulligan, looking like a proud father and his two sons. These air craft were parked in front of the Red Bam where Jim and Bud stood by and carried on a continuous question and answer session for the week of Convention. They're two great looking airplanes! Parked across from the Mullicoupes was the Linco Taperwing Waco restored for B. F. Goodrich Corporation. They sponsored the rebuild, and also underwrite the opera tion of the airplane. This aircraft is flown by Bob Wagner. He and Pat Horgan of Goodrich stood by and carried on a ques tion and answer session for the week of Convention, just like Jim and Bud. The front area of the Red Barn has be come a real education center for those at
tending Oshkosh. If you sat on our porch, which is open to anyone who would like to use it, you most likely found this area to be a welcome relief by midday. If you ven tured inside the Red Bam, you found on the north side of this building some interesting items to look at in the mini-museum. Then you could pick up a photo of your aircraft placed in a participant plaque for you to carry home as a gift from the Antique/Clas sic Division in appreciation of your partici pation at Oshkosh '97. When you went in the south side of the Red Bam, you found the sales area of this building. We had some high quality goods featuring the Antique/Classic theme - we hope you found something to your liking to carry home with you . Overall, Oshkosh this year was a great Convention and that makes me really proud to be part of this great event. Now to pass along some good news, at least from the state of North Carolina . Maybe it will be helpful in your home state. In 1995, the North Carolina legislature rati fied House Bill 100 I, providing owners of antique automobiles with a cap on value for property tax purposes. This cap is a taxable value of $500.00. After this had taken place, through the efforts of Paul Cash, with the help of General Larry Huggins (Ret.) and Jim Clevenger, working with Rep. Bob Hunter and Senator David Hoyle, they were able to get House Bill 1158 passed. It puts the cap of $5,000 on any aircraft manufac tured before 1954 that meets the provisions of this Bill. This act is effective for taxes imposed for taxable years beginning on or after July I, 1998. Your One-on-One membership cam paign is doing well and with your contin ued support it should continue to help your Division grow. All you have to do is ask a few people to join us and they, too, can have FUN! Let' s all pull in the same direction for the good of aviation. Remember we are better together. Join us and have it all! ... VINTAGE AIRPLANE 1
A/C NEWS
ANTIQUE/CLASSIC ACTIVITIES
AT EAA OSHKOSH
What a week! Spectacular, cool weather, just right for camping and walking the flight line prevailed during the annual EAA Convention this year, with rain showers for the most part occurring overnight. A total of 987 showplanes were registered in the Antique/Classic and Contemporary parking areas . We were close to a record number of showplanes (poor flying weather kept many of our members from the far west coast from getting through), and many of the airplanes were rare or one-of-a kind. Greg Herrick's collection of excellent, rare airplanes has grown by two with the completion of the Cunningham-Hall PT -6F and Buhl Air Sedan. Both were on display and drew admiring crowds each day of the Convention. The Contemporary airplane that seemed to garner so much attention did so in the beginning just on sheer size alone, since it was a Howard 500. Dave Cummings of Portland, OR brought the big twin-engined beast to Oshkosh for all to enjoy, and went home with the Contemporary Grand Cham pion award. The always hotly contested Classic awards were topped off with another of Joe Fleeman's terrific restorations. After fin ishing Delton Perry's beautiful Tri-Pacer a few years ago, Joe liked the airplane so much he thought he'd like to have one him self. So he and his partner, Ken Brown, built one up for themselves, and it was stunning. You never knew a Tri-Pacer could look so good! The Antique award winner was also a 2 SEPTEMBER 1997
very close shave, with our 1996 Reserve Grand Champion, Tom Wright's Beechcraft Staggerwing, declared the win ner of this year's top award. Congratulations to all pilots and restor ers! We'll certainly have more on many of these airplanes in future issues of Vintage Airplane. At the Antique/ Classic corner, big changes took place, thanks to the volunteer efforts by Bob Lumley, Bob Brauer and many other volunteers. A new pair of In formation and Volunteer booths were built this past year, and they were placed flank ing the newly paved walkway to the A/C Red Barn. "Aviation themed" flags line the walkway, welcoming you into the Bam, where you could check on the latest hap penings in the NC area, or shop in the Red Bam store for NC merchandise. On the comer, extending over the walk way is a new arch, welcoming all to the NC area with the words "Preserving Avia tion History ... For Future Generations." Taking it all in could be a challenge! Did you see: • the MUllicoupes. • all of the volunteers who put in hundreds of hours of work so we all could enjoy a smooth running fly-in. • the expanded Type C lub tent, with 28 clubs attending and giving information to members who want to know more about their airplanes. • there were a pair of J-2 Cubs on the field, including the Stewart family's airplane from Erie, PA. You'll have to wait until next month to hear the details on that airplane! The other pretty J-2, a copper
Compiled by H.C. Frautschy and blue color scheme, was registered by Bob Rusky, Lake Geneva, WI. • there were 26 Aeroncas that flew in en masse from Hartford, WI. • the live broadcast by CNN from the An tique/Classic area, featuring Peter Sher win's Waco SRE, Art Knowles' Com mand Aire and Densel Williams' Aeronca Super Chief. • the beautiful Waco ATO Bud Kilbey had been working on for years was com pleted by Ted Davis for Bud's son, Mark. • the Linco Aces Waco Taperwing re stored by Barnstormers Workshop in Griffin, GA for B.F. Goodrich. For members and volunteers, it was a Convention to remember, so plan on being here next year. The dates for EAA Oshkosh '98 are July 29 - August 4.
HEY, THE FLY-IN SEASON
ISN 'T OVER YET!
Sure, the summer is over and a little snap is in the air, but there's plenty of good fly-ins to attend . You don't want to miss the 40th Annual Tulsa Regional Fly-In in Bartlesville, OK at Frank Phillips Field, September 19-20. Call Charlie Harris at 918/622-8400 for information. For those of you out west, the Copper state Fly-in, Mesa, AZ is approaching, Oc tober 9-12. Call Bob Hasson, 5201228 5480 for more information. Also, in the hill country of central Texas, there is the Southwest Regional Fly-In, in Ker rville, TX. Call Stu McCurdy, 512.388-7399. For more fly-ins, take a look at the Fly In Calendar on page 29.
(Left) Members visiting Antique/Classic cor ner this year were greeted with a few changes. In the lower left of t he photo, you can see the two new Information and Volunteer booths built this past spring, and the new welcoming arch over the newly paved Red Barn walkway. If you 're a volun teer, that small building to the far right is the Volunteer break shack, were you can get a lemonade to drink and a snack to munch on. The volunteers who take care of such an essential area of the Antique/ Cla ssic area are featured in this month's Volunteer article, starting on page 6.
(Above) The Grand Champion Classic, Joe Fleeman and Ken Brown's Piper PA-22 Tri-Pacer.
EAA Oshkosh '97
Top Ale Award Winnners
(Above) The Grand Champion Antique, Tom Wright's Beech 0-175 5taggerwing.
(Right) The Grand Champ i on Contemporary, Dave Cummings ' Howard 500.
ANTIQUE/CLASSIC ELECTION RESULTS
EAA MEMBERSHIP DUES INCREASE
In elections held during EAA Oshkosh '97, the following were elected: Vice President - George Daubner Treasurer - Charles Harris Directors: Bob Brauer
Stan Gomoll
John "Jack" Copeland
Dale Gustafson
Eugene Morris
Phillip Coulson
R.J. "Dobby" Lickteig
Through the efforts of volunteers and staff alike, the cost of EAA membershi p has re mai ned constant for members for over 7 years. Becoming more efficient and cost effective in business practices doe s have its limitation s, and inflation inex orably marches on . During these pa s t seve n years, a number of initiatives and program s have been added whi le holding the line on costs, including the Flight Advi sors an d Flying Start programs. Time seems to have its pric e, though, and the costs of doing business , outside services and the like have increased to the point where a dues increase is required. Beginning January 1, 1998, EAA's annual membership dues will increase to $40.00 per year. International EAA memberships will increase to $52.00. Youth memberships for those under age 19 wi ll cost $23.00. Re newal notices mailed in September for mem berships scheduled to expire in January 1998 will reflect the new dues rates.
OSHKOSH AREA CODE
CHANGE
The 414 area code has been shrunk to include only the Milwaukee metro area. As a result, the local area code for Oshkosh is now 920. That change is effective im mediately. Calls made to EAA Headquar ters using the 414 area code will go through until October 25 , 1997 at which time the new area code of 920 must be used.
TAXING SKYDIVERS? File this one under the heading "I can't believe they even need a law for that!." In one of those stories you can't help but laugh about, except they used to be se rious, the new Taxpayer Relief Act recently voted and approved by Congress provides relief from the 10% passenger ticket tax for skydivers. It seems that in 1993 an IRS inspector decided that skydi ving centers who flew larger a ircraft such as a DC-3 for use as jump planes would have to collect the pas senger tax from each skydiver, since they were flying on an "airliner." The U.S. Para chuting Association protested, and happil y, Congress and the IRS agreed to specifically exclude skydivers from the tax. In a fit of common sense, even the IRS commissioner agreed that signing on to the new interpreta tion of the law was a "no brainer." He was quoted as saying something to the effect of "They don't even finish the flight - the y jump out halfway ," as he ... agreed to the new law. VINTAGE AIR PLANE 3
tAA OJHKOJH '97
Antique/Classic Awards
AIiTIQUE. GRAliD CI=IAMPIOIi: Thomas Vright, RU55ell. KY 1944 E:>eechcraftJtaggerving. (li40t) Rt/E.RVE. GRAliD CI=IAMPIOIi: Jtephen Dyer and Jim Dyer. E:>righton. CO 1944 E:>eechcraftJtaggerving (liC9290M) CI=IAMPIOIiJiLVE.R AGE.: Mark KilbeyJouth E:>end. II'i 1930 Vaco ATO (1'i11211) RUliliE.R UPJlLVE.R AGE.: Greg Merrick. Jackson. VY 1929 E:>uhVport Airsedan (I'iC8451) P.>ROliZE. AGE. CI=IAMPIOIi: Tim Talen.Jpringfield. OR 1939Jtinson MV75 (I'iC22548) P.>ROliZE. AGE. RUliliE.R-UP: Geo R. Mindall. tnglewood. FL 1937 Fairchild 24GT (1'iC19173) P.>ROliZE. AGE. OUVTAliDlliG OPE./i COCKPIT P.>IPLAliE.: Roy Redman. Faribault. MI'i 1940 Vaco UPF-7 (1'i30143) P.>ROliZE. AGE. OUVTAliDlliG CLOftD COCKPIT P.>I PLAIi E.: Greg Merrick. Jackson. VY 1938 Cunningham-Mall PT-6F (1'iC444) P.>ROliZE. AGE. OUVTAliDlliG CLOftD COCKPIT MOliOPLAIiE.: Kent andJandy P.>lankenburg. Groveland. CA 1939Jpartan Executive (I'iC17667) ClifTOMIZE.D AIRCRAfT OUVTAliDlliG: PeterJhervin.Jt. Louis. MO 1940 VacoJRt (I'iC20961) TRAliJPORT CATE.GORY CI=IAMPIOIi: Continental Airlines. Mickory Creek. TX 1940 Douglas DC-3 (1'i25673) TRAliJPORT CATE.GORY RUliliE.R-UP: Villiam Rme.Jouth P.>arrington. IL 1944 Grumman Gome (1'i600Zt) VV-II E.RA MILITARY TRAlliE.R/LlAJIOIi CI=IAMPIOIi: D Vogernese. tau Claire. VI 1943 Fairchild PT-23 (1'i60629) 4 SEPTEMBER 1997
\.1\.1-11 MILITARY TRAlliE.R/LlAJlOIi RUliliE.R-UP: Dennis E:>lunt. Rockford. IL 1943 Fairchild PT-23 (1'i60418) \.1\.1-11 MILITARY TRAlliE.R/LlAJIOIi OUVTAliDlliG: John Friling. Lombard. IL 1944 Taylorcraft (1'iC46211) \.IV-II E.RA CI=IAMPIOIi: Jtephen Johnson. E:>loomington. IL 1943 E:>eechcraft Dl7J Jtaggerving (I'iC17985) \.1\.1-11 E.RA RUliliE.R-UP: David fagman. Lawrence. tV 1944 E:>eechcraftJtaggerving (1'i4417J) VV-II E.RA OUVTAliDlliG OPE./i COCKPIT P.>IPLAliE.: Curt Drumm. Manitowoc. VI 1943 E:>oeingJtearman (I'iC 10661'i) \.1\.1-11 E.RA OUVTAliDlliG CLOftD COCKPIT MOliOPLAliE.: James E:>ennett. Crescent City. FL 1943 Moward DGA-15P (1'i1335M) ClifTOMIZE.D AIRCRAfT CI=IAMPIOIi Loel Crawford. LaFollett. TI'i 1941 Vaco UPF-7 (1'iC32084) ClifTOMIZE.D AIRCRAfT RUliliE.R-UP: Tom Flock. Rockville. II'i 1941 Vaco UPF-7 (1'i32029) CI=IAMPIOIi AliTIQUE. ClifTOM P.>UILT: Jim M055. Graham. VA 1938 MG2Jpeciai (1'i222MG)
CLAfflC GRAliD CI=IAMPIOIi: Kenneth E:>rownlJoe Fleeman. Lawrenceburg. TI'i Piper PA-22 Tri-Pacer.1'i2848P Rt/E.RVE. GRAliD CI=IAMPIOIi: J. F. Fisher III.Jenoia. GA Piper PA-12 (1'i7885M) CLAff I (0- 80 I=IP): Larry Johnson. Anoka. MI'i Aeronca Chief (I'iC9756t) CLAff II (81-150 I=IP): Alan and JackieJowell. tvergreen. CO Funk F2E:> (I'iC16251'i)
CLAJJ III (1511=lP & UP): Valerie and jimJlocum, Mosco, T/'I Ce55na 195b (/'I2158C) ClifTOM CLAJJ A (0-80 I=lP): james butler, batesville, AR Piper j-3 (/'I6493H) ClifTOM CLAJJ ~ (81-150 I=lP): Mark and judy Ohlinger, Akron, OH bellanca Cruisair (/'186937) ClifTOM CLAff C (1511=lP & UP): Gary black, Vero beach, FL bellanca Cruisemmter (/'I524A) ClifTOM CLAff D: Kenneth Kinne,Jisters, OR Ce55na 195 (/'I2171C) Best of Type Aeronca Champ: 7bCM, Richard Charette, Wadsworth, IL, (/'184405) Aeronca Chief: Duane Huff, Lawrenceville, GA (/'I3420t) ~eechcraft: ~onanza ~.
Richard Komn,Jan Francisco, CA (/'I5204C) ~ellanca: 14-13-2. jeff Plantz, Madison, WI, (/'174424) Cessna 120/140: 140A David Lowe,Jacremento, KY, (/'I9499A) Cessna 170/180: 170, William Goebel, Hurst, TX, (/'114645) Cessna 190/195: 195b, Charles Webb, Ft. Worth, TX (/'I195CW) ercoupe: 415C, Jhawn jennings, Columbus, 1/'1 (/'I3530H) Luscombe: 8A james b . Zazas, Carthage, /'IC (/'145504) /'Iavion: /'Iavion A. Pete, Kelli and Clay Heins, Arcanum, OH (/'I75PM) Piper j-3: Howard brandon, Murray, KY (/'I7158H) Piper (Others): PA-12 Dan trnst, Maplewood, M/'I (/'15301 M) PA-20 William Cumberland, Woodbine, MD (/'I7403K) Jtinson: 108-3, joseph jacobi, Mexico, MO (/'IC6521M) Jwift: GlobeJwift, Virgil Vetter, Plattsburg, MO (/'178184) Taylorcraft: ~C 12D, james Zangger, Cedar Rapids, IA (/'194953) Limited Productions: Mooney Mite, Robert bone, Ft. Wayne, 1/'1 (/'14173) ~fJT AMPI=lI~IA/'I:
Grumman Mallard, William R. Rose, Jouth barrington, IL (/'Il00bR)
COtiTE.MPORARY GRA/'ID CI=lAMPIO/'l: /'10. Pacific Management Corp., Dave Cummings,
Portland, OR
1960 Howard 500 (/'I5004P)
R~RVe GRA/'ID CI=lAMPIO/'l: joel Miller,Jolor, IA 1956 Ce55na 172 (/'I6910A) OUVTA/'IDI/'IG ClifTOMIZeD: Darwin Terpstra, Phoenix, AZ 1960 Piper PA-24 (/'I6650P) ClifTOM CLAff I (fingle engine 0-160 hp): john Van Lieshout, Toronto, Ont., Canada 1958 Ce55na 172 (CF-DGf) ClifTOM CLAJJ II (161-230 hp): Paul Fulierton,Jt. Ignace, MI 1959 Piper PA-24 180 (/'I6014P) ClifTOM CLAff III (231 and Up): jimJteier, Omaha, /'It 1960 beechcraft bonanza (/'I30Yj) ClifTOM MULTI-E./'IGI/'Ie: Jummit Aviation, Middletown, Dt 1957 beech tHV (/'I57PF) Outstanding in Type ~eech (fingle engine): Don Gaynor, tnglewood, FL 1959 bonanza (/'I5337t) ~eech (Multi-engine): Ronald Hyde, Kenedy, TX 1959 t-185-9700 (/'I317MH) ~ellanca: /'lone Cessna 150: /'lone Cessna 170/172/175: JheldonJoldwisch, bensenville, IL 1959 175 (/'I6702t) Cessna 180/182/210: DaveJeymour, Plano, TX 1959 Ce55na 182b (/'17161 t) Cessna 310: Dean Calian/HowardJchenck,Jouthlake, TX 1958 310/Riley Rocket (/'I6644b) Champion: 19597tC Mike Foote, Olathe, IV (/'I8539t) Mooney: /'lone Piper PA-18- /'lone Piper PA-22 Tri-Pacer: 1956 PA-22 (/'I4408A) Doug Galioway,Jandusky, OH Piper PA-24: 1960 PA-24 (/'I47028P) Robert McGraw, Chalfont, PA Piper PA-23 Apache/Aztec: 1959 Apache (/'I4150P) james Craycraft, Amherts, OH Limited Production: 1956 Chipmunk (/'118048) William R. Rose, Jouth barrington, IL VINTAGE AIRPLANE 5
VOLUNTEER HOSTESSES attd
SALLY'S ALLEY
*
by
Patricia "Trish" Dorlac Lorraine Eberle, Lorraine Schramm and Sue
£ Eichman help feed the volunteers by running lil the Antique/Classic "Little Volunteer Building" during the Convention. What a deal - you can spend time volunteering for the Division, and _ _ _ _ __ _.:;:.(;lL.o;.....u.. I get a free lunch in air-conditioned comfort! ~
....._ _ _...JII_
When I think of hospitality and relax ation at Oshkosh, I think about the "Little Volunteer Building" behind the Red Barn . The greatest thing about this place is not just that volunteers in the Antique Classic division can go there for food and drink. It is not just that it is a great place in the dead of summer with its wonderful air condi tioner. ..something I have not yet convinced my husband is a necessity in our tent. The best thing about our little place is that this is the place to visit and relax with other volunteers, especially Lorraine Eberle, Sue Eichman, and Lorraine Schram. These fine ladies are the three primary workers in this building. There are others who fill in from time to time and their work is greatly ap preciated as well. These ladies make sure this "rest area" is operational practically all day every day during the convention. Not only do they make sure that we have coffee first thing in the morning, they also keep us supplied with cold drinks and sandwiches from Operation Thirst. As if that were not enough, I think they plant extra rows in their gardens earmarked "Oshkosh" as they also bring in their own fresh vegeta bles, wonderful home-baked goodies, and other assorted treats designed to spoil us! Judi Wyrembeck is the "Volunteer Host ess" chairman and has been a full time vol unteer for about fi fteen years. She is a co chairman at EAA Convention Headquarters and works during the Convention distribut ing vehicle passes and handling complaints and requests. She has been the Chairman of this classy hangout we volunteers like to frequent since its first year. She prepares the volunteer lounge ahead of time, clean ing and hanging up pictures and banners. Art Morgan approached Judi more than ten years ago when he came up with the idea of a place for the volunteers to sit and rest, get away from the crowds and heat, and enjoy 6 SEPTEMBER 1997
o
Seaplane judges and longtime volunteers Bill Schlapman and Owen Russell enjoy a break and a snack in the comfort of the Volunteer Break shack.
a cold drink and food before returning to their duties. Like everything else at Oshkosh, this became a team effort for the Antique Classic volunteers. Buck Hilbert donated the air conditioner and refrigerator. Bob Lumley did the carpeting and many others helped with cleaning the building. Formerly the Flight Line Operations build ing, there was some work required to trans form it into the cozy place we have now! The benches were added and cushions were donated by the University of Wisconsin at Oshkosh! Stan Gomoll did the electrical wiring and Bob Lumley put in the sink and built the countertops. Judi says that the biggest challenge was trying to get the win
dow covering applied, but with much per severance, this was done as well! I love learning about the way things have come about at Oshkosh. One person, or a group of people have a vision and everyone pitches in to make it reality. I gain greater respect and admiration for the men and women who have donated years of their life to our division to make it better for all of us. I am so proud to be a part of it. I am also very grateful that I can enjoy these wonderful benefits when I volun teer!!! Judi , Sue and Lorraine each told me how much they enjoy being a part of the convention every year because of the peo
Mark Boles, Kyle Cooper, Eric Presten and Walter Bowe relax while watching the EAA aviation world go by. Stan Thomas (inset) demonstrates how relaxing a visit to "Sally's Woods" can be at the end of the Convention day!
pie! They are well placed as "volunteer hostesses." Every person I have ever met working in this building is outgoing and friendly, willing to listen and visit with all of us! This building has been a place for people to gather themselves if there is an emergency and even became an unofficial first aid station one of the very hot years. People were taken in to cool down and re lax because of the building ' s proximity. This group of volunteers happily slipped
into the role of nurse very well! Judi can personally tes tify to the medical expertise of this group! One year she in jured herself and hobbled to the Volunteer center. She was cared for by the volunteers, including Jean nie Hill who iced her injury while Karl Swig ley called for an ambulance , Don Toeppen helped her into it, and George York directed traffic so she could be taken
to the hospital! Talk about cooperation! I become more convinced every time I visit with someone about our volunteers that there are none like them!! What an awe some group of people! Lorraine Eberle was originally recruited off the golf course to sew flags for the Con vention. She started out cutting but was quickly recruited by the folks who work on the flower and plant displays around the convention. Judi asked her to work in the volunteer building and she has been there ever since. Besides her work during the Convention, Lorraine is a docent at the mu seum, still does the flowers, and helps dec orate the EAA museum every year for Christmas. Some of the job benefits she enjoys include driving around in the John Deere "green machine" ... it reminds her of growing up on the farm . . . and being with all the people every year. Sue Eich man was a student of Lorraine's, and later taught with her! Now they both work at Sally Ryan (left) watches as (right to left) Max Barbee, Bob Ziegenhals and Logan Boles get the portable grills ready for cooking fresh trout for the masses in the "Oaken Alley." VINTAGE AIRPLANE 7
Here, Sally and Brian stand behind Walt and Trish Dorlac, active Antique/Classic volun teers from Enid, OK. The Division lost Brian just prior to Convention in an aircraft accident in Europe, but with the help of her many Antique/Classic friends, Sally continues the tra ditions started with her late husband.
the Museum, with the flowers, and in the vo lunteer building. Lorraine Sch ram is from Madison and has been a part of this gro up for many years as well!. Next time you are enjoying the company of these won derful ladies, let them know how much we appreciate them! SALLY RYAN is another great reason to keep coming back to Oshkosh! For 27 years she has been located in the same spot at Oshkosh, affectionately referred to by many as Sally's Oaken Alley. Because of the ex tended hours many of us work on the f1 ight line, Sally's has become the late night hang out for those of us who are hungry for food or great company. Both of these needs are taken care of in the Oaken Alley! Although Sally is not an "official" chairman, she has been the chief cook for 27 years. Her hus band Brian has been the supervisor of clean up until this year when he died in an air plane crash shortly before Oshkosh, leaving us to mourn his loss. Although he is not here with us, we all feel his presence. Sally usually arrives two weeks ahead of time to get things organized ... if you stop by, you can easily see why this might take
With Sally's tent anchoring the corner, the open air " kitchen" and a variety of tents fill in the shade that bisects the AlC camping area. Sally's Woods and the service she unselvishly gives to all who ask, most of whom are volunteers, has become a beloved fixture in the Antique/Classic area during the annual EAA Convention.
(Below) Longtime camp host and friend, Brian Ryan , Sally's husband, pauses for a moment during cleanup at his last Oshkosh in 1996. Friends from all over the world have camped sur rounded by the hospitality Sally and Brian gave to each.
two weeks! She makes a run home for food abo ut midway through the week to pick up more of the wonderful things she has prepared in advance. Some nights she might feed 50 people! Many of us who re side with Sally make frequent stops for snacks all day long! This is a place where you really feel as if you are at home. The easy chair has been replaced with lawn chairs and picnic benches, the refrigerator is an ice chest, and the lights flicker and' smell like c itronella, but the atmosphere cannot be beat. I have spoke to many peo ple who have been welcomed into Sally's Alley and the comment I hear most often is how Sally makes everyone feel at home and as if she has known them a long time. What a great gift. Sally has created a place that we can call our home away from ... home! We think you are great, Sally! 8 SEPTEMBER 1997
N4J8JC, SN 409 . by
.
Nancle Cummmgs
The two place tandem tail wheel aircraft, the 7EC , was first built by Aeronca ; however, N4383C was built by CHAMPION AIRCRAFT Corporation of Oceola, Wisconsin in 1956. In all, a total of 776 7ECs were built, with 96 built by Aeronca and the re mainder by Champion. N4383C was SIN 409. The 7EC was de signed as the first of the Champion "7" series with an electrical system . The airplane was equipped at the factory with a 90 hp Continental engine, a radio and auxiliary fuel tanks. The 7EC was called the Champion, the Traveler and the Champion Deluxe. The 7EC was the predecessor to the tandem two place aerobatic air craft, the 7ECA, commonly referred to as the CIT ABRIA. Production on N4383C was completed on April 26, 1956 in Osceola, Wisconsin. The airplane spent her first year of life, 1956, as a training aircraft in Quartz Hill, California at the Ritter Flying Service. N4383C's first owner was Mr. Hank Coffin. During this first year, N4383C was flown about 850 hours. In 1957, N4383C was purchased by Mr. Ken Johnson of Braw ley, California who owned an agricultural flying service. The Johnson family owned N4383C from 1957 through 1992, using the aircraft solely for pleasure with 4383C being flown by the daugh ter, Denise, and also by Ken Johnson's wife. The aircraft was also frequently used to over fly many of the clients' fields to check out their condition. While in the ownership of the Johnsons, the cur rent restoration of N4383C was begun in ·1984. The aircraft was completely recovered using Stits fabric, finished in white paint, a new light gray headliner installed, a new McCauley 7345 cruise propeller installed, and the engine overhauled . The recover was done at the Salton Sea Airport and the engi ne overhaul by Kuhn Aeromotive. The aircraft was maintained as original from the fac tory with no additions or modifications to the airframe or power plant. A pull-to-engage type crank starter is used to start the en gine. The 7EC, the first of the Champ series to have an electrical system, was fitted with Grimes navigation lights; the present ones are original and functional. During these 36 years, about 750 more hours were put on N4383C's airframe and powerplant. In 1992, N4383C was purchased by Mr. Les Deline of San Diego, California who had restored many antique biplanes previ ously, especially Stearmans and Travel Airs. During this time, 1992-1994, N4383C was repainted white with the cowling done in Nashville Fleet orange and the fuselage trimmed in blue stripes,
with the numbers on the wings in blue. The original paint scheme used by the factory was straw and red. The pilot and passenger seat upholstery was replaced, a new radio (Val Com) and transpon der (Narco AT50) installed (as the airplane was being operated out of a field with a tower), and the original wheel pants were in stalled, trimmed in blue to match the wings. In 1994, N4383C was purchased by Nancie Cummings of Mi ami , Florida (a fisheries biologist and student pilot with about 32 hours of time) for the purpose of completing her Private License. The aircraft was flown from California to its present home in Mi ami by Nancie and an instructor, Mr. Pete Mason of Santa Paula, California. During 1996, new Hooker Sport Shoulder Harnesses and seat belt restraints, blue with orange trim, were installed on the passenger and pilot seats, interior side panels removed and re painted original gray as from the factory, passenger and pilot seat frames removed, sanded, primed and repainted flat black, interior floors were removed and varnished, and the glare shield removed and recovered in a flat black upholstery material. Baffles were re moved and replaced new, and the original heater that had been re moved was replaced new (it does get chilly in Miami). Since N4383C moved from her original home in southern California to south Florida in 1994, about 350 hours have been put on the air frame and powerplant. During April of this year, N4383C reached the 2000 TT hour mark on the airframe while on a cross-country from Richards Field in Miami to Winter Haven on the west coast of Florida. N4383C burns a little more than five gallons of fuel per hour (I usually flight plan for 5.5) with the 90 hp engine and cruises at about 95-100 mph, although on a good calm day, if trimmed up, one can get close to 105 mph . There are also many of those days when we see the tractors just pass the little Champ with a big smi le. Today N4383C spends her days in a big hangar keeping company with lots of other Aeronca Champs, Piper J-3 and J-5 C ubs, a Cessna 170, a Ryan PT-22 , and even a clipped wing Monocoupe , just waiting to fly above the little grass strip at Richard 's Field in Homestead, Florida. ... VINTAGE AIRPLANE 9
Vintage Seaplanes by Norm Petersen Our rov ing VINTAGE AIRPLANE am bassador, Buck Hil bert, recent ly spent some time in Alaska and among hjs many adventures was a trip around the world's busiest sea p lane base at Anc horage. T he base is made up of Lake Hood and Lake Spenard wit h a large, man-made canal between. This barbell-shaped seap lane base is home to the world's largest collection of sea足 planes and aircraft movements are di足 rected by the Anchorage control tower, as the entire seaplane base is wit hin the control area. The waiting list for a spot to park a seaplane is very lengthy, w ith esti足 mated waiting time presently being 12 to 20 years!
Coming in for a landing at the Anchora ge Seaplane Base is a DeHaviliand Beaver, N62197, SIN 56-0419, registered to Richard Guttis of Wasilla, Alaska. This Beaver uses the two-bladed propeller and has the flaps and ailerons well down for landing. You can easily see the canoe paddle mounted on the right hand float - a floatplane pilot's best friend. Note the ropes hanging from the floats and the wing struts for dock handlers to grab. Climbing onto the step for takeoff is this De Havilland of Canada DHC-2 Beaver, N340KA, SIN 1127, registered to Ketchum Air Service, Inc,. Anchorage, AK. The pilot is just about ready to roll the Beave r forward on the step as the bow wave has moved aft , almost to the po i nt where forward pressure on the yoke will put the floats on the step. Note the flaps are deployed for takeoff (about 20 degrees) and the ailerons are "drooped " about ten degrees to help the takeoff. This Beaver has a three-bladed propeller and the baggage compartment mod with the long window. There are presently 253 Beavers on the U.S. register of which about 105 are registered in Alaska.
On t he shore of the lake , this nice looking Grumman G-44 Widgeon with original 200 hp Ranger six-cylinder, in足 li ne engines and controllable Hartzell props is being washed. In addition to the fancy polished spinners, the W i dgeon features a one-piece w i ndshield and a George Pappas designed anti- s plash rail around the nose. The FAA records indicate there a re still about 26 Widgeons with the original Ranger engines out of a total of 71 still on the register. It would be interesting to know the origin of the really large airplane float on the lot next door on the extreme right of the photo.
10 SEPTEMBER 1997
It is difficult to imagine the number of sets of floats that are used in the Anchorage area. These float racks are nearly full and the picture was taken when most floats were in service on their respective airplanes!
These photos, taken in 1936, were sent in by Holland Redfield of Cutchogue, NY, who owned this Waco QCF-2, NC11469, SIN 3554, mounted on a set of Edo L-2260 floats. According to Juptner Volume 5, this particular QCF-2 was the prototype airplane beefed up for Edo L-2260 floats and went into service in the upstate New York lake region. When these pictures were taken, Holland (whose nickname was Dutch) had only a few flights under his belt and learned later about retracting the water rudders! (See aerial photo.) The photo of the same Waco QCF-2 on wheels was taken when the plane was chartered from Holland to photograph a flood in lower New York State. One can see from the picture it was a lousy day for flying and Holland was sweating out the return of the two company pilots attired in coveralls and his precious Waco. Note the deluxe appointments - Grimes navigation lights, Townend ring cowling on the Continental A足 70 engine of 165 hp and the beautiful metal wheelpants.
A very special "thank you" is extended to "Dutch" Redfield for contributing the beautiful photos. Besides authoring two fine books on aviation, he was a Senior Check Pilot on the Boeing 747 for Pan American Airlines before retirement twenty years back. His interest in aviation is as keen as it was when he started flying at the age of 19. VINTAGE AIRPLANE 11
This month's Mystery Plane is from the co ll ection of Boardman C. Reed, Brownsv ille, CA. R.S. "Stan" Staples took the photo at Callies Flyers Airport in south ern California back in 1928. Answers need to be here at EAA HQ no later than October 25, 1997 so they can be included in the De cember issue of Vintage Airplane.
The June Mystery Plane brought back a lot of memories for many readers, especially those of you from the South. One of our first re sponses was from the far northwest, our regular participant Ralph Nortell of Spokane, WA: "In the Civil Aircraft Register for Jan. I, 1964, NR2950 is listed as: Huff-Daland "Pe trel, ' SIN 54, mamljactured in 1925. As ofJune, 1946, the owner was listed as Delta Airlines, 1nc., Dusting Division, Monroe, LA. Probably originally jitted with a 200 hp Wright J-4 radial, the photo shows NR2950 with the improved 220 hp J-5 installed. "As early as 1922, experiments had be gun using airplanes for dusting boll-weevil infested col/on areas of the south. The HuffDaland Aero Corp., Ogdensburg, NY is acknowledged to be the first aircraft mamljacturer to show interest in the com mercial jield ofaerial crop dusting, a jield that was almost unlimited at the time. 1n the robust 'Duster' biplane of 1924, HufJ Daland had a very suitable airplane for crop dusting. But a dependable engine had to be found to provide enough power for the necessary maneuverability and safety. After various motors were tried, it was decided that the Wright ' Whirlwind' J 4 200 hp radial was best for the job. After months of service under less than favor able conditions, th e J-4s were reported to be pel/arming well with a minimum of maintenance. "Two versions of the 'Petrel ' were pro duced along with the 'Duster' in 1924. Th e Duster and the Petrel Mod. 4 had tapered wings, while the Petrel Mod. 5 had straight wings. The tail assembly incorporated a small verticaljin with balanced rudder. So, the large rudder with no jin must be a later modification on the Petrel. "In 1926, the HufJ-Dalandjirm became the Keystone Aircraft Corp., Bristol, PA. The Huff Daland dusting operations continued on, even tually extending into South America. .. From Larry Beidleman of Granada Hills, CA we can add this: .. . . . The logo on the side ofthe fuselage gives the whole mystery away. It is a most famous symbol. It is a large triangle with a face illustrated in the center. The face is bearded, wearing a winged helmet and the mouth is blowing blasts of wind - or dust. The words lettered on the left side ofthe tri angle are 'Delta Air.' The word 'Corpora tion ' is lettered on the right side leg. Across
u.s.
12 SEPTEMBER 1997
George Townson, Willingboro, NJ sent us these two shots of our June Mystery Plane, the Huff-Daland "Puffer", which he took one afternoon in 1938 in Homestead, Flo The Dusters were flown all over the South, and later, in a effort to keep the company busy during the "off season," operations were expanded into Mexico and South America. George took the photos while in Florida when he was dusting with a Pitcairn PCA-2 autogiro. He is an indispensible resource when it comes to autogiros, and Pitcairns in particular, having worked for Pitcairn, Kellett and Piasecki among others. His ex pertise with regard to rotary wing flight made it possible for him to author one of the best books written on the subject, "Autogiro The Story of the Wind mill Plane."
the base leg of the triangle are the words 'Monroe, LA . ' Afamous logo indeed. .. ".. . The Delta Laboratory in Tallulah, LA was influential in convincing HufFDa land to from the HuffDaland Crop Dusting Co. in Monroe, LA That started th eir air craft development that lasted into the 1940s. " Ray Dyson, Vero Beach, FL, pointed out that Delta maintained its dusting division un til 1966, long after it had become a major ai r
line. Brian Baker of Farmington, NM men tioned in his note that he wrote his Master's thesis on earl y developments in agricultural aviation, and he continues to collect material on the subject for a book on the subject. You can write him at 1522 Santiago Av., Farm ington, NM 87401. Brian Bristol, Inver Grove Heights, MN,
Continued on page 28
by H.G. Frautschy
Michael Sowell keeps the Funk shining for his dad. He's pretty sure the Funk is his, just ask him!
Restorations of certain airplanes seem to get completed in bunches. In the past, Piper Cubs had their fling, and Super Cruisers, and lately, the Aeronca Chief has been high on the lists of nice restorations. Now, the Funk series of two-place cabin monoplanes seems to be getting its due . Just a couple of years ago we saw, among others, Orlo Maxfield ' s beautiful Funk restoration. Now, added to the fleet of great looking Funks we have Alan Sowell's EAA Oshkosh Class Il (81-ISO hp) Champion Funk F2B . This particular Funk F2BC started out its aviation career as one of the darlings of the Funk factory - it was the factory demonstrator. One of the last Customaires to come off the factory line, it is SIN
40S , and they went up to about No. 438 . The Customaire was the most deluxe model Funk built, and according to Joseph Juptner in "U .S. Civil Aircraft," it sold for $400 more than the standard Cessna 140 of 1947. With a Continental C-8S-12F spinning a wood prop at 2,3S0 rpm, you could expect a Funk to zip along at lOS mph. The Funk's looks belie its speed. Too many have judged their rather portly appearance incorrectly, and they expect them to perform slovenly. But the little monoplane with the big airplane feel has a maximum speed in level flight of 117 mph, and can climb around 800 fpm at sea level. Per formance like that has meant those who are fortunate enough to al ready have Funks have developed a reverence for the aircraft that borders on being positively zealous! These guys and gals really love their Funks, and they're happy to tell you all about them, provided you don ' t point and laugh at its "chubby" belly. Alan's Funk F2B, NCI62SN, is one of the classy models, a Cus tomaire that was completed in the Coffeyville, KS Funk factory on January IS, 1947, just a few short months before the bottom fell out of the post-war light plane market. For several months, it stayed at the factory, being used by the factory pilots to give demonstration rides. Eventually, it was bought by the Chicago area Funk distribu tor. On the way there, Flying magazine did a feature article on the airplane written by Max Karant, Flying's "Check Pilot" at that time. He seemed to really enjoy his S90 mile flight in the Funk. " It is un fortunate that no more than 308 Funks have been built since the brothers started business in Akron, later moving to Coffeyville. This extremely rugged, very safe, conventional light plane should be bet ter known," he is quoted as writing. Flying's article would be something that would prove invaluable later on. Can you imagine how neat it would be to find out that the airplane you're restoring was depicted in photos splashed all over the pages of a major magazine? What luck! VINTAGE AIRPLANE 13
NC1625N was flown by Flying magazine columnist Max Karant from the Coffeyville, KS factory to the Chicago Funk distributor, Ray Barber, and was written up in a fly ing review in th e April, 1947 issue of the magazine.
Alan Sowell demonstrates the plug-in landing light included with the Funk. If you planned on flying at night, you could plug a pa ir of these in and see where you were landing, and then when you were done, pull them out and put them in the baggage compartment. A clever electrical plug connected when you pushed the mount tube in and locked it in place with a twist.
The backlit instrument panel and dual yoke controls are complimented by wool upholstery and a new headliner.
The steerable Funk tail wheel can become full swivel for ground handling by pulling the locking pin and lowering the yoke. 14 SEPTEMBER 1997
Unfortunately, those could be tough times for light plane dealers, and the Chicago area Funk dealer, Ray Barber, wound giving the air足 plane to his bank, and the LaSalle National Bank got to try to sell the airp lane. A fellow from Washington, D.C . bought the yellow and maroon Funk. He didn't keep it too long, and by the 1950s it was registered with the McKenzie family and later their Resort Air Ser足 vice. It stayed in the family well into the early 1980s, when Alan saw the plane sitting in the back of the hangar. For years it sat in the hangar in Southern Pines, North Carolina, and Alan finally got up the gumption to ask for a ride the next time he saw the owner. She gave the young Alan a ride, and he really liked it. Keeping his eye on it, the Funk was sold to another member of the owner's fam ily, but it sti ll didn't see much time in the air. Alan was a freq uent visitor, so he kept looking after the tired looking Funk, and when he saw the owner one day, he gave him the standard " ... if you ever think of selling it, would you please give me a call?" request. Alan didn ' t let it just drop with that one request. He was earnest in his pursuit, and sure enough, after six months of "would
you consider .. .," the owner called one Sunday night and asked ifhe was still interested. The next day, he went out, bought it the next day and rinsed about an inch of accumulated dirt off of it. A check of the en gine, new fuel and a good solid prime and the Continental was off and running, and running well. Happily, the Funk was in good shape, good enough that Alan flew it for the next seven years. He had a ton of fun with the airplane, but as the years passed, it was obvious the time was getting near when the Funk would need a restoration. The covering was a rather heavy Ra zorbackjob, and while it was holding up well, the wood formers underneath were not holding up their part of the structural bar gain. It was time to do a rebuild. The Funk was stripped of the fiberglass covering, and a close inspection of the wood revealed plenty of work to be done. In fact, except for the wing spars, all of the wood in the airplane has been replaced, including the wing ribs. Getting to see the air plane uncovered gave Alan a real appreciation for the ingenuity built into the Funk, not to mention its strength. The sheet metal was also due for some work. The nose bowl and lower cowling were good, and could be reused, and so were the fairings for the tail. A new set of cowl doors were made , and the crowning touch, an original pair of Funk wheel pants. In fact, as is typical of many restorations that result in very accurate airplanes, the more Alan researched, the more he realized he had a very origi nal airplane on his hands. He even had a pair of original Funk landing lights that can be plugged into sockets bolted to the for ward spar. The interior of the Funk was also a lot of fun. The airplane originally came with a wool interior, complete with sunburst style stitching on the seat back cushion. Alan took great pains to be sure and have the original style cotton batting used to stuff the cushions as well, so they would have the same appearance as they did in 1947. Foam rubber, while easier to work with, can give an overstuffed look to the cushions. A new headliner, glass and a couple of new instruments helped finish it off. This air plane is Alan's first airplane and his first restoration, and for his efforts, he was awarded the Best Restored Classic (0-100 hp) tro phy at Sun 'n Fun '97, and later the previously mentioned Classic VINTAGE AIRPLANE 15
Jim Koepn ick
The Old Rhinebeck Aerodrome's Nieuport 11 "Debe" by H.C. Frautschy The Old Rhinebeck Aerodrome and Museum are located in Rhinebeck, NY, north of New York City in the Hudson river val ley. For information you can call 914/758-8610. Weekend air shows are held from mid-June through mid-October, and the Museum is open from May 15 -October 31. Saturday shows fea ture the Pio neer and Lindbergh era aircraft, Sunday's show stars the airplanes of WW I. It's one of the neatest places in the world to sit and enjoy the sights and sounds of early avi ation, so if you live in the North east or are planning a vacation in that area , I'd put it in your itinerary. New grading for the spectator viewing area means there isn ' t a bad seat in the house, and a newl y reworked runway gives th e pilots quite a bit more room. It's certainly gratifying to see so many people are working to keep the heritage and vision of Cole Palen alive and well in Rhinebeck. 18 SEPTEMBER 1997
One of the neat small feat, and there were many volun est surp rises for at tendees of Sun 'n teers who made it happen. Larry Potter Fun th is past Spring and John Barker was the display put drove the airplanes on by Cole Palen ' s south from New Old Rhinebeck York in a rented Ry Aerodrome. As part der truck, where me of their program to reach more people chanic Tim Moore, Gene and local (Zell with the excitement wood, FL) mechan the Aerodrome and Museum have to of The cockpit of the Nieuport is spartan, ics and restorers Jim fer, they've taken a everything you need is there. In the far and Kevin Kimball couple of airplanes right are both instruments, a tachometer assembled the air and a altimeter. The two silver tubes and displays "on the extending from the tee in the center are planes and put them road" for the first the engine air intake tubes, and the fuel on display. Manning time in many years. tank can be seen just above it. Engine the display tent were Aerodrome Director Aerodrome opera controls are on the far left. Jim Hare , Museum tions director/pilot Gene DeMarco and a few volunteers staff member Karen Suchar, volunteer Lon brought a Fokker DR. I Trip lane replica nie Sue Johnson and Rotary Ramblings and a Nieuport II replica to the Fly-In, and newsletter editor Lori Robishaw. Through they took the time and made the effort to out the week they spoke with EAA mem fly the Nieuport for our photo staff. It was bers and the public about the Aerodrome the first time a rotary-engined airplane had and the unusual aircraft you can see fly flown at Sun 'n Fun , and Gene's flight in during their weekend shows, as well as in the museum. the airplane had everybody spell bound. In addition to all of that effort, the team The whoosh of the w hirling engine as it spun in concert with the big oak propeller was ab le, though the courtesy of the U.S. as it flew by made more than one "fly- in Air Force, to participate in the 50th An niversary ce lebration at Nellis AFB in ner" stop and drop his jaw in amazement! Getting the biplane to Florida was no Nevada after Sun 'n Fun. This time, the
The markings of the Nieuport are those of Victor Chapman, an American volunteer who flew for France during WW I as one of the first seven members of the famed Lafayette Escadrille. A local native of the Rhinebeck area, he was the first American killed in aerial combat in WW I.
Ryder truck wasn't needed , as the Air Force brought the airplanes to Las Vegas in a C-5! The airplanes were able to be left almost completely assembled (the rudders were removed) while in the belly of the big cargo plane. Both airplanes were flown during the Saturday show, off asphalt, no mean feat battling a crosswind with a fixed tail skid and no brakes! All the Aerodrome staff and volunteers expressed their appre ciation to the Air Force personnel at AF HQ, and McDill , Nellis and Stewart Air Force bases for their invitation and help to show the public what Cole Palen had been presenting for over 40 years - the extraordi nary aircraft and people who flew the early airplanes of early aviation. The Nieuport replica flown at the Aero drome was originally a 1930's era home built project that Cole picked up as he col lected items for the Aerodrome. It was first built to have a LeBlond radial engine for
power, but when Gordon and Kay Bain bridge started work on it in 1989, they built a new fuselage out of square steel tubing, braced with wire. (The original Nieuport II fuselage was built out of wood.) Cole and Andy Keefer had done some work on the project in Florida in 1984, Andy work ing on the wings in particular. Later, Gor don and Kay reworked those wings as the entire airplane came together, including a new landing gear, an 80 hp LeRhone and an engine mount. All the instruments (both of them!) are original, and so are the wheels (no brakes!) and the cowl. The Aerodrome staff decided to use the aircraft markings of Victor Chapman, the first American to die in aerial combat in WW I. Chapman was one of the original seven members of what was to become known as the " Lafayette Escadrille." His family still owns the estate where he grew up on the Hudson River, not far from the
Rhinebeck Aerodrome. Originally an American serving in the French Foreign Legion as a machine gunner, he later was able to transfer to a aviation section as an observer, and later, in the fall of 1915, he started pilot training. Awarded his wings and posted to the newly-formed Escadrille N.124, he started flying his Nieuport II "Bebe." His brief but brave career came to an end on June 23 , 1916 when he was shot down when confronted by five enemy planes. The Aerodrome's Nieuport will fly as a tribute to their local hero, and in honor of all those who flew for France as the Lafayette Flying Corps. By the way, if you happen to have any spare LeRhone parts, the Aerodrome staff would certainly like to hear from you - they are in need of a crankshaft for an 80 hp Le Rhone, as well as other spares. Call Gene DeMarco at the number listed at the begin ning of this article if you can help. ...
(Above) Gene DeMarco , the Old Rhinebeck Aerodrome ' s operations director/pilot, after his photo flight. You can see the castor oil streaming back from the 80 hp LeRhone rotary engine. The engine is lubricated with castor oil in a "fu" loss" system - whatever oil is pumped into the engine will either be burned or slung off the engine as it rotates.
With the rotary turning 1250 rpm, the Nieuport 11 "Bebe" takes off from the grass and sand runway at Lakeland. Gene's flight demonstrations were captivating for most people in the crowd, many of whom had never seen a rotary engine running . VINTAGE AIRPLANE 19
snNSONffRSCONVfNfAT
SSF
Brian Launder's 1937 SR9E, NC17144. It was the Grand Champion!
by John Underwood The Southwest Stinson Club's four day (May 1-4) "Aerodrome Reunion" at Stin son Municipal Airport, San Antonio, may have been something of a disappointment to its organizers this year. They were pre pared to feed, clothe (with massive stocks ofT-shirts) and otherwise cater to 500 Stin soneers, but only about 50 aircraft showed up. There were 200 registered attendees. Undoubtedly, weather kept many away who would have otherwise flown in, and, as a consequence, a whole lot of food was passed on to the needy and homeless shel ters. Not everybody was kept away, for there was even a pilot who flew in from Alaska. Gene McMillan of Kodiak was present with his Stinson, and Kent Travis flew in from Portland, OR. From overseas, Heinz Bitterman of Germany was on hand, but since he flew in using an Airbus, he wasn't eligible for the "longest distance flown" award presented by the Stinson Flight of the Order of Daedalians . Fortu nately, there was plenty of enthusiasm on behalf of the participants who did attend, as all of the polo and T-shirts were sold out! From this writer's point of view, it was a big success. The local weather was great. The airplanes that participated, including the only active L-l Vigilant, were as bread 20 SEPTEMBER 1997
Greg Herrick's venerable SM- 6000B, NC11153. Now back in Anoka , MN for a tota l restoration , including a return to a fabric covered fu selage, it was judged the Best Prewar airplane.
and wine to me. It was also a marvelous opportunity to rap with and pick the brains of a whole lot of friendly folk kindred spirits who get charged up and turned on by the mere mention of the Stinson name.
To some of us that word is almost sacred. Hey, when you ask the man who owns one, be prepared for a long discourse. Stinson Municipal Airport is large enough to accommodate all the Stinsons
domiciled on thi s planet. It date s from 1915 and the FAA identifier code, SSF, re flects upon its beginnings, namely , the Stinson School of Flying. Incidentally, the idea of manufacturing Stinson airplanes germinated at SSF. It may well have been the dream of the visionary Emma Stinson, who ma nage d the business , than th at of her brood - Katherine, Eddie, Marjorie and Jack. SSF is on the banks of the San Antonio River which meanders north and south . It is adjacent to the Old Mission Cemetery, very likely the place where Eddie is said to have scrounged up an ornate coffin bolt to make temporary repairs to his disabled plane. One can easily imagine the young rascal abandoning his tasks as one of his mother's grease monkeys and slipping off to wile away a sultry afternoon fishing along the shaded riverbank. It was a distinct pleasure to meet and spend an evening, hosted by Col. Bill Stew art, USAF Ret. , with one of the few direct descendants of the "Flying Stinsons. " Mary Stinson Burton, the granddaughter of Jack Stinson, was on hand with her hus band, Frank . Both are physicians. Mary has a brother who flies, so the tradition continues. Mary's father was Eddie Stinson's name sake and nephew, Edward A. Stinson, 111, a Korean War fighter pilot well remembered for having parachuted into the sea near Yon dok in the early days of that struggle. Ground fire had brought his F-51 down dur ing a strafing mission. He was back in the air in another F -51 that same afternoon, pounding the North Korean tanks that had occasioned his morning dip in the sea. Jack Stinson, the youngest and least vis ible of the famous siblings, co-produced the Stinson Greyhound biplane with Eddie at Dayton in 1920. It was a good airplane but a financial bust; only a few were sold. Jack later formed the Stinson School of A viation at Detroit which operated a fleet of Waco lOs. Branches were established at Cleveland, Chicago and Cincinnati on the eve of the Great Depression. An engineer and inventor, as well as a flying instructor, Jack once had Igor Sikorsky for a pupil. Greg Herrick brought the most venera ble, and by far the largest, aircraft bearing the Stinson label. His SM-6000B, NC 11153, built in 1931, spent its first year plying the airways for E. L. Cord's Century Air lines out of Chicago. Three seasons with American followed and two with Chicago & Southern. Thereafter it was in the business of barnstorming and hauling freight , which inc luded airlifting horses in the High Sierras. With only a few hours experience in the trimotor, one can imagine the level of anxi ety that prevai led in the cockpit after one of the outboards qu it over inhospitable terrain on the trip south . Something in the carbu retor came adrift. It could easily have re sulted in a fi re, but the crew was able to get
Dave Smith's 1941 L-1 F Vigilant, NL1ZS, is the only L- 1 active.
John A. Gronemeyer's L -SE- 1. John bought it as teenager in 1980. He intends to keep it the rest of his natural life. N7618B.
Richard and Shirley Martin 's AT-19 (V77) in Royal Navy colors. It was picked as the Best Military Stinson.
back on the ground safely and the problem was soon reso lved. Marcia Gietz and Chuck Gruby were the chief organizers of the event, w ith help from EAA Chapter 35, the Natio nal Stin son Club and the Antique Airplane Associ
ation, and sponsors Univair and the South west Stinson Cl ub (their web s ite is at: http: //www .aeromar.com/ swsc.html).It was good to chat w ith former USN Red R ippe r-cum-B lue Ange l Jonsey Paul, an old Stinson ha nd, even though he was un VINTAGE AI RPLANE 21
(Left) Here's the "Best Custom 108 Voyager", NC108WW. Familiar to Vintage readers, it belongs to the Bill Whiting family.
(R ight) William Gross of McAllen, TX V-77, painted red with a charcoal stripe was the winner of the People ' s Choice Award.
able to conduct his program due to recent surgery. 10nsey was honored with the An tique Airplane Association's Lifetime Achievement award for his years of dedica tion to the historical preservation of Stin son information and aircraft. The Brook s AFB Officers C lub was made available for th e Saturday ni ght din ner/dance, thanks to Col. Bill Stewart who also rounded up several fellow Daedalians to provide ground transportation . Bill is a n a ll -aro und goo d fellow who did his tours in B- 17s and B-29s. He 's a Stinson buff, too, and has traced the clan back to the Civil War. 25 speakers gave 24 forums and work shops on everything from Stinson history to rebuilding an oleo strut. Lindsey Sam mons, who was an AAF pilot in the Pacific theatre during WW II, showed film footage of Stinson L-5's , including the " Guinea Short Lines." There are still historical photogra ph ic prints available, printed on Kodak ac id-free paper. These prints feature early scenes of th e Stinsons . Each are pr iced at $4.50. There are also tote bags available for $5.50, and videotape copies of "This Island Earth" a 1955 color sci-fi flick starring Rex Rea son and l effMorrow (who?), which can be bought fo r $ 13.00 . The movie's real star is a brand new small-tai l Stinson 108, used as the vehicle of choice for a couple of Earth lings as they attempt escape from ali ens. Yo u may reca ll see ing a short clip of th e movie in the Steve Speilberg movie "E.T." (It's be ing show n on TV in the mov ie .) Lots of cheesy 1950's sci-fi special effects, and good interior and exteri or detail shots of the Sti nson too! You can ge t more in for mat ion bye-mail from Ma rcia G ietz, stinsonv@concentric.net or gie tzm.mbr@ asme.org or yo u can write he r at Standby Power Inc., 2358 Bo lsover St. , Houston, TX 77005-2648. Please send an SASE for your reply. .... 22 SEPTEMBER 1997
Piper J-3
Cub
Scottie Ogden ' s J-3 Cub mounted on Federal A1500 skis ready to go flying. The "M .F. Corporation " strut modification has worked perfectly on this airplane since
by Norm Petersen
1953.
A Different Strut Fitting
----------~~--------------------
A chance remark during a recent Air Academy session at Oshkosh by one of the longtime instructors, Hugh McKenna (EAA 24415, AlC 9910), of Oswego, NY, produced this interesting story of a wing strut modification on a Piper J-3 Cub that has stood the test of time. Always one to keep his eyes open and his ears tuned, Hugh stumbled onto the fact that at one time, many years ago, a "fix" had been developed to restore the lower ends of steel lift struts on 1-3 Cubs to comply with AD 52-7-3. Being we ll aware of the who lesale discarding of all sorts of Piper wing struts under the present shower of "AD's" relating to rust and corrosion in the lower ends of the struts, Hugh decided to investigate this simple solution from 45 years ago. Contact was made with Walter "Scottie" Ogden (EAA 389465) of Lake Ariel, PA, who has been actively flying his Piper J-3C-65, NC98568, SIN 18787, since May 16, 1953, with a set of modified struts. The lift struts on Scottie's Cub were modified by sawing off the lower four inches of each strut (which included the strut threaded barrel) and installing new steel strut ends that are threaded for the clevis on one end. The other end goes into the strut, where it is secured by bolts through the strut and fitting. The main strut uses four 114 inch bolts (AN-4) in doub le shear and the rear strut uses four 3116 (AN-3) bolts in double shear. (See en closed photos.) The entire kit for repairing one airplane was so ld by the M. F. Corporation of Lafayette, Indiana, and was approved by the CAA. The repair was handled by a Form 337 and required a Conformity Inspection by a CAA Inspector. Scottie's Form 337 says, "The Lift Strut Fitting provided by the M. F. Corporation, Lafayette, Ind. for compliance with A.D. 52-7 3, has been fabricated in conformity with C.A.A. Approval Data on file in the Third Region Office, 185 N. Wabash Avenue, Chicago, Illinois. The completed installation must be inspected by a representative of the C.A .A. before the aircraft is released for flight." The Form 337 is signed by G. A. Barone, A & E 7198 40,20 I Dunmore St., Throop, PA, and dated 5116/53. The Con formity Inspection is signed by Paul Marsonueve (sic), D.A.M.I. No. 351. The "fly in the ointment" in this whole affair is the composition of the Lift Strut Fittings. No record can be located (so far) of the M. F. Corporation of Lafayette, IN, from over forty years ago and the FAA is reluctant to dig through their files to locate the original paper work for the fittings . It is unknown if the steel fittings are made from 4 130 chromoly steel, cold ro lled steel, or some other type of steel. The "AN" bolts are standard items and the threaded clevises are standard items, so the only m issing link is the steel fit ting. Any suggestions? Walter "Scottie" Ogden, who has been flying with the converted struts for 43 years, reports they have worked extremely well and he
Modified strut ends looking forward. Note the four AN-3 bolts in the rear strut and the four AN-4 bolts in the front strut with the strut ends left open for air to circulate. The solid steel billets from the mod ification kit are drilled at the time of installation. This set has served well for 44 years since installation!
View looking aft shows the slight taper in the billet used in the larger front strut.
has given over 130 Young Eagle flights in the 1-3 Cub during the last four years. The fact that the lower ends of the struts are open to the wind and don't collect moisture means the "fix" works very well. The number of Piper struts thrown out in just the last ten years is enough to make many oldtime aviators sit down and cry. . . VINTAGE AI RPLANE 23
PASSdh
BUCK Here's a view of the prc~linIit Seql._'~" Jim Koepnick's m,lItllp!e-eJtpCll8UllW phot. .
_1iY
by E.E. "Buck" Hilbert EAA #21 Ale #5 P.O. Box 424, Union, IL 60180 I guess it's ti me. Time to write again about propellers and hand propping. What I said in an article in the March 1990 iss ue holds true today , more than ever. 1990 doesn ' t seem that long ago, but there are a lot of new, younger pilots out there today and recent "taildragger" con verts who just haven't been indoctrinated. At the local airport a while back, I hap pened to look out the window and saw a young man trying to prop his dad's 1-3 , Hell ' s Angels style . He was winding up like a big league pitcher and swinging his leg way up almost to the height of the pro peller, and putting all he had into it. I dashed out the door and put a stop to the whole thing while we had a session on the proper way to "Armstrong" start a 1-3. I apologized to the FBO after it was over. He graciously allowed that it had to be done and he was glad I'd done it. An awareness of this so-called problem didn't really sink in until EAA Oshkosh '97. H.G. and I flew down to Hartford , Wisconsin to participate in the Aeronca ar rival flight up to Wittman Field. There were 29 Aeroncas in the flock and thinking back , our Sedan was about the only one that had a starter. The assortment of pre and postwar Chiefs, Champs, Defenders and the like were an invigorating sight. There were some really pretty ones, some utility vehicles and not a "tramp" in the bunch. I must have fallen in love at least 20 of the 29 times. Time to depart. The lineup was com plete , the briefing was over, and it was, "Man your planes and start those engines!" I ran around and tried to help as many as I could by offering my services as an "Arm strong" starter. I got a couple going and then turned around to see a young man doing it all 24 SEPTEMBER 1997
wrong. Fuel was dripping and this young fel low was propping in a way that told me he was just a little too overcautious. The " o ld instructor" in me took over. We had a lesson in propping rig ht then and there . It was also apparent that the man in the left seat wasn't too fami liar with his airplane either, since it was a re cent restoration . His questions and his hand ling of the throttle were an indication of that. I tried to explain in a few words how that "Strom baby" carburetor worked, but we rea ll y didn't have time right then to go through the whole lecture. Much to his credit, he looked me up at Antique & Classic's Red Barn later and we went through the whole explanation. The explanation of the old Stromberg NAS carburetors goes something like this. There couldn't be a more simple carburetor
in existence. These old "pots" are so sim ple even I can understand them, and that's a challenge for an illiterate like me who has to have his four-year-o ld granddaughter program his VCR. One of the first things one needs to un derstand is that there is NO accelerator pump. You can pump the throttle all day long and it accomplishes absolutely noth ing. You cannot "flood" your engine by pumping the throttle. Most of the A65 and A 75 Continentals equipped with these "pots" have primers. They dump almost raw fuel into the induc tion spider where it gets sucked up into the cylinder only when the engine is turned over. It's there for cold days, or cold starts, and it makes starting easier. The excess fuel will dribb le out the carburetor air box. You'll tend to see any excess fuel drain and dribble
after engine shut down when If you prefer, many lightplanes can be propped " seaplane the vaporized fuel in the spi style" from behind the prop. Propping a Cub works this der and intake tubes returns way real well, since the door is in front of the struts, and it to liquid form. We can mini folds down out of the way, giving easy access to the mize this if you follow my cockpit controls. In addit ion to being tied down at t he tail, you can see Buck's foot wedged in against the right suggested procedure. On the initial start, fuel tire and chock as he pulls the prop through. Most of you on , carburetor heat co ld, will spot our mistake when you look closely at the left t ire throttle closed and switch off. - yep, that chock managed to get kicked out of place - it Make sure a qualified or should be snug under the tire. properly briefed person is at the controls. That' s the best way to ensure nothing nasty will happen. A far di stant second is propping it your self with no one in the cock pit. In fact , you'd better check your insurance - some policies will not cover a hand propping accident with no one at the controls. If you're the only one there, and you ' ve got to prop it, TIE IT DOWN! One more time - BE SURE IT IS TIED DOWN BY THE TAIL! We still, to this very day, get stories about air planes loose in the tiedown area wreaking havoc with people and airframes be cause people don't believe in tying the tail down! A fence po st, tiedown ring , tractor or just about any thing will do, as long as it is heavier than the airplane! Wa lk up to the prop. Take a good look at it. Pause for a second and pon der about the consequences of how injury and mayhem can and will happen if you let passages and you'll hear a squishy-squishy a moment's inattention happen. Treat that sound from the area of the air filter. When chopper with respect. Always handle it it sounds a little like it has a runny nose, like it's going to hurt, kill or even worse, then it's ready. maim you. Now the time had come. Call for Don't be afraid of it, treat it with respect "switch on " and brakes "on ." Grab the and you'll have no problem. prop and pull against the brakes to make Clear the area. No spectators or inter sure they are holding. Now we are ready. ested observers in back of you or within We don ' t have to snap or flip the prop. range. Give the job at hand your absolute Why? Because the impulse coupling on attention. NO idle chit chat, NO distrac the magneto retards the spark and is set to tions! You have a task to accomplish here, kick out above 400 rpm. If you flip it so so do it right. fast as to cancel the impulse, it could very You don't want anyone or anything in easily kick back; you don't want that! your way. If that engine fires inadvertently Use both hands and pull the prop past and your escape route is blocked, some compression as you step away from the body is gonna get hurt. That spectator will plane of rotation. It will start and it'll run, have footprints right up one side of him and it'll idle all day long with the throttle and down the other ifhe 's in my way. closed. It isn't necessary to run it at a high Using both hands , and preferably with rpm; all that does is blast friendships away. gloves on, grasp the prop about one-third Use some courtesy to the people behind of the way out from the hub. Usually just and around you. inside of where the decal is or used to be. If the engine balks when you open the Pull the prop through as you step back throttle to taxi, it ' s cold. Pumping the away from its plane of rotation . Just pull it. throttle will have the opposite effect from Don't snap it or try to flip it. Listen while what your desires are . If it starts to die , you're doing this. With the throttle closed, Continued on page 29 the engine will suck fuel through the idle VINTAGE AIRPLANE 25
WHAT OUR. MEMBERS ARE RESTORING
---------------------------- by
Norm Petersen
A Busy Man - John Rice This photo of veteran antiquer John Rice (EAA 49726, NC 1152) of Willmar, Minnesota, shown working on the engine in his current project, a Fairchild 24W足 41 A with a 220 Continental up front, was sent in by longtim e EAAer, Pat Curry (EAA 37023) of Willmar. John , who is best remembered for his 15-year Waco HRE project (See March 1985 SPORT A VIA nON) has been busy restoring this beautiful Fairchild 24W-41 A, NC58180, SIN W4IA-800 , for the past few years . The original 145 hp Warner is being re足 placed with a 220 hp Continental W-670 swinging a McCauley propeller which should make the "24" a real mover. John always does top-notch work, which makes us all anxious to see the Fairchild when it 's finished. All th e best to John Rice and his lovely wife , Mary Jane , who is also a pilot of many years experience.
John Mark's Turbine Otter on Wipline Amphibs This beautiful photo of John Mark' s Turbine Otter, N64411, SIN 427, mounted on a set ofWipline 8000 amphibi足 ous floats, was taken at the Vette Seaplane Base by noted photographer, William Dougherty (EAA 444961) of Nor足 ristown, PA. Converted to a Turbine Otter with a 750 shp P & W PT-6 turbine, the big freighter will haul a really substantial load of fishermen and gear. In addition to this brightly painted workhorse (it's orange with a white stripe), John Mark (EAA 9866, NC 935) has two Canad ian registered turbine Otters and a reciprocating Otter in Canada, that operate between his Wilderness North fishing camps in the Albany River chain in Ontario.
26 SEPTEMBER 1997
Jack Haggerty's Brunner-Winkle Bird This red and cream biplane was built by the Brunner-Winkle Aircraft Corporation of Glendale, Brooklyn, NY in 1929. Orig inally powered with an OX-5 engine, it was converted to a 100 hp Kinner K-5 in 1936, becoming a Bird BK. In 1962, the Continental W-670N of 220 hp was in stalled. A total restoration was completed in 1984 by longtime EAAer, Marcellus Foose (EAA 396), with help from the in structors and students of Willowbrook HS and Lewis University near Chicago. This B-W Bird, N9739, SIN 1002, is the oldest Bird flying out of approximately 220 that were built. Currently the pride and joy of lack and Karen Haggerty (EAA 284080, AlC 18650) of Skaneateles, NY, the pretty old biplane is operated from a 1200 foot grass strip and regularly makes the ten hour jaunt to Oshkosh.
Pete Larson's Luscombe on floats A rare machine indeed is this Lus combe 8F, N2149B, SIN 6576, owned and flown by Pete Larson (EAA 372833) of Sheboygan, WI, that features a 150 hp Ly coming installed under a Larson Industries STC and using a 72 X 53 metal prop. The Luscombe is mounted on a set of metal Baumann 1420 floats, the first ever in stalled on a Luscombe. With a 1420 pound gross weight, the seaplane gets off very quickly and cruises at 115 mph on 7.5 gph. The pretty matching paint scheme in white, dark blue and gold accent really perks up the airplane and the floats. Pete has logged over 700 float hours on the pretty Lus combe so far and admits it is a dandy ma chine for Wisconsin in the summertime.
I say, old chap!" This pristine 1936 DeHavilland Hornet Moth with the pretty DH hubcaps and Dun lop tires is owned by David Wells of Great Offley, England, the tall, smiling gentle man in the photo. The two men in jackets, lerry Cutsforth (EAA 243453) on the left and George Meade (EAA 26579, A/ C 8070) on the right are from AlC Chapter II in Milwaukee and were enjoying a trip through England and its many aviation mu seums. David, whom they met last year at the A/C picnic in Oshkosh, graciously es corted them around the area and had Dr. Mark Miller (the shorter gentleman with the necktie) take them for a ride in the Hor net Moth. lerry and George enjoyed the flight so much they presented David with an Antique/ Classic Chapter 11 hat and made him an honorary member of the chap ter. (The photo was taken at the presenta tion.) Dr. Miller is restoring a DeHavilland Rapide with his father and currently flies an Auster which is hangared at Duxford. VINTAGE AIRPLANE 27
Huff-Daland "Petrel"
Thanks to Leon Perry (shown in the cockpit), a retired Delta pilot and aero nautical engineer, we have this close up shot of the Huff-Daland duster after its restoration by the Delta crew. You can clearly see a portion of the logo featur ing a giant blowing a cloud of dust across a field.
Continued on from page 12 pointed out in his letter that Delta founder C.E. Woolman left the agricultural extension service to be a part of Huff-Daland dusters in Macon, GA, and then Monroe, LA. Gus Voltz, Jr., Alexandria, LA reminded us of one interesting feature of the Huff- Da land duster - it's lack of wing brace wires. The wing structure was built up with deep full length spars, with both wings stressed as cantilever structures. More than one reader
also mentioned the similarity of construction to that of the Fokker D. VII , including the "elephant ears" ailerons. According to an article in the "Delta Di gest," February, 1968,24 Huff-Dalands were built in 1924, and one of those 24 was re stored and presented to the Smithsonian's Air and Space Museum, January 18, 1967. The old duster was rebuilt in Delta shops by Delta employees under the direction of lead me chanic Gene Berry.
NEW MEMBER CAMPAIGN
Other correct answers were received from: Francis Rourke, Bartlesville, OK; Buddy Wehman, Summerville, SC; Lennart Johns son, Eldsberga, Sweden; Ed Peck, Louisville, KY; Earl Swaney, Fresno, CA; Robert Kaelin, Riverhead, NY; Joe Woolslayer, Tulsa, OK; Kaz Grevera, Sunnyvale , CA; Gid Townsend , Ocala , FL; Vic Smith, Uxbridge, Middlesex, United Kingdom; Al bert Aplin, Miami, FL; Charley Hayes, New Lenox, IL; Richard S. Allen, Lewiston, ID ....
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Pass it to Buck - Continued from page 25 CLOSE the throttle and let the idle jet sys tem do its job. Pull the carburetor heat on. That will have the effect of enriching the mixture, and try increasing the rpm again. The idle system on these pots will carry the engine up to about 1100 rpm. At that point, or close to it, the throttle plate, but terfly, or whatever you want to call it, will be partly open and the main or high speed jet will begin to function. Once it supple ments the idle mixture, the engine will ac celerate. Somewhere around 1300 rpm the idle jet will cease to do anything. This is normal and you'll never know or care when it takes place. Back to the start. If it is flooded and it doesn't start, you've overdone the squish, squish. Fuel will be dribbling out the bottom of the box, and we'll have to start over again. Switch OFF, throttle wide open, pull the engine through in the normal direction of ro tation. It may take eight or ten blades to clear the excess fuel out of the system. Treat that prop like the engine could start at any time. What if your mag switch is faulty? Then start over again. No prime, switch off, throttle closed, pull it through and listen for the squish. If it 's squishy, have the guy at the controls crack the throttle just about a sixteenth of an inch, call for the switch on, check the brakes again and prop it. It'll go. How about when you're all done ? Here's what you should do for shut down. I adopted a procedure for shutting down these old engines years ago that I learned from an old Army aviator. The carburetor we are talking about, the old NAS Stromberg, will not draw fuel through the main or high speed jet unless the engine is turning faster than 1100 rpm or so. So why not take advantage of this char acteristic? Do it this way and assure your self that when it is shut down, there isn't any chance that it will accidentally start or kick if someone touches the prop. As I taxi in, I turn the fuel selector off. As I park, I hold the brakes and run the en gine up to about 1000 rpm. I then turn the switch off, and as the engine spools down, open the throttle all the way - wide open - and leave it there. Now, if someone happened to be in the cockpit playing pilot and turned the switch on or forgot to turn it off, and someone else grabs the prop to reposition it or play around, the engine will never start. It can't! It's out of gas, and it won't get any cause you can't prop it fast enough to siphon any through that main jet. Look up that March of '90 article if you have access to it for more examples of how not to do it, but you've got what it takes to do it safely right between your ears; use your common sense and procedures like these, and you'll do fine. meanwhile, "Armstrong starter" Buck says, over to you.
rr
3«'ck .r
Fly-In
Calendar The follo wing list of coming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fl y market, etc.) listed. Please send the information to f AA, A ft: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date.
r-------------------------- REGIONAL FLY-INS OCTOBER 9-12 - MESA, AZ - Copperstate Fly-In. Call Bob Hasson, 520/228-5480. OCTOBER 10 -12 - EVERGREEN, AL Southeast Regional Fly-In. Call Harold "Bubba" Hamiter, 334/765-9109. OCTOBER 10-12 - WILMINGTON, DE East Coast EAA Fly-In. Call Andrew Alvarez, 302/738-8883. OCTOBER 1 7-19 - KERRVILLE, TX Southwest Regiona l Fly-In. Call Stu McCurdy, 512/388-7399.
SEPTEMBER 12- 14 - BEL VDERE, IL Poplar Grove Airport (C77) 14th Annual Stinson Reunion. Info: Suzette Selig, 9 S. 324 Aero Drive, Naperville, IL 60564, phone 630/904-6964. SEPT. 13 - ZANESVILLE, OH - Riverside Airport. Arthritis Foundation and EAA Chapter 425 Second Annual Hog Roast 11 a.m.-6 p.m. Fly-In, Drive-In. EAA Chapter 425 hats to the first 25 PIC. Please register. Info: Don Wahl 614/453-0003. SEPTEMBER 18 - PONCA CITY, OK Fiftieth Anniversary Cub Fly-In. Co sponored by EAA Chapter 1046 and Ponca City Aviation Boosters Club. Group Fly-out to EAA NC Chapter 10 Fly-In in Bartlesville, OK on September 19. Info: Merle Helt 405/762-7580. SEPTEMBER 18-21 - ST. LOUIS, MO Creve Coeur Field. Monocoupe Madness III. Monocoupes, Darts, Velie Motorcars, owners and enthusiasts invited. For info: Monocoupe Club, 6154 River Forest Dr. , Manassas, VA 20712. Call 703-590-2375 for info. SEPTEMBER 19-20 - BARTLESVILLE, OK Frank Phillips Field. 40th Annual Tulsa Regional Fly-In. For info call Charlie Harris, 918/622-8400. SEPTEMBER 19-21 - SELMA, CA - 15th annual West Coast Travel Air Fly- In. Old fashioned fly-in where aviators do what comes naturally. Flying events, memorabilia auction, great food. Info: Jerry Impellezzeri, 408/3 56-3407 or Bob Lock 209/638-4235.
SEPTEMBER 20 - SULPHUR SPRINGS, TX - EAA Chapter 1094 3rd annual Fall Fly In. Coincides with the 28th annual Hopkins County Fall Festival and World Champion Stew Contest. Info: 908/885-5525 or 903/439-3212. SEPTEMBER 27-28 - ZANESVILLE, OH John's Landing Air Field. 6th annual EM NC Chapter 22 Fall Fly-In breakfast and lunch both days. Hog roast Sat., Free participation plaques. Info: call Virginia at 614/453-6889. SEPTEMBER 28 - HINKLEY, IL-(0C2) EM Chapter 241 Fly-In, Drive-In Breakfast, 7 a.m.-Noon. Info: Alan Abell (847) 888-2919. OCTOBER 3-5 - DARLINGTON, SC - Fall Fly- I n sponsored by EAA Antique/ C l assic Chapter 3. EAA fellowship ; vintage films ; major speaker; awards in all categories. Info: R. Bottom Jr. Fax 757-8873-3059. OCTOBER 4 - DENVER, CO - Front Range Airport. (FRG) Flea market, Fly In and open house. 10:00 a.m. - 3:00 p.m. Exit 295 off of Interstate 70. Info: 303/261-9100 or 1-800-654-9136. OCTOBER 4- 5 - SUSSEX, NJ. Sussex Airport. Annual Quad-Chapter Fly-In sponsored by EAA Chapters 891, 238, 73 and NC #7. Good food, good fun and lots of good old airplanes. Contact Konrad Kundig, 201 361-8789, konradkundig@compuserve.com. OCTOBER 5 - TOMAH, WI - Bloyer Field. EAA Chapter 935 10th Annual Fly-In breakfast. Static Displays, food, craft market, radio controlled planes, 7 am - 4 pm. Info: call 608/372-3125. OCTOBER 5-10 - WINCHESTER, VA EAA Chapter 186 hosts the EAA B-17. Fly-In Sat. and Sun., pancake breakfast Sunday mornin g. For info, call Alexander French, 703/ 354-6950. OCTOBER 1 2 - TOWANDA , PA Towanda Airport (N2 7) Fly-In Breakfast. All you can eat, including 100% pure maple syrup! 7 a.m. 1p.m . For info , call Carl Lafy, 717/265-4900. VINTAGE AIRPLANE 29
MEMBERSHIP
INFORMATION
EAA Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annually. All major credit cards accepted for membership.
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lAC
to buy, sell or trade? An inexpensive ad in the Vintage Trader answer to obtaining that elusive part. AO¢ per word, $7.00 minimum charge. Send your ad and payment to: Vintage Trader, fAA Aviation Center, P.O. Box 3086, Oshkosh, W I 54903-3086, or fax your ad and your credit card number to 920/426-4828. Ads must be received by the 20th of the month for insertion in the issue the second month following (e.g., October 20th for the December issue.)
Current EAA members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year. EAA Membership, SPORT AEROBATICS maga zine and one year membership in the lAC Division is available for $50 per year (SPORT AVIATION magazine not included).
WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WAR BIRDS magazine for an additional $35 per year. EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Division is AIRCRAFT available for $45 per year (SPORT AVIA nON magazine not included). Seeking bids for rare 1944 DH89A Mk IV Rapide with overhauled Gypsy 6 Series III engines. Aircraft disassembled and in need of extensive restoration. Organization looking to sell aircraft to collector who will return it to flying status. Please Current EAA members may receive EAA EXPER
contact the EAA Aviation Museum Director at IMENTER magazine for an additional $20 per
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1947 Cessna 120 - Excellent shape, always hangared Moore Cty. Airport, Pinehurst, NC. TSOH 1013 ACTT 2089, Owner 910/295-6912 . (0975) Award winning 1929 Waco-10-ASO, 3-place, open cockpit, Grand Champion, red & cream biplane, originally owned by Firestone; also flew as mail plane for Erie Isle Airways. For brochure & video, call Tom 770/478-2310. (1000) 1935 Waco YKC-S, 115 hrs. since complete rebuild in 1990. Best Antique Cabin S & F 1992. Diana cream & red , modern pane l, always hangared. Best offer, Andy, 770/927-9150.
MISCELLANEOUS SUPER CUB PA-18 FUSELAGES - New manu facture, STC- PMA-d, 4130 chromoly tub ing t hroug hou t , also complete fuselage repair . ROCKY MOUNTAI N AI RFRAME INC. (J. Soares, Pres.), 7093 Dry Creek Road, Belgrade, Montana 59714 , 406/388-6069, FAX 406/388-0170. Repair station No. QK5R148N. (0274) FREE CATALOG - Aviation books and videos. How to, building and restoration tips, historic, fly ing and entertainment titles. Call for a free cata log. EAA,1-800-843-3612.
1920's "Johnson" strut mount airspeed, $385; 1930's Pioneer Brass 2" Venturi, $135; 1930's Kollsman "bubbleface" compass , $395; 1930's Consolidated tachometer, $195; 1940's Aeronca non-sensitive altimeter, $125; 1920's aircraft "ACCA" yearbooks, $135 each ; 1930's aircraft "ACCA" yearbooks, $125 each; 1940's aircraft "ACCA" yearbooks, $75 each; 1940's Ranger C-5 engine, $975. 01 ' Jon Aldrich, POB-9 , Big Oakflat, CA 95305, 209/962-6121. DO YOUR OWN PLATING! High-Tech and Aviation Industry proven plating process provides Top-Quality plated finish. ELECTRO LESS NICK EL PLATING is super-hard-wearing and extra corrosion- resi stant. Plates to any thickness required with matte or mirror-shiny bright silver finish. Ideal for all general, precision and spe cialized parts - even plates inside hollow tubes and complex shapes! Range of complete, profes sional Electroless Nickel Plating Systems from only $99! FREE Information Brochure with Plated Samples! CHEMICAL PLATING CORPO RAT ION , Tel / Fax (954) 344-3592, PO Box 771364, Coral Springs, FL 33077. chem-plate corp@msn.com Want to buy signatures Otto Timm, Pioneer pilots, some 1940s? Please try me! Jameson , 4322 Bellhaven, Oshkosh, WI 54904-9338. I AM AN 81 YEAR OLD GUY. I LEARNED TO FLY IN 1933. I HAVE FLOWN MANY OF THE OLDER AIRPLANES. TWO BOOKS HAVE BEEN WRITTEN ABOUT IT, THE LAST ONE, "THE AIR MAN'S SKY IS NOT THE BLUE" , MANY PHO TOS. 720 SO LD, 350 LETTERS RECEIVED FROM READERS. SEND $18.45 (INCLUDES S&H). HOLLAND REDFIELD , B OX 941, C UTC HOG UE, NY 11935. (Pan Am Atlantic Division Chief Training Captain, retired.)
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