VA-Vol-27-No-1-Jan-1999

EDITORIAL STAFF Publisher

Tom Poberezny

January 1999

Vol. 27, N9. 1

Henry G. Frautschy

Managing Editor

Straight & Level!Butch Joyce

Golda Cox

Contributing Editor

2 AlC News

John Underwood

Computer Graphic Specialists

4 Aeromail

Beth Blanck O livia l. Phillip

Pierre Kotze

5 Type Club Notes/ H.G. Frautschy

Photography Staff

Jim Koepnick LeeAnn Abrams

Ken Uchtenberg Mark Schaible

Advertising/Editorial Assistant

6 Straightening a Cowl!

Kent White

Isabelle Wiske

8 What our Members are Restoring/

H.G. Frautschy

EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS President Espie "Butch" Joyce P.O. Box 35584 Greensboro. NC 27425 910/393-0344 Secretory Steve Nessa 2009 Highland Ave. Alberf Leo. MN 5tlXJ7 507/373-1674

10 Mystery PlanelH.G. Frautschy 12 Brown Dillard' s Summer Fun/ H.G. Frautschy 17 A Beautiful West Coast Contemporary AircraftINorm Petersen

John Berendt 7645 Echo Point Rd. Connon Falls. MN 55009 507/263-2414 Phil Coulson 28415 Springbrook Dr. Lawton, MI 49065

22 1999 Type Club List 26 Pass it to BuckIBuck Hilbert

616/624~90

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

30 Welcome New Members 31 Membership Information/ Classified Ads

..

Vice-President George Daubner 2448 Lough Lone Hartford. WI 53027 414/673-5885

Treasurer Charles Harris 7215 East 46th St. Tulsa. OK 74145 918/622-8400

DIRECTORS

2 1 City of Yuma Endurance Flight/ H.G. Frautschy

,"

Jack Cox

Editor

CONTENTS

~

Editor-in-Chief

Page 10

FRONT COVER ...The late Brawn Dillard and his best buddy Vi Blowers cruise on by in one of the Golden Age of Aviation's prettiest biplanes. the Kreider­ Reisner KR-21 . This nicely restored example was awarded the Silver Age Cham­ pion trophy at EAA AirVenture '98. EAA photo by Ken Jim Koepnick. shot with a Canon EOS 1n equipped with an 80-200mm lens. EAA Cessna 210 plane flown by Bruce Moore.

BACK COVER . .. Continuing our fascination with the Sikorsky S-38 is this etch­ ing by former Naval Aviator Bill Ellsworth. 1900 Pine View Av.. Virginia Beach, VA 23456. A recipient of an - Honorable Mention" ribbon during the 1998 Sport Aviation Art Competition. the artwork depicts on one of the S-38s delivering passengers. mail and newspapers to Lahaina. Maul. Hawaii in the early 1930s.

Bill has copies of this etching available. contact him at his address for details.

Copyright © 1999 by the EAA 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 Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., P.O. Box 3086. Oshkosh, Wisconsin 54903-3086.

Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EAA Antique/Classic Division, Inc. is $27.00 for current EAA members for 12 month period of which $18.00 is for the publication of VINTAGE AIRPlANE. Membership is open to all who are interested in aviation.

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

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

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

Material should be sent to: Ed"or, VINTAGE AIRPlANE, P.O. Box 3086. Oshkosh. WI 54903-3086. Phone 920/426-4800.

The words EAA, ULTRAlIGHT, FLY WITH THE ARST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/ClASSIC DIVISION, INTERNATIONAL AlEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION. EAA ULTRALIGHT CONVENTION and EAA AirYenture are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.

Gene Morris 5936 Steve Court Roanoke, TX 76262 817/491-9110 Robert C. "Bob" Brauer 9345 S. Hoyne

Ch~W~%~~m20 John S. Copeland 1A Deacon Street

NOrth~/3~~4~~ 01532 Jeonnie Hili P.O. Box 328

Harvard. IL 60033 815/943-7205

Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis, IN 46278

31 7/293-4430 Robert Ucktelg 1708 Bay Oaks Dr. Albert Leo. MN 5tlXJ7 507/373-2922

Robert D. "Bob" Lumley 1265 South 124th 51.

Brookfield. WI 53005 414/782-2633

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

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

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

DIRECTORS EMERITUS Gene Chose 2159 Carlton Rd. Oshkosh. WI 54904 920/231 -5002

E.E. "Buck" Hilbert P.O. Box 424 Union.IL6018O 815/923-4591

George York

181 Sloboda Av.

Mansfield. OH 44906

419/529-4378

ADVISORS Steve Krog 1002 Heather LIt Hartford. WI 53027 414/966-7627

RagerGomoll 321 - 1/2 S. Broadway Apt. 3 Rochester. MN 55904 507288-2810

Alan Shackleton P.O. Box 656 Sugor Grove. IL6D554-0656 630-466-4193

David Benne" 4D3 Tonner CI. Roseville. CA 95678 916-782-7025

STRAIGHT & LEVEL

by ESPIE "BUTCH" JOYCE

elcome to January of 1999!

Doesn't time fly when you are having fun? This past year sure has flown by - it seems like only yes­ terday I was just leaving Oshkosh '98, and today I got an AirVenture '99 form in the mail. Sign it, and I'm committed to being an AirVenture Chairman. You bet I signed!

I don't know about you, but I used to think that as life went on, things would become easier, since you'd have life's experiences to draw on, and would pick off each item that life handed you.

Funny, I have found this not to be the case. While thinking about it, I cannot determine if it is a collection of left over details of those life tasks, or is it the fact you look at the calendar and figure out that if you are going to do all of the things you want to do, you had better get going in order to complete these goals in the time you think you have left. It could be a combination of the two! Maybe one of you can tell me how you have it fig­ ured out - I am all ears.

August of 1988 was the year I was first elected President of the Antique/Classic Division. Thanks to your confidence in me, I was again elected to serve an additional term of two years which will put me through the year "Y2K" (I guess that is computer talk for the year 2000). I have enjoyed most all of this volunteer time!

Off the top of my head I think that this may be my 121 st "Straight & Level". It makes me wonder if! have written about subjects before in a previ­ ous article.

As to the State of the Antique/Classic Division, as of January 1999 I can tell you that we are still on the positive side of the membership growth Gust a hair under 4% annually). Our percentage of

W

growth is not as great as it was last year at this time, but as you increase in mem­ bership numbers it is hard to keep the percentage number up there even if you have the same number of new members join each year.

You can conduct all of the member­ ship drive programs you like, but the fact of the matter is that unless the individual member supports these programs, they will not go anywhere fast . The new member who is referred by a present member will be one of the best new members you can get. He'll be more likely to renew, since they have a per­ sonal experience in the Division. This fact alone alerts our membership just how important it is to encourage your fellow aviation buffs to join up with all of us. Retention of present members is a good measuring tool to see if we are pro­ viding the needed or desired membership services. The last report I received from Headquarters told us the membership re­ tention percentage was in the range of 89% . That's an outstanding number, even when compared with other mem­ bership organizations.

Vintage Airplane magazine is the of­ ficial publication of your Division and is the only monthly publication that is de­ voted to Vintage aircraft and their issues.

Throughout the past several years, the publication has gotten better and better because of the oversight of H .G. Frautschy, your editor. Your help in con­ tributing articles has also been of great benefit to your fellow members.

This is your magazine, and we must rely on you to help inform your fellow members through Vintage Airplane.

H.G. tells me that his filing cabinets are less full now than they have ever been.

It seems people just are not sending in articles, particularly ones on technical issues. Go ahead, drop him a line and send him a piece on stuff that interests you. If you like it, perhaps others will as well!

We have been the leader in moving your membership logo merchandise to a higher quality product, something you'd be proud to wear and display. In 1990 we were the first to put together a mem­

bership aircraft insurance program, a program that continues to be very suc­ cessful. The Antique/Classic Division worked with AUA, Inc. , 1-800/7 27­ 3823 , to put together a program with coverage tailored to best suit the types of aircraft, people, and flying that interest our membership.

Some may feel that price is the deter­ mining factor when buying insurance, only to find out the hard way that cover­ age types are by far the most important item if you have a claim.

All of your Officers, Directors, and Advisors who live in different sections ofthe USA stand ready to help any mem­ ber if you should need to contact them.

Also, the EAA has been restructuring their headquarters staff, and they now are even better prepared to be of assis­ tance to the AlC member. For example, the Information Services and Govern­ ment Programs offices are available to you, and are often actively working on issues that directly concern the Vintage aircraft movement. Alternate fuel pro­ grams and representation on the ARAC committee are just two of the areas they've been watching out for us.

Looking to the future, here are some very broad goals we see will benefit the Vintage aircraft owner/ enthusiast.

These are: 1. Bring forward historic informa­ tion; 2. Provide technical support; 3.

Provide safety support; 4. Provide pro­ gram support; 5. Government issues; 6. Flight training issues; 7. Provide a conduit in both directions for the EAA member who has a special interest in older aircraft; 8. Provide manpower for the operation of the Vintage air­ craft area during the week of EAA AirVenture at Oshkosh each year; 9.

Keep the EAA staff abreast of Vintage aircraft issues, and; 10. Be user friendly to the membership.

Should any of you have any item that you think should be added to this list, please feel free to contact me and add you input. Let's all pull in the same di­ rection for the good of aviation.

Remember we are better together. Join us and have it all! ...

VINTAGE AIRPLANE

1

A/C NEWS

compiled by H.G. Frautschy

TWAS THE NIGHT AS THE NIGHT ...

Phyllis Moses sent us a message to tell us that, in fact, she is not the author of "Twas The Night As The Night" which we published under her byline in the December issue. Neither Phyllis or us know who the actual author is, so if you can identify him or her to us, we'd appreciate hearing from you!

SWIFT NEWS Charlie Nelson has been keeping us posted on the progress being made

by Aviat and their new "Millennium Swift" program . Here ' s what he had to say: " . .. The project has been upgraded to the No. I project in the Aviat plant [in Afton, WY]. Everyone there is ex­ cited. The Millennium Swift is planned to be certified via an amendment to the existing Type Certificate. (Contrary to what you may read in the aviation press [not us! - HGF] the Swift T.C. was not sold to A viat. It is still owned by the Swift Museum Foundation, Inc. , and is being used by A viat under con­ tract with SMF, inc .) A cooperative but aggressi ve schedule has been worked out with the FAA ' s ACO of­ fice at Denver and the A viat facility at Afton. The goal is to have a prototype fl ying by March '99, which just hap­ pens to be less than 3 months away. I haven't heard of any commitments to have it at Sun ' n Fun or Swift National '99 but it seems to me, if it flying in March it might be possible. The ducks are in a row but final certification will take a while.

"That is the good news . If there is any bad news , it could be the fact it will not be a carbon copy of the 1946 Swift. In order to compete in today's market for single engine "high perfor­ mance" certified sport aircraft, the Millennium Swift must be refined to the ultimate to compete with other new aircraft hitting the market. The Swift as we know it is a 160+ knot aircraft.

To compete with the little plastic air­ 2 JANUARY 1999

planes with big engines we have to get better. I do think the Millennium Swift will have a tremendous advantage in the marketplace. Not only will it look good, go fast and fly great, but we ex­ pect it to have decent "low end " Characteristics that are unknown to most of the plastic or glass stuff.

"For us the owners of the existing fleet of Swifts, I do not see this as a problem. Our agreement with Aviat provides that they not only build a re­ fined Swift, but also built separately as needed or ordered by us, parts for the original Swift. If they cannot or do not build the parts we need , we have re­ tained the right to use other suppliers such as those we have used in the past.

Granted, the entire program, original and new got off to a slow start but it now appears you could have a Millen­ nium Swift under your Christmas tree in 1999, and we could soon have a fresh supply of some of the most needed parts to keep the rest of us fly­ ing . This newsletter completes 30 years, I consider this news a great way to turn over a new leaf. December begins our 31st year. Go Afton!"

We're looking forward to seeing the Millennium Swift as soon as if comes out of the Afton Aviat factory, and we congratulate Charlie Nelson and the Swift club for over 3 decades of out­ standing support for the Swift.

EAA AVIATION FOUNDATION HOSTS EXPANDED EDUCATION PROGRAMS IN 1999 The dream of flight will come to life for young people through specialized youth aviation programs presented as part of the EAA Aviation Foundation's Air Academy 1999 summer programs.

The year's programs will include a mix of aviation and recreational activi­ ties for youth ages 12-18, divided into sessions according to age group. In ad­ dition, the Foundation offers work experience and internship programs for young people and educators.

This year, all education program participants will reside in the Air Acad­ emy Lodge , which opened in the summer of 1998 .. This complete ac­ commodation and dining facility allows participants to enjoy a complete aviation experience, with access to all EAA's resources.

The scheduled programs include: °EAA Aviation Fun Camps (June 5-10, June 12-17 and June 19-24)­

These week-long programs are de­ signed to help youths 12-14 years old to explore the world of flight with a balanced mix of aviation studies and aviation-based recreational activities. °EAA Aviation Experience Camps (June 26-July 1 and July 6-11) - Of­ fer 14- and 15 year olds a unique "fun and discovery" learning experience with hands-on instruction and super­ vision in fundamental aviation building skills. °EAA Aviation Leadership Camps (July 13-18 or July 21-August 1) ­ Continue the exciting summer aviation experience for 15-17 year olds that be­ gan in 1984. The Leadership Camps are an intensive look inside the world of flight, with hands-on experience in numerous building skills. The two­ week session July 21-Aug. 1 concludes with involvement in EAA AirVenture Oshkosh '99.

EAA Air Academy internship pro­ grams for young people and adults offer opportunities to develop avia­ tion skills while also using their talents in other areas. These opportu­ nities include: -The Clirr Robertson Airport Work Experience Program - an eight-week summer work experience for two young people and a young flight instructor/mentor. The program allows participants to work in an air­ port setting while obtaining flight instruction. The instructor/mentor has an opportunity to develop instructional skills in an aviation-rich environment. °The Doolittle Raiders Internship - Provides a young certified flight in­ structor with summer work experience in support of the summer Air Acad­ emy, coordinating flight instruction and orientation flights for participants.

-The Sandberg/Petron Summer In­ ternship - offers aspiring aviation maintenance technicians an opportu­ nity to develop their skills at EAA ' s Kermit Weeks Flight Research Center in Oshkosh. °The Wittman Aviation Studies Grant - provides the opportunity each summer to process and document the EAA Aviation Foundation ' s Wittman Collection while working and living at the Air Academy Lodge. °The Timken Aviation Studies Grant - a summer position support­ ing documentation of women's roles in aviation, also while working and living at the Air Academy Lodge.

Ken Uchtenberg

For more information on any of the summer educational programs, call toll free 888/EAA-EAA9 (888-322-3229) or 920/ 426-6815 . You may also write to the EAA Aviation Foundation Edu­ cation Office ; P.O . Box 3065, Oshkosh, WI 54903-3065, or contact EAA's website at - www.eaa.org, or e-mail the Education Office directly at education@ eaa.org.

ADULT AVIATION EDUCATION OPPORTUNITIES AT EAA Adults who want to discover and develop aviation building and restora­ tion skills are invited to receive "hands-on" experience from some of aviation's best artisans during the EAA Wright School of Building and Restoration sessions. There are two sessions scheduled, Jan. 25-29 and Feb. 1-5, 1999.

The Wright School sessions, for­ merly known as the EAA Adult Air Academy, will be held at the EAA Avi­ ation Center in Oshkosh with residence at the Air Academy Lodge. Partici­ pants can explore the basic skills of aviation or concentrate on one or more airplane building and restoration topics during the first one-week session. Fab­ ric covering will be the emphasis during the second week program.

Chuck Larsen, the Foundation's Ex­ ecutive Director of Education, explained that classroom and work­ shop activities are included for all participants in the program. "There is a wide range of activities that can be as detailed as the individual participant wants ," Larsen said. "That includes techniques such as welding, fabric covering, woodworking, sheet metal work and composites."

The first session will emphasize ba­ sic aircraft maintenance, building and restoration skills. Air Academy staff will share methods and skills required to successfully build, restore, and maintain aircraft. It also follows the Aircraft Builders Conference pre­ sented by Alexander SportAir Workshops on Jan. 23-24, 1999.

During the Feb. 1-5 session, partici­ pants will specialize in fabric covering, with a Wag-Aero Sport Trainer used as a project aircraft.

Luncheons will include EAA staff presentations describing highlights of EAA programs and activities. Four two-hour workshop sessions each day will include a complete overview of

basic aircraft building skills.

"In addition to the workshops, participants will have opportunities to explore the EAA Air Adven­ ture Museum and EAA Aviation Center, as well as become familiar with many of the aircraft and re­ sources available here," Larsen said. Lou Frejlach of LaGrange, IL has graciously agreed to lend his Fairchild Registration for 24 to the EAA Aviation Foundation for exhibit in the EAA Air Adventure the EAA Wright Museum. Now on display in the Museum, the Fairchild shows the public School sessions what a beautiful cabin class airplane from the 1930s is all about. The air­ plane, which was featured in the September 1998 issue of Vintage are $800 per per­ Airplane, was restored by the late Norm Binski and completed by Geo son per week. Hindall of Englewood, FL. Registration in­

cludes

accommodations (double occupancy) held each year at Oshkosh. They must also meet FAA qualifications for li­ and meals, plus all instructional mate­

censes, certifications and ratings in rials and supplies.

For more information on these adult their specific level of flight training. education opportunities, call toll free Applicants providing documentation 888/EAA-EAA9 (888/322-3229) or of financial need will be given prefer­ 920/426-6815. You may also write to ence in the selection process.

Letters of application must include the EAA Aviation Foundation Educa­ tion Office; P.O. Box 3065, Oshkosh, the year of participation in EAA's edu­ WI 54903-3065 , or contact EAA ' s cation program, as well as current status website at - www.eaa.org, or e-mail and future ·goals of flight training. Let­ ters of recommendation, flight training the Education Office directly at educa­ and schools records are also helpful. tion@ eaa.org.

All applications must be received by March 15, 1999. Final scholarship re­ EAA YOUTH AIR ACADEMY

cipients will be determined from a list ALUMNI ELIGIBLE FOR

of finalists compiled by the EAA Edu­ FRIENDSHIP ONE FLIGHT

cation Office and Air Academy staff.

TRAINING SCHOLARSHIPS

A number of scholarship grants of The grants will be divided based on ap­ up to $5,000 each are available for plications received. A recipient and alternate will be selected for each grant. alumni of the EAA Aviation Founda­ The Friendship One Around the tion youth Air Academy programs World Flight was organized by Clay who are pursuing private or commer­ Lacy. The 36-hour, 54-minute around cial pilot training.

The scholarships are funded the world trip in the Boeing 747SP through the Friendship One Around "Friendship One" took place in Janu­ the World Flight, which raised more ary 1988. The trip was made with a passenger manifest of 100 aviation no­ than $500,000 for programs that as­ sist young people. Any young person tables and celebrities who raised over $500,000 for Children's Charities of who has participated in the Air Acad­ emy youth programs at the EAA the World.

More information on the Friendship Aviation Center in Oshkosh since 1984 is eligible. It offers matching One Scholarships can be obtained by grants of up to $5,000 for commercial contacting: Friendship One Flight flight training or $2 ,500 for private Training Scholarships, EAA Educa­ tion Office, PO Box 3065, Oshkosh pilot training.

Scholarship applicants must have WI 54903-3065, Phone: 888/322-3229 or 920/426-6815; fax: 920-426-6899, attended one or more of the EAA resi­ ..... dent aviation experiences for youth or e-mail: education@eaa.org.

VINTAGE AIRPLANE

3

VINTAGE

AeroMail

LUSCOMBE 10 I am currently gathering information on the Luscombe Model 10. The Model 10 was a single seat, low wing aircraft, built in 1945 using parts common to the Model 8. I am hoping your members might have pictures, drawings , etc. on the Modell 0 and/or parts of a Model 8 that would help in building a Modell 0 replica. I would also like to find Lus­ combe test pilot Harold Burns and "Every Cloud has a Silvaire Lining" au­ thor John Swick. I would be grateful for any help you could give me.

Sincerely, Randy Tait 205 South Harding St. Breckenridge TX 76424 WALTZ KING Dear Mr. Frautschy, Well, H.G., there is at least one more for the "Waltz King." On 5 Nov. 1931, Pal-Waukee Airport sold to Wayne King a Stearman Jf. Speedmail model 4C, ser. # 4018 , NC778H. He did not own it very long, he sold it to John P. Porter of Chicago on July 1, 1931 .

I ran across this info while research­ ing model 4 records, trying to locate other parts for the Kansas Aviation

Museum's Model 4D, NC5634, ex Texaco 11114.

I've enclosed several sheets of the record.

Regards, Walter House Wichita, KS FROM THE ARCHIVES . . .

H.G. , Jim Hurdle is correct with reference to the Carl Lienesch incident. I some­ how confused the CW Travel Air AI4D with the Wichita-built B9-4000, which was a beast and involved misfortune, too, but not so terrible. Both had 330-hp Whirlwinds and were written off early on. NC 12323 did indeed go back to CW/STL for a new lease on life.

Likewise, Dick Sampson is cor­ rect re: Wayne King's Stearman 4C (NC778H), which he owned before learning to fly. As stated earlier, Slim Frietag taught King to fly in the prototype Stinson "0" and he re­ mained faithful to the Stinson marque thereafter.

I thought maybe Ben Runyan 's FN­ 333 was the same one we wrote up in Private Pilot in 1965, but that was SIN 107 . The Riviera was no rough-water

airplane and I well remember when someone tried to prove otherwise .

There were only two left in all of Eu­ rope by 1970.

As I recall, about ten Rivieras were imported into the U.S., but I think the production total was more like thirty.

On this I could easily be mistaken, but SIAl-Marchetti indicated at the time that an initial batch often had been de­ livered, via Lane/ SAl , to North American buyers, and that twenty were on order.

Cheers!

John Underwood Glendale, CA ANTIQUE HISTORY DearH.G., What are the reasons for and advan­ tages/disadvantages of this type of tail surface hinge? They were used on older Wacos and similar ships.

Where can I find diagrams and in­ structions on approved ways of lashing shock cord?

Is there any source today for the wound-wire ferrules used to make eyes at the ends of hard aircraft wire?

HARD BRAC~RE ,,~... ,1-'

'hi. httl ~~a ~~\~:~;!.~~ :~~!!n~~:lor Speed_il , Ul;J4el4C , raot.!Jry-nullIbf)r 401'l , ...

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4 JANUARY 1999

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Sincerely, Bob Whittier P.O. Box T Duxbury, MA 02331-0621

Type Club

NOTES

by H.G . Frautschy

Compiled from various type club publications & newsletters

FROM TRAVEL AIR LOG, NOVEMBER 1998 Keystone Instruments has been rec­ ommended by some of our members as a quality source of overhaul and service for our '20s period instruments at very reasonable prices. This included the bubble face compasses, 4" instruments (Jones tachometers, altimeters , air­ speeds), mag switches, etc .. They will rescreen faces and fabricate replace­ ment parts if necessary. The do the standard 3- 118" instruments as we ll.

Ken Stover reports that they have been in business since 1962. Keystone In­ struments can be reached at 7171748-7083. Call for a price listing and ask for Ken. Tell him that TARA [and Vintage Aitplane!} sent you.

FROM "NAVION SKIES:' NOVEMBER 1998 One of the Most detrimental things that can happen to your Navion's en­ gine is to have it run a few hours, such as a three hour flight, and then have it sit for a month or longer. Another thing is for it to sit in your hangar, or worse, outside in the winter.

When an engine is not running, no matter what position it is sitting, there are two exhaust valves open, which means that as the temperature goes up and down, as it does daily, there is con­ densation inside the cylinders which have the two open valves . So, just re­

cently, while talking to an engine re­ theflying season ?) builder, I heard of a way to reduce the amount of corrosion or rust which can From the July '98 FAA Aviation build up in your open cylinders. Both Ma intenance Alerts, via The Lus­ create havoc in your cylinder head and combe Assoc. Newsletter, Nov.!Dec. valves [not to mention the rings and 1998: cylinder walls!].

Gascolator Problems. The problem Get yourself a coup le of soft rubber of damage to the fuel system gascola­ balls or tennis balls to put into the ex­ tor may be present on many makes haust stacks. After you shut down your and models of aircraft that incorpo­ engine, generously spray some WD-40 rate a fue l gascolator which uses a up in the stacks . Then put the balls in bail for security. your stacks. Because the mufflers on Since the gascolator depends on a bail most airplanes are fairly open, enough and thumbscrew to retain the settling WD-40 will go up into the cylinder to bowl, it is important to inspect the entire lubricate it and hold down the potential bail during scheduled inspections. Break­ for the rust to do its dirty work. age of the bailor gascolator bowl is a Does this work? 1 don't have any common occurrence on many older air­ documentation to prove or disprove the craft. If the gascolator fai ls during flight, notion. But it can't hurt anything. The the results may be engine failure and/or engine guy also says, "That the problem fire. The upper end of the bail wears into is there whether your Navion is on the the gascolator housing bracket and can line or in the hangar." cause loss of retention of the gascolator (Vintage Airplane Editor 's note: I'd bowl. Since the bail can pivot enough to recommend attaching a "REMOVE BE­ allow removal of the bowl, the upper end FORE FLIGHT" ribbon to each ofthe of the bail is, many times, overlooked tennis balls. Although it's likely that during an inspection. The submitter rec­ they would imm ediately be blown out ommended pulling the bail completely the exhaust upon startup, why not save off to inspect for wear of the upper clips. yourselfthe embarrassment? Also, does Another problem is that the bails are anybody have any experience using the made in a variety of lengths for different "engine fogger " preservative oil sold in installations, and replacements should be hom e improvem e nt and hardware checked for the correct length . The stores? Do you use it on a regular ba­ thumb screws should be fully engaged in sis, in a similar fashion as the technique the nut. above proposes, or only at the end of - Continued on page 28­ VINTAGE AIRPLANE

5

Straightening a Cowl

by Kent White

This Cessna 195 bump cowl was crunched in, and then roughed out and painted many years ago, but the present owner wants it brought up to show condition and polished! Since it was not hammered and ground and filed, but only bumped out, I felt it was worth a try. It appears to be made from 2024 T3 .032 material, so I will choose a method appropriate for this stuff.

I selected a dead-blow cross-peen plastic hammer of the right weight, and screwed on an oversized flat face for greater control. Then I hefted a medium shotbag up on top to hold the cowling, and started tapping around and over the spud dolly, lifting up the lows by inertia, as well as work足 ing the highs down directly. The results were greatly encour足 aging. The material still had life in it and moved very well under the hammer- without stretching.

After feeling the contour with a gloved hand, and tapping some more, I decided the .032 was ready for finesse and grabbed the spoon. Using the middle to end of the spoon for striking, I worked over the area, lifting one low by inertia, and striking two highs down directly, getting three birds with each swat.

I have gone far enough to where I cannot feel the subtle differ足 ence of high and low with any precision, so I give the surface a highlight with a fine sandpaper pad, maybe five swipes.

6 JANUARY 1999

Soft and sharp lows are both highlighted, with very little loss of metal.

Holding my left hand firmly on the panel with fingers "sight足 ing" in the low, I angle the light across the dents, and care足 fully lift them up with the blunt corner of the cross-peen as I watch carefully in the reflected light.

I spoon over the area once again, leveling the sharp dings and angles I already worked with the cross-peen, and leaving only shiny marks to show where I've been (on both sides).

A final sanding with a 320 or 400 paper pad (8 swipes) shows only whispers of the old damage. Since the whole plane will be vintage without new metalwork, I stop here to polish up the surface for a look-see.

Yup. A very even finish appears, with only whispers of "black" surface indicating hard material showing through soft. (This means the Alclad is now gone in those spots [Sigh!] and so the 2024 takes a higher shine than the softer 1100 which clads the surface.) Close inspection reveals a few minor scrapes and gouges, which I tell the owner to ignore, as my experience says they will all blend in to one nice patina for a beautiful restoration .

Kent White is an old-school restoration metalman who enjoys old airplanes, teaching metalwork, and whacking on metal. He can be reached at TM Technologies, P 0. Box 429, NSJ, CA 95960, or on the web at http://www.tinmantech.com . ....

VINTAGE AIRPLANE

7

WHAT OUR MEMBERS ARE RESTORING

- - - - - - - - - - - - - - - - - - - - - - - - - - - by H.G. Frautschy ­

1959 CESSNA SKYLANE John and Sharon Voninski of Manlius, NY have been busy finding out just how useful a Contemporary airplane can be.

John and Sharon fly Young Eagles with their Sky lane, as well as transport med­ ically needy persons for AirLifeLine and Volunteer Pilots of Pennsylvania.

"Plane Jane," their nickname for the C­ 182 , currently has 1450 hours on it.

They have a complete set of logs for the airplane, dating back to its production test flight of 1.35 hours, flown by Cessna pilot Nathan Bareu.

John and Sharon have been upgrading the airplane while they've owned it, start­ ing with a new paint job which duplicates the 1959 Cessna two-tone blue color

scheme . A set of BAS four point re­ tractable seat restraints and other mods were made to the airframe, and a TCM remanufactured 0-470-L engine was in­ stal led , along with new or rebuilt accessories. A prop overhaul was also done, and in 1997/98, the instrument panel was completely gone through. The list is long and pricey, but all of the flight instruments were replaced, and a major suite of modem avionics and an autopilot were installed, as you can see in the ac­ companying photos. John and Sharon wanted to be certain to acknowledge the professional maintenance done on the air­ plane by Pat Keib, of Keib Air Service, Hamilton, NY, 315/824-6681 and the avionics and panel work completed by Exxel Avionics, Brainard Airport, Hart­ ford, CT, 800/700-7779.

AUSTRALIAN PACER From Mooroolbark, Victoria, Australia we have these two shots of Ed Lachowicz's Piper P A20/22 Pacer. Ed ' s son Ricky is shown with his dad at the Broken Hill field in New South Wales. Ed wrote "I spent 10 years restoring and converting my Pacer. It started out as a Tri-Pacer in 1957, sin 540 I. It arrived in Australia early in 1960 and flew in various flying schools and towing gliders. I bought it as a basket case. A lot of hard work and after doing all the work myself, I painted it post office red with gray lines. I test flew it in December of 1994. To date, I have flown it 350 faultless hours."

8 JANUARY 1999

STEARMAN 4CM-l

Bud Field, EAA Antique/Classic Chapter 29 president, has just seen the completion of his Stearman 4CM -1 by Russ Harmuth of Avery, CA. Russ and Bud have collabo­ rated on a number of projects, the most recent being a DeHavilland DH89A Rapide acquired early in 1998 from the EAA Aviation Foundation.

This Speedmail is SIN 37 out of 40 built, and flew the mail between Chicago, St. Louis, and Atlanta for Ameri­ can Airways. Later, American flew it as a two place instrument trainer until it was sold to a private owner in 1939. The project went though a couple of owners, For­ rest Bennett and Gordon Plaskett, and took just over three years to complete. You can reach Bud for informa­ tion on the Speedmail at 925/455-2300.

CESSNA 120

FAIRCHILD PT-19 Tom Hazel of Warrington, V A stands next to the fuse­ lage of the PT -19 of "01' 165 ," which belongs to Ra y Bottom, the newsletter editor of Antique/Classic Chapter 3.

Tom is overseeing the restoration of the PT, which used to be one of the trainers flown by Parks College's military contract training program during WW-II. The restoration is primarily being done by John King in Culpepper, V A. Joe Denist of New Garden, P A, the dean of PT restorers , has contributed some parts and learned advice. With any luck at all, we'll see the PT on the flight line at EAA AirVenture '99, which will be Ray's 30th consecutive attendance to EAA's annual convention.

The PT is Ray's only ex-military airplane, but not his ftrst attempt to purchase one - when he was but a 16-year-old lad, he won, via sealed bid, the right to purchase a BT -13 being auctioned off by the War Assets Administration. He didn ' t have the required $800, so he never did answer the letter!

Kevin House (EAA55395I ,A/C 27572) of Palm Beach Gardens, FL sent in this photo of his Cessna 120, restored by Art Lancour of Stuart, FL. The'46 120 has 6,900 hours total time, and is powered by a Continental C-90-12F engine. It's based at Indiantown Airport in Florida. Pictured with Kevin is his wife, Linda, who flies as a Flight Attendant for American Airlines, while Kevin serves as a Boeing 727 pilot.

Do you have a photo ofyourfavorite airplane you'd like to share with us? We'd love to publish it, all we ask it that it be properly exposed, in focus and at least one ofthe shots you send should show the entire airplane. Send your photos to Vintage Airplane, Members Projects, P.O. Box 3086 Oshkosh w/54903 VINTAGE AIRPLANE

9

January Mystery Plane October was no mystery to many of you. WW-I continues to hold many of us fascinated with the advances in avi­ ation made during that time.

Ian Calvert, Alexandria, VA wrote in his response: "The October Mystery Plane is the British Sopwith T.F.2 Salamander tT.F. ' stood for 'Trench Fighter '). It was a ground attackfighter developed from the Sopwith 7F.i Snipe, using the same Bentley 230 hp B.R. 2 radial en­ gine. The engine cowling was cut away underneath to provide additional cool­ ing for low altitude work. The particular plane shown the photo is the first prototype, E5429, at Brook­ lands aerodrome in Surrey, England.

"The Salamander had a flat sided fuselage, with the front part, from the engine to behind the cockpit, being a

That old rotor head, George Townson of Willingboro, NJ, is responsible for this month's Mystery Plane. This odd looking duck was born near the beginning of the Depression, as were many "new" configura­ tions. Jobs may have been scarce, but there was no shortage of innovation in those days! To be included in the April issue of Vintage Airplane, your answer needs to be in no later than February 28, 1999.

by H.G. Frautschy 650 lb. armor-plate box containing the pilot and fuel tanks. The rear part was the usual fabric-covered wire-braced wooden box girder, with the forward ends of the longerons attached to the

armored box. Standard armament was two Vickers machine guns firing for­ ward through the propeller, but there were several experimental multiple­ gun installations, with one Salamander

T.R2 Salamander

The 33rd production Sopwith Salamander at McCook Field .

Note the fancy figures of the serial number, and that the number over the red and blue rudder stripes have white bor­ ders. The white chalked-on let­ tering below the cockpit reads: "This machine is not to be flown." The lettering at the top of the white rudder stripe is S833600AM&E. This is repeated just ahead of the fuselage roundel. What does this mean?

It was applied at the factory, not McCook Field.

Pete Bowers Collection

having eight machine guns firing downwards through the cockpit floor.

Later production Salamanders had horn-balanced upper ailerons.

"In May 1918, the first prototype was successfully tested in France, and it was decided to go into full-scale production. The Salamander should have been a formidable 'trench fighter, ' but it came too late - by the end ofOctober, 1918, only two ofthe RAF 's 37 Salamanders had reached

France . One machine, F6533, was sent to the United States, and was sta­ tioned at McCook Field.

"Some data on the Salamander: empty weight: 1,844 lbs; gross weight, 2,5121bs, including 258 lbs ofgas and oil; maximum speed 125 mph and 500 ft., service ceiling 13,OOOft., climb to 6,500ft., 9 min. , 5 sec.. References: British Aeroplanes 1914-18 by Bruce, Fighter Aircraft ofthe 1914-1918 War

by Lamberton and Cheesman. "

Alex Fasolilli of Herkimer, New York adds this: ".. . The Salamander differed from the Snipe in having a slab-sided fuse­ lage, fixed horizontal tail surface and a tapered armored headrest for the pi­ lot. later production Salamanders had the same horn balanced ailerons and enlarged fin and rudder found on the later production Snipe. During May 1918, the evaluation ofthe Salaman­ der was highly successful. Several RAF squadrons had begun to reequip with the type when the war had ended.

Production continued until the sum­ mer of 1919 until more than 200 had been produced. It was proposed that the Salamander be adopted as the standard post-war RAF fighter, but it was not meant to be. The Salamander had problems with its armor plating, which weighed 650 lbs. Every Sala­ mander that was built had warped armor plating! This led to misalign­ ment of the fuselage, wings and tail planes. All ofthis caused the aircraft to have serious control problems while in flight. The problem was resolved in late 1919, which was too late. The air­

- Continued on page 32­

We had a few follow up notes on our Spetember Mystery Plane, the Keystone K-78D Patrician. Wayne Van Valkenburgh of Jasper, GA dropped us a letter he wrote by a crackling fire, and Pete Bowers of Seattle, WA sent us this photo from his collection. Three K-78's were com­ pleted out of 10 started. None of them went into service with the airlines, although they did get trial runs. The wingspan of the K-78D was 86 ft.,6 in., length 61 ft., 7 in., with a wing area of 930 sq. ft., and a gross weight of 16,600 Ibs. The three Wright R-17S0 Cyclone engines gave the Patrician a top speed of 144 mph. Pete Bowers Collection

Keystone K-78 Patrician

VINTAGE AIRPLANE 11

Nick Hurm, Kate Tiffany's aeronauti­ cally oriented son, happened upon the notice of the availability of the KR. Mike had posted it on the bulletin board in the Antique/Classic Red Barn at the 1996 EAA Convention, and Nick took it down to show his step dad, Jack Tiffany (EAA 106731, AlC 15522) of Spring Valley, OH. Jack kept putting Nick off, telling him he didn't want to even look at a notice for an­ other airplane. Finally, after three days of pestering, Nick waited until Jack got up from the table at a restaurant in Oshkosh and simply put it on Jack's plate. "A KR­ 21! I've wanted one of these all my life!" was Jack's response. Good job, Nick!

Nick, Jack and his good friends Brown Dillard (EAA 446932, A/C 21463) and Herb Ware went over to Mike's hangar to check it out, and their visit confirmed that it was indeed a beautiful restoration in progress. There was one more interesting detail about the airplane that was hard to resist - it is SIN I, the first production Krieder-Reisner built by the Fairchild sub­ sidiary. It was decided that Jack and Kate, Dr. Herb Ware, (EAA 31618, A/C 13216) Muncie, Indiana and Brown and his good friend Violet "Vi" Blowers (EAA 209812,

A/C 24247) would all join resources and buy the project, with Jack heading up the restoration effort. That was in 1995, and after the project was carefully moved to Jack's shop in Ohio, the work got started right away.

Before selling NC207V, Mike had spent considerable time researching the history of the biplane. He even got to know one of its first owners, Harry B. Brown of Ten­ nessee . Harry worked for the FB I as a special agent under J. Edgar Hoover during WWII, and earned his private license in the K-R. An attorney, he was a lifelong resi­ dent of Jelico, TN . When Mike Butler went through the FAA records he had on the 20 or so owners of the KR-21 , Harry was the eleventh . Mike started with the most obvious way to find the previous owners. He called directory assistance in the towns where the owners had registered the airplane, and 10 and behold, Harry Brown's number came up in the same town on the registration records. In fact, he still lived in the same house he had owned since the 1930's! Harry has since passed away, but not before he knew and was thrilled to hear and see that his trusty old biplane was to fly again.

Harry told Mike he really enjoyed fly­ ing the KR, and he even flew it on a cross country to St. Louis. At EAA AirVenture, Brown Dillard was reasonably certain the flight from the Dayton area to Oshkosh was the longest cross-country flight ever undertaken by someone flying the Krei­ der-Reisner.

An earlier owner was Harry Manning, captain of a cruise ship, the Roosevelt, and one of the navigators accompanying Amelia Earhart on her first attempt to fly around the world. When the flight termi­ nated abruptly in Honolulu after a takeoff accident, Manning was unable to free up the time needed for the next attempt. Man­ ning flew the KR-21 from Roosevelt Field on Long Island.

Mike Butler had expertly completed a major portion of the restoration, including the fuselage, wings, rudder and fin and the Kinner B-5 engine. Not all the covering had been done, nor was all of the sheet metal completed, but the work done over the 10 years Mike had the project was first rate, and he maintained an active interest in the project after he sold it. He and the restoration team became good friends .

Mike had an interesting tale to tell conVINTAGE AIRPLANE

13

(TOP) Vi Blowers, in the front cockpit, and her companion and flying buddy Brown Dillard bank towards us with one of avia­ tion's prettiest biplanes from the Golden Age of Aviation.

(LEFT) Each wing panel is identical, and each has an aileron installed, giving the KR-21 a nice roll rate . On the wing interplane struts, you can see the expert leather work done by Jack Tiffany.

(BELOW) The Kinner B-5 installed in this Kreider-Reisner 21 does have a starter installed, powered by a battery. They get between 14 or 15 starts before the battery needs charging again, since there is no gen­ erator installed. The forward cockpit has no instruments, but it does have a full set of dual controls.

The aft 'pit is fully equipped, with the instruments refaced by J-Air, Inc. of Cleveland, OH, 216/692­ 0010. Outstanding workmanship from both Mike Butler and Jack Tiffany and the KR circle of friends.

14 JANUARY 1999

cerning the louvers in the sides of the fuselage sheet metal. It seems there was a local Oshkosh sheet metal man renowned for his lou­ vers. Many of the hot rod crowd had beautiful work done by him, and Mike fig­ ured that if he was that good, he'd have him do the louver vents on the Kreider-Reisner.

After dropping the side pan­ els off to have the pieces stamped, the phone rang a few hours later. "I can't do them , there is no edge of the metal that is 90° to the lou­ vers," said the voice on the other end of the phone.

Apparently, the stamping machine used by this fellow needed a reference edge to put in each of the stamped louvers. Mike thought about it, and decided that since he'd managed to make the entire panels himself, it was time for him to learn how to do louvers, too! Hammering them out against a wood forming block in the same way they were done in the past cre­ ated a nice set of new louvered cowling panels. He can be proud of them, as they look just as they would have in 1929.

One of the most distinctive features of the KR-21 is its tapered wings. Each of the wing panels is identical in dimen­ sion - the upper wing's wider center section gives the upper wing its overall longer dimension . With ailerons in­ cluded in each of the wings, and a structure built to take aerobatics, after its introduction 1929, the KR was in de­ mand for airshow work or just plain horsing around.

Marion Cole, one of the famous Cole brothers, told Brown during a visit at EAA AirVenture that he had never flown the KR-21 , but knew it was in great de­ mand : " .. . there weren't enough airp lanes [KR-21 s1to go around , but people really wanted the airplane in those early days for aerobatics," he re­ called. In fact, that demand continues even today. Robert Reid (EAA 99931), of the Reid-Hillview airport in Ca lifor­ nia, flies a KR-21 in his airshow routine.

Upon their arrival in Ohio, Jack, Her­ man Leffew and Brown Dillard worked on the wings. Mike built a full set of ribs for installation on the 70-year-old spars, all ten of which (two for each wing, a pair for the center section) proved to be in excellent shape. The ailerons all had

to be rebuilt, since they were not airwor­ thy, but each of the interplane and cabane struts were in sound condition, just need­ ing a complete stripping and refinishing.

All of the fuselage and tail structure is built up with steel tube, with the sides, top and bottom of the fuselage faired in with wooden bulkheads and stringers. All of that beautiful woodwork helped drive the original cost of the KR-21 up, along with the tapered wings and the other neat addi­ tions, such as toe brakes (one of the first aircraft equipped with them) and a very effective, easy to adjust elevator trim sys­ tem. Its introductory price was $4685, but by the end of 1930 the price was down to $4125. Still , fewer than 50 KR-2IA's were built, of which 14 are registered.

The Kinner B-5 can be a challenging engine to overhaul, since parts are pretty rare, but Mike was able to have Al Ball do the actual overhaul work , carefully checked and signed off by Mike's AI, Randy Novak. The engine swings a beauti­ ful new Sensenich prop, carefully carved to the special configuration needed for the KR-21 installation. With the spinner fitted, it gives the KR-21 a smooth, seamless line from the nose to the tail.

With so much of the restoration started, Jack Tiffany and the crew were able to fin­ ish their labors on the biplane in a little under two years. Brown Dillard, who had worked on the project diligently, flew it first, and except for a creeping mixture control, it had no serious bugs to work out.

By the time he reached Oshkosh, there was a total of 24 hours in the airplane.

Brown Dillard was no stranger to air­ planes, having gotten his Private license up through his instructor's ticket in the Civil­ ian Pilot Training Program during WW-II. Working as a commercial instructor, he first worked as an Army Primary instructor under contract with a couple of civilian schools. As he progressed, he flew B-25's, C-47's and the Beech 18. After the war, he owned a Cessna 170, and a Mooney Mite, but when he bought a construction busi­ ness , he got out of airplanes for over 20 years. After he retired, he thought about going out to the airport and renting an in­ structor and a Cessna 150, just to see if it still had the same kick. It did, and he called the local FAA office to find out about re­ newing his licenses. His first conversation left him crushed - based on what Brown had told him, the FAA man explained that his licenses had expired, and that he would have to retake ground school and take a flight test again after instruction.

Fortunately, the fellow at the FAA took

an interest in his case, and person­ ally called FAA headquarters in Oklahoma City to check on his records. Brown recalled the con­ versation: "He said you sounded so disappointed I called Oklahoma City and your li­ censes are sti 11 Ne20lV is Serial No.1, the first production Kreider-Reisner 21 built by the valid - you re­ Fairchild subsidiary. First certified in 1929, it competed for the same mar­ newed in 1957. ket as the Great Lakes 2-T-1 and other sportsman-trainer type biplanes.

All you need is a

new medical and a BFR." Brown

was elated! That was over 10

years ago, and he began in­

structing again , enjoying the

antique as part of his aeronauti­

cal experience.

Another part of that story is his circle offriends, especially his girlfriend, Vi Blowers. Brown' s first wife had passed away, but one day , while he and his friend Jack were out flying Jack's Davis, they stopped at New Carlise air­ port. While there, Vi asked Jack for a ride. Jack gave the nod to Brown, and with that the two be­ came acquainted. Vi is a busy pilot herself. She owns a Chero­ kee 140, and she has flown over 2,600 hours, 1,300 on the last re­ build of the Lycoming in her 140.

She's been around aerospace for a while too, having been an expert seamstress in the experimental clothing branch at Wright-Patter­ (Left to right) Nick Hurm, Brown Dillard, Vi Blowers stand with Jack and Kate Tiffany in front of the KR-21 . son Air Force Base for 16 years. Not pictured are two other people who make up the She made clothing for the presi­ friends of the K-R circle, Mike Butler, who spent 10 dents (slacks, flight suits, and years on the restoration of the aircraft, and Dr. Herb jackets), and flight suits for the Ware, who is one of the partners in the airplane.

Thunderbirds, as well as proto­ Jack Tiffany and his wife, Kate, along type Air Force clothing items. On the K-R project, her sewing talents were brought with Nick, were also there. Aeronautical, out of retirement, as she knew exactly how as long a word as it is, doesn 't cover all the to handle the leather for the seat cushions. Tiffany's do in aviation. Nick, who is in his first year at Bowling Green University She also became an ace rib-stitcher. Know­ ing, as she explained the process to us, that in Northern Ohio, regularly answers the using nylon thread when sewing leather Mystery Plane section of Vintage Airplane was a poor choice, since the plastic thread with erudite answers that anyone who's would cut the leather and result in seams been around old airplanes for a few that would not hold up. Better to use a decades would be happy to know! Jack, is heavy cotton thread and have it last that to well known around Ohio as an expert air­ rip out a seam. Along with the seat cushion craft restorer, and Kate is an excellent aircraft coverer and very handy with a work, Vi was one of the group who par­ took in a rib-stitching party, part of the fun spray gun. She also serves as a volunteer during EAA AirVenture. in restoring an old airplane.

VINTAGE AIRPLANE

15

Jim Koepnick

Dr. Herb Ware, one of the Midwest's well known antique airplane enthusiasts, also was able to put his efforts into the restoration, not to mention a huge amount of moral support!

The whole group found out just how precious a circle of friends can be when Brown became critically ill late this past fall . Knowing he was very sick, he looked at Jack one day and said, "We sure had fun this summer, didn't we?" Jack smiled back and said, "We sure did."

Sadly, the KR-2l circle of friends had to bid farewell to Brown Dillard, who passed away in November. He is sur足 vived by his daughter, Gibby Dombroskie, and her husband Gary of Dayton, OH. Like our favorite airplanes, sometimes it seems there isn't enough of our friends to go around as well.

The restored KR-21, SIN - rests qui足 etly in the cold of an Ohio winter, waiting for another summer to arrive, and for the circle of KR-21 friends who will fly it with exuberance, remembering their friend , Brown, who enjoyed flying the KR-21, and all it brought to his life. ....

16 JANUARY 1999

Larry Van Dam's Award-Winning Beechcraft H-35 Bo

by Norm Petersen t is always fun to see a 41-year­ old airplane, which has been completely restored with love and affection, run off with the marbles at a place like Oshkosh. In this particular case, the airplane is a 1957 H­ model Beechcraft Bonanza, N5478D, SIN D-4985, that was flown to AirVen­ ture '98 by its owner, 63-year-old Larry Van Dam (EAA 211807, AlC 26860) of Riverside, California. Amid the huge crowds of people and airplanes, the pretty H-35 Bonanza stood out like a beacon on the south end of the An­ tique/Classic parking area - Row 76, to be exact.

Larry's friends from back at River­ side, CA, had urged him to move the pretty V-tail from the north s ide of Wittman Field to the judging area, es­

I

pecially since the airplane qualified for the Contemporary category, being con­ structed at the Beechcraft faci I ity in Wichita, KS, in February, 1957.

All of the "fuss and bother" came to fruition when Larry's airplane , N5478D, ran off with the "Outstanding Custom Class III Single Engine" Con­ temporary award at AirVenture '98 .

This beautiful award represents a great deal of dedication and outstanding workmanship by Larry Van Dam and his " merry bunch of airplane people."

For the full story, we must go back to the beginning.

Larry Van Dam was born in San Rafael , CA, and grew up in Modesto , CA. Following high school, he served in the military for two years during the Korean War. His Honorable Discharge

allowed him to enter Cal Poly College at Pomona, working towards a four-year degree on the GI Bill. His major was in Social Science. In addition, he was for­ tunate to marry his lovely wife, Mary, during this time and they have enjoyed 41 years together along with two sons, Larry II and Mark Raymond.

The couple settled in Riverside, CA, where Larry was hired by the Riverside Electrical District as an appraiser. This occupation would keep Larry busy for the next twenty years. Meanwhile, the aviation bug was starting to "itch" and in 1979, Larry made his solo flight from Flabob Airport in Riverside. The die was cast.

Looking around for an airplane to buy , Larry found Capt. Bryce Mc­ Cormick (American Airlines, ret.) who VINTAGE AIRPLANE

17

who could do first class work. (For eight years, Larry has been on the Riverside Airport Com­ mission, the last two years as president.) The Bo­ nanza was turned over to Nostalgia Airways, headed by Robert Red­ head and Randy Clark, who promptly began the teardown of the entire front end of the airplane.

With the prop, engine, A close look at the fancy interior of N5478D that caught the nose cowl and nose gear judge's eyes at AirVenture '98. removed, numerous items came to light!

The front bulkhead had some illegal welds along the bottom and the engine mounts, which are integral with the airframe, needed much help.

New parts were or­ dered from Beechcraft and the entire nose section was rebuilt, in­ cluding the nose bowl itself. The new sec­ tions that were A stunning bit of originality is this H-35 instrument panel, com­ installed were notice­ plete with throw over yoke and vernier engine controls. ably stiffer and stronger than before, had a 1957 V-tail Bonanza for sale. Beechcraft having upgraded the parts in Following a bit of negotiation, a deal the intervening years. The firewall was was struck and Bryce delivered the Bo­ polished until it looked almost chrome nanza to Flabob Airport in 1981 - and plated! The rest of the parts were all the next 17 years began in the life of properly primed and repainted until N5478D. The airplane did yeoman ser­ the inside of the cowling looked for all vice for a number of years through the the world like a new airplane.

1980s and into the 1990s. With a top Meanwhile, the 10-470 engine was cruise of 185 at a fuel burn of under 12 turned over to Peformance Aero run by gph, it was indeed a dandy airplane for master engine rebuilder, Ron Monson. cross-country work. Larry and his Six new Millennium cylinders were or­ family enjoyed many neat jaunts about dered and were powder coated in bright the country. In 1995, it was flown to red . The crankcase was also powder Oshkosh for the big EAA Convention coated red to match. With the crank­ and Larry remarked that they parked shaft reground and new bearings in Row 123 - nearly in North Fond installed, the freshly reground camshaft du Lac! (optimum performance grind) was in­ Even in its time earned " working" stalled and the crankcase halves were condition, the V-tail drew many looks carefully assembled with the two lines including several visits by EAA judges, of tiny silk thread on the mating sur­ who were quite intrigued by the excel­ faces. All moving parts were carefully lent condition of the Bonanza. Upon balanced and blueprinted for top perfor­ returning home to California, Larry be­ mance. The six Millennium cylinders gan to feel it may be time to really clean were added to the engine and by now, up the old girl and give the tired 10-470 it was starting to look like a pretty engine a topnotch overhaul. He had fancy powerplant! Chrome plated been keeping his eye on several local valve covers added to the dazzle along rebuilding outfits and was well aware of with new accessories, wiring harness 18 JANUARY 1999

and spark plugs.

With the totally rebuilt engine com­ pleted, it was brought into the shop for reinstallation into N5478D. Newen­ gine mounts all around made sure the engine would be smooth as a turbine in its new cradle. The rebuilt nose bowl was added and the polished metal proLEE ANN ABRAMS

Totally rebuilt nose gear with its attendant scraper behind the tire and steering damper. This is sanitary workmanship.

The main landing gear is a classic study in really sharp workmanship and attention to detail. Even the gear door has been reworked, which you can see by the absence of dings and scratches. Each part and piece has been carefully redone to bring it up to championship caliber.

(inset) Kneeling in front of his beautiful Bonanza is Larry Van Dam, 17 year owner and man

behind the restoration of the airplane.

Above the clouds (where he likes to fly), Larry pulls the H-35 Bonanza in close to the photo

plane. The classic lines of this airplane have sold well for over fifty years!

peller was securely bolted to the crankshaft. When all the necessary connections were completed, the air­ plane was rolled into the California sunshine and fired up for the first time . Shouts of joy let all the by­ standers know it ran extremely well.

The next step in the rebuild process was painting the airplane in its distinct paint scheme. Larry knew his best man for the task was Doug Whaley at Torrance with his firm called, Diversified Specialties.

The Bonanza was brought into the

paint shop and Doug Whaley be­ gan his magical work.

The original idea was to have the airplane finished in time to fly it to EAA Oshkosh ' 97 , however, as is often the case, the final push didn ' t finish until three month s after the big bash in Wisconsin! Such are the lessons of airplane rebuilding.

The final push included not only the fancy paint scheme, but a large portion of work by Tom Garcia of Flabob Airport, who was in charge of A & P work with his Inspection Authorization. The Annualln­

spection on the airplane was

Usually, the cowl flap area on an airplane is covered with oil and grease! Notice how only a small part of his work.

clean this airplane is, almost like it just left He had to rebuild the left gear

the factory. strut, refinish the main gear

wheels and polish the hardware,

install new Michelin tires, new

Cleveland brake pads , new

Beechcraft uplock spring kit

and finally, install new flap mo­

tor covers.

Once the work was pretty

well completed, the details were

taken care of, one at a time . The last view a bug has before impact. The polished spinner is augmented by the highly polished propeller Each detail helped the overall immediately aft of the beautiful cone.

LEE ANN ABRAMS

VINTAGE AIRPLANE

19

temporary Class. While in ican Airlines, ret.), the very person he Florida, Larry and Pat flew had purchased 01' N5478D from back into the Kissimmee, Florida, in 1981! Small world department. airport and enj oyed that Besides the many Contemporary gathering as well as Sun 'n judges coming by to look at the H-35 , Fun. The flight from many, many interested folks stopped by Florida back to California to admire the airplane, especially the was indeed a treat for Larry, beautiful engine compartment. Larry who says, "Cross county says that the quickest way to attract a flying in a Bonanza is about crowd with the airplane is to prop open as good as it gets!" the cowling so the engine shows. It will In a very short time, the attract people like honey attracts bees!

One man from Ohio stopped by and A firsthand look at the "V" in the v-tail Bonanza. Although sharp-looking H -35 was not made in this model any longer, it was extremely popu­ readied for the big trip to mentioned they had flown from Red­ lar for many, many years.

Oshkosh to attend AirVen­ lands, California, to Flabob Airport to ture '98. As before, see a very special tan & red Bonanza. It Larry was in the was the very same machine standing in the line at Oshkosh - N5478D! company of his long­ Larry was especially pleased to win time friend , Pat Halloran, in his fa­ the Outstanding Custom Class III Single mous little racer Engine award at AirVenture '98. He is called Loving's indeed proud to be part of EAA and is a Love (named for its longtime member of EAA Chapter 1 at designer, Neal Lov­ Flabob. Taking part in the many Young ing [EAA 522] of Eagle flights is just one way that Larry Yellow Springs, feels he can give something back to avia­ Ohio.) They arrived tion. He thoroughly enjoys making in Oshkosh in fine Young Eagle flights as well as serving on shape and Larry the Riverside Airport Commission. As parked the Bonanza Larry says, "It's all part of the fight you on the north side of have to put up for aviation."

In case you were wondering who The wonderfully detailed engine compartment, complete with pow­ Wittman Field. It der-coated crankcase and Millennium cylinders, looks like a show­ was from this posi­ was responsible for the outstanding room, not as if it had just been flown from the West Coast. tion that his friends choice of colors in the H-35 paint jumped on his case scheme, we are happy to report that impression of the airp lane. It was one and finally convinced him to taxi the Larry Van Dam takes complete respon­ sharp looking Bonanza. By October of pretty bird to the south end of the field sibility. The blend of the new colors 1997, the first long flight was planned and the Contemporary judging area . along with the older paint scheme was with a trip to Wichita, Kansas, and the Larry says it was no doubt the longest most unusual, yet the results are most convention of the American Bonanza taxi he had ever accomplished in the pleasing to the eye. Apparently the Society (ABS). Beside celebrating over Bonanza, however, some days are full judges felt the very same way. Special fifty years of making Bonanzas, the en­ of surprises. As he taxied into Row 76 congratulations to Larry Van Dam for tire group was hosted by Beechcraft to on the far south end, he noticed a his outstanding Bonanza and to all the tour the company assembly plants Beechcraft A-36 Bonanza on the far many fine craftsman who helped so where the new airp lane s were bei ng end of the same row. A short time later, diligently in the long project. This is made. Larry says it was quite an emo­ he walked over to the A-36 and met the what the Antique/Classic Division is tional experience for long-time Beech owner, Capt. Bryce McCormick (Arner- all about. ... pilots, something they will just plain From this particular angle, we get the full impact of Larry's neat paint scheme with a sharp never forget. reflection from the Beechcraft logo. Pretty.

Addition detail work was accom­ plished over the winter of '97-98 and Larry was able to fly the pretty restored Bonanza to the 1998 Sun 'n Fun Fly-In at Lakeland, FL, where many folks got a good look at the beautiful V-tail H-35.

Flying to Florida with his lon gti me friend, Pat Halloran (EAA 2879), who flew his single-place Loving 's Love, the pair enjoyed a grand time and even came home with a trophy for each air­ plane!

Larry's Bonanza won an Outstanding Aircraft Award in the Con­ 20 JANUARY 1999

by H.G. Frautschy n October 10, 1949 at 3:23:05 p.m., Woody Jongeward, Bob Wood­ house and the "City Of Yuma" landed after setting a new world endurance record by staying aloft a remarkable 1,124 hours and 17 minutes . All those hours added up to nearly 47 days, during which they flew non-stop a total distance of 89,920 miles, equivalent to 3-112 times around the globe at its equator.

The airplane Jongeward and Wood­ house flew was a new Aeronca 15AC Sedan. The project, conceived by Ray Smucker, a local radio personality and the president of the Arizona Junior Chamber of Commerce, was intended to promote the excellent flying weather the Yuma, AZ area enjoyed. The local businessmen had

O

realized a decided downturn in activity since the closing of the local air base, and by highlighting the excellent weather to govemment officials, it was hoped the base would be reopened. Claude Sharpensteen II had a brand new Sedan, and offered to lend it to the project. Marsh Aviation did any necessary modifications, and the Val­ ley Cafe supplied the meals for the pilots, which were delivered by the Police Depart­ ment. Union Oil provided the gas and oil, and Horace Griffen, the local Buick dealer, donated a Buick convertible to use as a re­ fueling/resupply car. Three times daily the Sedan had to be refueled, by a volunteer crew who had to work closely together for each of the 1,500 passes between the car and the plane as the Buick ran down the

runway at 80 mph.

Nearly 600 volunteers were involved in the project, which took off on August 24, 1949. The old record was 1,008 hours, which the pair surpassed. In fact, it could have gone one for many more hours, but it terminated after a magneto failed. After teardown, the engine was found to be in excellent condition, with oil consumption running 3/8 to 7/16 of a pint each hour.

While long relegated to the dusty files of aeronautical records, the modem day city of Yuma has not forgotten . There will be a commemorative flight honoring the record, which will be flown October 8-10, 1999. There are activities planned throughout 1999 related to the "City Of Yuma" flight.

The Yuma Jaycee Foundation has purchased the original "City of Yuma", NC 1156H, from private owners in Minnesota, and is in the process of having the airplane restored to it 's 1949 appearance, right down to the lettering on the Santa Fe red and Packard straw fuselage . As you can imagine, it's quite an undertaking, and plenty of volunteers are hard at work on the airplane.

There are a few items they are in need of, and if you happen to have them lying about, they'd be happy to accept your donation (they are a 50lc3 tax-ex­ empt organization).

Jim Gillaspie advises they are look­ ing for: A pair of Aeronca Chief control wheels (or an early pair of Sedan con­ trol wheels).

One Scott or Stewart-Warner oil Pres­ sure gauge.

One instrument light, which is mounted above the pilot's head.

Two of the longer tail brace wires (ap­ prox. 54 in. long).

If you're so inclined, you can contact the volunteers and organizers at: Yuma Jaycee Foundation, P.O. Box 121, Yuma, AZ 85366-0121 , 520/344-3860, fax 520/317-0705, or E-mail at jspencer@primenet.com. For a complete Arizona Highways article on the flight, check the website : http ://aztec.asu . edu.!endur049. ...

VINTAGE AIRPLANE

21

1999 BAA Antique/Classic

TYPE CLUB LIST This list of Type Clubs should be the most accurate compilation we've ever published. For the past three years, we have sent each Type Club a postage paid postcard confirming their listing. This year, over 60 clubs chose to respond by sending back the card we sent them . Un­ fortunately, 40 didn't respond, and some have not responded in a number of years.

Those clubs have been removed from the list, since they apparently are now inac­ tive or no longer exist. Any group who did not return their card this year is marked with a ' . You may wish to contact them regarding current dues/subscription information.

If you have changes related to your Type Club list, drop a note in the mail de­ tailing with your listing exactly as it will appear in the magazine (use the format you see on these pages). Send your note to: Antique/Classic Type Clubs, P.O. Box 3086, Oshkosh , WI 54903-3086, or E­ mail it to vintage@eaa.org.

The Type Club list is also available in the Division's web page at EAA's Web site , which you can find at: http :// www.eaa.org Aeronca Aviators Club

Julie and Joe Dickey 55 Oakey Ave. lawrenceburg, IN 47025· 1538 Phone/FAX 812/ 537,9354 Newsletter: 4 issues per subscription Dues: None - $16 subscription E.mail: idickeY@seidata.com International Aeronca Ass'n

"Aeronca Lover's Club" Buzz Wagner Box 3, 401 lst St. EAST Clark, SD 57225 605/ 532-3862 FAX 605/ 532-1305 Newsletter: Quarterly Dues: $20 per year National Aeronca Association.

Jim Thompson, President 806 Lockport Rood P. O. Box 2219 Terre Haute, IN 47802-0219 812/ 232-1491 Magazine: 4 per year Dues: $25 U.S., $35 Canada, $45 Foreign World Beechcroft Society

Alden C. Borrios, President 1436 Muirlands Dr. 22 JANUARY 1999

La Jolla, CA 92037 619/459-5901 Magazine Dues: $25 per year Twin Beech 18 Society

c/o Staggerwing Museum Foundation, Inc. P. O. Box 550 Tullahoma, TN 37388 931/455-1974 Newsletter: 4 per year Dues: $40 per year Bellanca-Champion Club International.

Bob Szego - President P.O. Box 100 Coxsachie, NY 12051-0100 518/731-6800 Newsletter: Quarterly "Bellanca Contact!"

Dues: $33 per year; (2 yrs./$59), Foreign $41 (2 yrs./ $60 U.S. Funds) szegor@bellanca-championclub.com Bird Airplane Club

Jeannie Hill P. O. Box 328 Harvard, IL 60033-0328 815/943-7205 Newsletter Dues: Postage Donation American Bananza Society

Nancy Johnson, Exec. Dir. P. O. Box 12888 Wichita, KS 67277 316/945-1700 FAX 316/945-1710 Magazine: Monthly Dues: $45 per year E-mail: bonanza2@bonanza.org Website: http://www.bonanza.org Classic Bonanza Association

P. O. Box 868002 plano, TX 75086 972/738-5658 Newsletter: 8 per year Dues: $16 per year Staggerwing Club (Beechcroft)

Jim Gorman, President P. O. Box 2599 Mansfield, OH 44906 419/ 529-3822 (H), 755-1223 (W) Newsletter: Quarterly Dues: $20 per year Twin Bonanza Association

Richard I. Ward, Director 19684 Lakeshore Drive Three Rivers, M149093 Phone/ FAX 616/279-2540 Newsletter: Quarterly Dues: $30 per year U.S. and Canada, $40 Foreign E-mail: forward@net-link.net Web Page: http/ /ccc.pongea.ca/tba Bucker Club

Chris G. Arvanites

16204 Rosemarie Ln. Lockport, IL 6044 1 815/436-101 I FAX 815/436-1011 Newsletter: 6 per year Dues: $20 per year U.S. & Canada, $25 Foreign National Bucker Club

American Tiger Club, Inc. (deHaviliand) Frank Price, President Rt. 1, Box 419 Moody, TX 76557 817/853-2008 Newsletter: 12 per year Dues: $25 per year International Bird Dog Association.

(Cessna L-19) Phil Phillips, President 3939 C-8 San Pedro, NE, Bldg. C8 Albuquerque, NM 87110 505/881-7555 Newsletter: Quarterly "Observer" Dues: $25 per year Cessna T-SO Bamboo Bomber Club Jim Anderson, Secretary/Treasurer Box 269 Sunwwod Marine on St. Croix, MN 55047 651/433-3024 FAX 651/433-5691 Newsletter: Quarter/y Dues: Contact Club for Info Intemet: iia@Wrmed.com Cessna Owner Organization

P.O. Box 5000 lola, WI 54945 715/445-5000 or 800/331-0038 FAX 715/445-4053 E-Mail: cessna@aircraftownergroup.com (24 hours) Web Site: www.aircraftownergroup.com Magazine: Monthly Dues: $39/year Cessna Pilots Association

John Frank, Executive Director P.O. Box 5817 Santa Maria, CA 93456 805/922-2580 Magazine: Monthly Dues: $45 annually International Cessna 120/140 Association

Stacey Greenhill 313 Partridge Lane Wheeling, IL 60090 847/ 541-7793 Newsletter: Monthly Dues: $15 U.S. per year West Coast Cessna 120/140 Club c/o Don and Linda Brand 9087 Madrone Way Redding, CA 96002 530/221-3732 Newsletter: Bimonthly Dues: $20 per year

Cessna 150/152 Club

Skip Carden, Executive Director P. O. Box 15388 Durham, NC 27704 919/471-9492 FAX 919/477-2194 Newsletter: Monthly Dues: $25 per year International Cessna 170 Association, Inc.

Velvet Fackeldey, Execu. Secty.

P. O. Box 1667 Lebonon, MO 65536 Phone/FAX 417/ 532-4847 Newsletter: Fly Paper (12 per yer) The 170 News (Quarterly) Dues: $35 per year E-mail: c170hq@mail.llion.org International Cessna 180/185 Club­

(Cessna 180-185 Ownership Required) Johnny Miller 3958 Cambridge Rd. # 185 Cameron Pork, CA 95682 916/672-2620 Newsletter: 8-9 per year Dues: $20 per year

Uoyd Washburn 2656 E. Sand Rd. Pt. Clinton, OH 43452-2741 Newsletter: None Dues: None Robin 's Nest (Curtiss Robin enthusiasts) ­

Jim Haynes, Editor 21 Sunset Lone Bushnell, IL61422 deHaviliand Moth Club-

Gerry Schwam, Chairman 1021 Serpentine Lone Wyncote, PA 19095 215/635-7000 or 886-8283 FAX 215/635-0930 or 886-1463 Newsletter: Quarterly Dues: $15 US and Canada, $15 Overseas E-mail: schwam105565.3472@compuserv.com

Carl Petersen, President 636 lona Lone Roseville MN 55113 E-Mail: champ@citabria.com Web Site: www.citobria.com $25 US / $40 International (US Funds)

Heath Parasol Club

Fairchild Club

John W. Berendt, President 7645 Echo Point Rood Connon Falls, MN 55009 507/263-2414 FAX 507/ 263-0152 Newsletter: Quarterly Dues: $12 per year Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15 for 3 issues

Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15 for 3 issues Culver Club-

Funk Aircraft Owners Association

Lorry Low, Chairman 60 Skvwood Way Woodside, CA 94062 415/851-0204 Newsletter: 3 issues annually Subscription: $20 per year To: Culver's Going Places P. o. Box 127 Blakesburg, IA 52536

Ruth Ebey, Editor 933 Dennstedt PI. EI Cajon, CA 92020 President - Jon Schroeder 512/259-1141 Newsletter: 10 per year Dues: $12

Ted Heineman, Editor 29621 Kensington Drive Laguna Niguel, CA 92677 714/495-4540 Newsletter: Annual Dues: Donation $10

Great Lakes Club

Brent L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15 for 3 issues

c/o Don Nicholson

723 Boker Dr.

Tomboll, TX 77375

218/351-0114

For newsletter and dues info,

contact the club.

Dart Club (Culver)

Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15 for 3 issues Lake Amphibian Flyers Club

Bill Goddard, Editor 815 N. Lake Reedy Blvd.

Frostproof, FL 33843-9659 Newsletter: Bi-monthly Dues $49 per year ($79 the first year) Add $10 for overseas moil) Rio Donovan, Editor P. O. Box 62275 Boulder City, NV 89006-2275 702/293-0641 FAX 702/293-0652 Newsletter: Quarterly Dues: $25 U.S., $30 Foreign Continental Luscombe Association

Loren Bump, Fearless Leader 705 Riggs Emmett, ID 83617 208/365-7780 Newsletter: Bimonthly (6 per year) Dues: U.S. $1 5, Canada $17.50 U.S. Funds, Foreign $25 U.S. Funds Luscombe Association

John Bergeson, Chairman 6438 W. Millbrook Rood Remus, MI 49340 517/561-2393 FAX 517/ 561-5101 Newsletter: 6 per year Dues: $25 per year U.S., $25 Canada, $30 Foreign Meyers Aircraft Owners Association­

The American Yankee Association Culver Aircroft Assoc.

The Interstate Club

Lockheed Owners Association

Sandy Brown, Newsletter Publisher P. o. Box 511 Marlborough, a 06447-0511 860/267-6562 FAX 860/267-4381 E-mail: AyboY@ntplx.net Newsletter: Approx. 3-4 per year Dues: Contributions

Culver PQ·14 Assoc.­

Lorin Wilkinson, President 16225 143rd Ave. SE Yelm, WA 98597-9 169 Newsletter: Quarterly Dues: $15 U.S., Canada, $20 Foreign Newsletter Editor Sylvia Shoemake P. O. Box 312142 New Braunfels, TX 78131 830/905-7832 E-Mail : hatzkit@gvtc William Schlapman 6431 Poulson Rood Winneconne, WI 54986 920/582-4454

International Fleet Club Corben Club

American Hatz Association

Ercoupe Owners Club-

Fairchild Fan Club Citabria Owners Group

Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15 for 3 issues

Carolyn T. Carden, Secretory 7263 Schooners Ct. SW A-2 Ocean Isle Beach, NC 28469-5644 Voice/FAX 910/575-2758 Newsletter: Monthly Dues: $25 per year

Eastern 190/195 Association

Cliff Crabs 25575 Butternut Ridge Rd. North Olmsted, OH 44070-4505 440/777-4025 alter 6 PM Eastern Newsletter: Irregular; Approx. 4 Per Yr. Manual on maintenance for members Dues: $15 initiation and as required.

E-mail: ccrabs@aol.comORciassic195@aol.com

Hatz Club-

Stew Wilson 3232 Western Drive Cameron Pork, CA 95682 530/676-4292 Web Site: www.aya.org Newsletter Dues: $30 per year U.S., $30 Foreign Initiation - $7.50 1st year Initioion/Foreign - $10.00 1st year

William E. Goffney, Secretory 26 Rt. 17K Newburgh, NY 12550 914/565-8005 Newsletter: 5-6 per year Dues: Postage fUnd donation Monocoupe Club

Bob Coolbough, Editor 6154 River Forest Drive Manassas, VA 20112-3076 VINTAGE AIRPLANE 23

703/590-2375 Newsletter: Approx. Monthly Dues: $15 per year

Dues: $25 per year U.S., $25 Canada, $30 Foreign L-4 Grasshopper Wing

American Navion Society

Jerry Feather, Editor 59A Houston Ln. Lodi, CA 95241-1810 209/339-4213 Magazine: Bimonthly Dues: $45 per year

Bill Collins, Editor/Publisher RR 2, Box 619 Gould, AR 71643-9714 870/263-4668 Newsletter: 6 per year Dues: $10 per year U.S., $15 Canada, $20 Foreign-All US funds

Nav Air/Navion Skies

Super Cub Pilots Association路

Raleigh Morrow P. O. Box 2678 Lodi, CA 95241-2678 209/367-93908 a.m.-12 noon M-F FAX 209/367-9390 Newsletter: Monthly Navion Skies Dues: $39 per year E-Mail: Navion1@inreach.com

Jim Richmond, Founder/Director P. O. Box 9823 Yakima, WA 98909 www.cubcrafters.com E-Mail: answers@cubcrafters.com 509/248-9491 Dues: $25 per year U.S., $35 Canada, $40 Foreign

Buckeye Pietenpol Association

Porterfield Airplane Club

Grant Maclaren 6364 Franks Rd. Byrnes Mill, MO 63051-1103 Phone: 314/569-2846, GMaclaren@aol.com http://users.aol.com/ BPANews Newsletter: Quarterly An SASE will bring more information

Chuck Lebrecht 91 Hickory loop Ocala, FL 34472 352/ 687-4859 Newsletter: Quarterly Dues: $5 per year

811 EDennett Ave Fresno, CA 93728-3318 559/237-7051 Newsletter: SWSC Newsletter (11 per year) Dues: $25 per year E-Mail: stinson@aeromar.com Web Site: www.aeromar.com/swsc.html

1路26 Association (Schweizer) a Division of the Scoring Society of America c/o Tom Barkow, Sec. Treas.

1302 South Greenstone Ln. Duncanville, TX 75137 214/ 296-3858 Newsletter: 8 per year (plus a directory) Dues: $15 to 25 per year (Scoring Society of America membership encouraged) Swift Association, International

Rearwin Club International Pietenpol Association

Robert l. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/ 938-2773 Newsletter: 3 - 16 pg . Newsletters Dues: $15 for 3 issues

Robert l. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/ 938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15 for 3 issues National Ryan Club

Short Wing Piper Club, Inc.

Eleanor and Bob Mills, Editors/Membership 220 Main Halstead, KS 67056 316/835-3307 (H); 835-2235 (W) Magazine: Bimonthly Dues: $30 per year E-mail: swpn@southwind.net

Bill Hodges, Editor and Historian 19 Staneybrook Ln. Searcy, AR 72143-6129 501/268-2620 Newsletter: Quarterly Dues: $20 per year $25 overseas Airmail and Canada E-mail: recruit@csw.net The Stampe Collectar

Piper Owner Society

P.O. Box 5000 lola, WI 54945 715/445-5000 or 800/331-0038 FAX: 715/445-4053 Magazine: Monthly Dues: $42 year E-Mail: Pirr@aircraftownergroup.com (24 hours Web Site: www.aircraftownergroup.com Dues: $39 year

Don Peterson, Editor 2940 Falcon Way Midlothian, TX 76065 Newsletter: 4 per year Dues: $40 per year, $45 U.S. Overseas Stearman Restorers Association

Jack Davis, President 1209 San Morino Ave. San Marino, CA 91108 Newsletter: 3 per year Dues: $25 per year

Cherokee Pilots Assoc.

P. O. Box 1996 Lutz, FL 33548 813/948-3616, 800/292-6003 Magazine: 11 issues per year Dues: $32.00 (US) $36.00 Canada and Mexico $44.00 Foreign International Comanche Society路

Wiley Post Airport Hangar #3 Bethany, OK 73008 Newsletter: Monthly Dues: $35 per year Cub Club

John Bergeson, Chairman 6438 W. Millbrook Rd. Remus, MI49340 517/561-2393 FAX 517/561-5101 Newsletter: 6 per year 24 JANUARY 1999

National Stinson Club

c/o Jonesy Paul and George Alleman 14418 Skinner Rood Cypress, TX 77429-1627 281/373-0418 (JP) 530/622-4004 (GA) Newsletter: 6 per year Dues: $20/yr to USA, Mexico & Canada $25/yr to other addresses National Stinson Club (108 Section).

Bill and Debbie Snavley 115 Heinley Rood Lake Placid, FL33852-8137 941/465-6101 Quarterly magazine: Stinson plane Talk Dues: $25 US, $30 Canada and Foreign Southwest Stinson Club

leslie Purvis

Charlie Nelson P. O. Box 644 Athens, TN 37371 423/745-9547 Newsletter: Monthly Dues: $30 per year Swift Homepage: http://www.napanet.net/-arbeau/ swift/ E-mail: switftlychs@aol.com.

West Coast Swift Wing.

c/o Denis Arbeau 2644 W. Pueblo Av. Napa, CA 94558-4318 707/258-8120 Newsletter: Monthly Dues: $1 0 per year Email: arbeau@napanet.net Internet: http://www.napanet.net/-arbeau/ swift/ Tay lorcraft Owner's Club

Bruce Bixler II, President 12809 Greenbawer, N.E. Alliance, OH 44601 330/823-9748 Newsletter: Quarterly Dues: $1 2 per year Virginia/Carolinas

Taylorcraft Owner's Club Jack Pettigrew, President 8325 Audley Lane Richmond, VA 23227-1729 804/266-6323 Newsletter: Quarterly Dues: $1 0 per year Travel Air Restorers Association

Jerry Impellezzeri, President 4925 Wilma Way San Jose, CA 95124 408/356-3407 Quarterly Newsletter $15/Year Travel Air Club

Robert l. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15 for 3 issues Travel Air Div. of Staggerwing Museum

P. O. Box 550 Tullahoma, TN 37388 931/455-1974 Newsletter: 4-5 per year Dues: $40 per year

American Aviation Historical Society America n Waco Club c/o Jerry Brown, Treasurer 3546 Newhouse place Greenwood, IN 46143 phil Coulson, President 616/624-6490 Newsletter: Bi-monthly Dues: $25 per year, $30 Foreign

Timothy Williams, President 2333 Otis Street Sonta Ana, CA 92704-3846 714/549-4818 (Tuesday, 7:00-9:00 PM local) Newsletter: Quarterly and Journal Dues: $49 U.S. and Canada $64 Foreign (US Funds)

Florida Antiq ue Biplane Association, Inc. Nationa l Waco Club Andy Heins 3744 Clearview Rd. Dayton, OH 45439 937/866-6692 Newsletter: Bimonthly Dues: $10 per year, $15 foreign E-Mail: wacoaso@aol.com

MULTIPLE AIRCRAFT ORGANIZATIONS Artic Newsletter David Neumeister 5630 S. Washington Lansing, M148911-4999 517/882-8433 Quarterly Newsletters for AA1, AA5, Arrow, Boron, 310-320, 336-337, Molibu, Musketeer, Norseman, Skipper, Tomahawk, Varga, Maule Dues: $10 per year per type except Maule which is $20 for 12 issues

10906 Denoeu Road Boynton Beach, FL 33437 561/732-3250 FAX 561/732-2532 E-mail: BeyeVieW@aol.com Dues: $50 year

North American Trainer Association (T-6, T-28, NA64, NA50, P-51, B-25) Kathy and Stoney Stonich 25801 NE Hinness Road Brush Prairie, WA 98606 360/256-0066 FAX 360/896-5398 Newsletter: Quarterly, Texans & Trojans Dues: $45 U.S., Canada; $55 all others E-mail: natrainer©aol.com

Replica Fighters Association­ Jim Felbinger, President 2409 Cosmic Drive Joliet, IL 60435 815/436-6948 Newsletter: Bimonthly Dues: $20 per year

World War I Aeroplanes, Inc. Leonard E. Opdycke Director/Publisher 15 Crescent Road Poughkeepsie, NY 12601 914/473-3679 Journals (4 times annually):WW I Aero (1900-1919); Skyways (1920-1940) Dues: Minimum - $30 each per year; $35 Foreign for each Journal

Seaplane Pilots Association

Kathy Marsh, Office Manager 2120 Airport Road P. O. Box 9124 Wichita, KS 67277 316/943-4234 FAX 316/943-4235 Newsletter: 8 issues per year Dues: $40 per year U.S. Funds, plus Chapter dues. Average Annual Dues $50.

Michael Volk, Exec. Director 421 Aviation Way Frederick, MD 21701 301/695-2083 Newsletter: Water Flying (Bimonthly); 1998 Water Landing Directory $18 - Members/$38 non-members plus $4 shipping Web Site: www.seaplanes.org Dues: $36 per year

Luscombe Foundation P. O. Box 63581 phoenix, AI 85082 602/917-0969 FAX 602/917-4719 Newsletter: Bimonthly "Luscombe Update" Subscription: $25 per year E-Mail: silvaire@luscombe.org Web Site: luscombe.org

International Liaison Pilot and Aircraft Association (ILPA) 1651 8 Ledgestone Son Antonio, TX 78232 Bill Stratton, Editor 210/490-ILPA (4572) Newsletter: "Liaison Spoken Here" Dues: $29 per year US $35 JJ:er year Foreign and Canada Send for Free Copy of "Liaison Spoken Here"

Society of Air Racing Historians Herman Schaub, Sec./Treas.

168 Marian Ln.

Berea, OH 44017

216/234-2301

Newsletter: Bimonthly "Golden Pylons"

Dues: $15 U.S., $18 Other

Sentimental Journey to Cub Haven, Inc. E. 1. "Doc" Conway, Fly-In Director P. O. BoxJ-3 Lock Haven, PA 17745-0496 717/893-4200 FAX 717/893-4218 Newsletter: Quarterly Dues: $10 annually E-mail: Piper©cub.kcnet.org

Silver Wings Fraternity­ P. O. Box 44208 Cincinnati, OH 45244 513/321-5822 Newsletter: Monthly Slipstream Tabloid Dues: $15 per year initially, $10/yr. Renewal Open to those who soloed powered aircraft at least 25 yrs. ago.

Minnesota Seaplane Pilots Association­ Michael Schmitt 227 Halsey Ave. Buffalo, MN 55313 612/477-4538 Newsletter: 3-4 per year Dues: $15 per year ($25-2 yrs.)

Vintage Sailplane Association­ George Nuse, Secretary 4310 River Bottom Dr. Norcross, GA 30092 770/446-5533 Newsletter: Quarterly Dues: $15 per year

National Air Racing Group Betty Sherman, NAG Treasurer 5508 7th Avenue NW Seattle, WA 98107-2727 Newsletter: Professional Air Racing Dues: $15 ($20 outside USA) payable to NAG

N3N Restorers Association­ Gerald Miller 3320 Northridge Drive Grand Junction, CO 81506 303/245-7899 Newsletter Dues: $12 per year

The 99s, Inc. International Women Pilots

ORGANIZATIONS

Piper Aviation Museum Foundation Elizabeth T. Piper, President One Piper Way Lock Haven, PA 17745-0052 717/748-8283 FAX 717/893-8357 Newsletter: Quarterly Dues: $30 annually Email: piper©cub.kcnet.org Internet: www.kcnet.org/-piper

Flying Farmers, International

National Biplane Association Charles W. Harris, Board Chairman P. O. Box 470350 Tulsa, OK 74147-0350 918/622-8400 FAX 918/665-0039 Dues: $25 Individual; $40 Family,U.S.; add $10 for Foreign

P. O. Box 201299 Austin, TX 78720 512/331-6239 Newsletter: 6 per year Dues: $10 per year

Lu Hollander, Exec. Director Will Rogers Airport Box 965, 7100 Terminal Dr. Oklahoma City, OK 73159 405/685-7969 Newsletter: Monthly/The 99 News Dues: $55 annually

OX-5 Aviation Pioneers ­

Robert F. Lang

Waco Historical Society, Inc. Waco Aircraft Museum Matt Eaton, Treasurer P. O. Box 62 Troy, OH 45373-0062 937/335WACO 1-5pm Sot.-Sun. May through November Newsletter: 4 per year Dues: $30 per year, 9/1-8/31

Women in Aviation, International Dr. Peggy 1. Boty Morningstar Airport 3647 S. R. 503 South West Alexandria, OH 45381 937/839-4647, FAX 937/839-4645 Mogazine Bi-monthly Dues: $35 per year ($25 per year lor students)

Zlin Association David Sutton 8 Knollwood Rd. Hackettstown, NJ 07840 908/813-1368 E-Mail: pilots@planet.net VINTAGE AIRPLANE 25

PaSSitto

BucI<

by E.E. "Buck" Hilbert EM #21 Ale #5 P.O. Box 424, Union, IL 601 80

Orphan? D.A.O.(*)?, Survivor?

Just what is a Helton Lark?

• (Displaced Aeronautical Oddity)

Sometime prior to WW-II, the Cul­ ver Cadet came on the market. A combination of molded plywood semi­ monocoque fuselage and stressed skin plywood full cantilevered wings , it was somewhat of a revolution in a personal aircraft. A very small air­ plane , 27 foot span and less than 18 feet long, it seemed diminutive along­ side the Aeroncas and Taylorcrafts of that day.

Tiny littl e 500x5 wheels were re-

tractable, and it scooted right along at nearly 120 mph while the rest of the pack often had trouble making high 70s. Its aerobatic ability and its slow speed handling, thanks to wing slots, made it an immediate hit with the sportsman pilot of that era. Just as it was beginning to really "catch on," along comes WW-IJ and private avia­ tion came to a sudden war emergency halt. Being a very small airplane, and suffering lack of payload capability, it sort of disappeared into the back of the hangar while the other, bigger guys were used for liaison and patrol duties.

Then it found a wartime niche. Be­

EM AVIATION FOUNDATION COLLECTION

This Jamison J-l is the cousin of the Helton Lark, and very similar to the new airplane now flying at the Funny Farm . This photo was taken many years ago, but it is still registered in the Houston, TX area, although its sale was reported.

26 JANUARY 1999

ing constructed of mostly non-critical materials ... wood vs aluminum, etc .. . . it evolved into a radio controlled drone to give anti-aircraft gunners what turned out to be a very elusive target.

Redesigned with fixed tricycle gear and a slightly more powerful 90 hp Franklin engine, it was a very successful radio controlled target drone designated the A-8. After several mods in the manned and drone configurations, the final de­ sign was the PQ-8. The military ordered 200 of them.

Altogether, Culver built some 8,000 target drones in this and bigger and better variations - PQ-8As, P A-14s - and experimented with some very sophisticated XPQ-9 and XPQ-l 0 models that never sold.

PQ-8s were offered war surplus after the war, and licensable as the Jamison J-l Jupiter out of DeLand, Florida, and later as the Lark 90.

Not too many of them were ever used . They were single place, and for about the same money one could get a Stearman, a PT-22 or even a BT or AT -6 . The design just sort of faded away for a while.

Then in 1966 it was revived as the Helton Lark 95. Now with Type Certificate #7 48, eleven of them came off the assembly line before the new company folded.

The type certificate changed hands several more times and eventually the remaining inventory became the property of the Antique Air­ plane Association.

Enter Paul Workman from Zanesville , Ohio . The Workman family is long time EAA. Volun­ teering at Oshkosh is a way of life

with them. Ben, the father, is the one who upholsters most of the VWs, trucks and airplanes at Pioneer Airport and in the Museum, and puts the fringes on top and the seat cushions in the trams. Ben and son Paul are air­ plane lovers forever. Their business is Zane Auto Top, but that's only part of it. They do aircraft interiors too , and their hobby is doing beautiful restora­ tion work on Antique and Classic airplanes. Remember the Sedan?

Paul showed up at Brodhead's Grass Roots Fly-In with this neat little Lark 95 . I knew he was working on it but I had no clue that it was finished and flying. No sense writing any great explanation ... I fell in love.

Paul knows that look, and when he teased me about maybe he'd sell it to me, I took him seriously. I waited a whole three weeks before I finally went for it. Now I've got it and I find it's one of the rarest of airplanes.

Researching the history of this air­ plane revealed its lineage from certificated airplane to drone to cer­ tificated airplane. The chain of manufacture and certificate owner reads like history. The PQ-8 type cer­ tificate was issued in September of 1941. The PQs were built in Wichita

by Culver. Care to guess who the de­ sign chief was? Yep, AI Mooney!

When Culver folded, Jamison picked up with the Jupiter. The project then went to Superior Aircraft. They in turn handed it to California Aero at Tracy, CA. They developed the 95 and the Lark Aviation Corporation then took over. Homer Helton ac­ quired the rights in 1965 and after the prototype, ten more were built before they called it quits. Finally, M. H .

"Pappy" Spinks, down Texas way, took on the certificate and his estate passed it to the present owner, the An­ tique Airplane Association at Blakesburg, Iowa.

So this orphan of an airplane, al­ though the grandfather of the Mooney series of airplanes, has gone on being a vague shadow in aviation history .

Loved by some, flown by a few, and largely unknown to many. I have de­ cided it's a keeper; I'm going to fly and enjoy it. H'G. Found a picture of one of the others- I don't have a pic­ ture to share with you yet, but the shot from the EAA historical files will give you a good idea what I've got here at the Funny Farm.

ARAC It's not been all fun and games here.

Yours truly has been working with EAA's Government Affairs people, Earl Lawrence, Charlie Schuck and Rick Weiss, for almost four years on a long term change to some of the main­ tenance regs. It's about time for an update, so you EAAers and especially the Antique and Classic guys know what we're doing.

This all started as an attempt by Paul Poberezny to get an Airman's Repair Certificate for those A/C peo­ ple who had done a frame out restoration of their Antique or Classic.

That was squelched as being impossi­ ble to accomplish.

Then Paul asked for extended an­ nual periods .. . maybe two years instead of every year. The thought was that with the limited flying time most Antiques rack up during the year, it was doing more harm than good breaking them down for annual in­ spections evety year.

This, too, was negated in no uncer­ tain terms by FAA and industry.

Then along comes ARAC. FAA was mandated by Congress to cut back on paperwork and make economic ad­ justments in favor of the users. That was four years ago.

There has been a lot of grinding, and regrinding of the current regula­ tions to come up with a preliminary draft we hope to send to FAA legal in the very near future. Our area of con­ cern is Part 43, and FAR 91 as it applies to Pilot/Owner Maintenance.

Our suggested changes are for easing of Pilot/Owner Maintenance items, expanding the appendix that deals with what the pilot owner can do in the line of preventive maintenance, and ease the annual inspection process.

We wanted the two year annual, but in its stead, the compromise is an alternate inspection program. After the initial issuance of an Airworthi­ ness Certificate , every other or alternate inspection could be accom­ plished by an A&P. The IA would still catch the airplane in the "on" years .

This one is in its final draft and is now in the hands of FAA. For years one of my pet peeves has been the AD notes. There seems to be no rhyme or reason for some of them.

At times they seem to be "knee jerk"

reactions to a situation or part that the Type Clubs and owners have known about and quietly taken care of in­ house . All of a sudden an AD note comes out and an entire fleet of air­ planes or engines is affected. Oft times for no seemingly valid reason.

I griped about this incessantly, and would you believe at Oshkosh (oops, EAA AirVenture) last year, FAA's Aircraft Certification people listened and are doing something. Yes! From the head shed at 800 Independence Avenue in Washington comes a direc­ tive to initiate a sort of Oversight Committee comprised of EAA, AOPA, Industry and Type Club par­ ties, who will work with the Aircraft Certification Branch to enhance the system of ADs. We've had two meetings to date, and I believe this effort is going to benefit everyone concerned. First off, I had no idea as to what perpetrates the issuance of an AD and how it comes about. We were given copies of the agency's handbook and shown how the process works, how they can­ not allow political or industrial pressures influence, and sway their studies of the facts.

There is a lot more to the process than is immediately in mind. There are emergency ADs because some­ thing fatal happened that triggers a fleet wide immediate inspection or ac­ tion, and the other end is a "wait 'til annual" or until a life expectancy of the item comes due.

These ADs are based on a lot of re­ search using "risk," as well as "economic" factoring into the process.

When I say a lot of research, I mean just that. Engineering people in the loop agonize over the necessity or rea­ sons for action.

The best part is now they ' ve come to realize that the Type Clubs and the owner, the people who are the actual "users" will be brought into the process.

We've won one! The cooperation we ' re seeing is giving me a sense of accomplishment that feels great! It will take a lot of work, but the process will assure fair and equal assessment, tempered with experience, before an AD note is ever put into print.

Next time you meet Bob Warner or Earl Lawrence, give them a pat on the back for paving the way on this one.

Over to you, (( Buck ...

VINTAGE AIRPLANE

27

Type Club

NOTES

- Continued from page 5­ From the Cub Club Clues, Nov.lDee. '98 The following was sent to us by Warren Davis, EI Cajon, CA.: Many of us who have been flying for a number of years sometimes take our airp lanes for granted and assume that they are like a living entity that will al­ ways be there for us , never to let us down. In general this is true; however, one in a while, especially if we happen to be negligent, they can let us down, and it may not be at the most conve­ nient time or place. I have been flying my own plane for the last thirty years, and in all that time I have only had three unscheduled landing s. Fortu­ nately none of these caused any damage or injuri es. I have owned my ] 946 J-3 Cub since 1973 and until just recently, have never had an unsched­ uled landing with it, which brings me to the reason for writing.

Home base for my Cub is Gillespie Field in EI Cajon, CA where she has a comfortable hangar and plenty ofTLC. Just south of Gillespie, and located close to the Mexican border is Brown Field, where the local chapter of the EAA has a fly-in breakfast and lunch every Saturday morning.

Since it's only IS miles away, it makes a nice "cross county" for my low and slow flying J-3, so I go there quite often . On one such occasion a few months ago, I flew down to Brown, had lunch, visited with old friends, got back in the old Cub, and began my return trip to Gillespie. ] taxied out to the end of the 8,000 ft. runway, completed my checkout, and requested a north depar­ ture. I should add at this point that Brown Field was used for flight training during WW-IJ and consequently has a long runway . Many of us depart from the intersection, but this time, for some reason, I went clear to the very end. As it turned out, it was a good decision.

Word back from the tower gave me clearance for my departure , and as I taxied in position for take-off, every­ thing seemed to be quite normal as I anticipated a fun and scenic flight back to home base. The take-off was normal as I began a slow climb to pattern alti­ 28 JANUARY 1999

tude . I was over half way down the runway at an altitude of 300 ft . when the normal and gentle purr of my 65 hp Continental gave forth a loud " BANG " and immediately began sounding like an old two-cylinder John Deere tractor in need of an over­ haul. Power dropped off immen se ly, and it became very obvious that an unscheduled landing was imminent. r immediately pulled the throttle back to idle in order to reduce vibra­ tion and started concentrating on getting myself and the Cub back safely on the ground. It appeared at first glance that with a stee p slip r might have enough room left to get back on the runway (being thankful that r had used the whole length this time) . At this point I had no idea what had hap­ pened to the engine; my best guess was that it had swa llowed a valve or had broken a lifter.

It was obvious that at least one cylin­ der was out of action as I could barely keep it running at idle. While entering into a slip I contacted the tower and ad­ vised that I had an engine problem and was going to try to get back on the run­ way. About halfway down, th e tower asked ifI would need assistance. With my hands full and mind working at full capacity, my answer was short and sweet, simply, ''Not yet."

Fortunately, the Cub, being such a slow flying airplane, will loose a lot of altitude in a very short distance during a steep slip, a feature I was thankful for at the time. As it turned out, I had enough runway left to get my wheels back on the concrete and coast to a stop. The en­ gine was still running on its remaining cylinders, enough to allow me to taxi off the runway and over to a row of hangars.

Upon shutting down the engine and making my way to the front of the plane for an inspection, it became quite clear as to what had happened to the engine.

The top spark plug from the front left cylinder was lying on top of the cylin­ der, still attached to the plug wire . My first thought was that the threads had been stripped in the cylinder; however, upon further inspection there appeared to be no damage there at all. A closer look at the plug also showed no damage to the threads except for the very last

thread at the end of the plug. Obviously the plug had become loose and had sim­ ply worked its way out of the cylinder until only one thread was holding it in place, and then let go. The plug wire is the clip-on type which would allow the plug to rotate out of the cylinder.

I was relieved that this was the extent of my damage but also realized that it would have been much worse if it had happened anywhere else. With some borrowed tools and some minor repair work to the plug, I was back in the air and on my way to the home airport.

After asking myself what caused this problem and how I could prevent it from happening in the future, I came up with severa l thoughts and suggestions for myself and others. First of all, I had flown about five hours since the last time I had inspected the plugs. I hate to admit it, but I must have failed to prop­ erly ti ghten that plug when it was reinstalled. It sound logical that it might take several hours of flying for the plug to have sufficient time to work itself out to the last thread. So why then didn ' t I see it during preflight inspections? Well, it' s because the plugs are recessed so far down in the cylinder that it wouldn't be detected by a visual inspection.

Also, it dawned on me that the spark plugs are not lock wired in place as are all the other critical components. The solution to this problem is obvious ­ simply reach in and check each plug during the preflight inspection to make sure they are all tight. rn all the years I've been flying , it never really oc­ curred to me to periodically reach in and check the plugs for tightness, and this is so easy to do on the J series Cubs.

I do this now at every preflight inspec­ tion , which might be overkill, but I can rest assured that thi s problem will not happen to me again. I would recom­ mend that all of you do at least an occasional plug check just to be safe, and especially after the plugs have been removed and reinstalled.

The old rule of "an ounce of preven­ tion is worth a pound of cure" sure applies here . It was a good experience for me because I need an occasional re­ minder that something missed on ground inspections can be a very serious prob­ lem in the air. ....

Fly-In Calendar The following list ofcoming events is fur­ nished to our readers as a matter of information only and does not constitute ap­ proval, sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) list ed. Please send the information to EAA, All: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Infor­ mation should be received four months prior to the event date.

FEBRUARY 6 - WAUSAU, WI - Fifth annual skiplanelwheelplane chili lun ch. 10 a.m.-2 p.m. Young Eagle rides, Everyone welcome.

Info: Syd Cohen, 7J 5/842-7814.

FEBRUARY 13-14 - MINNEA POLIS, MN­ Minnesota Sport Aviation Conference., Min­ neapolis Convention Center. Info: Wayne Petersen, 1-800/ 657-3922 or web site at www.jlightexpo.com FEBRUARY 25-27 - B UTTE, MT - Montana Aviation Conference. Ramada Copper King Inn. Workshops, seminars, nationally recog­ nized speakers, trade show . Info: MT Aeronautics Div., Box 5178, Helna, MT 50694, 406/444-2506.

• Backlight stays on until you turn it MAY 7-9 - PINEHURST/SOUTHERN PINES, NC - Moore County Airport (SOP). EAA Chapter 3 Spring Fly-In. Trophies, EAAfel­ lowship, Friday golf tournament, Sat. banquet/guest speaker, Sunday poker run, Y.E.j1ights, vintage aviation films, HQ: Holi­ day Inn, Southern Pines, 910/692-3212. Info: 910/947-6896, -1853 (Fax) or the web: www.southern-aviator.com/ac3/

PAYS FOR ITSELF AS YOU USE IT • Pick up ATIS and get clearance before the Hobbs starts running!

NEW! BUILT-IN SIDE TONE • Includes headset interface & PTT jack LOUD, CRISP AUDIO

• A22 audio cuts through high cabin noise

SIMPLE TO OPERATE JUNE 26-27 - WALWORTH, WI - Bigfoot Field (WI05). Pancake breakfast/brunch.

Aerobatic demo at 10 a.m., Stearman rides and displays ofvintage aircraft, warbirds and experimentals. 7 a.m.-1 p.m. Info: John Anderson, 414/248-8748.

JULY 5-8 - DENVER, CO - Centennial Airport.

Short Wing Piper Club annual convention.

This year's theme: "Rocky Mountain Ren­ dezvous. " Info: Kent a 'Kelly, 303/979-3012, (Headwinds @msn.com) or visit the SWPC web site at http:www.shortwing.com

• ICOM's single knob tuning - instant frequency selection even in turbulent conditions • 50 user-programmable memory channels • Instant access to 121 .5 MHz

RUGGED ERGONOMIC DESIGN • One-piece die-cast aluminum chassis with a super-tough polycarbonate casing

ALL AT AVERY REASONABLE PRICE! • Hi-Cd baHery, charger, headset and case included

J ULY 7-11 - ARLINGTON, WA - n. w. EAA Fly-In and Sport Aviation Convention. 30th anniversary event. Forums, seminars, work­ shops, evening programs, special night airshow Sat. evening. Info: 360/435-5857, or on the web at: http:// www.nweaa.org VINTAGE AIRPLANE

29

Robert Fox ....................... ... .... ..... ....... ... ..

............ ............... Sydney NSW, Australia

Clinton Yourth ....... ... ...... ... ..... ... .......... ... .

............................ Pickering, ON, Canada

Shawn E. Switenky .. .......... .................... ..

............................ Saskatoon, SK, Canada

George W. Chapman .. .... .....Wasilla, AK

Daniel Wiesneth .. .. .......... .Fairbanks, AK

Porter Vardaman .. ...... ..........Hoover, AL

Ebsco .................. ........ .. Birmingham, AL

James M. Evans ...........Casa Grande, AZ

John R. Pew .................... ...Coolidge, AZ

Don Smatlak .............. .... .......Tucson, AZ

Charlie A. Trask .............. ....Phoenix, AZ

Scott Brake ........................ Glendale, CA

Christian 1. Christiansen ........ ...... .... ........

...................................San Francisco, CA

Michael Damron .... .......... Camarillo, CA

John N. Drexler ........ ..........Fairfield, CA

John Gibson .... .. .. .. .... .. ........ Milpitas, CA

William O. Gilbert ...........La Quinta, CA

Joe T. Hart........ ................ ..Carisbad, CA

Thomas Holmes ............. Santa Clara, CA

Herb Lingl .............. .. .San Francisco, CA

John Luke .. ..... .. ... .. .... .. .... ....... .... ...... ... ... .

.............. ...... ........ Twentynine Palms, CA

Max Rink ...... .. .... ...... .San Fransisco, CA

William R. Spidell .............Modesto, CA

Craig E. Johnston .. ................Aurora, CO

Dennis Andersen ......Boynton Beach, FL

John S. Drago .. .Green Cove Springs, FL

Rick Ortman .................... Clearwater, FL

Glenn Smith ............ .......GulfBreeze, FL

Jacques Woodin ...................... .Inglis, FL

Jon S. Ayres .................... Bethlehem, GA

Earl Evans ...................... ..GRlFFIN, GA

Owen H. Libby.................... .. Martin, GA

John A. Horn .......... ......... Cedar Falls, IA

Jaime Munoz ...... .. .... .............Kirklan, IN

James P. Oney ..................Hammond, IN

Chuck H. Nuffer ........ Overland Park, KS

James H. Price.................. ....Abilene, KS

Robert McAfee ............New Orleans, LA

Ronald L. Donley .......... .... ..Marion, MA

Donald R. James .......... .. Barnstable, MA

William A. Riddell .......... California, MD

Thomas R. Bockelmann ..........................

................................ .. ....Battle Creek, MI

William G. Grant ..................Almont, MI

Robert S. Ross ....................... Pigeon, MI

Ed Tambling................Swartz Creek, MI

Rodger Richard ....................St Paul, MN

Les R. Dyck .......... ........Farmington, MO

Glenn Huffman, Jr.....Pass Caristian, MS

30 JANUARY 1999

Eugene Graf.. .. .................. Bozeman, MT

Bruce W. Spicer .................. Billings, MT

Jackson Crouse ............Glen Gardner, NJ

Peter Denyse .... .. ............ ...Bayshore, NY

Nick 1. Fratangelo .................. Clyde, NY

Mike Current.. ........ ...... .....Loveland, OH

Rick Fansler ....................... Sylvania, OH

Ray H. Kinnison ...... ...Newton Falls, OH

Albert C. Nottage....Fairport Harbor, OH

Marty Lockman .... .......... ....Newalla, OK

W. Kevin Bishop ...... ..........Medford, OR

Shawn M. Brockway ..........Portland, OR

Bruce W. Eveler .................. Windsor, PA

Donald D. Moffett .......... ..Christiana, PA

Lamar Day ............ ........ .. .. Holly Hill, SC

Mark A. May ............ Chapmansboro, TN

E.K. Fraser ..............................Waco, TX

Jerry L. Jackson............San Antonio, TX

Joe Tamborello .......... .... .. ... Houston, TX

Leon York................ .. .. .. San Angelo, TX

Richard 1. Rackow .......... ...Manson, WA

William G. Sayre .... ......Gig Harbor, WA

Jean Beno .................. ........... De Pere, WI

Stephen Brown ...... ............. Oshkosh, WI

Thomas John Janssen ...... .. .Appleton, WI

Charles A. Kunde ................. Colgate, WI

Mark Shanahan .................... Hudson, WI

John A. Werner, Jr.................. Cable, WI

Sergio Machad ............................ ........... ..

........ ........................ .Porto Alegre, Brazil

Roberto Sayegh.......... Atibaia, SP, Brazil

Lotar L. Scheidt ...........San Paulo, Brazil

Robert MacNutt .........Delta, BC, Canada

David Gullacher ...Dundalk, ON, Canada

Nick Smith........ .Thorndale, ON, Canada

Bo Vincent Petersen .............................. ..

... ...... .... ......... ..... ........Kolding, Denmark

Brian Jackson ......................................... ..

.............. .....Thame Oxford, Great Britain

Gregory S. Scott .... .... ........ .................... ..

...................... Brugess Hill, Great Britain

Sarel Van Zyl.. ........................................ .

........ .Secunda, Republic of South Africa

Dan Treakle ...................... Fairbanks, AK

Benjamin Jeffrey .............. Huntsville, AL

Gregory K. Brown ....Golden Valley, AZ

JoAnn Clark.. ...... ...... ...Morrow Bay, CA

John 1. Conway ........ ....... San Mateo, CA

Herbert M. Gaarder.. .... .......Truckee, CA

William R. Hartill ............ .Palmdale, CA

Carlton Jordan .. .. .... .... .......... ..Tustin, CA

Todd Lynch ............... Garden Grove, CA

Donald Morgan .................... Corona, CA

Gerald V. Rothgeb .......Morgan Hill, CA

Daryl Stevenson ............. Bakersfield, CA

Scott Sykes .....................Atascadero, CA

Mark Nichols........ ......New Fairfield, CT

Joseph Rheubeck .. .............Coventry, CT

Hugh B. Horning ........... Wilmington, DE

Mickey 1. Dean................Orange Park, F

George Richard Downs, Jr.......... ............ .

............ ................ ............ ... .. Sarasota, FL

George C. Hitt ...... ...........Statesboro, GA

David Price .. ........ .... ............ .Atlanta, GA

Tom R. Shafer .................... Hiawatha, IA

William B. Faan .................. Rockford, IL

Jerry Yeiser .................... Owensboro, KY

Michael Branch .....Denham Springs, LA

Owen Bresler ............ .......... Metairie, LA

Rebecca M. Larson.........New Iberia, LA

Bob Donaldson ............Lisbon Falls, ME

Norman Edward Davis ................ ...... ......

............ .. ............ ............ Battle Creek, MI

Gerald R. Horn ........ ...........Ypsilanti, MI

Robert 1. Martin, Jr.............. Oakland, MI

James R. Bryce ...... .... .... Prior Lake, MN

Nathan Oconnor.. ........... Long Lake, MN

Daniel Sullivan ............... Burnsville, MN

James D. Cox.......... .........Maryville, MO

Graham Bennett ....... Winston Salem, NC

David Leslie .............. .... .. ......Omaha, NE

Gary E. Cole .......................Conway, NH

William Anderes ...... ........... Wyckoff, NJ

Todd Cooper .... ..........Liberty Corner, NJ

Robert Hadow................ ...... Denville, NJ

Norman E. Stuessy ........Moorestown, NJ

Gary L. Vanderbrook .......... Newark, NY

Robert M. Valcanoff.. ............ Akron, OH

Alan D. Blankenship ............. Yukon, OK

Daniel F. Goran............... Claremore, OK

Tom Hammer .................... Corvallis, OR

Reade Genzlinger .......... Bryn Athyn, PA

Alex 1. Neal.. .............. West Reading, PA

Claude L. Milton ................. Abilene, TX

D. B. Pattillo, Jr..... .....Wichita Falls, TX

Patrick A. Reetz ...... ..........Ft. Worth, TX

David W. Smith ........ ........ ...Abilene, TX

John Vincze .................. Georgetown, TX

John Webb ......................... Amarillo, TX

Thomas Olson .......... Fairfax Station, VA

Gary B. Parks .. .................... Stafford, VA

David M. Johnson .......Clallam Bay, WA

Ronald A. Parker ............ Belleview, WA

Bruce Toscano ..................... Bothell, WA

Donald R. Warmbo ................Allyn, WA

Louie O. Scepanski ......... West Bend, WI

Brad Williams .......... ....... Burlington, WI

James 1. Evans ..................... Lander, WY

VINTAGE TRADER

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~ 88TM

Membershi~ Services~Directo!y

Enjoy the many benefits ofBAA and the

BAA Antique/Classic Division

An inexpensive ad in the Vintage Trader may bejust the answer to obtaining that elusive part. .50¢ per word, $8.00 minimum charge.

Send yo ur ad and payment to: Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your credit card number to 920/ 426-4828.

Ads must be received by the 20th ofthe month for insertion in th e issue the second month following (e.g. , October 20th for the Decem­ EAA Aviation ber issue.)

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~~)

EA~

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FREE CATALOG : Aviation books and videos.

How to, building and restoration tips, historic, fly­ ing and entertainment titles. Call for a free cata­ log. EM, 1-800-843-3612.

Newsletters for Arctic / Interstate (6 Sa ck issuesi$9.00), Beaver/Otter (3/$5.00), Norseman (16/$21 .00). $16.50/ 4 issues. Free sample: write , call, fax . ALL credit cards accepted.

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Center, PO Box 3086, Oshkosh WI 54903-3086

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http://.eaa.org and http://www.airventure.org E-Mail: Vintage @eaa.org

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Programs and Activities BAA AirVenture Fax·On-Demand Directory ...... ... .......... ... ........ 732-885-6711 Auto Fuel STCs .... .. . ......... 920-426-4843 Build / restore information ... ... 920-426-4821 Chapters: locating/organizing .. 920-426-4876 Education... ... .. .... .. . ...... 920-426-6815 • BAA Air Academy • BAA Scholarships • BAA Young Eagles Camps

EAA Membership in the Experimental Aircraft Associ­ ation , Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Ju­ nior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 for

Foreign Postage.)

REPAIR OF WOOD AIRCRAFT STRUCTURES. (AN-OHA-?). 1944. 96 pages. Profuse draw­ ings/photos. A unique guide: $30.00 postpaid.

JOHN ROSY, 3703Y Nassau , San Diego, California 92115.

Flight Advisors information ..... 920-426-6522 Flight Instructor information . .. 920-426-6801 Flying Start Program . • . • ....•. . 920-426-6847 Library Services/Research . . . . . . 920-426-4848 Medical Questions .. .. ......... 920-426-4821 Technical Counselors ..... . . ... 920-426-4821 Young Eagles ...... ......... . . . 920-426-4831 Benefits Aircraft Financing (Green Tree) ... 800-851-1367 AVEMCO ..................... 800-638-8440 AVA . .. . .... . . ................ 800-727-3823 Term Life and Accidental ....... 800-241 -6103 Death Insurance (Harvey Watt & Company) EdItorial Submitting article/photo; advertiSing information 920-426-4825 ....• • .•. .. . • FAX 920-426-4828 EAAAviatlon Foundation Artifact Donations ....... . ... .. 920-426-4877 Financial Support .. ... . ...... . 800-236-1025

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ANTIQUE/CLASSIC

Division is available for $50 per year (SPORT AVIATION magazine not included). (Add $10 for Foreign Postage.)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $35 per year.

EAA Membership, WARBIRDS magazin e and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign

Current EAA members may join the Antique/ Postage.)

Classic Division and receive VINTAGE AIR­ PLANE magazine for an additional $27 per year.

EAA EXPERIMENTER EAA Membership, VINTAGE AIRPLANE mag­ Current EAA members may rece ive EAA azine and one year membership in the EAA EXPERIMENTER magazine for an additional Antique/Classic Division is available for $37 per $20 per year. year (SPORT AVIATION magazine not included) .

EAA Membership and EAA EXPERIMENTER (Add $7 for Foreign Postage.) magazine is available for $30 per year (SPORT AVIATION magazine not inciuded).(Add $8 for

lAC

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

Foreign Postage.)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required Fore ign Postage amount for each membership.

Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

VINTAGE AIRPLANE

31

- Continued from page 11­ To justify its appearance in this American magazine, one production craft that was chosen to equip the Salamander, F6533, was sent to the post-war RAF was the Sopwith Snipe. " u.s. for testing at McCook Field, Day­ Pete Bowers, Seattle, W A wrote in ton, OH. There it picked up Flight Test Division No. P-75 and Army Air Ser­ on this mystery as well: " ... The armor was not simply vice serial No. 94702. Nothing came of bolted on to the airframe - armor the testing, but the Salamander was plate comprised a significant part of not surveyed until October 20, 1926 the fuselage structure from behind the which very likely made it the last ro­ cockpit to the firewall. The engine was tary-engined airplane in the Army a 200 hp Bentley B.R. 2 rotary. Arma­ Inventory. " Other correct answers were received ment was the standard fighter arrangement of two synchronized from : Vickers .303 caliber machine guns.

Rocky Farano, Gilroy, CA (who "After testing of the prototypes wondered if anyone else had a collec­ starting in April 1918, 900 Salaman­ tion of "Sky Birds" trading cards - he ders were ordered, 500 from Sopwith still has his. The Salamander was (F650117000) and 600 from three card #52 out ofa possible set of 144 other manufacturers (J5892/6491) . cards.); Larry Knechtel, Seattle, WA; The armistice canceled most of these, Owen Bruce, Richardson, TX; John with fewer than 200 delivered by Sop­ Oliveira, Honeoye, NY; Bill Vogel­ with and only afew, starting at J5892, sang, Madison, WI; Ralph K. Roberts, being delivered by Glendower Air­ Saginaw, Mf; Bruce Doberstein, Rus­ craft Co . . None of the other sellville, AR; Ralph Riedesel, Paton, contractors delivered any Salaman­ fA; Bill Rogers, Jacksonville, FL; Bill ders . Some remained in RAF service Cullere, Stuart, FL; Bill Woodall, as late as 1922.

Akron, OH; Merl Aschenbach, Bay

Send your Mystery Plane correspondence to: Vintage Mystery Plane, EAA, P.O. Box 3086 Oshkosh, WI 54903-3086.

If you 'd prefer to send your response via email, send it to: vintage@eaa.org Be certain to include both your name and address in the body of the copy, and put " (Month) Mystery Plane" in the subject line.

tftC!IIUJ!QI!

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