STRAIGHT AND LEVEL

VOYAGER ­ NOW PUBLIC DOMAIN

and the only way to accomplish it was fect example of courageous and daring the EAA way - design, build, test, people willing to test and gamble change, redo and make do. The total perhaps life itself for a chance to do project did not cost $2 million like it something no one has done before. All might have had the government been EAA members should stand tall at this involved. In fact, if the government had success for the part they played in it. by Bob Lickteig been involved, that amount probably The Voyager is now the second would have been spent just to estimate homebuilt aircraft on display at the Na­ what the cost would be. tional Air and Space Museum. It joins We of EAA have seen so much suc­ Steve Wittman's Bonzo. cessful work from Burt Rutan, the Voy­ Many stories, books and a motion On Friday November 20, 1987, just ager's designer, that we knew structur­ picture have been written covering the 11 months after its historical flight, the ally the project was possible. I am sure Voyager odyssey. Now, the Voyager it­ Voyager has become the newest attrac­ most of us would admit that this pro­ self is on display in the center of U.S. tion at the National Air and Space posed flight was a long shot, though, aviation history. These are all fitting tri­ Museum in Washington, D.C. when you consider the factors of weath­ butes to the Voyager, its gallant crew, As we well remember from its two vis­ er, fuel, mechanical failures and human Dick Rutan and Jeana Yeager, and its its to Oshkosh, the Voyager is a large fatigue. The master of long distance designer Burt Rutan. aircraft, with a wing span of 110ft., flights, Max Conrad, never considered The Voyager now belongs to the pub­ about the same as a Boeing 727 air­ an eight-day endurance flight of any lic. In its proud position at the National liner. Suspending this huge aircraft pre­ kind. And that's not even considering Air and Space Museum, it will continue sented some problems as the gallery it the cramped quarters the Voyager crew to inspire and thrill over 7 million visitors was destined for is only 105 ft.wide. had to endure - Max would never have a year. This required positioning the Voyager had room to bring along his guitar. We're better together. Welcome in a slight bank, which gives the viewer The flight of the Voyager was a per­ aboard, join us and you have it all. • a sense that it is making a graceful turn inside the Independence Avenue en­ trance to the Museum. The Voyager is displayed without its winglets, as the record flight of 25,000 plus miles was made without them . The one on the right wing blew away on take off, and the pilots maneuvered the aircraft to cause the left winglet to tear away in flight. The Voyager was not a government or big business project. The Voyager was more like a typical EAA homebuilt project. EAA members were involved in contributing and soliciting money, parts, material and equipment from wherever they could to keep the project alive. This project was a dream and a challenge,

2 NOVEMBER 1987 PUBLICATION STAFF PUBLISHER Tom Poberezny TIlt= VICE-PRESIDENT MARKETING & COMMUNICATIONS Dick Matt CREATIVE ART DIRECTOR Mike Drucks JANUARY 1988. Vol. 16, No.1 MANAGING EDITOR/ADVERTISING Mary Jones Copyright "'1988 by the EAA Antique/Classic Division, Inc. All rights reserved. ASSOCIATE EDITORS Norman Petersen Dick Cavin FEATURE WRITERS Contents George A. Hardie, Jr. 2 Straight and Level/by Bob Lickteig Dennis Parks 4 AlC News/by Norm Petersen EDITORIAL ASSISTANT 5 Vintage Literature/by Dennis Parks Carol Krone 6 Ed Wegner's Fairchild 24 STAFF PHOTOGRAPHERS by Norm Petersen Jim Koepnick Carl Schuppel 9 Members' Projects/by Norm Petersen Jeff Isom 10 The Time Capsule/by Jack Cox 12 Vintage Seaplanes/by Norm Petersen Page 6 EAA ANTIQUE/CLASSIC 13 Type Club Activities/by Norm Petersen DIVISION, INC_ 14 Harry & Sherry's Taylorcraft BC-12D OFFICERS by Harry Miltner President Vice President 19 Out of the Past ... In Photos R. J. Lickteig M.C. "Kelly" Viets by Ray L. Johnson 1718 Lakewood Rt. 2, Box 128 20 Fly Out to Shawano/by Bob Lumley Albert Lea, MN 56007 Lyndon, KS 66451 22 Interesting Members - Jay Vieaux 507/373-2922 913/828-3518 by Bob Brauer Secretary Treasurer 23 Prop Tips Ronald Fritz E.E. " Buck" Hilbert 24 Just Another Grass Landing Strip. __ 15401 Sparta Avenue P.O. Box 145 Kent City, MI49330 Union,IL60180 Not Anymore/by Joyce Helser Page 10 616/678-5012 815/923-4591 26 Welcome New Members 28 Mystery Plane/by George A. Hardie, Jr. DIRECTORS 28 Letters to the Editor John S. Copeland Philip Coulson 29 Vintage Trader 9 Joanne Drive 28415 Springbrook Dr. Westborough, MA01581 Law1on , MI49065 617/366-7245 616/624-6490 William A. Eickhoff Stan Gomoll 41515th Ave. , N.E. 104290th Lane, NE St. Petersburg, FL 33704 Minneapolis, MN 55434 813/823-2339 6121784-1 172 Page 22 Dale A. Gustafson Espie M. Joyce, Jr. 7724 Shady Hill Drive Box 468 Indianapolis, IN 46278 Madison, NC 27025 317/293-4430 919/427-0216 FRONT COVER ... Flying over the green Wisconsin countryside is Arthur R. Morgan Gene Morris Ed Wegner of Plymouth, WI in his award-winning Ranger-powered 3744 North 51st Blvd. 115C Steve Court, R. R. 2 1941 Fairchild 24 which employs a certified Beech electric propeller. Milwaukee, WI 53216 Roanoke, TX 76262 For the full story on this custom restoration see page 6. 414/442-3631 817/491-9110 (Carl Schuppel Photo)

Daniel Neuman Ray Olcott BACK COVER ... Keystone-Loening K-84 "Commuter." Introduced 1521 Berne Circle W. 104 Bainbridge in 1929, NX9781 was the prototype 300 hp amphibian of which 40 Minneapolis, MN 55421 Nokomis, FL 34275 were built. (EAA Photo Archives, Kurt Collection) 61 21571-0893 813/488-8791 S.H. "Wes" Schmid George S. York 2359 Lefeber Avenue 181 Sloboda Ave. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL Wauwatosa, WI 53213 Mansfield, OH 44906 AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC . 4141771 -1545 419/529-4378 INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC .. are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are DIRECTOR EMERITUS trademarks of the above associations and their use by any person other than the above associations is strictly prohibited. S.J. Wittman 7200 S.E. 85th Lane Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are Ocala, FL 32672 solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should 904/245-7768 be sent to: Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-3086. Phone: 414/426-4800.

ADVISORS The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division. Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield, Oshkosh. WI 54903­ Robert C. " Bob" Brauer John A. Fogerty 3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates fo r 9345 S. Hoyne RR2, Box 70 EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is Chicago, IL 60620 Roberts, WI 54023 for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. 3121779-2105 715/425-2455 ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertis­ Robert D. "Bob" Lumley Steven C. Nesse ing. We invite constructive criticism and welcome any repOrt of inferior merchandise obtained through our advertising N104 W20387 2009 Highland Ave. so that corrective measures can be taken. Willow Creek Road Albert Lea, MN 56007 Colgate, WI 53017 507/373-1674 Postmaster: Send address changes to EAA Antique/Classic Division, Inc. , Wittman Airfield, Oshkosh, WI 54903-3086. 414/255-6832 VINTAGE AIRPLANE 3 Compiled by Norm Petersen

GENE CHASE RETIRES After 14-1 12 years at EAA Headquar­ ters in various capacities, including editor of The Vintage Airplane since De­ cember 1979, Gene Chase jumped on the retirement bandwagon as of . November 1, 1987. Not one to worry as to what he would be keeping busy with, Gene admitted he has many "projects" that need work, including his model shop in his home and two airplanes in Gene Chase contemplates retirement on his last day at his EAA desk. These multi­ his hangar - a 1933 Davis D-1-W and talented hands have flown more than 287 different types of airplanes and written a 1935 Taylor E-2 "Cub." ~merous airplane articles. Gene came to work at EAA from a prisingly, the exact spot is easy to find the Heath factory in the early '30s. Hans corporate pilot position at Standard Oil as Clyde and Karen Brey report that to had returned to his native Denmark in Company in Tulsa, Oklahoma where he this very day every time they plow the 1935 and Roger thought he might still had flown a Lockheed Lodestar for a ground, some additional silver grey and be living in Odense, Denmark - up in number of years. In addition, Gene has green fabric comes to the surface! his eighties! maintained a CFI rating for over 40 Gene and his wife, Dorothy, donated Bill Schlapman asked if I knew any years and plans on continuing dual in­ their "Church Midwing" to the EAA Air Danes in Odense. It just happened that struction in the future. At present, he is Museum where it proudly hangs in the Carl Erik Gimbel (EAA 146080) of busy checking out a new owner in his Racing Section along with some pretty Holmstrupvej 9, 5250 Odense SV, Den­ Cessna 195 powered with a 450 hp fast company. They totally restored the mark not only lived there but was com­ P&Wengine! tiny yellow and black racer when they ing to Oshkosh '87. Photo copies of Having the desire to fly since his early lived in Tulsa and Gene flew it on pages 296A, 297 A and 298A of Volume childhood, Gene has actively pursued numerous occasions. It is powered with I, The Golden Age of Air Racing,which aviation since entering the Naval Avia­ a four-cylinder Heath Henderson en­ tells the story of Hans Rasmussen and tion Cadet program during WW II. Addi­ gine of approximately 26 hp. Gene's his "Skippy" racer were sent to Carl Erik tional military flight time was added as 150 lb. frame would just fit in the tiny with the words, "Try and locate this Gene flew in the Navy Reserve for a cockpit. Luckily, Gene's other two man." number of years, which included the airplanes, the Davis and Taylor Cub, A check of the phone book revealed changeover from propellers to jets. are also black and yellow, so Gene has Hans Rasmussen lived only a short dis­ At present, Gene's logbook shows to inventory only two colors of paint. tance from Carl Erik and in no time he some 287 different types of aircraft over Perhaps it is called progress, how­ was located and gave Carl Erik the en­ the years, a feat that puts him among a ever, we miss the happy smile that tire story of his aviation activities in the very select few. He has flown the gamut Gene would bring to EAA on a daily U.S. Carl Erik brought greetings along from ultralights to four-engine recips basis. His friendly attitude merely com­ to Oshkosh '87 where he met with and jets. plimented that exceptional "aircraft Roger Lorenzen and gave him the full A member of the exclusive "Caterpil­ mind" that was our constant resource story on Hans Rasmussen, now 83 lar Club" by virtue of bailing out of a for information. A man of exceptional years old! flaming airplane, Gene has one more organizational ability, Gene grew with Returning to Denmark after five full take off than landing in his book. While EAA and the Antique/Classic Division. days at Oshkosh '87, Carl Erik Gimbel flying a Grumman F3F-2 biplane fighter As Senior Editor, he discharged his sat down and wrote the story of Hans during Oshkosh '71, the nose of the duties in a faithful manner over the Lohman Rasmussen and his "Skippy" airplane caught fire (a broken fuel line many years, and the membership was racer for the Danish antique airplane was suspect) and forced Gene and his the benefactor. magazine published by the KZ and Vet­ passenger, 18-year-old Randy Beloff, A most happy retirement, Gene, and eranfly Klubben (EAA Chapter 655) . to bailout over open country southwest don't forget to drag out the flute and The story, along with pictures, was pub­ of Oshkosh near Pickett, Wisconsin. piccolo once in a while! lished in this third quarter issue of the Both parachutists landed safely, how­ magazine and is very nicely done. It ever, Gene was severely burned on his Hans Lohman Rasmussen carefully explains how Hans Rasmus­ hands, arms and neck and spent con­ sen (who uses the name Lohman Ras­ siderable time healing. Roger Lorenzen, propeller maker of mussen in Denmark for easier identifi­ The F3F-2 (which at one time was Heath Parasol fame, inquired of Bill Schlapman, another Heath Parasol cation) built not only the airframe for Leroy Grumman's personal airplane) "Skippy," but the engine as well! slammed into the ground on the Clyde owner, about his old friend Hans Ras­ Brey farm and was demolished. Sur­ mussen, who had worked with Roger at (Continued on Page 23)

4 JANUARY 1988 VI~TA(3~ LIT~I2Arul2~ by Dennis Parks tion held in Stillwater, Oklahoma. These aircraft were well received in The 250 members attending the Con­ the various aviation magazines. From The Post-War Emergence of vention were told by Art Boreman, March 1945 to December 1946 light­ chairman of the CAA non-scheduled planes graced the covers of 46 issues the Lightplane flight committee, "Farmers an~tBanch­ of AIR FACTS, FL YING, and SKY­ men of the United States are expected WAYS. "43 Private Planes Certified by CAA," to purchase 60% of all the lightplanes The first pilot report on the new Aviation News, February 26, 1945; produced during 1947-50. That means planes appeared in the November 1945 "Lightplane Production Obstacles Loom that flying farmers will be a constantly issue of AIR FACTS. This flight test was Despite WPB's Go-Ahead ," Aviation of the Stinson Voyager. The first pilot News, May 21 , 1945; "Low-Price plane report to appear in SKYWA YS was in potentials," Aero Digest, July 1945 and February 1946 and the first for FL YING similar articles were some of the harbin­ was in May 1946. These were both of gers of the post-war boom expected for the Stinson Voyager. the lightplane industry. From November, 1945 till December, The "43 Private Planes" mentioned in 1946 these three magazines which ap­ the first articles not only reflected the pealed to the personal pilot carried out return of private flying but also fore­ 31 flight tests on 20 different light­ shadowed one of the problems with the growing influence in the development planes. No plane besides the Voyager expected boom- they were surplus mil­ of ol,Jr civil aviation." was covered in all three journals. itary aircraft. They included Ryan STs, The CAA in its report "Civil Aviation Others covered in two of the three in­ Fairchild M-62s and Taylorcraft DCOs. and the National Economy" had pre­ cluded , the Aeronca Champion, Beech They were among the 18,500 primary dicted that by 1955 the aircraft registra­ Bonanza, Cessna 140, Swift, Navion trainers and liaison types declared tion would reach 400,000 of which and the Piper Super Cruiser. surplus in 1945, more than 80 percent 320,000 would be for personal and bus­ Another indicator in the lightplane of which were sold. iness use. boom was the lAS (Institue for Aeronau­ The outlook looked good in early 1946. The March issue of AERO 01­ GESTstated "A survey of editors of 132 publications, completed recently by the Associated Business Papers organiza­ tion, reveals that twenty-one manufac­ turers have a total of 53 ,000 orders on their books." The aviation magazines were full of The predictions at this time period tical Sciences) National Light Aircraft articles on lightplanes. The INDUS­ were for a very healthy market. In fact, Meeting held in Detroit during the sum­ TRIAL ARTS INDEX for 1945 listed 85 today it is hard to believe that they were mer of 1946. This two-day meeting at­ articles on lightplanes and in 1946 110 tended by over 200 aeronautical en­ taken seriously. Victor Pero, chief of the were listed. During this same time is­ Industry War Board, had estimated that gineers included papers by Grover sues of FLYING and SKYWA YS 2,800,000 of the nation's families would Loening - "Noise Reduction"; Carl magazines had as many as 16 pages in the next decade have enough pur­ Doman, chief engineer of Aircooled of full-page ads for personal planes. Motors - "Simplified Design for En­ chasing power to buy their own plane Trying to reach a broader audience but that "Only 1,000,000 of them will gines"; George Weitz of CAA - "Mainte­ outside the aviation journals, Piper, hanker after private planes." nance Problems of the Personal As reported in the March, 1946 issue Airplane"; and J. Gwinn of Convair, of AERO DIGEST, "A recent survey by "The Effect of Center ot Gravity Move­ one of the leading popular magazines ment of Safety of Personal Aircraft" (Re­ turned up 300,000 urban families in the member the Gwinn Aircar?) higher income brackets who listed a November 1946 probably saw the plane as either their first or second pur­ highwater mark of the lightplane boom chase contemplated." with the holding of the first National Air­ Added to this estimate was the possi­ craft Show in Cleveland. From the De­ bility that rural families would wish to Beech and others were advertising to cember 1946 issue of A VIA nON: own their own planes, adding another readers in BUSINESS WEEK, LIFE, "The one word 'Big' is the best single 100,000 prospective buyers. That total and BETTER HOME AND GARDENS adjective to apply to the nation's first of 400,000 matched other estimates of among others. postwar National Aircraft Show, held in the time. The fall of 1945 saw the Type Certifi­ the huge wartime bomber plant at That these expectations for the rural cation of the first of the new post-war Cleveland Airport. population remained high in the follow­ lightplanes when the Aeronca 7AC "First, it was the biggest show in the ing year was reflected in the Sep­ Champion received Type number 759 industry's history from the standpoint of tember, 1946 article in AERO DIGEST, on 18 October. By the end of 1946 18 participation, with more than 155 "Flying Farmers Will Account for 60% more lightplanes would be certified . exhibitors. of the Lightplanes." The article provided These included the Aeronca Chief, "Second, it attracted the largest audi­ coverage of the first annual convention Globe Swift, Stinson Voyager, Cessna ence to ever view an indoor aircraft dis­ of the National Flying Farmers Associa­ 120 and the Ercoupe. (Continued on Page 12)

VINTAGE AIRPLANE 5 ED WEGNER'S • • • Fairchild 24

by Norm Petersen

(Transcribed from Gene Chase's Inter­ view with Ed Wegner at Oshkosh '87)

Most airplane folks will agree that one of the outstanding authorities on Fair­ child aircraft is Ed Wegner of Plymouth, Wisconsin. His dedication to the mar­ que is known the world over and if you need an answer to a question about Fairchilds, Ed will most likely be able to provide the correct answer. Perhaps the term ,"walking encyclopedia" describes Ed better than any other. Ed, whose full name is Edward C. Wegner (EAA 33887, AlC 136), resides at 10 Stafford Street, Plymouth, WI 53073, has been heavily involved in an­ tique restorations for many, many years. His latest project is a 1941 Fair­ child 24W-41 A, NC28690, SIN W41 A­ 111 , which earned the Grand Champion Custom Antique award at EAA Oshkosh '87. Intake side of the big 440 cu.in. Ranger engine with its hanging bed-type mount. Note The project began when Ed , along Marvel-Schebler carb with attendant plumbing and remote oil tank on firewall. This is with his son Randy, bought a couple of a very "sanitary" installation!

"24" airframes that had been Warner powered from the factory. Being partial to Ranger engines, (and an expert on the intricacies of same), Ed decided to convert the best airframe to Ranger in­ line power. He had a factory engine mount so the hunt for cowl pieces began. Success was partially achieved on a trip to New Jersey and Solberg Airport. (Ed Wegner's eyes beam with excitement when he describes walking through rooms adjacent to an old hangar with Ranger parts stacked from floor to ceiling, many in original cartons! The collection, remaining after the elder Solberg had died, was one of the most mind-boggling experiences Ed had ever come across.) Using some new Solberg cowl blanks and making a new top cowl worked very nicely. A nosebowl from a PT-19 was modified to conform to the Beech elec­ Cruising above the waters of Lake Winnebago, Ed Wegner's Fairchild 24 presents a tric propeller spinner. With this prop, the pretty picture with its long nose and fully-faired landing gear. The paint scheme is very pilot can set the propeller for whatever complimentary to the airplane. 6 JANUARY 1988 pitch he wants. Ed says this prop makes mains. The rods were bored out to the NC28690 the "goingest 24" he has ever same dimensions as the mains ­ owned, even better than the Aeromatic roughly .002 to .003 instead of the .004 on his previous Fairchild 24, NC25323 to .006 that the military had. Along with - the red and cream Ranger-powered new guides and seals plus some modifi­ bird that had so many of us drooling for cations to the oil galley holes resulted years! in an engine that burns very little oil. Ed's latest edition is covered with Besides maintaining excellent cylin­ Stits Dacron, four coats of nitrate, four der head temperatures and good oil coats of butyrate - nontautening and temperatures, the rebuilt engine has six coats of nontautening silver, sanded been running very well for the near forty periodically and then a final light sand­ hours it has accumulated to date. At 21 ing . Ed says, "We used a non-sanding square, it uses about a pint of oil per sealer over the silver to give better hour, however, if it is run hard, about a adhesion when we applied the Deltron quart per hour is normal consumption. paint, which is a pure urethane. We let Cruise speed at 21 square is 115 mph it sit for about a week and then ultra fine at a fuel burn of about 10 gallons per sanded the fuselage, the cloth parts, hour. Using the approved Marvel Sche­ and then buffed it to get away from bier carburetor instead of the original some of the really high lustre that the Stromberg gives much better perfor­ enamel would have. This way it looks mance and uses about one gallon per more like buffed butyrate." hour less fuel. The "master rebuilder" Ed Wegner with The instrument panel was built new, The idea of using a Beech electric his familiar Fairchild hat stands by his more or less in the configuration of the propeller on a Fairchild 24 had been pride and joy, NC28690. At a slim and Fairchild panel, but the hump was elimi­ dancing through Ed Wegner's fertile trim 62, Ed looks in as good a shape as nated . It was used mainly for the old GE mind for some time. He discovered that his airplane. radio. Modern wiring and circuit break­ Beech had not only certified the prop on shape elicited the next answer from Ed . ers brought it up to a near IFR panel, the early Model 35 "Bonanza" but also "Augie Wegner (EAA 85671, NC 7581) although it's not certified as such. The on the 200 hp Ranger as used in the found them for me in Michigan. The panel was then wood-grained and a Fairchild 24! Since many of the early airplane they had been on burned up in coat of clear urethane was applied to "Bonanzas" have been converted from '49 or '50 and the wheelpants had been protect the wood grain. The result is a the Beech electric prop to the hydraulic saved since then. They were brand better appearing panel than the original. Hartzell, the supply of Beech electric new!" Leading edge landing lights were in­ props just laying around is very good. Ed Wegner explains the wood work stalled along with strobes on the Ed located a Beech prop and on the airplane as such : "The wings are wingtips for better visibility. A King KX­ promptly put it in top condition. "It's a all new. The only thing we used over 160 radio with VOR head along with a laminated wooden-bladed propeller were the truss wires, all the fittings and transponder (under the panel) are the with a little gear box run by an electric the bellcranks. The ailerons, of course, necessary radio items for normal flying. motor. It works just great on this engine/ and the elevator and rudder are a com­ The engine is a 200 hp Ranger that airframe combination. The rate of climb bination of aluminum and steel so it was was purchased new in the crate! How­ increased by almost 200 ft .lminute over just a matter of cleaning them up. The ever, these military engines were built any other 24 that I had with an Aeroma­ stringers and formers on the fuselage with too large of tolerances, so it was tic, however, the cruise speed stayed plus new doors and door frames were disassembled and totally rebuilt. New about the same." built from new wood. All the sheet metal main bearings that are .010 under were How a pair of aluminum wheel pants was replaced. I found a new firewall at installed and then the case was line could have withstood over 40 years of Solberg's Airport in New Jersey. The bored for a perfect close fit on the pounding and still be in letter perfect horizontal tail was reskinned with new

Beautiful custom-built instrument panel is nearly identical to the original except for the missing "hump" where the com­ pass sits. Stick grips are custom made With the Ranger engine turning the Beech electric prop at a good clip, the two exhaust from walnut. Note Fairchild logo on left pipes are devoid of any smoke or carbon - the sign of a very healthy engine. The fairing side brake pedals. of the spinner into the modified nosebowl is especially well done. VINTAGE AIRPLANE 7 The full interior is shown in this photo with the custom door panels and other fine pOints of Jeff Bell's work really looking good. Note crank down windows and passenger assist straps, a typical Fairchild trademark. plywood along with the vertical fin ." The basic paint color is Porsche red which was chosen because it had the least amount of orange in it, so it would stand up well. The trim color is a dark Ford red with an orange separator stripe between the two. The exceptional quality of the paint scheme and its per­ fect detailing is a tribute to Ed Wegner and his son, Randy, who have been in the automotive body business for more years than Ed cares to remember. A very close look at the painting work­ manship on this Fairchild has sent many an antiquer walking away shaking his head in absolute wonderment ­ muttering, "How do they do it so per­ fectly?" The material used on the upholstery is very close to the original that Fairchild used , although it is a modern type fabric which is flame retardant. The color and texture of the fabric is from an early Hudson Terraplane and closely matches the original. Ed did add a little more vinyl on the side door kick panels for better durability. The work was done by Jeff Bell of Sheboygan, Wisconsin, son of Charlie Bell (EAA 49475, AlC 7923), who had the Grand Champion Fairchild 24W at Oshkosh '83. The most easily recognized feature of a Fairchild 24 is the outrigger Ed Wegner learned to fly at the age landing gear with the beautifully faired wheelpants. Note the strict atten­ of 16 at the Kohler, Wisconsin Airport tion to detail and the close fit of the various pieces - a Wegner trademark. from Melvin Thompson. Ed was able to The aluminum casting on the cabin step is another Fairchild " Pegasus" get a job as a line boy to help with ex­ logo. penses. After receiving his Private 8 JANUARY 1988 license, he signed up for the service • and went through the cadet program which included college training. "We were just into flying Stearmans when the war ended in '45 and they cut off our program." With the military career over, Ed returned to Kohler airport and jumped into the surplus airplane joyride. "We bought six or seven PT-19s and PT-23s from Fayetteville, Arkansas and ferried them home, one at a time. That was really a fun time. I only wish I had known then what I know now! Many Antique/Classic Division mem­ bers will remember the 1975 Grand Champion Antique "American Eagle" which Ed had restored over a 4-1 /2 year period. Nicknamed "Tempus Fugit," the silver-colored biplane was eventually sold to a museum in Athol, Idaho where it was destroyed in a hangar fire a year later. Other restorations by Ed Wegner have been more fortunate and are still flying today, including a Swift, an early Funk, a Waco DOC, a Waco VKS-7F, a Spartan C-3 biplane which Ed still flies and a Spartan Model 12, a low wing, all metal tri-gear airplane with a 500 hp P&W engine up front. It was a 450 hp (R-985) with a 12 to 1 blower system that boosted the horsepower to 500. Weighing over 3300 Ibs. empty, it needed the extra horsepower. As Ed says, "It was a well-designed, nice flying airplane. It just came out at the wrong period of time in 1946." Tail surfaces of the Fairchild are spruce and plywood ahead of the hinge After so many airplanes over such a line and steel and fabric behind. Note the Fairchild logo on the fin and the long period of time, Ed feels he should beautiful job of rib-stitching on the rudder. sit back and take it a bit easy on the airplane work. "Let some of the younger Telling Ed Wegner to stop rebuilding he shouldn't go for a walk! It's tough to ones take over," he says. airplanes is like telling an old mailman do! • MEMBER'S PROTECTS ... u

by Norm Petersen ,------, Making its initial flight on October 11,1987 was "Turkey Red," a homebuilt, two-place biplane designed and built by Jim Soares (EAA 104408, AlC 2243) of 7093 Dry Creek Road, Belgrade, Montana 59714. With a steel tube fuselage and wood wings, "Turkey Red" is powered by a converted Model "A" Ford engine swinging an aluminum alloy propeller. Jim reports that October 11th was quite some day! "It felt like 1915 - everything in slow motion." Note the brass radiator which Jim built from scratch.•

Stinson Flying Station Wagon 108-3, SIN 108-3941, owned by 26­ year-old Jon EckriclI (EAA 297550), 7623 Deansville Road, Mar­ shall, WI 53559. Both Jon's father and grandfather flew a 108-3 so it is only right that Jon continues with the tradition! Rebuilt in 1975, N1000M has some 500 hours on it now and is almost IFR certified. Jon reports the Stinson has a full complement of King radios in­ cluding a Loran-C receiver. VINTAGE AIRPLANE 9 The Time Capsule 8yJack Cox

Photographs are time capsules ... a fleeting instant frozen forever . . . preserved for future generations to use as a peephole to the past. The EAA Foundation has thousands of negatives that have been donated by photographers . .. or their estates . .. who attended great events of the 1930s like the Cleveland Air Races or simply haunted their local airports to photograph the airplanes passing through. These priceless peeks at aviation's Golden Age deserve to be seen . . . and we intend to present a few of them each month in this new feature. Any additional light readers can shed on any of the aircraft is welcomed. This month's photos are from the Schrade Radtke Collection.

I ,I

Left. This brawny beast is R189M, the Seversky 2-PA-L, variously described as an "export fighter" and a "2-seat convoy fighter." Powered by a 1000 hp Wright GR-1830-G3 Cyclone, it was apparently a company prototype of many uses. As X189M, the airframe was previously the P&W R-1340 powered Model X-BT. Radtke Collection #869.

Harry Crosby's CR-4 racer being run up at the Cleveland Air Races, probably in 1938. All metal, it was about the absolute minimum airframe that could be built behind a Menasco C6S-4 Super Buccaneer. The fuselage was 21.5 ft. long but the highly tapered wings spanned just 16 feet. Quite innovative, the tiny bird had oil tanks in the leading edges of the wing, provision for dry ice cooling ... and the rough looking side cowl was a surface or skin type oil cooler. Engine and landing gear problems kept the airplane from reaching its full development. Its best finish was fourth in the 1939 Thompson Trophy race at 244.522 mph. Crosby died during World War II in the crash of an experiemental Northrop flying wing, the XP-79B Flying Ram. Radtke Collection #257.

r This chubby little polliwog of an airplane is the Gwinn Aircar I .. . at the Cleveland Air Races in 1937. It was demonstrated there by Frank Hawks, who got a big kick out of taxiing by the grandstands tooting its automotive 2-toned horn at the crowd. The Aircar was a 2-control airplane designed to be flown by anyone who could drive a car. Many of the instruments were from a 1935 Oldsmobile. It had a tilt-up steering wheel to control the ailerons and elevator (there was no rudder - just a trim tab) and a foot pedal for the throttle. A brake and a "clutch" pedal on the floor completed the auto look. The Aircar was simply driven down a runway until, at 55 mph, the "clutch" was depressed to move the flaps to a high lift position - and the thing flew. It had limited up elevator and could not be stalled on take-off with full aft wheel. The airplane was certified for landing with full forward wheel! Frank Hawks' favorite ploy was to take his hand off the wheel and let it land itself. Unfortunately, Hawks and a passenger were killed when he hit unseen electric wires on take-off from a polo field on a private estate. This caused designer Joe Gwinn to fold the company. Two Aircars were built, the Model 1(90 hp Pobjoy) and the Model II (130 hp Pobjoy). Hawks crashed in the Model II. The Modell pictured here was shipped to San Diego in the early 1940s and was evaluated by Consolidated. Afterwards, it was reported to have been donated to a school ... and has never been heard from since. Radtke Collection # 558.

Here's a little mystery . . . according to Revolution In The Sky, the book on the early Lockheeds, this Sirius was wrecked in 1935 and never repaired, yet here it is at the 1937 Cleveland Air Races looking pretty fit. This is a 1930 Lockheed 8C Sport Cabin Sirius, a special model with tandem cockpits and a 2-place cabin just behind the P&W Wasp C. The name under the canopy is "S. R. Sague, Pilot". Radtke # 689. tember 1946, 4,000 aircraft were being believable 33,254 units. The end of turned out a month. Aeronca itself was 1946 saw 81 ,000 civil aircraft in opera­ (Continued from Page 5) producing about 1,000 each month. tion. Of the close to 61 ,000 single en­ At the beginning of 1947 there were gine civil aircraft registered, over 43,000 play, the final total topping 150,00 paid over 400,000 licensed pilots, 189,156 were powered by engines of under 145 admissions. with private pilot licenses. There were horsepower. Close to 31 ,000 had 65 "Third, the actual floor space - some more than 30 personal aircraft models horsepower or less. 500,000 sq . ft. - was the largest ever for the private owner to consider when This was truly the golden era of the devoted to an aeronautical display. buying a flying machines for business lightplane. But, it was a short-lived one "Personal displays . . . were among or pleasure, ranging from two to seven­ as the market rapidly went sour. Sales the best attended throughout the 10 day place machines. No less than 17 com­ in 1947 fell to around 15,515 units, and show." panies were competing for sales in this by 1949 had plunged to 3,500 units. In truth this time lightplane production market segment. It was a unique event in the history was at an all time high. At the overall Personal aircraft production had of the lightplane; one never to be seen production peak in August and Sep­ . gone from 1,946 units in 1945 to an un­ again . •

VINTAGE SEAPLANES

Dennis Parks, EAA librarian, came across the photo of this rare biplane in one of the EAA photo collections. It's a Viking Kittyhawk B-8, N753Y, SIN 26, powered with a Kinner B5 (125hp) and mounted on Edo L-2260 floats. This three-place, open cockpit biplane was built-by the Viking Flying Boat Co., New Haven, CT and Franklin T. Kurt was the chief engineer.

by Norman Petersen

A somewhat rare 1939 Piper J-4A Cub "Coupe" mounted on Edo 1320 floats turns into the wind on Lake Winnebago during the 1983 Oshkosh fly-In. Owned by Don Eckman, P.O. Box 12586, Milwaukee, WI 53212, the "Coupe" N25064, SIN 4-801, was built up for floats by AI Ziebell of Oshkosh, WI and features extreme light weight, 85hp Continental engine with flat 42" pitch prop, heavy duty float struts and 3/16" cable support wires to floats. Note clever use of fully enclosed Cessna 140 cowling.

12 JANUARY 1988 ~ I ~ype ClubActivities

Compiled by Norm Petersen ------After buying the most expensive mag in were burnt out in the solid unit. The rud­ Chicago, they headed for Lake Win­ der trim tab and trim tab cables were nebago. Late afternoon thunderstorms burnt and there was skin damage to the cut them off 15 miles short so they aircraft nose. The spirit compass and headed for Lake Michigan again and carb air temperature gauges were de­ rough water. magnetized and extensive areas of the They landed at Port Washington just cabin and nose were magnetized, in­ ahead of the storm. The only room in cluding landing gear, heater, radios, town was above a bar. The next day radio racks, pilot's seat, control yoke International Cessna brought sunshine and they made it to and control columns as well as hoses, Oshkosh and the Brennand Seaplane nuts and bolts. 120/140 Association base. The aircraft had to be demagnetized, After flying back to Kentucky from all compasses and the RMI system had The latest newsletter edited by Dor­ Oshkosh, the 140 was hit head on by a to be overhauled and reswung; the rud­ chen Forman tells of their trip to Oshkosh houseboat on August 8, 1986! The dam­ der trim tab and trim cables replaced as '87 and the really enjoyable flights that age amounted to $13,500 and Dave was the rear navigation light and the brought them across the middle of the and Joyce are now rebuilding the ADF loops. Of course, sheet metal re­ U.S. to Oshkosh. They got a big kick wreck. They say, "It will be flying again." pairs were necessary for the nose sec­ out of the Antique/Classic fly-out to Technical Advisor Bill Rhoades has a tion. The ELT required recertification al­ Shawano described elsewhere in this two-page insert on building a tool for though it had just been signed off and magazine. removing Cessna 140 aileron bellcrank the WX-8 "Stormscope" was returned When the time came to leave Osh­ bearings and another tool for removing to the factory for a check and recalibra­ kosh , the engine on their Cessna 140 aileron and elevator hinge bearings. tion. acted very sick so a trip was made to Both tools also install the new bearings Weather radar and a "stormscope" the Emergency Repair Tent at Oshkosh in their respective holders. The de­ are excellent weather avoidance de­ run by EAA Chapter 75 of Davenport, signer is John W. Dooley of Rt. 2, Box vices, but as the story shows, are not Iowa (they operate this tent on dona­ 317B2, Frisco, TX 75034. infallible in detecting every hazard. tions and kindness!) They removed the For information on the International For information on the American Nav­ cowl , pulled the plug on the cold cylin­ Cessna 120/140 Association, write to ion Society, write to Box 1175, Munici­ der, pushed a large rope down through Box 830092, Richardson, TX 75083­ pal Airport, Banning, CA 92220-0911 ­ the plug hole, hit the "thang" with a mal­ 0092. phone 714/849-2213. let and pulled on the prop several hundred times. It worked! The valve came unstuck and Dorchen was ready to go - a bit later than planned. That was the second time for a stuck valve. It happend the last time on a long cross-country when Forman's had to Lightning Strikes in Rain buy several loads of 100LL. Now they The November '87 Navioneer pub­ put Marvel Mystery in when they buy lished by the American Navion Society Good News - Bad News 100LL. "You have to believe in some­ has a most unique story by Ken thing!" Dorchen has nothing but kind McTavish regarding a Twin Navion that Editor Loren Bump of the Continental words to say about young Tr~ pp Myrick was struck by lightning during a moder­ Luscombe Association's newsletter, who did the job as a member of Chapter ate rain shower while flying at 7200 feet called "The Luscombe Courant," makes 75, Davenport, Iowa. ASL over Canmore, Alberta on July 25, note of the bad news first. Effective De­ Another interesting member of the In­ 1986. The lightning arrived in the form cember 8, 1987, all U.S. registered air­ ternantional Cessna 120/140 Associa­ of a five foot diameter fireball directly in craft are required to install an 10 plate tion is David Lowe (EM 125661) who front of the aircraft, accompanied by a on the exterior of the airplane. This is lives in Sacramento, Kentucky with his deafening bang. More than $7000 dam­ part of the ruling that also requires 12 wife Joyce. Dave bought a Cessna 140 age was caused to the airframe and air­ inch registration numbers for any air­ in 1981 and rebuilt it with an 0-200 Con­ craft components. craft penetrating an ADIZ (Air Defense tinental engine, Edo 1650 floats and The lightning passed from the nose Identification Zone) and if you have long range fuel tanks. (You need long through to the tail of the aircraft, exiting added extra fuel tanks in the passenger range tanks in Kentucky in order to fly through the rudder trim tab and rear or baggage compartments, authorizing to Oshkosh !) navigation light. The light was shat­ documentation must be carried on On the morning of August 1, 1986, tered, melted and re-fused by the exit­ board the aircraft. the 140 was lowered into the water for ing electrical charge. The lightning Now the good news! Many years ago, the first time and Dave taxied out for singed sleeping bags and pillows Ron Price had Luscombe 10 plates three take offs and landings. Everything stowed in the nose, resulting in a strong made up in quantity to sell to the mem­ went well , so he loaded Joyce and a lot burnt smell. The radios were still func­ bership. He has now seen fit to turn the of baggage on board and headed for tional but the ADFs would not home. remaining batch of 10 plates over to the the big "0". After a fuel stop at Lake After a safe landing in Calgary, an C.L.A. to sell and raise money for their Shelbyville, Illinois, they headed for inspection revealed extensive damage. 1988 "Get Together." (Note: He didn't Lake Michigan where they lost a mag­ The two Collins 650A ADF loop anten­ say fly-in, which it is not - for insurance neto and had to land in six-foot waves! nae were destroyed - the amplifiers purposes!) (Continued on Page 23) VINTAGE AIRPLANE 13 by Harry Miltner Charley some time to find the real name such, we moved our price to $1 ,200.00, (EAA 223678) of the owner and then Marcia went to but that was a joke as old Floyd came 1512 Skyline Drive work. Having been brought up in the up with a firm price of $2,000.00 ­ Ellensburg, WA 98926 valley, she knew everyone on a first nothing more and certainly nothing less. name basis. The owner turned out to be No country boy haggling, I thought. (Photos by Gordon McDonald) "Floyd." We found Floyd on Sunday Gratefully we paid the dough and down in Ephram, and his only remark Charley moved the old bird to higher was, "Won't sell the old bird, want to ground in fear the old shed would not restore it myself." withstand another snowfall. On my way Chapter I: Another Toy? Gloom set in the for the rest of winter to a friend 's wedding in Jackson Hole, That was Sherry's comment and our talks turned from airplanes to Wyoming in April, I'd continue on down another toy? Have you ever dreamed the Carter administration and back to to central Utah and fetch the old girl and of finding an old vintage aircraft or an­ airplanes, never forgetting Floyd's old bring 'er back to Ellensburg. Being a tique car hidden in some farmer's barn? shed. The main topic was, was it worth member of EAA and with the help of I have for years! I guess the men work­ anything? The shed roof had leaked some retired Boeing types, I figured ing for Harrah's car collection and right down into the wing junction section within a year or two we should have the museum in Reno gave me the clue as and the water had no doubt continued old Taylorcraft restored and back in. its these chaps were paid to comb the into the lower fuselage area. Were the natural habitat. countryside looking for antiques. longerons damaged? What about the The logbooks reveal a total airframe I spent the winter of 1979-80 in the spars themselves? What about the en­ time of 455 hours and the engine logs bucolic countryside of Central Utah gine, stored all these years in the open show a recent overhaul of .015 oversize building a barn for Charley and Marcia shed? Certainly it had not run in a dec­ many decades ago. If the main spars Eppler. Over a fire at night, Charley ade. We came up with a true worth to are good, and the fuselage tubing is would spin a yarn about an old mono­ be $1 ,OOO.OO! Not a penny more. okay, then in retrospect it would be a plane that was hidden in a shed on some Since then, I moved to Central Wash­ good buy. farmer's place. With a little research, we ington state, miles and months from our The big topic of conversation is quickly found the shed and the most de­ find in that old shed in Spring City, Utah. whether to clip the wings and go to a lapidated airplane sitting inside, hardly But, I have kept in contact with the bigger engine or restore it as original. out of the way of the harsh Utah winters. Epplers, birds of a feather stick together But, we have plenty of time for such The weather had taken its toll as the you know. After a while, I got a call from decisions. The main thing is that it has fabric was completely tattered, and one Charley saying the T -Craft was on the been moved to higher ground and is on could even see its wing and fuselage block and he was number one in line to the road to a full restoration program. skeleton. bid on it. Not a finger had been put on But, I won't give up either, I still dream The identity revealed an old Taylor­ the old bird; it lay just as we-first found of running onto an old Morgan or Allard craft, possibly circa 1946-48. It took it over two years ago. With inflation and in a shed somewhere in rural America. 14 JANUARY 1988 Chapter II: On the Road to Spring mechanical drum brakes to hydrauli­ stronger, too, bringing some $23,000. It City cally actuated drum brakes. This is a is hard to imagine how much a project In late March, I dragged an open must, for the old mechanical brakes like this is going to cost. If we were to glider trailer down to Spring City, Utah leave a lot to be desired. restore it just as it is, leaving the 65 behind our wee pick-up truck, "Dottie." The project is progressing well. I have engine in place, perhaps we could get What an awful trip. I had headwinds on the left wing completely dismantled and away for $4 ,000 to $5 ,000, but the the way and stronger headwinds on the have made accurate drawings of all the larger engine conversion could cost a return trip. But the wee beast did exactly components. Xerox copies have been packet. It is even hard to get good as the advertisements say, "Datsun's sent to all the aircraft parts houses and prices on used/serviceable parts as are DRIVEN!" the search has just started for ribs, aile­ everyone seems to think their parts are I found the old T-Craft in about the ron components, bellcranks, etc. Also I made out of gold! And they might be , condition I expected. The wing was have contacted dozens of people whom as nobody makes certain parts any­ worse , but the fuselage much better. In I've learned about through the T-craft more. But, that's part of the fun , running fact, with the old tattered original Irish movement for spare parts for the wing. down some part that is long since for­ linen stripped off, the fuselage looks Prater Hogue is nearby for assist­ gotten. Project reports will come slowly new. However the left wing is pretty ance, but he outlined how "I" can do all as the work will come slowly. When it's awful. Zillions of tiny bees built nests in the work. I want to come away from this finished, though, Sherry and I want to the wing and the secretion or whatever with not only a restored antique but the see America in aT-Craft - something corroded the aluminum ribs and steel. "A" rating for aircraft repair. I haven't been able to do in my About six or seven ribs have to be re­ When not working on the wing, i have sailplane. So wish us luck! placed completely, plus the trailing been stripping all the components from edge aluminum. The left aileron is non­ the fuselage. Windows, doors, instru­ existent. The right wing could be reco­ ments, fuel tank have been removed Chapter III: The Trials and Tribula­ vered tomorrow, but we will replace the and stored in safe places. The shop has tions of Rebuilding a Vintage Aircraft two wood spars. The material is Sitka needed work, mostly to keep out the For those of you who have followed spruce from Washington State. famous Ellensburg wind . Overhead the trials and tribulations of rebuilding a Everyone here thinks we got quite a lights will have to be installed if any vintage aircraft, the last quarter of '82 buy. With only 455 hours, they say the moonlighting is to go on this fall and was no exception. First, my silent part­ airplane's hardly broken in, but the en­ winter. All in all , it is a fun project - a ner came on to some severe financial gine is still a mystery. It was supposedly bit frustrating at time as no one seems problems so the lifeblood of the restora­ rebuilt by old Floyd, but there is nothing to know exactly how a 100 hp engine is tion was cut, somewhat. I have had to written in the logbooks. The engine is a installed and what mods have to be dig deep to buy the necessary parts to 65 hp Continental ; it's one of the first made to the fuselage and engine cowl. see the wings, at least, finished. The things that will be sold. 65 hp will hardly The FAA gives us what they call a "one six-month wait for the Sitka Spruce get my 225-pound partner off the time STC" but the exact details to the spars ended up a no-show and I had to ground at 5,000' elevation on a hot conversion are up to the owner. purchase some locally. Sitka Spruce is summer day. In its place we will install Taylorcrafts are still being built in Al ­ becoming scarce, at least aircraft a 100 hp engine out of a Cessna 150. liance, Ohio by the same chaps that grade. The timber was oversize so I checked with the local Technical Col­ possibly built ours. They are very much naturally it had to be whittled down to lege in Tacoma and they said it would the same design but stronger in many the exact size of the original. The Uni­ be a rather simple installation. Also, the ways as the engine is the 0-235, 115 versity shop gave me the cold shoulder brakes have to be converted from horsepower. The price is much - a possible shop accident would lead to a lawsuit, so I then turned to the El­ Before covering began, the Taylorcraft was assembled with all major parts intact to lensburg High School where I was check rigging of cables and fit of all rebuilt assemblies. Workmanship looks to be first warmly received and their new surface class. planer certainly did the trick. To make the spars super accurate, I first dressed them down on a table saw. Working the 17-foot piece by myself, the spar jumped out of the saw and when it came down, the blade put a slice in the spar itself. So a factory modification had to be made before the wing was ever put together. Bad show! While working on the wing, I spent two weeks sandblast­ ing the fuselage with a very underpow­ ered sandblaster and compressor. Then using the latest Stits epoxy, I primed the aft part of the fuselage. Sev­ eral weeks later I noticed corrosion oc­ curring under the primer. The local ex­ perts said that rinsing the metal with "Metal Prep" was unnecessary but it later turned out to be untrue advice. So, the primer had to all be removed and started over again. This time I hired a student to do the spraying as the fumes were getting to me. He did a lovely job and now the fuselage just shines. More advice from the local pundits declared my 65 hp engine unfit for any­ thing short of an anchor. Can 't be any good, sitting in a shed for 25 some year, VINTAGE AIRPLANE 15 however, and we are now going into the ninth month of paperwork to get an "N" number and STC for the larger engine modification! But, I'll see it through, however. Germans are known for stub­ bornness! Tune in to next time. Chapter IV: The T-Pot is Finally Look­ ing Like an Airplane! All is alive and well. Despite the many setbacks, including losing our lovely workshop in several months, the old T­ Pot is finally looking like an airplane. After a year of putting the Taylorcraft "on hold" while Skeeter got an engine transplant, I'm back again with the old girl. How does Sherry know my prog­ ress?? I've been broke from buying air­ craft parts since June 4, 1985. On that day we rigged the entire aircraft putting the wings in place, hooking up the con­ trol cables and attaching the tail feath­ ers. I felt this essential as after the fabric was installed and the aircraft fully as­ sembled, I did not want any surprises. (I'm getting too old for these kind of sur­ prises.) A very knowledgeable chap named Lee Stevens came up from Yakima and gave it the inspection, "prior to fabric." Lee is a retired aircraft mechanic and has surely forgotten more about light aircraft than I will ever learn. He found several things needing further attention Frontal view shows Hendrickson prop with extensively re-worked cowling to handle the and then signed it off, "for cover." The full electric 0-200 engine with shielded ignition. Aluminum grills are standard T-Craft. following weeks were spent learning the covering process with lots of reading they said. So I unloaded it to a chap in some phenolic plugs and re-drill to ac­ and VCR tapes from the experts. After Spokance for $750.00 I threw in the commodate the spar fittings.) Within a the usual Miltner research, the Stits motor mount and prop. He has since week the wing is totally rebuilt now and Poly Fiber process was chosen. This is gone through the engine and has found looks very serviceable. The FAA has a dacron cloth weighing 2.7 oz. per it to be in mint condition. Props alone not let up their pursuit of harassment, square yard and Stits Poly co?tings are cost $750.00!!! So, you win a few and Looking forward we get a good look at the graceful lines of the airplane put in by C. G. loose a bunch. (More advice proved Taylor, himself. Note dual wing tanks and overhead skylights. Grimes tail light on top worthless.) of fin is standard. Don't buy anything new, they said. Scrounge if you can. Just about all the wing parts I purchased in "serviceable" condition had to be restored as corro­ sion had set in. The compression struts were twisted and I am stili waiting for Wally Olsen in Vancouver to replace these for me. For the little savings, buy­ ing them new from Univair is the smart move. We have decided to go to juice brakes, drum not disc. I ordered some used PA-22 brakes and wheels and when the package arrived, there was one brake. I called and asked about the shortage and he said, "That's all you get for $49.50. " I asked about the plural words . . . "wheels and brakes?" It seems the same used car parts gypos are now selling aircraft parts! (Editor's note: Harry writes later that he decided to go with the hydraulic brake instead.) Beginning in December I saw a breakthrough in the project. The spars were nicely cut, dressed and varnished. (In drilling out the spars, I forgot to say that several of the holes were drilled several thousands off. I then had to find 16 JANUARY 1988 stitching." "Hell, it's easy, they say, start with a Exactly 323 hours from start, the fab­ vintage basket case Taylorcraft and ric was then ready for its first coat of with a few parts and a little time, you'll "silver" dope. Then three or four coats be flying." Well, the hands on the old follow, sanded between coats to protect Seth Thomas have rotated some 1400 the dacron from the ultra-violet rays revolutions (297 trips to the shop alone) when parked outside. The most fun was and what seems like a mini National exploring the many color schemes for Debt, the old bird is far from airborne. the final paint job. Since this is an an­ A typical week is such: Five days to tique airplane, we wanted to use colors trim and fit a brand new windscreen to and designs typical of the late '30s and the boot cowl and wings. Tighten the '40s. I remember seeing a Beech 18 on last bolt just another turn and WHAM-O, display at the Smithsonian with a two­ a hairline crack races across the front tone yellow paint job and dark green of the windshield. Luckily I had warned accent stripe. I wrote to the Smithsonian the windshield manufacturer that the and they were kind enough to send the lovely curves did not fit the frame prop­ exact color numbers and by chance, erly, and another will be sent free. But, Continental 0-200 installation is very all is not gloom. The fabric is on and the neatly done including the all-important Stits had them in their repertoire. baffling. Lower cowling is "bumped out" The only shortcoming to the entire cream and yellow Stits paint glistens to allow room for the Cessna 150 type Stits process is a very toxic and smelly like a new Pfennig. Not a grand champi­ exhaust system. odor to the dopes and glues. Trying to on , mind you, but catching up to one. work in a well-ventilated, wood-heated Being at this project for what seems used to protect the fabric. (Days of shop in the middle of one of the worst a lifetime, we felt it fitting to buyout our Grade "A" cotton and Irish linen are Washington State winters was a chore. partner and place my mate, co-pilot and navigator's name on the FAA registry. There will be times I am sure when a very silent partner 1200 miles away in rural Utah will be sorely missed, but thanks, Charley, for turning loose one­ half the ownership. After looking for years at a replace­ ment engine for the tired old 65, we re­ turned from Canada with a 108 horse jewel. I had done my homework, I had thought. I contacted the FAA, the Taylorcraft Company and with a very green light we purchased the Lycoming 0-235. Upon returning I again con­ tacted the T-craft factory to order a mount; 10 and behold, the mount is a dynafocal mount. What's the old tune of Kenny Rogers . . . "If it wasn't for bad luck, I'd have no luck at aiL " Well, my engine has the conical mount and its an insurmountable task to mate the two. To add insult to injury, the factory would not supply any data as to thrust Standard T-Craft interior is finished with a touch of class, including the two original line, etc., due to the "liability" song. So, glove box doors. Note heel brakes on pilot's side only. Portable transceiver fits nicely rolling my own mount seemed impossi­ on floor, just ahead of the seat. ble. Sorry, Bruce, your engine is still a gem, but hopefully a fellow in Sun­ over.) In the beginning I got sick from the nyside will trade even for a freshly ma­ To make things easier on my first odors and then turned to a well-respi­ jored engine by Quackenbush. It's an covering job, I had Hower Aviation of rated mask which I wore for months. 0-200 Continental (100 hpj. In reality Sarasota sew up envelopes or socks For the spraying of the silver and final the 100 hp Continental is the better bet out of the Stits dacron. These socks are coats, I have hired a young student from for it is some 40 Ibs. lighter, parts are then pulled over the ailerons, elevator, the Tech department here at Central easier to come by and a motor mount horizontal stabilator, wings and fuse­ University. can be purchased "over the counter." lage components. The loose side is Well, I've blown about 1162 hours But when you make a change, the re­ glued to the metal with Poly Tak ce­ and a ton of dough on the old restora­ verberation is felt all the way through ment. Then a household clothes iron, tion project, and it still ain't flyable. We the fuselage. Now the engine cowl will set at 250 degrees, is rubbed over the are still without an engine so if you hap­ have to be altered and new bits and baggy, wrinkled dacron until it becomes pen to know of an 0-200 (100 hpj Con­ pieces hung on the engine. The FAA taut. This has to be one of the seven tinental, call collect. There is no flying will again give the nod to use a wooden wonders of the world for instantly it date set but we do want to barnstorm propeller ... nostalgia city, these old looks professional and airworthy! After Americain summer 1987. Cheers and wood clubs. this, two coats of Stits Polybrush are stay tuned. Play it again, Sam. Time for a back hand painted on the fabric. All horizon­ Chapter V: How to Make a Turkey step. Kittitas County gave up the shoe tal surfaces are adhered to the ribs and into an Eagle about seven months ago, throwing us stiffners with a "rib stitch," stitched with For those of you who have hung out of our EAA clubhouse and shop. needle and dacron thread. Two inch through 4% years of frustration and Saint Dugan was quick to come to the dacron tape is then applied to all lead­ joy, the restorer's three step continues rescue and now our lovely Taylorcraft ing and trailing edges and over the "rib . . . two steps forward and one back. is fully rigged, living in the real world of VINTAGE AIRPLANE 17 a Bowers field hangar. But, the war with cowl in aluminum and fiberglass bulges THE TEN COMMANDMENTS FOR A the County is not over. "Liability" again were made to cover the mufflers and CLASSIC AIRCRAFT RESTORER rears its ugly head, and the County sparkplugs. The top cowl, by the way, wants all hangar renters and leasees to had to be made from scratch with some Or, Ten Ways I Personally Screwed carry a million dollars worth of liability pre-formed sheets of aluminum. Prog­ Up! insurance - to the tune, if we'll pay it, ress through the spring of '87 went well. of $1600 a year. Well, I can handle the Control cables, tach, hot air box, electri­ 1. As you disassemble the aircraft, Federal Agrivation Agency, the famous cal components were obtained from a make accurate drawings or take Ellensburg winds, but this new caper number of sources and by May it was Polaroid pictures of the components as they are taken apart. Several months or could kill the gander. I know the old ad­ ready for FAA inspection. By the way, even years later, it will make it less dif­ age - if God had wanted man to fly, a Ted Hendrickson prop was chosen ficult to reassemble. he would have made them all mil­ knowing quite well that a 0-200 Taylor­ lionaires. craft has never been offered, factory 2. Surround yourself with knowledge­ In the meantime, work continues on made, with a wood propeller. able people. Remember you get what the old turkey - rather slowly this In late Mayan FAA Field Advisor ar­ you pay for. "Sidewalk Supers" are a winter as the hangar is not heated. rived and started the long, drawn out dime a dozen and can cost you a packet Come spring, it will be flat stick to com­ paperwork ordeal. He mentioned that in the long run. petition. Flying date is set for May 12, he was representing the Engineering/ 1987. Come mid-June when Sher is Modification branch of the FAA, respon­ 3. Build yourself a glass bead box. Truly finished with school, we'll head east and sible for the issue of a future STC in my an effortless way to clean old paint and barnstorm the U.S. of A., landing in name. The STC would cover the follow­ light corrosion and rust off your old farmer's fields, sleeping under the wing ing changes: parts. and all the good things that Richard 1. Skylight in roof, over cockpit. 4. Corrosion, like cancer, has to be re­ Bach mentions in his flying books. 2. Plastic in lower section of each moved and the part, whether steel or And our dream is to land on the old door. aluminum, has to be treated with an Silliman's farm strip in Canaan, Con­ 3. Pop rivets used to fasten fabric in acid etch. DuPont has both these prod­ necticut and celebrate my first first flight wings instead of rib stitching. ucts. If the fuselage has to be some 40 years ago with Gus in his old 4. Continental 0-200A engine. sandblasted, the residue (oil from the Widgeon. 5. Battery box mounted under bag­ compressor and sand dust) has to be P.S. Just got a note from the FAA gage compartment. cleaned thoroughly and then cleaned informing me that the gas lines are the 6. Wood propeller manufactured by with "Metal Prep." wrong size and the entire fuel system Ted Hendrickson. has to be revamped. Bigger size due to The FAA also required an inspection 5. If small modifications are to be made bigger engine. When will it stop?? by the local A&P (AI). The Field Advisor - remember a 337 FAA form will have noticed that the alternator did not have to be made, including a drawing, de­ Chapter VI: The Finale! a name tag on it, even though it was scription and a photograph of the com­ Christmas Eve: The chap from Sun­ checked by the engine rebuilder and pleted part or component, then signed nyside arrived to make the big engine stated in the logs. For five weeks the by an A&P. If a major mod or change switch - my Lycoming 108 hp for his FAA hassled us with this problem and is to be made requiring structural Continental 0-200. As he opened the finally requested that we buy a new al­ changes or an engine transplant, take tailgate he paused and said, "I really ternator which would produce a yellow it up with the Engineering/Modification shouldn't make this trade as I have over tag. He also did not like the "handmade" branch of the FAA. seven grand in the engine and rebuild. looking engine data plate found on the 6. If a job being done requires two My heart sank, as I had contacted the right side of the Continental engine. people, don't try to do it by yourself. new Taylorcraft Company in Lock Four trips were made from Seattle (800 Wait until help arrives. Haven for one of their motor mounts to miles) to review the paper and reinspect mate the new 0-200 to my vintage BC­ the alternator. Growing tired of the harrassment, I 7. Remember when buying from an air­ 12D. But, "my word is my word," he craft salvage yard they usually charge said. So, Santa brought us one of the went to visit Modification/Engineering and talked them into putting the whole 33% of the original cost. These original finest engines available - a freshly re­ parts are sky high to begin with. Most manufactured engine by one of the west aircraft into the "Experimental" category for a period of time so that we could at likely they can be obtained new from an coast's leading rebuilders - Lynn aircraft parts store, i. e., Aircraft Spruce, least go to Oshkosh. They agreed to Quackenbush! Wicks, etc., etc. Again, if obtained from After Christmas I called Taylorcraft to this and the aircraft would be tested, along with the wood prop and all the a salvage yard, they are off of a totalled order the motor mount and they said out aircraft, so buyer beware! that they could not supply the motor other modifications for a month or so. It is still in the Experimental category mount after all. They were in Chapter 8. The FAA will sometimes put your and the paperwork and testing con­ 11! What next? I had gotten rid of the "Classic" in the "Experimental" category tinues. Oh, they came over one day and 0-235 because a mount was unavaila­ to test a part, component change or en­ personally flew the old bird, and I ble and now I was stuck with an 0-200 gine swap, but it will have to be put back haven't seen them since. and again no mount was available. into the standard category at the end of Another step backwards. Univair did On the 12th of June I flew the Taylor­ a test. Unfortunately, there are no ex­ have one in stock, and it was pur­ craft for the first time in over 25 years, ceptions. chased. and I must admit that there was abso­ It was decided that the stock Cessna lutely no enjoyment or emotion on my 9. If an engine has been stored in a dry 150 exhaust system would be used, so part. The FAA has done their job too climate for a long period of time, even now the original 65 hp aluminum cowl well, and I was drained, both physically unpickled, it still could be airworthy with would have to be drastically altered to and mentally. It was as if I was installing a minimum of teardown. fit the extended engine and different an Allison in the old girl. Heavens muffler system. (The 0-200 has a star­ knows there are many factory-made F­ 10. Reassemble the entire aircraft, in­ ter and alternator, which moves the en­ 19 models built by Mrs. Ferris of the old cluding rigging the control cables, be­ gine forward some 5".) This was done Taylorcraft Company flying around with fore fabric recover - especially if new by adding some 5" to the back of the 0-200A engines on board. spars were installed .• 18 JANUARY 1988 Out Of The

Past • • • In Photos Ray L. Johnson (EAA 159826, Ale 5728) Lying inverted in a farm field is the Pheasant biplane following the "tangle" with high 347 S. 500 East tension wires between towers No.7 and 8 on July 15, 1930. Unusual for the period is Marion, IN 46953 a metal propeller on the OX-5 engine as most planes used wooden props with that powerplant. Note tailskid instead of tailwheel (well polished from use). and Wilbur Hostetler (EAA 94013) 2515 Monroe Pike Marion, IN 46953 These two photos were given to us by a gentleman who recently retired from our company, Indiana and Michi­ gan Electric Company. Another retiree had given them to him several years earlier! We were given the photos be­ cause of our obvious obsession with airplanes. After getting the photos, we went about finding a date when the accident occurred. Wilbur's supervisor found the date for us - July 15, 1930. We then went to the library to find the old news­ paper clippings. Here is the story. On July 15, 1930, a pilot flew this bip­ lane through a high voltage line be­ tween towers numbered 7 and 8 (one span). The pilot miraculously escaped injury. According to the newspaper clip­ ping, the pilot was flying a Pheasant biplane. He was on his way to Fond du Lac, Wisconsin from Dayton, Ohio. "The neat part," Ray says, "was the fact that it occurred on the farm across the road from where I grew up! I recog­ nized the buildings in the photos as we had lived there since 1960. My first knowledge of the accident was when Mute testimony to the wrecked airplane below are the patched wires above! Photo came we received the photos." from the power company collection of years ago. Exact same spot was hit by another Then the bonus part turned up! airplane 13 years later. "While researching the two photos, we discovered a second airplane had gone airplane was one of three built by the merely unloosened his safety belt and through high lines on June 16, 1943! company at Fond du Lac, Wisconsin toppled out on the ground unhurt. (13 years later). You guessed it, be­ where Steve Wittman was the company We wonder what the odds are for two tween towers numbered 7 and 8 - the test pilot. airplanes to hit the same power lines in same exact spot as the first accident!" Details on the 1943 accident were the same spot, crash inverted into the The newspaper accounts of the two given in the newspaper account. It nearby field and both pilots emerge un­ nearly identical accidents add informa­ seems Air Cadet James J. Coughey scathed? tion to the story. The Pheasant was had flown the Navy trainer from Bunker being flown by pilot Don Williams, age Hill Naval Air Station (now named Gris­ Editor's Note: Ray Johnson and Wil­ 40, an experienced aviator with over 15 som Air Force Base) and after encoun­ bur Hostetler restored the 1947 years of flight time. He was not injured tering fog and low ceilings, hit the lower Aeronca "Chief", N3469E, that won in the crash. The highline carried wire of the highline and landed upside Best of Type at Oshkosh '86 and was 132,000 volts and the Pheasant had down in the field. The crash tore the featured in the April '87 issue of The gone through three of seven wires. The motor from the plane, however, the pilot Vintage Airplane . ... N. A. P. VINTAGE AIRPLANE 19 OSHKOSH '87

ABOVE. A ground view taken as the event was well along, about 10 a.m., reveals three lines of airplanes parked on the large expanse of mowed grass. This is indeed a beautiful spot for a fly-in!

LEFT. The initial bunch of 15 to 20 airplanes are parked along the perimeter road so the local population can look and visit. The NE/SW grass runway was used almost exclusively. Seaplane ramp has two boats tied up next to it. FLY OUT TO SHAWANO by Bob Lumley were quite surprised at the number of EAA Associate Editor Norm Petersen (EAA 106377, AlC 6560) people who flew in. Even the free coffee cranked up his 90 hp J-3 Cub on Edo Nl04 W20398 Willow Road was consumed to the last drop! 1320s and, with EAA staff photographer Colgate, WI 53017 Many Shawano residents turned out Jeff Isom in the back seat, made the trip to view the many Antique/Classic air­ to Shawano in fine style. Several craft of all types and were particularly airplanes pulled up alongside during the thrilled to visit with the pilots and pas­ trip and had themselves "shot" with In a bold move, the annual Antique/ sengers. An exciting time was enjoyed Jeff's camera. On the return trip, they Classic Monday morning fly-out was by all. reported seeing a bald eagle just 50' held at Shawano, Wisconsin airport. The free coffee and rolls were pro­ below the Cub shortly after take off from From Oshkosh, the distance is approx­ vided by the Shawano Chamber of Shawano Lake! imately 60 miles and the landing area Commerce and the Mayor of the city, A drawing was held at the Shawano includes not only the Shawano Airport, Leo Schroeder, welcomed the entire Airport to give away 25 "Fly-Out '87" but the adjoining Shawano Lake for group and graciously invited everyone dash plaques and a one-year member­ those (fortunate) few who fly seaplanes. to return in '88! ship in the Antique/Classic Division. The absolutely perfect weather For the first time ever, seaplanes Plaudits are heartily extended to Tom brought forth a nice turnout of some 50 were invited to the Fly-Out as Shawano Hampshire of Menomonee Falls, WI for aircraft and just over 100 people to feast has a seaplane base at the north end his extensive help in putting the Fly-Out on the coffee and fresh rolls that were of the runway. Kirk Erickson of War­ together. Tom contacted the local offi­ distributed by the good folks of road, Minnesota flew his beautiful cials who provided refreshments and Shawano. In addition to the free coffee, Cessna 180 on Edo 2960 floats with a then arrived early enough to handle all many of the pilots and passenger took couple of passengers on board. His the aircraft parking. Great job, Tom! advantage of several nearby restau­ time from the Brennand Seaplane Base Don't miss the fly-out in '88! Stay rants within easy walking distance of was only 25 minutes with the 230 Con­ turned for the time and place - and the Shawano Airport. The local folks tinental really humming. keep your tanks full! 20 JANUARY 1988 Part of the Antique/Classic bunch waiting in line for takeoff from Another Marlboro visitor on the way to Shawano is Mark Crowe WiHman Field to go to Shawano. Some of the waits were in (EAA 186220, AlC 11057), 8 South Street, Ashland, MA 01721 excess of one hour which failed to gain much favor with the and his 1946 7AC "Champ," N2120E, SIN 7AC-5691. Very preHy pilots! paint job, Mark.

An overview from the back seat of Norm Petersen's Cub shows Pulling up close to the photo plane on the way to Shawano is the town of Shawano in the background, the river through town Lola Oyko (EAA 221089, AlC 10481), 10 Broadmeadow Rd., and the airport in the left foreground with the seaplane landing Marlboro, MA 01752 in her 1939 J-3 "Cub," N24619, SIN 3307 in the center of the picture. The first batch of AlC members have powered with a 65 Lycoming. Note how Jeff Isom placed the landed and parked. tailwheel and right main directly on top of a silo!

Part of the fun of the Shawano Fly-Out was looking at different airplanes. Here is a Oornier 00-28 mounted on Edo YO-6470 Nineteen aircraft are lined up on the edge of the beautiful grass floats with an engine removed for work. This 1961 twin is owned area as a Cessna 195 taxies up from the runway. The local by Grognet Flying Service of Shawano, WI. • townsfolk were quite excited to see so many airplanes at their airport and SPB. VINTAGE AIRPLANE 21 nteresting Members by Bob Brauer (EAA 81504, AlC 4319) ***************************************** 9345 S. Hoyne Jay Vieaux Chicago, IL 60620 ***************************************** If you like aircraft at least as much as I do, then I guess those friends of ours who are deeply involved in aviation are interesting to us. It would be great if I could talk ·about several of the terrific people I know whose involvement in aviation is fascinating to me. However, one person comes to mind for this occa­ sion because of his total involvement and broad experience in aviation, in spite of his relatively young age. He is Jay Vieaux of Park Forest, il­ linois, a member of our local Chapter 260 in Lansing, Illinois near Chicago. For as long as he can remember, his interests were always centered around aviation, and from a hobby this interest has grown into a career. Even before he obtained his A&P license, he had an intense interest in aircraft construction and in particular, the Breezy. By the time he was 18 years old, he had learned all the skills necessary to build and fly one. In addition, he had become an accomplished welder, having been taught by Breezy deSigner, Carl Unger. Having earned his reputation as an expert welder, he generously fabricates aircraft parts and frame sections for his EM friends. This activity then ex­ panded to doing welding repairs on cus­ With a Whitney Roper punch in hand, Jay Vieaux gets ready to add a few holes to a tom built aircraft, as well as special and lower cowling assembly. Note the neat workbench in the background. unusual welding on antique and classic 1979 and proceeded to completely re­ senior aircraft technician and acts as aircraft. build it for serious racing, incorporating flight engineer on AMOCO's fleet of Following completion of the Breezy, many subtle improvements to the air­ Gulfstream Ills out of Chicago Midway he was hired to build a Steen Skybolt. frame. These improvements covered Airport. After his graduation from high school, an extensive aerodynamic clean up and Jay pOints out that in the early days it was necessary for him to obtain his weight reduction while remaining well of aviation, Standard Oil was one of the A&P license in order to get a job as an within safe operation of the airframe. first corporations to place heavy em­ aircraft mechanic. With all of the experi­ Regarding the engine, to me it bor­ phasis on its newly created aviation ence he had, getting the license turned dered on witchcraft, considering the products division. He has used his pos­ out to be a mere formality. Upon receiv­ performance he got out of that 0-200! ition to do research on the early use of ing his license in 1976, he worked for a During the build up of the engine, he aircraft for corporate transportation. Chicago Hammond Airport FBO to ac­ handpicked every part for optimum Although his current job takes him quire the necessary 18 months experi­ quality and matched weight. The results away from home from time to time to ence. were impressive. The engine turned exotic places like Wichita, Jakarta and Following his job at Chicago Ham­ over 4200 rpm during flight tests. Sidney, there is always time left for his mond (now named Lansing Municipal Jay entered the Cassutt, named first love, vintage aircraft. He is now re­ Airport), Jay worked for Emery Air Char­ Super Spook (after the P-51 racer, "Gal­ storing his classic Tri-Pacer and work­ ter in Rockford, Illinois and G & N Avia­ loping Ghost"), in every formula race in . ing with a friend rebuilding a J-3 CUb. tion at Griffith, Indiana as an A&P 1981, choosing for his pilot Carroll Jay cannot seem to get his mind off mechanic. Dietz. The results for a first-time record those fine old aircraft of the Golden During his employment at these two were impressive: fourth place in the Age. He has just completed an exten­ firms, he owned a Bellanca, Citabria, Silver division at Reno; two first place sive six-year research project involving Stits Flutter Bug and a Cassutt. He does victories at Corvallis, Oregon, second selection of a very special replica an­ not talk much about the time he owned or third place (he can't remember) in tique aircraft construction project .. . the Citabria or the bug, and he doesn't the San Marcos Silver race. but that's another story. This much I can have to say anything about the Cassutt; Jay currently works for AMOCO Cor­ tell you : It will be an exact replica of an it speaks for itself, thanks to Jay's ex­ poration (formerly Standard Oil) where aircraft with a round engine, two wings, pert touch. he has been for the past four and one­ rag and tube construction, and superb He purchased the little red Cassutt in half years. He holds the position of workmanship.•

22 JANUARY 1988 PROP TIPS The following material is reprinted with Avoid run-up in loose sand, gravel, Nicks or scratches can be the start permission from the Fall, 1987 issue of or rocks. Beware of tie-down ropes, of fatigue cracks and/or catastrophic PROP TIPS, published by Aero Propel­ chains, towbars, etc. prop failure! Have your FBO or cer­ ler and Accessories, Inc., 3400 Indus­ tified technician inspect and repair trial Lane, Broomfield, Colorado 80020, 3. Washing the plane - Corrosion pro­ any nick before you fly again. Large (303/469-1749). tection: nicks or gouges may affect the struc­ Do not use solvents or solutions on ture, balance, or operation of the the prop in a way in which the fluid prop and should be repaired by a Maintenance Tips could seep into the hub on the up­ certified propeller repair station im­ This second issue of Prop Tips will right blade. Do not use pressure mediately. When taking off from a review some inspection, maintenance washes on the prop pointed toward non-hard surface runway, minimLze and general care recommendations of­ the hub. Any moisture which pene­ prop damage by allowing the aircraft fered by the manufacturers. Don't forget trates the hub seals increases the to move before applying full power. that your propeller is subjected to high, risk of corrosion. often extreme, stresses including bend­ 6. Constant speed props: ing, twisting, centrifugal forces, impact 4. Lubrication: Controllable pitch propellers require from rocks, and abrasion from sand just Take care to avoid blowing out clamp periodic reconditioning. Check your to name a few. The following Prop Tips gaskets by removing one zerk and propeller logbook and follow the will help to minimize the effects of these pumping grease into the remaining TBO interval recommended by the forces. fitting until grease appears through propeller manufacturer. This infor­ the hole where the zerk was re­ mation can be found in Hartzell Ser­ 1. Your preflight should include: moved. vice Letter 61 M and in McCauley Conduct a visual inspection for Replace the zerk fitting. Use grease Service Bulletin 137B. bends, nicks, scratches, cracks, cor­ which conforms to MIL-G-23827, rosion, loose spinner screws, nut or 81322, or 3545, such as Aero Shell bolts. Look for excessive oil or Grease NO.5. Mixing of different grease (new or recently overhauled greases is to be avoided, so record If you wish, send a self-addressed props may show minor leakage for the type and MIL Spec number of stamped envelope with your request up to 20 hours of operation). the grease installed. and we will be happy to mail copies of the Hartzell and McCauley TBO specifi­ 2. Your ground run-up: 5. Filing the propeller: cations to you at the earliest possible Follow the Operator's Handbook. Take sand and gravel nicks seriously! date.•

~ VI~TAf3~ Llnl?Arul?~ «Jews (Continued from Page 13) (Continued from Page 4) Dwayne Green has volunteered to The second engine after an improved pioneer aviators and designers ­ take over the project of selling the Heath four-cylinder was a five-cylinder Roger Lorenzen, Steve Wittman and plates to all Luscombe owners who radial engine named "Clipper" which Hans Lohman Rasmussen - who have want them. It is a must that you install featured four valves per cylinder and contributed so much over these many, the 10 plates on the exterior of your Lus­ developed 65 hp at 2600 rpm. The little many years. And we must also extend combe. You probably can remove the speedster took a second and third place a hearty "Mange Tak" to Carl Erik Gim­ old from the inside and install it exter­ in two 200 cubic inch races in 1934 with bel of Odense, Denmark for assisting in nally, but why bother. The price of the the old master, Steve Wittman, winning the greeting exchange and for writing new 10 plate is so low-priced that it isn 't both races in his Pobjoy-powered racer. the fascinating story of Hans Lohman worth the effort! Contact Dwayne Green Our best wishes go out to these Rasmussen for the Danish magazine .• at 4 Meadow Glen Court, Santa Rosa, CA 95404, phone 707/544-4535 .•

CALENDAR OF EVENTS

APRIL 10-16 - LAKELAND, FLORIDA - 13th JULY 17-22 - FAIRBANKS, ALASKA - Interna­ annual Sun 'n Fun EAA Fly-In at Lakeland tional Cessna 170 Association Convention at Municipal Airport. Contact: Sun 'n Fun Head­ Fairbanks International Airport. Convention quarters, 3838 Dranefield Road , P. O. Box site: Sophie Station Motel. Contact: Convention 6750, Lakeland, FL 33807, phone 813/644­ Chairmen, Rick and Cheryl Schikora, 1919 Lat­ 2431. hrop, Drawer 17, Fairbanks, AK 99701 , 907/ 456-1566 (work) , or 907/488-1724 (home). Re­ member the time difference.

JUNE 23-26 - GRAND LAKE VACATION RE­ JULY 29-AUGUST 5 - OSHKOSH, WISCONSIN SORT, OKLAHOMA - International Bird Dog - 36th annual International EAA Convention Association annual meeting and fly-in at and Sport Aviation Exhibition at Willman Field. Golden Falcon Airpark, Grand Lake Vacation Contact: John Burton, EAA Headquarters, Resort. Contact: Phil Phillips, 505/897-4174. Willman Airfield, Oshkosh, WI 54903-3086.

VINTAGE AIRPLANE 23 Gleason. Of course, I said "no," as I had really only heard of him but never met him. Gene informed me that John owned the airport near Gleason and that it was called "Hay Meadow." We JUST looked at an aeronautical chart and sure enough, it was the same airport. I told Gene how we always just called it Gleason International. Since I was going home that weekend, I decided I ANOTHER would check it out to be sure it was the same airport. When I got back to Gleason, I asked at the gas station where Mrs. Hatz worked (she wasn't there that day) if their airport was called Hay Meadow GRASS Airport. The man said, "I think it is, but we just call it Gleason International." I came back and told Gene, "Yes, that's the airport all right." In the spring of 1987 I kept thinking LANDING STRIP about this airport and how I never really knew anything about it. For all those years I never knew or cared about it. One thing you learn by working for EAA is that people interested in airplanes know each other. Since the Hatz's were EAA members, many people, including members of EM's staff, knew them well. I thought about how I'd lived in the same little town of maybe 200 people for 15 years and didn't know them at all. In March of 1987 my mother took sick, so I traveled back to Gleason to see her. One night as I drove by the gas station, Mrs. Hatz was working, so I stopped especially to talk with her. We didn't discuss the town's happenings that night, rather we talked about people and places and things of EM. We talked about people we both knew, and she told me about some of the con­ ventions that they attended. We talked about Paul and Audrey Poberezny, and what nice people they were. She even told a story about Tom Pob­ erezny at one of the convention's. She didn't remember what year it was, but it was some years ago when Tom was The patriarch of Hay Meadow Airport, John Hatz, fills the fuel tank of his 65hp J-3 Cub a young lad. He asked her if they still before taking another student for a lesson on flying skis. Known throughout Wisconsin ate their dinner on the tailgate of their for his thorough instruction, John has the ability to instill a life long appreciation for station wagon. She told him they did, flying with his many students. John is a busy, busy man! and he asked if he could join them. As they ate he said, "It's nice to sit here and enjoy dinner, for nobody would by Joyce Helser tion. I didn't know her name; we just even think of me being here." Nowa­ enjoyed small talk about the things days, Tom couldn't get lost with that going on in town or with our families. radio on his belt. I lived at Gleason, Wisconsin from In 1983 we moved to Oshkosh after After we talked for about two hours, 1968 to 1983 and never heard much giving up our jobs in Rhinelander. I had it was time for me to go home, but I about the local airport, except that some a job as a nurse's aid in a nursing home, wanted to know more about the Hatz's family had an airstrip. We would see a but my husband Rudy had to look for and their airport. Summers are busy, plane in the sky and if it wasn't very work. He finally got a job at EM on the though, when you work for EM. I knew high, we knew it probably came from Maintenance Staff as a custodian. A I would have to wait until after the 1987 Gleason International Airport ... that's year later, I was hired there also; first in Convention before I could continue my how many people around Gleason re­ the volunteer kitchen and later as grass adventure with this airport, which meant ferred to the airport. cutter for the Ingersoll Company. more to me now than it ever did when Eventually I came to know the wife of In 1986 I met Dorothy Chase, whose I lived there. the family that owned the airport as she husband Gene also worked at EAA. In late August I went to see John Hatz worked in the gas station at Gleason for Dorothy encouraged me to introduce and met him for the first time. As we a few years. She and I would exchange myself to Gene, and when I did he were driving down Vascheau Road pleasantries when I saw her at the sta­ asked if I knew John Hatz from where their home and airport are 10­ 24 JANUARY 1988 cated , we could see a plane practicing touch and goes. I talked to his wife, Ber­ dina, again , as we waited for John and his student to land. While waiting I had the opportunity to see everything they did there. In one hangar, his boys were building a plane. They had the wood constructed for the wings and fuselage. In another barn were stored two fuse­ lages of older planes that John plans to restore when he has the time. I asked John if I could have an inter­ view with him and , of course, he said yes . But, he didn't have too much time left. This was on Monday and he only had two hours left open for the week ­ one on Wedneday and one on Friday. I took the Wednesday appointment . Wednesday came and I was there on time. John came in after giving a stu­ dent a lesson . I wondered why anybody would pick a town like Gleason to have an airport, as Gleason is a declining busi­ ness and farming community. John said he wanted his own field after managing the Merrill Airport for 11 years. He said he just got tired of regulations. So , he bought this 77-acre farm and made an The logo of the Hay Meadow Flyers, EAA Chapter 640, which is made up of many flyers east-west runway. Presently he hang­ in the area. This group puts on the finest Ski Plane Fly-In in all of Wisconsin. ars eight planes for other owners, plus five of his own . Berdina's sons are involved in aviation. classic airplanes. This past year has been the best ever Allen and Clifford work at Hay Meadow As John and I talked he showed me for him. Currently he has more students Field, Lyman is a commercial pilot and pictures and articles that had been writ­ than he can handle, having to turn many mechanic, and Aaron is an airline em­ ten about them in the past year. I could away as he doesn't have enough hours ployee. A daughter, Barbara, enjoys rid­ tell that this family was well known in the day. In addition to giving lessons ing in the airplanes, just like her mother. throughout the Midwest. I asked John if at Hay Meadow, he also trains at The Hatz's generally sponsor two fly­ he had a little time to take me for a ride Wausau. ins a year at Hay Meadow Field . One in one his planes and he said, "Of As I talked with John I learned that - a ski plane fly-in - is held the sec­ course!" I told him I'd always wanted a he had donated a 1929 Velie ond weekend of February each year. ride in an open cockpit biplane and he Monocoupe to the EAA Aviation Foun­ The second is held sometime during the said , "I have one over in the other dation. I learned that all of John and month of July and features antique and hangar we could go up in it." As we walked to the hangar I noticed two other planes in it - a Piper Cub which they just finished restoring and a 1928 Waco - and the biplane that we were going to take a ride in. John calls it the Hatz Special, "Happiness". I put on a jacket as it was cool that morning, then John made my day by handing me a leather helmet with goggles attached, just like they wore in World War II. I was so excited about getting into an open cockpit biplane with the leather helmet, I felt like I was in another world . As we taxied down the grass air strip, I felt like a queen. We flew over the village of Gleason and I recognized some of the farms. It was a delightful flight. By the time I left John and his little empire of airplanes, a neighbor had come over and needed the use of one of his planes to look for some cattle that had strayed off into the woods. John's son Allen took them up to look. I will never know all the goodness John has put into aviation, but I'm find­ ing out more everyday. As we drove away from Hay Meadow Field, I felt very satisfied with what I found - a family Beautiful Hay Meadow Airport looking west along the smooth sod runway. In the back­ that was really friendly and John, a pilot ground are the hangars and shop where John Hatz and his crew do their inside work. and instructor, in his own little empire. This is rural America at its very best! And he flies just for fun . • VINTAGE AIRPLANE 25 WELCOME NEW MEMBERS The following is a listing of new members who have joined the EAA Antique/Classic Division (through October 21 , 1987). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.

Craft, Kenneth L. Erickson, Russell Smith, Melissa Strasburg, Pennsylvania Humnoke, Arizona Santa Barbara, California

Strick, Benjamin T. Cocks, Eric H. Wilkinson, Bill Corona Del Mar, California Ft. Lauderdale, Florida Selkirk, Manitoba, Canada

Foley, Ken F. Gilliland, William L. Quebe, Raymond J. Columbus, Ohio Santa Cruz, California Austin, Texas

Foley, Joseph Edwin Klein, Fred R. Bymaster, Don Westerville, Ohio East Sound, Washington Colorado Springs, Colorado

Anderson, Bill Kleckner, Frank Tollett, Thomas V. Littleton, Colorado Allentown, Pennsylvania Marble Falls, Texas

James, Marvin Albright, Ralph N. Garel-Frantzen, Tony Scio, Oregon Tucson, Arizona Wheeling, Illinois

Wesenberg, Donald R. Lambrecht, Richard Tylenda, John R. Winton, California Bethany, Oklahoma A.P.O. New York, New York

Borath, Ernest F. Major, Don D. Hendricks, C. Michael Crescent City, California Collierville, Tennessee Columbia, Maryland

Bartis, John Jordan, William Tomas Lee Dickinson, Jim Paul St. Charles, Missouri Edenton, North Carolina Norman, Oklahoma

Pasha,Joseph Patterson, Robert W. Covey, Jim Boynton Beach, Florida Brampton, Ontario, Canada Snohomish, Washington

Cass, Gerald C. Pruchnis, Albert B. Atkins, A.D. Carlsbad, New Mexico Windber, Pennsylvania Acworth, Georgia

Vander Lugt, Tunis Stedman, William De Van Jr., William L. Kentwood, Michigan Stockbridge, Massachusetts Birmingham, Alabama

Davis, Jeffrey R. Hamilton, Carolynn Espinosa, Floyd EI Cajon, California Anchorage, Alaska Mission Hills, California

Castle, Richard Erickson, Ed Murray, Douglas Mount Holly, New Jersey Hagerstown, Maryland Toronto, Ontario, Canada Stanton Jr., James R. Shirley, Jess G. Hoggatt, Raymond Ocean City, New Jersey Fort Bragg, California Wyoming, Michigan Cameron, J. Swanson, Kyle G. Bussinah, Alex Mount Gravatt, Queensland, Cloquet, Minnesota Australia Columbia, South Carolina Lund, Lawrence Mylnarek, R. Clure, Lawrence A. Pleasanton, California Santa Barbara, California Canfield, Ohio

Koide, Gyoko Jeffery, Terry Rose, Daniel J. Miami, Florida Winnipeg, Manitoba, Canada New Baltimore, Michigan

Tendlck, Ted O. Rawlings, David E. Gislason, Vldir Hayfield, Minnesota Palatine, Illinois Akureyi, Iceland

Schiller, Doug Williams, Franklin T. Clifton, Patty R. Warrenville, Illinois Walnut Creek, California Eldorado, Kansas

26 JANUARY 1988 Tanaka, Seichiro Ridenour, Edwin E. Neeves, Brian J. Tokyo, Japan Springfield, Ohio Henderson, Nevada

Blackburne, J. A. Shows, Herbert Byers, Thomas C. College Park, Georgia Larose, Louisiana Loomis, California

Reichek, Edward R. Wruck, Jerry Gavalis, Richard Cleveland, Ohio Douglas, Arkansas Valley Forge, Pennsylvania

Comstock, G. Kenneth Donaldson, John A. Simmonds, Don M. Garberville, California Victoria, Ontario Mercer Island, Washington

Singh~, Charles Hodges, William T. Pilkington, Lynn Grimsby, England Andersonville, Georgia Hyrum, Utah

Polonitza, Rollin Sharp, Milford G. Linnihaw, Terry Evanston, Illinois Steele, Alabama Appleton, Wisconsin

Field, Harold S. Windh, Peter L. Lockwood, Terry Amarillo, Texas Mississauga, Ontario Chandler, Arizona

Dezendorf, Thomas C. Stagner, Robert E. Sagerser, James A. Belmont, California Poplar Bluff, Missouri Mesa, Arizona

Volpe, Tom Nelson, Amos Smith, Dennis R. Laconia, New Hampshire Mineral Point, Wisconsin Sault Ste. Marie, Ontario

Hillis, Rod Griffin, Jimmy C. Bergsmann, Robert E. Heriot Bay, British Columbia Pottsboro, Texas Alameda, California

Lieb, Tom Gordon, Eugene C. Ewers, Ivan Redondo Beach, California Santa Barbara, California Crumpler, North Carolina Asplundh, Barr E. Janousek, Joseph O. Meyer, John E. Fort Washington, Pennsylvania Chevy Chase, Maryland Midland, Texas Smythe, David Wing, Jerold D. Bohlmann, Melvin Roseville, Minnesota Cheyenne, Wyoming Valparaiso, Indiana Eckel, Mark G. Moore, Donald L. Crystal Lake, Illinois Ladd, Larry S. Sedalia, Missouri Floyds Knobs, Indiana Krysiak, Richard C. Melvin, Kenneth E. W. Atlanta, Georgia Sell, George J. Beaverton, Oregon Oshkosh, Wisconsin Murray, Raymond Finerty, Duane J. East Aurora, New York Bakula, Mark Troy, Michigan Muskego, Wisconsin Anderson, Thomas P. Los Angeles, California Berkman, Herbert R. Vieaux, James M. Canoga Park, California Park Forest, Illinois Holman, Daily A. Portland, Oregon Snelling, John Reid, David W. Corvallis, Oregon • EI Dorado, Alabama Guest, Roger R. Stevensville, Maryland

Allender, J. Reverdy Robles Jr., Marion W. Bothell, Washington Lakeland, Florida

Plendl, Bruce R. Harmacinski, Larry Everett, Washington Asheville, North Carolina

Arnold, M. Lee Gilpatrick, Robert J. Mesa, Arizona So Daytona, Florida

Godfrey, James D. Jewett, Dale P. Arlington, Texas Hutchinson, Kansas

VINTAGE AIRPLANE 27 by George A. Hardie, Jr.

plane. It embodies a new high perfor­ mance at a low, readily saleable price. "In the production of the POPULAIR, the Earl Aviation Corporation, Ltd. had a definite purpose in view - to create a small plane of superior type to any­ thing in the field of simi lar character. How splendidly this aim has been achieved can well be realized upon in­ spection, study of specifications and demonstration of performance." But as Dave Hatfield remarked in his ; ---- ~-.-~ scrapbook, "The POPULAIR did not be­ come popular." Too bad, for it was an This neat little monoplane is evidently The photo was taken from an ad that attractive design. a two-place, possibly a side-by-side. It appeared in the April, 1930 issue of Additional correct answers were re­ appears to be a modification of an ear­ Popular Aviation. The airplane was built ceived from Ted Businger, Willow lier design. The photo was taken at by the Earl Aviation Corp., Ltd. , a closed Springs, Missouri; Dave Gauthier, Au­ Bowman Field, Louisville, Kentucky in corporation located at Los Angeles, burn, Washington ; Ben Bowman, the early 1930s and was submitted by California. It was to be shown at the Elizabethtown, Pennsylvania; Wayne Ed Peck of Waddy, Kentucky, who is New York Aircraft Salon in May of that Van Valkenburgh, Jasper, Georgia; compiling a history of the field. Answers year. Excerpts from the ad show the Roy Cagle, Juneau, Alaska; and Emil will be published in the April , 1988 issue confidence the company had in their Strasser, Hawthorne, Georgia .• of THE VINTAGE AIRPLANE Deadline new design: for that issue is February 10, 1988. "To a plane-wise public and a world The Mystery Plane in the October, of pilots and executives accustomed to 1987 issue of THE VINTAGE flying and selling good airplanes, AIRPLANE was the Populair. Charley POPULAIR makes its bow at the New Hayes of Park Forest, Illinois writes: "As York Aircraft Salon without I recall, it was a one of a kind which apologies. never received an ATC. It was powered "The POPULAIR is everything you by a Chevrolair engine." demand in a two-place sport training

Letters TO The Edito~ .~~~ .. , ..

Dear Gene (Chase), for the course for news people. Number Six: Round Engine. The Number two: Tail feathers. I never proper term is radial engine. There ac­ I meant to write you for some time saw feathers on an airplane except tually was a round engine built for air­ regarding the modern day aviation when sparrows got inside the wing or craft use where the cylinders were nomenclature composed and used by fuselage. The proper term is tail group parallel to the crankshaft operated on a the younger generation in aviation or empennage. wobble plate principle. I doubt if any of today. Number three : Taildragger. To me the younger gneration has ever heard The nomenclature and terminology is the tail flys as fast as the nose. In my or seen one. There were only a few rather demeaning and degrading of the day when the tail was dragging, the built. It was a six-cylinder barrel type golden age era of airplanes. airplane was not fit to fly, It was drag­ engine, liquid cooled. As the elder of the Rezich brothers, I ging on the tail post because of a tail Then there is the forever misclassifi­ have been around airplanes going on skid or tail wheel failure. cation of center section riders as wing almost 60 years. And we used proper Number four: Bipe. What in the h­ walkers. They don't go anywhere. They terminology in those days and now. is a bipe? Sounds like some kind of are strapped to a mast and that's where I can immediately identify a "Johnny squeemy animal. The proper name is they stay. come lately" when he uses terms such biplane, monoplane or triplane, de­ You might publish this as the opinion as: Number one - Ragwing. I never pending on which it is. and remarks of an old timer. saw an airplane covered with rags. Number Five: Tu Holer. Sounds like someone punched some holes in the They were covered with expensive and Best regards, durable flytex Irish linen or cotton fabric. fuselage or wings. The only time I saw We also kept our airplanes inside and holes in an airplane is when the inspec­ never let them deteriorate to rags. The tors used to cut holes in new fabric to Mike Rezich proper term is fabric covered airplane. look inside. The proper term is open (EM 510, NC 2239) Newspapers used to call them can­ cockpit, one place, two place or three 6424 So. LaPorte Avenue vas covered and still do, but that's par place. Chicago, IL 60638 • 28 JANUARY 1988 Where The Sellers and Buyers Meet...

ACRO SPORT - Single place biplane capable of 25e per word, 20 word minimum. Send your ad 10 SWISS WATCH REPLICAS! - Wholesaler! Pub­ The Vinlage Trader, Willman Airfield unlimited aerobatics. 23 sheets of clear, easy to lic Welcome! 100% satisfaction. Exchange guaran­ Oshkosh, WI 54903-2591. follow plans includes nearly 100 isometrical draw­ teed! Goldplated! Warranty! Good weight and ings, photos and exploded views. Complete parts color! Fabulous Promotion and Gift item! PROMO­ and materials lisl. Full size wing drawings. Plans TIONAL NEW YEAR SPECIAL! Limited time offer! AIRCRAFT: plus 139 page Builder's Manual - $60.00. Info Order! Call! 404/963-3USA. (4-6) Pack - $5.00. Super Acro Sport Wing Drawing ­ 1940 Porterfield CP-65 - IT 3900, Engine IT $15.00. The Technique of Aircraft Building - 50-Year Collection of books, T.O.'s, engine man­ 700, TSMOH 250. Recent restoration 1987. Stits $10.00 plus $2.00 postage. Send check or money uals, magazines, parts, models, memorabilia. List 1977 new paint and many new parts. Annual Sep­ order to: ACRO SPORT, INC., Box 462, Hales $1 .00. Frank Strnad, Box 173A, Northport, NY tember 1987. $9500.00918/455-0061. (1-1) Corners, WI 53130. 414/529-2609. 11768. (1-1) MISCELLANEOUS: PLANS: Enjoy a VHS video flight with Donna and I around POBER PIXIE - VW powered parasol- unlimited the border of the U.S. in our J-3 Cub. See Nova in low-cost pleasure flying. Big, roomy cockpit for Scotia, New York City, Kitty Hawk, Key West, lost the over six foot pilot. VW power insures hard to in Texas! MI. SI. Helen, Expo '86. 12,788 miles, 61 WANTED: beat 3'/2 gph at cruise setting. 15 large instruction days, camping under the wing. $36.00 ppd, or book sheets. Plans - $60.00. Info Pack - $5.00. Send and color pictures, $10.00 ppd. Make good gifts! WANTED: Oid aircraft and engine manufacturers check or money order to : ACRO SPORT, INC., Phil Michmerhuizen, 186 Sunset Drive, Holland, MI nameplates for private collection. Will buy or trade. Box 462, Hales Corners, WI 53130. 414/529-2609. 49423. (12-2) Frank Strnad, Box 173A, Northport, NY 11768. (1-1)

STITS POLY-FIBER COVERING MATERIALS

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HERE'S WHY I * Prolien Durability on Thousand. 01 Aircraft Fly high with a * FAA-STC For Oller 630 Aircraft Models * Superior Quality Coat/ng. Delle/oped and Manufactured Under an FAA-PMA e.pec/ally lor quality Classic interior Polye.ter Fabric on Aircraft, Not Modified Automot/lle Finishes, Water Borne House Paint, or Tinted and Re/abled Cellulo.e Dope * Will Not Complete interior assemblies for do-it-yourself installation. Support Combust/on * Lighte.t COllerlng Approlled Under FAA-STC and PMA * Mo.t Economical COllerlng Material. Con.,der'ng Yea,. Custom quality at economical prices. of Trouble Free Seflflce * No Fa/.e or MI.'eadlng Adllertls/ng ClaIm. • Cushion upholstery sets • Wall panel sets VIDEO TAPE AVAILABLE • Headliners FABRIC COVERING WITH RA Y STITS Spon.ored by EAA • Carpet sets Aviation Foundation. Before Making Expensive Mistakes, See This Tape • Baggage compartment sets and Learn How to Do It Right the First Time. $49.95. Also Direct from • Firewall covers EAA (1 -800-843-3612), and from Slits Distributors. • Seat slings • Recover envelopes and dopes WRITE~ OR PHONE FOR FREE...... * Sample of High Strength, Very Smooth 1.7 oz Patented Polyester Fabric­ Developed Especially for Free catalog of complete product line. Aircraft Covering * Manual #1 with Detailed Instructions for FabriC Fabric Selection Guide showing actual sample colors and Covering and Painting Aircraft for CorrOSion Control * Latest Catalog styles of materials: $3.00. and Distributor List. STITS POLY-FIBER ~ ~ AIRCRAFT COATINGS INC. ~ QiFt~RODUCTS' P.O. Box 3084-V, Riverside, CA 92519 259 Lower Morrisville Rd ., Dept. VA Phone (714) 684-4280 Fallsington, PA 19054 (215) 295-4115

VINTAGE AiRPLANE 29 SEE JANUARY '88 SPORT AVIATION FOR DETAILS.

It's Exciting! It's for Everyone! See this priceless collection of rare, historically significant air­ craft, all imaginatively displayed SEE JANUARY '88 SPORT AVIATION FOR DETAILS. in the world's largest. most mod­ em sport aviation museum. Enjoy the many educational displays and audio-visual presentations. Stop by - here's somet hing the entire family will enj oy. Ju st minutes away! HOURS 8:30 to 5:00 p.m. Monday thru Saturday 11 :00 a.m. to 5:00 p.m. Sundays Gerry Miller, A&P, lA, Closed Easter. Thanksgiving. Christmas and New Years Day (Guided group tour widely known and recognized in the Antique and Classic circles arrangements must be made two weeks of the light aircraft industry for outstanding, award winning, in advance). restorations of WACO's over the past 25 years, is expanding CONVENIENT LOCATION The EM Aviation Center is located on his facilities to general aircraft. Wittman Field. Oshkosh. Wis. - just off Utilizing his knowledge and expertise in woodwork, metal Highway 41. Going North Exit Hwy. 26 or 44. Going South Exit Hwy. 44 and and fabric application, a completed aircraft will exceed any follow signs. For fly-ins - free bus from expectations. Basler Flight Service. Museum restorations as well as "Air Show" masterpieces will be considered. EA~ Now accepting selected projects. ~ FOUNDATION Please submit details to: Wittman Airfield Oshkosh. WI 54903-3065 Air Mechanics 414-426-4800 3320 Northridge, Grand Junction, CO 81506

30 JANUARY 1988 You've borrowed a buddy's air­ plane to fly the family to a re­ mote, grass landing strip for a weekend of camping. The weather is warm and the great outdoors beckons. Life doesn't get much better. But what if your flight doesn't go as planned? AVEMCO wants you to be a protected pilot. Be­ fore you fly a borrowed, rented or flying club airplane, call AVEMCO for the best aviation insurance available. In most cases, the owner's in­ surance protects him, not you. If you have an accident, it is prob­ able that you will be sued and suffer financial loss (attorney's fees, court costs, judgments and more). AVEMCO, however, can help you protect yourself against potential financial loss. Deal direct with AVEMCO. You'll avoid time and confusion, while taking advantage of rates that are among the most competitive in the industry. We can even bind your insurance right over the phone. Be a protected pilot. Call AVEMCO today, toll-free.