EDITORIAL STAFF Publisher Tom Poberezny Vice-President, Marketing and Communications Dick Matt May 1994 Vol. 22, No.5 Editor-in-Chief Jack Cox Editor Henry G. Frautschy CONTENTS Managing Editor Golda Cox 1 Straight & Level/ Art Director Espie "Butch" Joyce Mike Drucks Computer Graphic Specialists Sara Hansen 2 AlC News/ Olivia l. Phillip Jennifer Larsen Compiled by H.G. Frautschy Advertising Mary Jones 4 Vintage Literature/ Associate Editor Dennis Parks Norm Petersen Feature Writers 8 Aeromail George Hardie, Jr. Dennis Parks Staff Photographers Jim Koepnick Mike Steineke 9 Cable Weaving. Carl Schuppel Donna Bushman And Other Rigging Tidbits/ Editorial Assistant Andrew King Isabelle Wiske 13 Pete Engelskirger's EAA ANTIQUE/CLASSIC DIVISION, INC, Cessna 170/ OFFICERS Norm Petersen President Vice-President Espie 'Butch' Joyce Arthur MorfJan 604 Highway St. W211 Nll863 Hilltop Dr. Madison. NC 27025 Germantown. WI 53022 17 Vintage Seaplanes/ Norm Petersen 919/427-0216 414/628-2724

Secretary Treasurer 20 Hints for Restorers Page 13 Steve Nesse E.E. -Buck- Hilbert 2009 Highland Ave. P.O. Box 424 Albert Leo, MN 56007 Union. IL 60180 21 Pass it to Buck/ 507/373-1674 815/923-4591 E.E. "Buck" Hilbert DIRECTORS John Berendt Robert C. "Bob' Brauer 22 Mystery Plane/George Hardie 7645 Echo Point Rd. 9345 S. Hoyne Cannon Falls. MN 55009 507/263-2414 ChdW/~~9~~m20 24 Why Do We Bother?/John Hanson Gene Chase John S. Copeland 2159 Carlton Rd. 28-3 Williamsbur8 Ct. Oshkosh . WI 54904 Shrewsbury. MA 1545 28 Welcome New Members 414/231 -5002 508/842-7867 Phil Coulson George Daubner 29 AlC Calendar 28415 Springbrook Dr. 2448 Lough Lone Lawton, MI 49065 Hartford. WI 53027 616/624-6490 414/673-5885 30 Vintage Trader Page 17 Chartes Harris Stan Gomoll 7215 East 46th St. 1042 90th Lane. NE Tulsa , OK 74145 Minnec~lis . MN 55434 918/622-8400 61 /784-1172 FRONT COVER ...Pete and Carol Engelskirger"s Cessna 170B Dale A. Gustatson Jeannie Hill has been selected the Best Restored Classic , 101 to 165 hp at 7724 Shady Hill Dr. P.O. Box 328 Indianapolis. IN 46278 Harvord. IL 60033 Sun ' n Fun in both 1993 and 1994. EAA photo by Jim 317/293-4<130 815/943-7205 Koepnick. Shot with a Canon EOS- 1 equipped with an 80­ Robert UCkteig Robert D. -Bob- Lumley 200mm lens. 1/ 250 sec. at f5.6 on Kodak Ektachrome Lumiere 1708 Boy Oaks r. 1265 South 124th St. Albert Lea. MN 56007 Brookfield, WI 53005 100. Cessna 210 photo plane piloted by Bruce Moore. 507 /373-2922 414/ 782-2633 BACK COVER .. . "Test Flight" by artist Duane " Bud " Burgess of Gene Morris George York 11SC Steve Court. R.R. 2 18 1 Sloboda Av. Burlington, IA depicts a scene during the heyday of Mono Roanoke. 1)( 76262 Mansfield. OH 44906 Aircraft, Inc. For more on this painting, see the description in 817/491 -9110 419/529-4378 AIC News on page 2. S.H. -Wes- Schmid 2359 Lefeber Avenue Copyright © 1994 by the EAA Antique/Classic Division Inc. All rights reserved. Wauwatosa. WI 53213 VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned eXClusively by Ihe EAA Antique/Classic Division, Inc. of the Experimenlal 414/771 -1545 Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EAA Antique/Classic DIRECTOR EMERITUS Division, Inc. is $20.00 for current EAA members for 12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE. Membership S.J. Willman is open to all who are interested in aviation. 7200 S.E. 85th Lane POSTMASTER: Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND AiPO Ocala. FL 32672 ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPlANE to foreign and AiPO addresses via surface mail. 904/ 245-7768 ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. ADVISORS EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the Joe Dickey Jimmy Rollison 55 Oakey Av. 640 Alamo Dr. authors. Responsibil~y for accuracy in reporting rests entirely w~h the contributor. No renumeration is made. Lawrenceburg, IN 47025 Vacaville. CA 95688 Material should be sent to: Ed~or , VINTAGE AIRPlANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800. 812/537-9354 707 /45 Hl411 The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION and the logos of EAA, EM INTERNATIONAL Dean Richardson Geoff Robison CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered 6701 Colony Dr. 1521 E. MacGregor Dr. trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks Madison. WI 53717 New Haven. IN 46774 of the above associations and their use by any person other than the above association is strictly prohibited. 608/833-1291 219/493-4724 STRAIGHT &LEVEL

by Espie "Butch" Joyce

What is red with black feet, tired Burlington, North Carolina. On Sat­ good ideas for the convention, please legs, heavy sunglasses and a need for urday, by noon they had quite a few give me a call or drop me a note. We aspirin? Me at Sun ' n Fun Fly-In at aircraft on the grounds. An enjoyable plan to have some very interesting ac­ the end of the day. The red is from part of these fly-ins is that you get to tivities at EAA OSHKOSH '94 - more the sun, black feet from the black dust meet with friends that you have on this later. of the sands, soil and all of the walk­ known for a long time, some of whom Your membership continues to ing needed to cover the fly-in area, only attend the local, smaller fly-ins. grow - we're now over 9,000 members. Convention booths and fly-markets. There seems to be more of the local I have to give the membership credit No doubt about it, this fly-in has type fly-ins popping up all of the time. for asking people to become members grown from what it was in years past. Be sure and check the calendar sec­ of your Antique/Classic Division. The This year's Sun 'n Fun was the 20th tion of your magazine to see what's board of Directors will be starting a fly-in they have held. I certainly en­ happening that you might have an in­ membership drive this summer to help joyed the event and saw a number of terest in, and check the bulletin board with this effort. I think you as a mem­ unique aircraft in the antique/classic of you local FBO - you wouldn't want ber will be happy with this program ­ area. A /C Chapter 1, located in to miss one! it has something for everybody. Florida, really does a great job manag­ Since the flying weather has be­ You'll be happy to know that your ing this area for Sun 'n Fun. I think come more friendly , and you may Division has been very supportive of that a special thanks needs to go to have had your craft laid up for the two Pioneer Airport projects, one be­ Jane and Robin Kimball for the hard winter, I would like to caution you to ing restoration of the Curtiss Robin work they do registering aircraft and be extra careful when you start flying with the Wisconsin Tank Engine. We explaining to potential members why this year. We also have just had an­ have helped with the PT-3 project as it's a good deal to join the Antique/ other hand propping loss in your in­ well. Both projects will be detailed Classic Division. surance program. Please be extra here in the pages of VINTAGE AIR­ The chapter hosts a fish-fry at the careful when propping - there's noth­ PLANE during the coming year. Antique/Classic Headquarters on ing more discouraging than seeing this Should you have anything of inter­ Tuesday evening. It's a fun time type of accident happen, especially est for VINTAGE AIRPLANE, where you can relax and socialize with since they are so preventable. please send it in; we would love to see friends while watching a number of Your Antique/Classic board of Di­ what you have. aircraft depart. rectors have their meeting the second Let's all pull in the same direction This event really kicks off the fly-in weekend of May. We will be dis­ for the good of aviation. Remember, season. Just this past weekend I at­ cussing the trial planning for EAA we are better together. Join us and tended the A/C Chapter 3 fly-in at OSHKOSH '94. Should you have any have it all. '* C3I'WJ compiled by H.G. Frautschy

"TEST FLIGHT" ber of historian and placard supplier EXHIBITION AIRCRAFT Noel Allard of Chaska, MN. We've FAA POLICY Duane " Bud" Burgess, of Burling­ been advised that the number published ton, IA has painted a scene rich in his­ was incorrect. The correct number is The final FAA policy concerning the tory. His acrylic painting won an Hon­ 612/448-5047. Noel has a wide variety use of aircraft registered in the Exhibi­ orable Mention ribbon in the 1993 EAA of placard, instrument face and data tion/Air Racing category is now being Sport Aviation Art Competition. plate reproductions, and his work has written, with publication of the guid­ Moline Airport, the fall of 1929. The been seen in a number of champion ance material for FAA inspectors due manufacturing prowess of the Velie restorations. Give him a call if you have in June. As soon as the final policy is Company of Moline is displayed around a project you think could benefit from available, we will publish a summary of the Mono Aircraft, Inc. hangar. Mono­ his special touch. the details here in VINTAGE AIR­ coupe Chief Test Pilot Vern Roberts PLANE. The most significant portion begins to flare a new Monocoupe 113 MAPLE GROVE of the policy deals with the effectivity of while the buyer, ready to fly his new air­ STEARMAN FLY-IN the policy - if you have an airplane that plane home, talks with Mono president was issued an original airworthiness Don Luscombe and designer Clayton Last month 's calendar listed the certificate in this category prior to July Folkerts. EAA Chapter 1056 Stearman Fly-In at 9, 1993, you will be permitted to oper­ An N.A.T. Curtiss Falcon mailplane Maple Grove Aerodrome, Fowlerville, ate that aircraft with your operating taxis toward the N.A .T . maintenance MI on June 5. It is, in fact, being held limitations as they were for as long as and storage hangar with its load afte r on June 11. The correct date is shown you operate the airplane. Only aircraft flying from Chicago, enroute to its final in this month's calendar, but we wanted certified after July 9, 1993 will have to destination of Dallas, TX. to call your attention to the correct date operate under a further defined set of In the background, you can see the if you plan on attending this event. Call operating limitations. silver and maroon Monoprep, Mono's Rich at 517/625-3338 or Ron at 517/223­ Our thanks to the Blicker Club, the answer to the need for a two-place, side­ 3233 for more information. Stampe Club, the lAC and the Soaring by-side training ship. The green and Society of America for their interest cream Monocoach is also prominent, STINSON DINNER and input while working with the FAA re ady to take the business world by to come up with a solution that was storm as the most luxurious 4-place ex­ If you're a Stinson enthusiast, and agreeable to all concerned. Look for a ecutive transport of its day. Near the you ' re planning on attending EAA short article detailing the new policy hangar, you can see a Ford model T OSHKOSH '94, you may be interested here in VINTAGE AIRPLANE as soon truck with a new 113 Monocoupe fresh in attending the Stinson dinner, to be as the FAA releases the final version. from the factory, ready to be assembled held at Butch's Anchor Inn, 7:30 pm, and test flown . The automobiles in the Friday, July 29. Cost is $14, and you can CUB CONVOY background are Velies, all built by the make your reservations at the Type factory in Moline that built not only au­ Club tent. For further information, call You still have a few days left to head tomobiles, but the airplanes and the en­ John Zewiske at 414/643-7445. on up to the far north with the Cub Con­ gines that powered them. Only the voy, a 100% VFR trip leaving Lock Great Depression could be powerful STAMPE COLLECTORS Haven, P A May 22 and arriving in Fair­ enough to end this chapter in the banks, AK on or about May 30. A trip Golden Age of aviation. Honest, I didn't come up with that designed to follow in the tradition of the The painting was done by Bud based terrible pun - it's the name of a terrific Cub Convoys of 1938, '39 and '40, the on information a friend of his supplied. newsletter for enthusiasts of the Stampe voyage should be a memorable one. The Monoprep in the background was series of airplanes. We neglected to in­ You can join enroute (the Midwest ren­ owned by the friend's father, and he was clude them in the current Type Club dezvous point is Brodhead, WI on May able to supply Bud with photos and list. Here's where to get in touch with 23). For more information, contact the other me morabilia to he lp make the them: Piper Aviation Museum, 610/644-7920, painting as historically accurate as pos­ fax 610/644-9222. sible. If you are interested in Bud's The Stampe Collector work, you can contact him at 2323 Mt. Don and Bonnie Peterson, Editors BONANZA SERVICE CLINICS Pleasant St., Burlington, IA 52601. 1341 Chestnut Ridge Rd. 16x21-1I2" limited edition prints are Apalachlin, NY 13732 June 3-6 will see another of the fa­ available of the painting - contact Bud Newsletter: 4 per year mous Bonanza Service Clinics at Fine­ for further information, or see the ad in Dues: $40 per year, fi eld Aviation at Lake In the Hills, IL. the February issue of VINTAGE AIR­ $45 U.S. Overseas If you've ever wanted your Bonanza PLANE. looked at by an acknowledged Don has been very patient as we've Beechcraft expert mechanic, this is a NOEL ALLARD'S PHONE NO. worked to get an article together for perfect opportunity. Sponsored by the VINTAGE AIRPLANE on the Stampe American Bonanza Society'S Air Safety Back in the February issue of VIN­ SV4. I'm certain we will have it pub­ Foundation, the service clinics are an TAGE we mentioned the phone num­ lished within the next 6 months. ongoing series intended to help keep

2 MAY 1994 Bonanzas in tip-top condition. For Remember, if your magnetos were more information, contact the ABS at manufactured by Bendix at the Jack­ P.O. Box 12888, Wichita, KS 67277, or sonville, FL plant, or by TCM in their phone 316/945-6913. Mobile, AL pla nt, this A D does not apply. We expect further information STORMS FLIVVER INFO on this A D with be issued shortly. If SOUGHT you are coming close to the 100 hour time li mit and would like to double Don Levandoski, 492 W. Eckhardt, check the applicabili ty of this AD re­ Macon, IL 62544 wrote to ask if any garding your mags, you can contact members have information regarding Jerry Robinette with the FAA Atlanta the Storms Flivver airplane. Sold in kit Aircraft Certification Office, 404/991­ form during the late 1920's, and early 3810, fax 404/991-3606. Our thanks to 1930's, the airplane was one of the fea­ Jerry for his willingness to work with tures in the July/A ugust 1930 edition of the EAA Government Affairs office in Aviation Mechanics magazine. It was an effort to speed along the revision of also featured in a profile of the airplane this AD - without his cooperation, re­ and its builder in the January 1965 issue lief for a number of magneto owners of SPORT AVIATION. We've sent a would have come too late to be of any copy of the Aviation Mechanics article use. to Don, but if anyone else has informa­ tion regarding this airplane type, please drop him a line at the address above. EAA ANTIQUE/CLASSIC Don also report the remains of the air­ AIRPLANE plane he has obtained has an early Con­ INSU RANCE PROGRAM tinental engine, apparently modified UPDATE TROY DODD from some ground-based application, as the powerplant for the airplane. Since Now entering its third year, the Longtime sport aviation enthusiasts Continental made a number of different EAA Antique/Classic Airplane Insur­ will recall the name of Troy Dodd, a 4-cylinder automobile engines during ance Plan is now offered with ex­ well known collector of antique air­ the 1920's, it seems likely to be one of panded coverage. planes and the director of the DuPage these powerplants. Aviation Unlimited Agency (AUA) County Air Show, a successful event of Greensboro, NC, along with Safeco that introduced the world of airplanes TCMlBENDIX AD NOTES Insurance Co. (SAFECO) and Com­ to many a youth in the Chicago area mercial Aviation Underwriters (CO­ during the 1960's and '70s, your editor If you're one of the many airplane MAV), a part of the SAFECO Group, included. Troy passed away March 3, owners who are confused by the recent has refined and expanded many of the 1994 at the age of 88 in Pompano Airworthiness Directive regarding the special coverages aimed at the special Beach, FL. A longtime member of the rotating magnets and coils in certain needs of all sport aviation enthusiasts, EAA, AAA and OX-5 Club of Amer­ Bendix magnetos, (AD94-01-03) join especially those flying antique, classic ica, he was also active within the world the club. As this issue was being sent to or contemporary aircraft. of aerobatics, and was the founder of the press, it was learned that there will For the latest information on the ex­ the International Council of Airshows. be a subsequent revision to this AD that panded coverage of the EAA An­ Our condolences to his son, Bill Dodd, will further limit the range of magnetos tique/Classic Airplane Insurance Plan, and to his many friends throughout the affected. To make it a bit easier to un­ please contact AUA too free at country. derstand which mags are affected by 8001727-3823. Insurance is available to this AD, we 've worked up this little all EAA members in the U .S. who are ALAMO LIAISON chart, based on the current AD's applic­ also members of the EAA SQUADRON LOSS ability: Antique/Classic Division. Our condolences to the members of the Alamo Liaison Squadron in San Three Different Applicabilities: Antonio, TX concerning the loss of two aircraft and three crewmembers, along with a visitor. Retired Maj. Gen. Red or Black Models S20 S200 S600 S1200 Paul D. Straw, William Houston, Roger Beery and Craig D. Youhe were Bendix no letter prefix or killed when a Taylorcraft L-2 and an (Not TCM) Serial number lower than Interstate L-6 collided in mid-air and Data Plate A16058 having "A" prefix crashed near downtown San Antonio. According to newspaper reports, the aircraft were engaged in a photo mis­ Blue Bendix Models S20 S200 S600 S1200 sion at the time of the accident. Straw, (Not TCM) Serial 901001 and lower Houston and Berry were all members Data Plate of the Squadron, based at Cannon Field. A third airplane, a Piper L-4 "Flitfire" was also part of the flight, Red Bendix S1200 with no letter prefix or but was not involved in the mid-air. (Not TCM) Serial number lower than A 132844 Our sympathy is extended to the squadron members and the families of Data Plate having "A" prefix those involved in the accident. ...

VINTAGE AI RPLANE 3 VI~TA(3~ LIT~l2ATUl2~

b,.,- ()en n i ~ Va r-k.~ ~ Libr-ar-,.,-/4.r-chive~ ()ir-ect{)r- Early Long Distance Flights

photos from the Dwiggins Collection

THE FIRST WORLD FLIGHT 1924 marks the 70th anniversary of an event panies and others were all contribut­ that demonstrated the feasibility of an ing to an effort to improve their prod­ Among the many things taken for airway around the world. ucts and bring glory to their nation. granted today is long-distance travel Record setting fli ghts were a means to by jet airliners. Not only long distance, do both. but supersonic in the case of the Con­ OVER OCEANS AND corde. So common is long-distance air CONTINENTS travel that there have even been 1919 - A GREAT YEAR around-the-world races for general The period from 1920 to 1930 saw aviation aircraft. One forgets that reg­ tremendous advances made in long­ The first year after the Great War ularly scheduled intercontinental com­ distance aviation, with many pilots and saw an amazing number of long distance mercial air travel only came into being flights making front page news. Air­ flights, the success of which would spur after World War Two. This year craft builders, engine makers, oil com­ the idea of an around the world flight.

Mechanics fine tuning the NC-4 before departure on the first Atlantic flight.

4 MAY 1994 (Above) Crew of the Martin bomber that circumnavigated the United States.

(Below) A standard military Vimy. For the Atlantic flight the nose skid was removed. The bomb gear and bomb spaces were replaced by extra fuel tanks.

IR 1st Lt. John Macready and 1st Lt. Oakley Kelley, pilots of the first transcontinental flight.

FIRST ATLANTIC CROSSING port in the Azores. One flying boat, the Vimy was built in England during the NC-4 under the command of Lt. Cmdr. World War as a large bomber. Though The United States Navy mounted a Read, made the trip and made history. a large twin engine biplane, the Vi my huge program to be the first across the The crew continued from Lisbon to had about half the weight of the Curtiss Atlantic. This effort included four Cur­ Portsmouth, England arriving on 27 NC-4. tiss-Navy flying boats and no less than May 1919, having covered over 4,000 The aircraft was shipped from Eng­ 53 destroyers strung out at 50 mile inter­ miles in nearly 60 hours. land in May 1919 to Newfoundland, vals along the proposed route between were it would depart for the Atlantic Newfoundland, the Azores and Lisbon. crossing. Departing Canada on June 14, Still, the Atlantic nearly beat the flying FIRST ATLANTIC NON-STOP the Vimy headed east arriving over Ire­ boats. land 16 hours and 1,860 miles later after One of the flying boats was a non­ June 1919 saw the first non-stop flight a terrible night over the North Atlantic. starter; and two came down at sea, of across the Atlantic by John Alcock and The English were ecstatic about the which one sank. The other limped into Arthur Brown in a Vickers Vimy. The flight. The British journal FLIGHT said

6 MAY 1994 that it was the "first real Atlantic the United States, a distance of 9,823 Flight." It was indeed an epic flight, one miles. On July 25 of 1920 a flight of that would not be matched until eight four Army DH-4s under the command years later by Lindbergh. of Capt. St. Clair Streett, departed New The Vickers Vi my turned out to be a York City for a flight to Nome Alaska, very good long-distance machine, not arriving 40 days, 4,500 miles and 50 fly­ only crossing the Atlantic non-stop but ing hours later. Leaving Nome on the flying from England to Australia. The last day of August, the men arrived second great flight for the Vimy took back at Mitchel Field in New York on place near the end 1919 when the Smith October 20. The Air Service's public Brothers, Ross and Keith, flew via Cal­ relations staff compared this flight with cutta from England to Australia. They the Navy's NC-4 hop over the Atlantic covered the 11,130 miles in about 136 in 1919. hours arriving in Darwin on 10 Decem­ In September 1922, Lt. James Doolit­ ber,1919. tle, a promising young flier, made the first coast-to-coast flight in a single day. He flew his DH-4 from Florida to Cali­ SOUTH ATLANTIC fornia in 22 hours and 35 minutes, in­ cluding an 85 minute stop at Kelley The South Atlantic was first flown in Field in Texas. This was followed in 1922. On 30 March, Captains Gago May 1923 by Lieutenants Oakley, Kel­ Couthinho and Sacadura Cabral of the ley and John Macready, flying a Army Portuguese Navy took off from Lisbon Fokker T-2 from New York to San in a Fairey IlID f10atplane and flew to Diego on the first non-stop coast-to­ the Cape Verdi Islands. After a stop for coast flight across North America. This bad weather they set off for the true flight was called "The Greatest Record ocean crossing. They failed to make it of All." One for which the pilots re­ to their destination in Brazil, but made ceived the Distinguished Flying Cross. a forced landing at Saint Paul's Rock in An editorial in the May 14, 1923 issue of the South Atlantic seriously damaging AVIATION declared the flight was "a the aircraft. A second f10atplane was striking demonstration of the practical shipped and they were able to continue uses of the airplane for long distance their flight. This machine was in turn travel." damaged on an island off the coast of By now a race to see who would be Brazil. They eventually arrived in Brazil the first to fly around the world was de­ on 16 June in a third seaplane. Now veloping among aviators among several both the North Atlantic and South At­ nations. Almost all of them realized lantic had been crossed by heavier-than­ that it would be an accomplished fact in air craft the very near future. It would be the US Army that would accomplish the feat during 1924. *' US ARMY AIR SERVICE

The US Army was busy setting its In the June issue, our next installment own speed distance and endurance THE ARMY AROUND THE records. In 1919 Lt. Colonel Hartz and WORLD. Lt. Harmon made a complete circuit of

Australian Vimy used by the Smith brothers on their England to Australia flight. VI~TA(3~

,"~IL

COMANCHE NUMBERS first introduced, was known simply as make it a perfect source for DC for the the PA-24. Later, when the higher operation they seem to be conducting Dear Mr. Frautschy, horsepower models became available, This type of vehicle was very popular the"180" was added to the designation early in the century for stop and go de­ On page 12 of the January issue in to further define the various models of liveries in urban areas. I can recall the the text next to a picture of Mick Jack­ the airplane. When first produced, the dry cleaning establishment that my son's beautiful PA-24 it states that there Comanche was registered with the FAA family patronized used one as late as are only 287 180 hp Comanches on the simply as a PA-24. Later, when the "­ 1939. FAA register. I doubt this. 250" came out, the lower horsepower Best Regards, According to an article in the AOPA PA-24's were registered as PA-24-180's, Rowland Hall PILOT (February 1985) by Mark and I wouldn't be surprised if a few P A­ A/C12951 Twombly, there were a total of 1142 24's didn't wind up registered as PA-24­ Northfield, IL Comanche 180's built. If only 287 are 180's when they were sold and re-regis­ left, this would mean an attrition of tered by their new owners. 281 are 75% . Certainly some 180 Comanches registered with the FAA as PA-24-180's. AS LONG AS WE'RE ON THE have been exported, a handful con­ The total number of 180 hp Piper SUBJECT ... verted to PA24-250 status, and a few Comanches registered as of March 29 is more scrapped or wrecked, but a de­ 775, not the 287 we originally had in our Dear Sir, cline of 856 airplanes? NOT! caption. That means that about 67 per­ I suspect a typo has crept in here. cent ofthe 180 hp Comanches are left. I don't have a clue what ship this is Incidentally, there is really no such Norm also checked to see what type but on the off chance that you might airplane as a PA24-180. The model ofairplane you have, John, and it turns want it I'm sending it. Hope it fills in a designation for a 180 hp Comanche is out you are the lucky owner ofthe very blank in your collection. simply PA24. The 250 hp model is a first production Comanche, N2024P. Your truly, P A24-250, the 260 is a P A24-260, etc. Neat! Al Annis Sincerely, EAA 46262 John C. Codman Plano, TX A/C19966 ZEPPPHOTO Medway, MA Thanks for the photo Al - It's a shot Dear Henry, of His Majesty's airship R34, the first I had the author of that caption, aircraft to cross the Atlantic from west to Norm Petersen, go back and check the Great photos of the Graf Zeppelin east in early July 1919. It first made the register to see how we fell into that dis­ in the March issue of VINTAGE AIR­ trip from East Fortune, Scotland to crepancy. According to the Piper adver­ PLANE. I am intrigued by the truck in North America, making it the first air­ tising documents we have on hand here the lower print. It is obviously battery ship to do so, and the second aircraft at th e museum, the Comanche, when powered, electric drive which would (after Alcock and Brown in June 1919 flying the Vicker Vimy) to fly the east to west route over the Atlantic. Its almost certain that your photo was taken at the airport in Mineola, Long Island, NY, where the R34 was moored at the end of the first leg ofits trans-Atlantic trip. The R34 flew with the British Air Ministry until it was wrecked beyond re­ pair at the end ofa training mission on January 28, 1921. After briefly contact­ ing the ground at night during a rain­ storm, and breaking two of the four props, the airship limped back to its base, but was unable to be put back in its shed due to high winds. Moored out­ side, the bridle ofthe three- wire mooring broke, and the ship was dashed to pieces against the ground. Thanks for sharing the shot with us, AI. ....

M Yl 4 was apparently just that, the same stuff bi­ cycle spokes were made from. They formed an eye in the end and then wrapped the two strands of wire with tin or template of about .015 inch thickness for about an inch or inch and a half from the eye with about 3/16 inch overlap, cut­ ting off the free end of the wire and sol­ dering the whole wrap. Where flexibility was required, at pulleys for instance, they used sections of sash chain or bicycle chain, depending on load. Glenn Curtiss was known to use stranded cable, at first simply turning back one end, twisting it around itself like you might do making a wire fence, and solder­ ing the joint together. Eventually he be­ gan to use the wrapped and soldered method that became standard for nonflex­ and Other Rigging Tidbits ible cable ends in the United States through into the 1930s, laying the cable by Andrew King back along itself, wrapping the joint with wire and then soldering it. In Europe it was common to use "avia­ tor wire," similar to piano or music wire, sometimes called "hard wire," with the ends held by copper sleeves or by coiled ferrules made of the same wire. Stranded Cable weaving is an art that probably prised to find woven cables used on Japan­ cable was also in use with a variety of has its roots in ancient nautical history, ese Zeros, a Russian Lavochkin La-9 built wrapped, soldered, bolted or woven ends. when sailors used similar techniques in in 1947, in some places on the de Havil­ During World War I and during the be­ splicing rope for their ship's rigging. It land Mosquito and all through the Curtiss tween-the-wars era, it was fairly standard came into use in aviation circles in the TP-40, which was also built late in the war. in the United States to use the wrapped years just prior to World War I and was In the early years of flying, there were and soldered end on nonflexible rigging common right up to the 1930s and even quite a few different ways of bracing air­ cables while the box or roll woven splice into World War II. During my time work­ craft structures. The Wright brothers was used on flexible control cables. In ing at the Weeks Air Museum, I was sur­ used what they called "spoke wire," which France and Germany, and possibly Eng-

Tools You May Need

Figure 2

Figure 1 shows a clamp for holding either flexible or non-flexi­ ble cable while making an eye splice. A necessary adjunct to this work is an awl or marlin-spike such as is shown in Figure 2. This may be made from screwdriver or from drill-rod with the handle put on afterward. Or it may be purchased from any aeronautical supply house. For serving tucked or Roebling splices with cord, a serving maul (Figure 3), made of a piece of brass tubing soldered to a piece of brass rod will expedite the job, once the splicer has become familiar with its use. The cord is started on the cable, then the inside of the tube is laid on the cable, the serving cord carried around the tube and wrapped around the shank Figure 3 of the maul several times. The friction of the cord sliding around the shank keeps the serving tight.

Q How to Make a Five-Tuck Navy Splice

Figure 1 This is one of only two splices approved by the Civil Air Regulations for use on control cables over 1/16" in diameter. It may be used on 7 x 7 flexible or 7 x 19 extra-flexible cable. A number of practice splices should be made before doing any of this work on an airplane which is to be flown.

MATERIALS: A piece of cable of suitable length, a thimble to fit same, a length of linen cord, a small quantity of shellac.

TOOLS; Splicing clamp, marlin-spike, serving-maul if desired, pliers, cable cutters, hardwood block, a small mallet made of wood, rawhide, fiber, brass or copper.

PROCEDURE; 1) If cable has not been soldered at the end, solder it thouroughly for a distance of about half an inch and cut in the center of the soldered portion, This is absolutely essential in cable which is not preformed, and makes the job easier in any case. This is the only soldering permitted, and as this section is ultimately cut oft, the finished splice has no solder in any part of it. 2) Turn back points of thimble, lay cable around thimble, leaving a free end six to eight inches long, and clamp in splicing clamp, which may be held in a vise or not, as desired. To simplify the instructions, assume the cable clamped in such a manner that the free end is to the right and the screw end of the splicing clamp away from the splicer. Thus in Figure 1 the splicer would be toward the bottom of the page. 3. Select the strand nearest the thimble point on the free end and work the marlin-spike under it gently, taking care not to catch any of the fine wires in the other strands. By rotating the marlin-spike in a counter-clockwise Points of direction around the free end, this strand will be unlaid without disturbing thimble the remainder of the cable, which will be held by the solder at the cut. turned up Break this first strand loose at the end. It will be referred to as No.1. The terminal will now appear as in Figure 1. 4. Work the marlin-spike under the three top strands nearest the point of the thimble on the standing part of the cable, keeping it above the core, and then turn the spike so as to lift these three strands. An enlarged view of a cross-section of the cable during this operation is shown in Figure 2. 5. Push the end of strand No.1 throught the opening made by the marlin­ spike, and pull snug with pliers. 6. Remove marlin-spike and unlay strand No. 2 on free end, using the same method as with No.1 . This procedure will be followed with each strand as it is needed, so will not be described again. An enlarged cross­ section, looking toward the thimble, with the strands shown widely sepa­ rated to simplify the explanation, is illustrated in Figure 3. The core strand is shown in black. 7. Lift strands A and B and insert No.2. 8. Unlay strand No.3. 9. Lift strand A and insert No.3. 10. Unlay core strand.

Strand ----¥lft-----\-H\-----.....n No. 1

land and other places, more tucks. This type of splice was also the woven spli ce soldered when completed. I have never was used not only been able to successfully do this and can on flexible cable only theorize that their non flexible cable Free End but also on non­ was a lot more flexible than the modern flexible cable by stuff. Also, in France and Germany it was separating the common practice to wrap the standard strands into flexible cable splice with brass wire rather groups of four than the linen cord used in England and or five and mak­ America. ing a splice simi­ When I first set out to Jearn cable splic­ lar to a standard ing, I was warned of the bloody fingers box splice with that would result from this overcompli­

10 MAY 1994 11. Lift A and B and insert core strand, draw­ ing snug. Lay core strand along standing part and tie down with a piece of cord. "W t 12. Unlay strand No.6. 13. Insert marlin-spike between A and F and lift F and E. Insert No.6 in opening. 14. Unlay No.5, lift strand E, insert 5 between E and D and bring out between E and F. Marlin-Spike Inserted Marlin-Spike Turned 15. Lift F, insert 4 and bring 4 out between F andA. Figure 2 16. Pull all strands tight with pliers, pulling toward thimble. This completes the first tuck. There should now be one strand emerging between each two of the standing part except Band C, where the core strand comes out. 17. Tuck the first strand to the left of the core strand as shown in Figure 3, over one and under one, working to the right, and passing over the core. (In this case it will be No.1, which will pass over C and under B, pulling the core of the free end to the core of the standing part.) 18. Proceed likewise with each strand in turn, as No.2 over B and under A, No.3 over A and under F, untill all strands have been tucked. the last one will emerge at the same place as the core. 19. Pull all strands tight, with pliers, toward thimble. 20. Repeat the procedure outlined in 17 and 18. this time No.5 will be the first to the left of the core and first to be tucked. 21. Pull all strands tight and cut off core strand. 22. Separate each strand into halves, and repeat procedure in 17 and 18 with half of each strand, beginning at any point this time. 23. Pull tight and cut off the half strands which were not tucked. 24. Proceed as in 22. (The strands will now be quarter strands). 25. Pull tight and cut off all strands as close as possible. 26. Pound the splice with the mallet, rolling it on the block of hardwood while pounding, so as to smooth out any irregulari­ ties. 27. Flatten thimble points. 28. Begin serving with linen cord half way between second and third tucks carrying the wrapping over the loose end of the cord. 29. Carry the wrapping down to a point 1/4" beyond the last tuck making the last four or five wraps around a pencil or similar object, so that they will be loose enough to push the end of the Standing cord back under them. See Figure 5. Part 30. Pull tight, cut off cord and give two coats of shellac, allow­ ing at least two hours between coats. this completes the splice.

Figure 4

cated task, but this turned out to be un ­ down from a screwdriver, and I've also The splicing fixture can take several true; I've jabbed myself only a couple of seen one made from a piece of stream­ forms; its function is to hold the cable times in many, many splices. It's a little lined flying wire which has the proper ba­ tightly to the thimble while the splice is like rib-stitching; it takes a little time to sic cross section. (Upholstery shops often being made, and often it must allow for a learn to do well, but once you get it you have a tool that looks similar to the illustra­ fitting or turnbuckle end to be in the cable realize it isn't so bad. A standard five tion ofa Marlin spike we 've included in end. The type I use was supposedly used tuck box splice usually takes me about 45 this article - HGF. ) The tip should be at the Spartan School of Aeronautics back minutes to finish. rounded in plan form and sharp enough to in the 1930s. It's made from a short sec­ You will need pliers, cable cutters, a push between cable strands but not so tion of pipe with a T-shaped slot on one rawhide or plastic hammer, a vise and two sharp that when you slip and jab yourself side and a hole with a nut welded to it on hard-to-find things that are probably more it draws blood. If it's too sharp it can also the other side. A threaded rod runs easily made-a splicing fixture and a mar­ pull out strands within the strands that through with a cup on the end; turning this lin spike. The marlin spike can be ground you don't want separated. in clamps the cable end and thimble into

VINTAGE AIRPLANE 11 How to Make a Wrapped Terminal Figure 1 Non-Flexible or 1 x 19 cable cannot be spliced, and although flexible cable must be spliced when used for air controls, if the diameter is more than 1/16", there are some places, such as brake or water rudder controls, where the wrapped type of eye may be used.

MATERIALS: A piece of cable, of suitable length, a thimble of the proper size, 20 gage soft steel tinned wire, solder, soldering flux, which should be stearic acid or a mixture of stearic acid and rosin.

TOOLS: Splicing clamp, vise, pliers, soldering iron, blow torch, (unless soldering iron is electrically heated) cable cutters.

PROCEDURE: 1. Grip splicing clamp in vise. 2. If cable has not been cut, run solder into it for a length of about 1/2" and cut in the center of the soldered portion, otherwise, the cable will unlay when cut. the cut should be made diagonally. See Figure 1. Instead of soldering, the cable may be served or wrapped tightly with the soft steel wire on each side of the point where the cut is to be made. 3. Turn up the points of the thimble, lay the cable around it and clamp in the splicing clamp, leaving a free end several inches long. The length of the free end after the job is finished should be 21 times the diameter of the cable. See Figure 1. If possi­ ble, the cable should be laid around the thimble holding this dimension, so as to avoid making another cut. It should then appear as in Figure 1. It is possible to do the job without a splicing clamp, but not as handily. 4. Insert end of soft steel wire between the two cables under the turned up points of the thimble and begin wrapping wire around the two parts of the cable, drawing each turn tight and close against the preceding turn. 5. After laying the turns close for a distance little less than 7D, a space equal to the diameter of the cable but not less than 1/8" should be left for inspection. Then wrap 210 closely again. See Figure 2, which shows how the eye should appear when the wrapping is complete. 6. Fill all crevices, including the inspection holes and the space between the thimble and the cable with solder until flush with outside of wrapping. Wipe off excess sol­ der while hot. This completes the job.

NOTE: Instead of using a soldering iron the whole terminal may be dipped in melted solder if a melting ladle is available.

Figure 2 t

+o I

the T-slot. T here are also a couple of C­ airplane can come up with something to of the desired length and then make the section pieces in sid e the circle to he lp do th e job. end so that it measures six inches from the ali gn the cable e nd with the slot. T he While the steps involved are repeated edge of the tape to the in side of the eye. th readed rod is run through a tube welded in this article, I will refer you to the CAM The 1911 Wright B project I'm currently to a wide blade that can be cl amped into 18 or Brimm and Boggess' "Aircraft Main­ working on has no turnbuckles in the rig­ the vise to all ow the entire splice to be ro­ tenance," which is better, but out of print ging and I am trying to hold to tolerances tated, which makes the process much eas­ since the 1940s, and I will offer some tips of plus zero and minus 111 6 inch on wire ier. There is, of course, a T-handle at the that will help to understand the process length. e nd of the threaded rod to tighte n the and diagrams. The most common cable splice is the clamp. There are other types of splicing The most useful measurement of cable five-tuck box splice, sometimes called the clamps around, most being made of steel length is inside of eye to inside of eye, and Army-Navy five-tuck splice, and this is the blocks with a V-shaped opening cut hori­ getting the second end made at exactly the only one shown in the CAM 18. A careful zontally at one end and some method of right distance from the first can be tricky. study of the diagrams and instructions and clamping the thimble/cable eye into this I usually put a pi ece of masking tape opening. Anybody who can restore an around the cable exactly six inches short (Continued on page 26)

12 MAY 1994 +

T", i, , 'pooi,[ pi,,, in Ohio wh", the buzzards come home to roost every spring, usually right on a certain day. The small town is called Hinckley, Ohio and is located a short distance south-southwest of Cleveland. Among the inhabitants awaiting the annual spring "buzzard show" is an aviation-minded couple by the name of Gene and Carol Engelskirger (EAA 394286, AIC 18337), who not only reside in Hinckley, but are the proud own­ ers of an extremely nice 1954 Cessna 170B, N2727C, SIN 26271. We caught up with these good people at Sun 'n Fun '93, where the fine color photos for this article were taken by EAA Chief Photographer Jim Koepnick. In ad­ dition, we had a chance to visit with Gene (who answers best to the nickname, "Pete") and Carol and discover the his­ tory of their fine airplane - plus some in­ teresting background on this lovely cou­ ple. Pete Engelskirger was born in 1940 in Erie, PA, of German parentage and grew up two blocks from the airport. As a young lad, he would sometimes jump the fence to be among the airplanes - and dream. During high school, he soloed a Piper PA-18-95 Super Cub and went on to obtain his Private license. Following high school, he attended PIA (Pittsburgh Insti­ tute of Aeronautics) where he earned his A & P rating before going to work at Sun­ dorf Aeronautical Corp. at Cleveland, OH. Before long he had earned his Com­ mercial and Instrument tickets and flew charter flights and gave instruction. In 1965, Pete hired out to fly a corpo­ rate DC-3 which begat a Grumman G-1 (owned by a lady). His next position was flying a Cessna 414 for a data processing company (18 years) which led to his pre­ sent position as a Grumman G-II captain

(Above and left) Pete Engelskirger and his lovely w ife, Carol with their beautiful 170B. Note the curved fuel vent above the center cabin with the tiny mount for a mica mast just ahead of it (left). The mica mast was used for supporting an antenna wire from the fin to the mast and to the cowl, just ahead of the wind­ shield. VINT IR N 1 for a Cleveland company, flying out of and plan on rebuilding it once again, only minum wheelpants. About the only non­ Cleveland Hopkins airport. this time it will be yellow with a black standard item was a set of Cleveland Carol Engelskirger (nee: Coleman) is lightning stripe. brakes and wheels which can come in aw­ of Irish descent and a glider pilot. Her ex­ In early 1990, Pete and Carol learned fully handy when landing a 170 in a stiff perience has been in Schweizer one and of a Cessna 170B that was for sale in crosswind. two-place machines as a member of the Pomeroy, OH. It was owned by a really The airplane was flown to Pete and Cleveland Soaring Society. Although not nice couple, Ray and Marita Miller, who Carol's farm in Pennsylvania where it was a powered airplane pilot, it must give her wanted some friends to buy it, but they totally disassembled and the parts stripped husband a good feeling to know that if the couldn't come up with the money. The of paint. One by one, the parts were Cessna's engine ever quits, he can look at Engelskirgers checked the airplane over hauled back to Hinckley where the air­ her in the right seat and say, "It's all carefully and bought it after examining plane was slowly put back together. One yours!" the logs, which went back to factory new item added was a set of retractable "mov­ The Engleskirger's original airplane and the inital ferry flight to Lost Nation ing handles" in the aft fuselage that allow was a Piper J-3 Cub, N98737, SIN 18966, Aviation at Willowby, OH. The Cessna the tail of the airplane to be moved with­ which they restored in the early 1970's had spent its entire life in Ohio and the out undue stress on the stabilizer (and with an 85 Continental and a white paint Engelskirgers were the 5th or 6th owners other tender parts). In addition, the Ponk scheme. They have enjoyed the Cub for since new. It had the original 0-300A en­ gear mod was installed, the parts having over twenty years (their son soloed in it) gine, McCauley prop and a set of alu­ been acquired by former owner. Roy

14 MAY 1994 VINTAGE AIRPLANE 15 Miller, b ut never installed. All metal and A H were retained on the righthand peller spinner on the other end - complete parts were carefully primed on the inside side of the bootcowl as they were fie ld in­ with new McCauley decals on the original before assembly - it's called long term cor­ stall ed six months after the airplane was propeller. rosion control. delivered new. An electric T & B was also You have to admit the end result is a Meanwhile, the Continental 0-300A retained. New glass all around along with very nice looking Cessna 170B that flies as engine was sent out for a complete major a new windshield was carefully installed to well as it looks. Pete and Carol can fly to overhaul by Clydesdale Engines. A new finis h off the "new" look. The super job their Pennslyvania farm from Hinckley in interior for the 170 was installed by Den­ of detailing really sets off the pretty inte­ onl y 45 minutes, the 170 clipping along at nis Walters at Air Mod Upholstery, rior in the airplane, especiall y the printed 120 mph. With a King KX155 radio and Lunken Airport, Cinncinati, OH. The in­ decals by the switches and control knobs. an Apollo Loran, communications and side trim was painted in "Trooper Tan" The 170 presently has the optional 7:00 navigation are a cinch. As Pete says, "It is which the late Tom Hull (of Cessna 195 X 6 tires install ed, which makes for a very a dandy family airplane for Sunday Grand Champion fame) had carefully re­ nice handling and soft landing airplane. jaunts." searched. The outside colors were the However, in order to utilize the original The next project for Pete and Carol is same Cream and Maroon that Tom Hull metal wheelpants, the tires have to be the second rebuild of their J-3 Cub which had used on his 195. (It never ceases to changed to 6:00 X 6 to fit inside the pants. wi ll keep them busy for a spell. However, amaze this author of the widespread effect Meanwhile, the nicely painted hubcaps when its your very first airplane and has on Cessna restorations nationwide, that look very chic. Incidentally, Pete En­ been in your family for over twenty years, was the direct result of the late Tom Hull's gleskirger did all his own painting on the it has surely earned a new set of feathers! diligent research and total commitment to airplane and a close inspection reveals his It will be fun to see 01 ' N98737 back in its sharing his vast knowledge with Cessna work to be quite outstanding. Final de­ original yellow and black colors, parked restorers everywhere.) tails included a nicely rebuilt Scott 3200 next to your beautiful Cessna 170B. They The two venturies that operate the DG tailwheel on one end and the original pro­ will make a dandy pair. ...

+ :,< u 'c (Above) Large venturis have been on the 170 a. l!l since it was six months old and the gyro instru­ ~ ments were installed. E ~ (Right) Immaculate engine compartment in­ >­ .0 cludes new engine baffles with their attendant B'" seals plus a coat of silver paint on the inside of o .r::0...... ____ the cowling.

16 MAY 1994 by Norm Petersen

This photo (above) of this Piper PA-11, N4707H, SIN 11-494, mounted on a set of Edo 1320 floats was sent in by Hugh McKenna of Oswego, NY. The PA-ll is owned by Rich Revoir (EAA 127492, A/C 7326) of Hast­ ings, NY, and is powered with a Continental C90-8 engine. Rich reports the PA-ll was purchased as a total wreck in 1988 and was painstakingly restored over a three year period. The covering is finished in Stits Aerothane and the Edo 1320 floats, which were located locally, were finished off in the same yellow . The blue lightning stripe matches the blue on the inside of the airplane'S cabin. The PA-ll features two 18-gallon wing tanks for long range work and Rich says the Another of Hugh McKenna's photos is a very nice looking Aeronca Champ, N2182E, sharp-looking floatplane is very SIN 7 AC-5756, mounted on a set of Edo 1320 floats and owned by Tom Mangan (EAA quick off the water - usually less 297907) of Brewerton, NY. Among the amenities the Champ is blessed with are a Continen­ than 500 feet! His present plans tal C90-12 engine (with the accessory drives plated off), three fuel tanks (in the nose and both include going to Edo 1400 floats wings) and the large dorsal fin with two auxilary fins on the stabilizer. In addition, the this summer to gain a bit more Champ has a seaplane door which makes it handy for propping the airplane from the right flotation. It will be interesting to float. Note also the sliding left side cabin window, the dual shoulder harnesses, Lexan tinted hear Rich's comparison of the two skylight and 71 X 41 seaplane prop. Tom bought the 7CCM converted Champ in Maine sizes of floats when the job is com­ about three years ago and has done numerous upgrades on it ever since including a new paint pleted. job this past winter. The photo was taken on Lake Neatahwanta near Fulton, NY.

VINTAGE AIRPLANE 17 T his pretty photo of a Stinson SR­ 9F, C-FOAW, mounted on a set of Edo Wb5030 floats was sent in by owner Gerry Arnold (EAA 177783), of Oak Bank, just east of Winnipeg, Manitoba, Canada. Powered with a Pratt & Whit­ ney R-985 of 450 hp, the SR-9F was built by Stinson in 1938 and imported into Canada in 1940 for use by the On­ tario Government. In the late 1950's, it moved to Yellowknife, NWT, where it served on floats and skis until 1977 when Gerry bought the Stinson and stored it until 1981, when the total re­ build began. The entire aircraft was covered in Stits and the bump cowl was made from scratch out of aluminum to keep it original. In 1984, Gerry flew the big "gullwing" on wheels until hew as able to buy a set of the correct floats prop with -6 blades, the big f10atplane ideal machine for such work. Gerry is (Edo Wb5030) from Green Airways cruises at 130 mph indicated. It is used Fleet Manager for Arnold Brothers who had them on an SR-9F that was do­ for fishing trips into the north country Transport, Ltd. who operate a fleet of nated to a museum. Gerry reports that and with doors on both sides and a re­ trucks throughtout the U. S. and with a new Hamilton Standard 2D30 ally good load capacity, it makes a n Canada.

L ese pictures of Cliff Everts Travel Air A-6000­ A , N9966, SIN 1099, were sent in by Dan Vavra (EAA 263656, A/C 12206) of North Pole, AK, who is an Illinois transplant with a strong yen for float fly­ ing. In the first photo, the huge wings are being rein­ stalled following recover. When you are dealing with a 54 ft., 5 in. wing span, along with an 84" chord, it takes some strong muscle to get everything lined up for installation! The man in the blue sweater is owner Cliff Everts, who runs a fleet of freighter air­ planes out of Fairbanks, AK, and uses the Travel Air for fishing trips, etc. The fuselage has been metalized and power is provided by a P & W R-985 of 450 hp. The floats are Edo Yd-6470. The second photo is taken from Dan Vavra's Super Cuby on amphib Edo floats on an outing with the Travel Air, complete with the full cowl on the engine and the new cover job looking sharp. Cliff's Travel Air is one of nine remaining on the FAA register.

18 MAY 1994 Lis shot of Hugh Cox's Cessna 195, N9342A, SIN 7521, mounted on a set of oversize 39-4000 Edo floats (38-3430 are normal for a 195) was contributed by Merrill Wien (EAA 58226, A/C 9957) of Kent, W A, who owned the airplane while living in Alaska in the 1970's. The 195 is presently the pride and joy of Hugh Cox (EAA 353802, A/C 17997) of Anchorage , AK, who has owned the big floatplane for quite a number of years. A rather handy machine on floats be­ cause there are no wing struts to crawl over, the 195 has a 300 hp Ja­ cobs engine and uses auxiliary fins on the ends of the stabilizer when floats are mounted.

L ese photos of the Bushmasters were sent in by Milo De AngeJis (EAA 374136) of Vernon, BC, Canada who converts Piper PA-22 TriPacers to the "Super 22 Bushmaster" configuration. The conversion involves a longer fuse­ lage, extended nose, longer wings and struts and a left hand seaplane door. In addition, the righthand door swings upward for seaplane use. The airplane is then mounted on a set of PK 2300 floats and a long Borer seaplane pro­ peller is installed. The result is called the Super 22 Bushmaster, a dandy load hauler and a top notch performer, especially on floats. To date they have converted eleven PA-22's to this con­ figuration and the second photo shows six of the Bushmasters at Milo's dock at Stuart Island, BC, for a FishingIFly­ In this past summer. ...

VINTAGE AIRPLANE 19 AMERICAN SAW Go _soMrG. COMPANY 9002 CERTIFIED

Drill Press Becomes Valve Spring Compressor

If you have a drill press in your shop you also have a valve spring compressor for parallel valve cylinders. R efer to the photos, and you can see h ow easily it can be done. To compress the valve springs, all you need is a block of wood to hold t h e valves up a nd a piece of 1-1/4 inch pipe with a section cut out, so you can reach in a n d remove t he valve keepers. B y placing t he cylinder in the dri ll press and com­ pressing the spring, it will a ll ow you to have both h a nds free to re move or replace the keepers, o nce And this month's winner is ... the spindle is locked in place. You may wish to use William D. Owen needle n ose p liers to re­ EAA 133910 move the keepers, just to be Starkville, MS 39759 on the safe side.

Readers are invited to submit entries to EAA 's Hints For Homebuilders, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. En­ tries will be reviewed by a panel of EAA judges. Readers whose hints are published in any EAA magazine will be awarded a 3/8" Drive Socket Wrench Set from Snap-on Tools. Aircraft Spruce & Specialty will award a $25 gift certifi­ cate plus a current catalog, and American Saw & Mfg. Co. will award a Lenox 4012 Hacksaw Frame. Members are also invited to submit hints of an electrical nature. Any electrical hint used will receive a Fluke Model 23-2 Multimeter with Holster from the Fluke Corporation. The contest will run from August through July of each year with a Grand Prize being presented by Snap-on Tools (KR657 Roll Cab and KR637 Top Chest), Aircraft Spruce & Specialty ($250 gift certificate), and American Saw & Mfg. Co. (Lenox VBKMA -6 Vari-Bit Kit). A Grand Prize will also be awarded by the Fluke Corporation. These awards will be presented during the EAA Convention. Our thanks go to our sponsors for these awards.

20 MAY 1994 PASS IT TO -/Jude An information exchange column with input from our readers.

by Buck Hilbert (EAA 21, Ale 5) P.O. Box 424 Union, IL 60180

I had quite a discussion with our local There you have it - the boltom line is concerning the mid-air collision of the FlSDO (Flight Standards District Office) that your flight test examiner can test you BT-13 and P-51. people a while back regarding whether or in your two-control airplane and issue you I am enclosing clippings concerning not there was a restricted Two-Control Li­a regular pilot's license. My thanks to Miss Fort's history. cense. The following communique came Chip Wilson for "birddogging" this ques­Sincerely, down from FAA Headquarters with re­tion, and to Rick and Scott for taking care gard to this issue. This clears up a confus­ofit at FAA HQ. J.A. "Blackie" Blackburne ing point that of which no one seemed to That Pearl Harbor Aeronca still gener­ATP 36491, A&E 46376-40 have a clear picture. ates all sorts ofinterest. Here's one ofthe A/C 11696 If the flight test is given in an Ercoupe letters 1 received: College Park, GA (or a General Skyfarer, for that matter), does it matter when the license is issued if Dear Buck, Hi Blackie, the airplane does not have rudder pedals? I queried a couple different designees During 1940 while I was Chief Pilot Guess you and I chased each other and the F1SDO and received conflicting and flight instructor for Miller Flying Ser­ around in those good old CV-440s. I flew answers. I went to E. W. "Chip" Wilson, vice at Berry Field in Nashville, TN one them for VAL and I'll bet we were on the one the supervisors at the Rockford tower of my students was Miss Cornelia Clark ramp together more than once. Like facility and an instructor on tail draggers, Fort. At eight hours of dual I soloed maybe FWA or TOL. etc., and I asked him to get on the "hot­Miss Fort, April 27, 1940 in a Luscombe You wouldn't believe the interest this line " to Washington for clarification. 50, NC 22051. June 17, 1940 I gave her Pearl Harbor story has created. 1 have Here is what came through. the required dual cross country, Nashville three letters lying on my desk, your's in­ It might give some of our m embers a - Lambert Field, St. Louis - Nashville in cluded, just from the last chapter in this real boost to know that they don't have to Luscombe NC25362. Miss Fort obtained episode. accomplish a multiple airplane check ride her Private license in two months. J an­ There have been all kinds ofletters, al­ in order to secure their Private Pilot ticket. uary 4, 1941 I finished Miss Fort's aerial legations and stories come out ofthis one. A note from Rick Cremer to Scott acrobatic training in a UPF-7 Waco, Yours adds some authentic background Hartwig in the FAA explains the situation: NC299904. with the clippings and all. February 4, 1941 I reported to an Meanwhile, it is great that you took the Scott, I checked my interps (interpre­ Army contract school, the South East Air time to write. Do it again. I always like to tations), inspector handbooks, and with Corps Training Center at Albany, GA. hear from one ofthe guys that was on the my friends in the General Aviation Divi­ After two classes of Air Cadets, I was airside ofthe fence when I was hanging on sion (AFS-800) and we see no reason promoted to Flight Commander. the other side. 1 was a line boy in the CPT why a pilot taking a check ride in an air­ In early 1942 I saw Miss Fort at Berry program at the old Elmhurst, I L airport. plane with no rudder pedals would have Field and she explained in detail her ex­ 1 sandbagged with a lot of the guys that a restriction on his/her airman certifi­ perience in the air in Hawaii the morning went on to become instructors in the con­ cate. of the Japanese attack. She was instruct­ tract schools and even had one ofthem as There is no FAR that requires that ing in a J-3 Cub. fligh t commander at Wickenburg, AZ the airplane be so equipped. FAR 61.45 The credits of the movie "Tora, Tora, when I went through Primary there in '43. flight test: Required aircraft and equip­ Tora" list an actress as playing the part of I was in class 44£. Graduated from the ment is the reg that would state that re­ Cornelia. In the movie a Stearman was Western Training Command at Ft. Sum­ quirement and it doesn't. The only ques­ used. ner, NM. tion is the ability to do the slips discussed (Editor's note: In the newspaper clip­Got with VAL in '52 after the Korean in the PTS. We all agreed that a flight ping enclosed with this letter, the sad de­War and had a wonderful 32 years with test in an airplane without separate rud­ tails of Miss Fort's death on March 21, them. Retired in '84. der pedals would make forward slips to a 1943 in a mid-air collision. By that time, Hang in there, Blackie, landing a problem but that would have she had over 1,100 hours in her logbook, and Over to You, to be taken into consideration. much ofit while serving as pilot for the I hope this has helped - Best Regards, Woman 's Auxiliary Ferrying Command.) f( After hearings I was advised that Miss Fort was completely exonerated of blame MYSTERY PLANE by George Hardie

The design of this airplane offers a problems. A later 1912 Curtiss design, clue as to the period in which it was with a direct drive engine again mounted built. The photo is from the La Malfa between the wings as a pusher and a collection in the EAA archives. An­ longer hull that now supported the tail swers will be published in the July issue surfaces directly, became the first suc­ of VINTAGE AIRPLANE. Deadline cessful flying boat and Curtiss received a for that issue is May 20. patent on it. In spite of the lack ofsuc­ First off, we'd like to apologize for cess, the 1911 boat was featured in fitll­ the mix-up with the dates for the March page Curtiss magazine ads of the time Mystery Plane - The correct date was and made the first public use ofthe term supposed to be April 20, 1994, with the flying boat. " answers published in the June issue. The man standing on the back of the Sorry for the mixup! hull in the photo is John Kaminski, an Pete Bowers, Seattle, Washington 18-year-old student from Milwaukee, had the answer to the February Mys­ Wisconsin at the Curtiss Flying School. tery: The first attempt at takeoffshowed the boat could not break the surface, so "It is Glenn Curtiss' first effort at a Lansing Callan told Kaminski, "Johnny, flying boat. Built in late 1911. Basi­ stand on the back ofthe hull." The boat cally, it was a stock Model D airframe broke free from the water but the air­ with engine and landing gear removed, plane could not climb. attached to an elongated float that con­ Other answers were received from tained the motor, seats and controls that Lynn Towns, Brooklyn, Michigan; Bob made it a flying boat rather than a pon­ Gall, Morgantown, West Virginia; C. C. toon seaplane. The single 60 hp Curtiss Cannon, Winterset, Iowa; Lindsey Dunn, V-8 engine drove two tractor propellers Hammondsport, New York; James rotated in the same direction. At least Freese, Ukiah, California; Robert two sets were tried-one left-hand and Wynne, Mercer Island, Washington; one right-hand. The photo shows the Charley Hayes, Park Forest, Illinois; left-hand arrangement. Frank Abar, Livonia, Michigan; W. Van "Apparently the Wrights were more Walke nburg, Jasper, Georgia; John successful with chain drives than Curtiss. Linke, Omaha, Nebraska and Herbert The undesignated Curtiss boat never deBruyn, Bell evue, Washington, John flew, mainly because of transmission Nordt III, South Miami, FL. ...

22 MAY 1994 First Curtiss flying Boat

VINTAGE AIRPLANE 23 I . "C.J' 'j.-­'­ ,. . .1.1 J / ! I I

... ---~- -Antique~ .- Airplanes

,, • • • Why Bother?

By John Hanson Ale 4183

A bout five years ago, I finished a no less; a truly intriguing and fairly rare cover job on my J -3 Cub. It had taken aircraft. No harm in looking, I told my­ over a year and was not without its peri­ self; no harm in just thinking about it. ods of frustration. Indeed, there were What a coincidence - this plane was in times when I would throw my tools down Marengo, Illinois, about 20 minutes from and rue the day I ever started the task of my brother Jim's house. Maybe I'd just restoring the old plane. The futility of it have him and my father take a ride over all became crystal clear when I sold the and just take a quick look, I thought. No completed Cub for what seemed like a harm in that. No harm at all .. . good price at the time but later deter­ Yep, you guessed it. My father and mined to be less than I had invested dol­ brother called that night and said it looked lar-wise in the project (read that a dollar great, fairly complete and priced right. To loss and not a nickel back for my labor). make the decision easier yet, my father, Frustrated and angry at myself, I made mother, brother and sister-in-law were my wife, Peggy, promise that if I ever about to drive to my house in Minnesota again talked about restoring an old air­ for a visit and the nice folks selling the air­ plane, she would kick me right square in plane offered to loan us a flatbed trailer to the butt. She had all too often been on hook up to my father' s van to get the the receiving end of my project related Coupe up here. They would even load it. frustration, so she gladly agreed to the A deal was struck and the plane was in my promise. I then blissfully went out and hangar a day later. bought another airplane (another J-3 Cub, My wife, of course, wanted to know if I completed and flyable of course) which I remembered the promise I had so care­ have flown ever since. fully extracted from ber five years before. Come forward now to the last week of With a sheepish grin, I said, "What August 1993 to a Saturday morning coffee promise?" She laughed and said, " You at Roy Redman's hangar here in Min­ know; the one that had to do with my nesota. Sitting with a cup of coffee, Roy foot, your butt and restoring another air­ casually mentioned an airplane be had plane!" I could tell she was really as heard of for sale that needed its restora­ pleased as I was about my finding the ­ tion completed - a Piper J-4A Cub Coupe, Coupe but we had fun anyway running

24 MAY 1994 around the house until she caught me and that antique airplanes are time macbines. would look out of tbeir warm comfortable ceremoniously kicked my butt. Then we With apologies to Albert Einstein and his rooms on cold December days and watch poured a couple of drinks and celebrated theories, it is true. When we take off in an it swing in tbe teeth of a blizzard and feel the find. What a fantastic lady! I'll teach airplane that was built in 1940 and climb better for being inside. They would sit on her to rib-stitch yet. up high enough so that the modern cars that swing and dream of the future, wbere The whole thing got me to thinking, and TV antennas are not visible, for all in­ they would go, people they would meet, though: why exactly do we restore these tents and purposes it is 1940. This is what adventures they would live, maybe the old planes? Why is it so important to us to flying was like back then. It is what it person they would marry. take an old neglected piece of machinery sounded, smelled and felt like. Until you That swing. After it meant so much, and make it like new? Why do we put in return and land, it is 1940. how could he take it down? No, it carries countless dollars and hours of our time, That, I guess, is why we put so much too much of the past with it. It is a time only to produce a finished machine that is more into these restorations than we can machine. It must stay since the wind worth less than our dollar investment ever hope to get out (financially, at least). makes it sway the same way it did when alone more often than not? Every piece of the airplane is restored in­ the kids were small and loved it so. The answer lies, I think, in something dividually as part of the overall experi­ And that's also the reason we keep antique restorers have in common , ence. It is somehow different to take the the old airplanes flying. They are the wbether it be airplanes, cars, furniture or ship aloft when one knows every piece in­ past, still looking and feeling the same as whatever it is that they restore. We all side, when one knows not only what it they did when they were new. By keep­ feel poignantly the loss of something that feels like to fly the plane, but also when ing them flying, we are ensuring that the used to be here and isn't here today. What one knows how they built them back then, past is not forgotten just as surely as the is that something? Call it a mystique. The too. farmer, by keeping the swing firmly tied feeling that all was right with the world. On the way to my hangar, I drive to the oak tree, keeps the memory of his The hopefulness of the past. Simplicity. through some classic Minnesota farm children home though they may be thou­ Put anotber way, things from the past are country. Rolling bills, barns, cows, horses sands of miles away. He can't bring him­ important to us because they are symbols and farmhouses with long gravel drive­ self to take the swing down, and we can't of a time that, for one reason or another, ways. Quite often one finds an old tire bring ourselves to see an old airplane rot appeals to us as much as or more than to­ swing hung from a large branch of an an­ away. day. cient oak tree in the yard. The rope hold­ I'm not saying I won't find myself ask­ In the case of the airplane, we restore ing the swing may be old and frayed and ing my wife to make that butt kicking them at least in part because they are arti­ the rubber on the tire cracked and dry, a promise again in the not too distant fu­ facts from the era when flying was adven­ remnant left by kids long since grown and ture. As a matter of fact, I guess I proba­ turous and full of bope, before the time of gone. Why does the farmer leave the tire bly will. What I am saying is that those strangling regulation and fear of litigation. swing up many years after his children old airplanes are our tire swings. The Flying was still magical when these craft have gone? It is probably the same reason farmer keeps the tire swing up and we were young. We carefully return them to we keep old airplanes around. The swing keep the old planes up, for much the their new condition because we want to sways in the breeze the same way it did a same reasons. The past will never really make that feeling of flight as nearly like it decade or two ago when his beloved chil­ come again, but for a little while we can was when they were new as possible. dren would come and play on it after remember it clearly through our tire You have undoubtedly beard it said school and chores were done. The kids swings. ...

.tJ' __ .~ • I~ ­ \ r -~ As you can see, the Wright Model B pro­ ject nearing completion by Ken Hyde and Andrew King involved a lot of rig­ ging like that described in this article. The dummy Wright engine was created by Pat Packard.

ished works pretty well on 3/32 inch or 1/8 inch cable, but on 5/32 inch you might try squeezing the splice in a soft jawed vise and rotating it between squeezes. There are a few things here that are kind of esoteric and hard to describe ­ they' re best learned by doing. Perhaps the best advice is to go ahead and try it ; it isn't as hard as it might seem and it adds a nice finishing touch to an antique air­ plane, especially one that's going to be scrutinized at EAA OSHKOSH. The box splice is the most common, but all the prewar Pipers used roll splices on their flexible cables, probably because it takes a few minutes less time and saved Piper a few cents per week in labor. (They also used non flexible cable with wrapped ® and soldered ends in the control system when they could, if there were no pulleys. The elevator control of the J-4 Cub Coupe was done this way; it was cheaper than the 7 x 19 flexible cable.) This type of cable end is sometimes called the Roebling roll splice after the company that manufac­ C4&k Ue4fJi"q tured the cable in the good old days. The (Continued/rom page 12) Roeblings were also the family who engi­ neered and built the Brooklyn Bridge and the suspension bridge over the Ohio River at Cincinnati, and I've often wondered if there are giant roll splices in the cables of those bridges. some practice splices will lead to suitable strand back toward the thimble; however, The roll splice is the same as the box understanding of the process. John if you pull back at too sharp an angle, you up to the end of the first tuck, but then in­ Barker hint #1: after separating each will birdcage the splice-a little experi­ stead of the strands being tucked over and strand from the free end of the cable, it mentation will show the proper angle and under the strands of the standing cable, helps to keep the strand from fraying and pull, patience is a must, and you should they are tucked in the opening just behind making it hard to tuck if you solder the expect to throwaway the first few efforts. where they come out and also come out in end of it just enough to prevent this. The Beating down the splice with a rawhide the same place as in the first tuck , so that books will say to pull the end of a tucked or plastic mallet to tighten it up when fin- the strands of the free end end up each

The tools essential to splicing aircraft cable. The fixture used by Andrew was used by Spartan School of Aero­ nautics, but you can machine your own splicing clamp using the photos or the illustrations in this article.

26 MAY 1994 Finished examples of the wrapped and soldered cable end (left) and the spliced end (below). Both add greater authenticity to Ken Hyde's magnificent Curtiss Jenny.

wrapping around one strand of the stand­ mon in the teens and 1920s and less so the out of anything bigger than .100 inch but ing cable, 1 around C, 2 around B, and so '30s, usually used in interior bracing of this is big enough for .125 inch wire and forth. wings and fuselage. The hard wire ends hopefully you won't be using anything big­ Piper used a six-tuck roll splice, taper­ were formed into eyes and ferrules made ger than that. The ferrule can be formed ing it in a rather strange way. After the of 10 or 12 wraps of the same wire (soft by wrapping the wire around two pieces of fourth tuck, two adjacent strands were cut wire should not be used) were slipped the right size wire twisted together slightly off, the other four tucked, two more cut over the two wires and the free end bent over the length of the ferrule to account off, the last two tucked, and then cut off to up to secure the assembly . To form the for spring back. I would recommend sol­ finish the splice. When wrapping the eye a fixture is used consisting of a block dering the finished terminal not because it splice with a cord they started at the sec­ of metal with three rods sticking out of it adds strength, but to help prevent rust in­ ond or third tuck and laid one end of the in a row; I usually use three bolts threaded side. cord along the cable and wrapped the sec­ in and sawn off. Sometimes it helps to set If you're striving for a very accurate ond end over it, finishing it off after the the center one back a little to get a good restoration or replica, figuring all this stuff sixth tuck was covered up by tying the two eye. Forming the ferrule is awfully hard out will be well worth it. *' ends of the cord into five half-hitches so that a small curved row of knots shows at the end. Piper also painted the wrappings to color code the cables-red for rudder, green for aileron and yellow for elevator. The J-4 also used black on the wrappings Live with your airplane in Virginia's of its parking brake cable. The wrapped and soldered cable end is beautiful central Shenandoah Valley easier to figure out and do, and the same splicing clamp is used. I've seen brass wire used for the wrapping but I don't be­ lieve that this is correct. I use plain old galvanized steel wire from the hardware store. Be sure to use a noncorrosive flux. Incidentally, World War I airplanes like the Jenny didn't always use the inspection openings in the wrapping as is shown in the more modern books. I use a big sol­ dering iron to make the joint, although my employer, Ken Hyde, used a bullet mold and dipped the terminals he made for his Jenny. I do recommend soldering all the way around the thimble. Kermit had a 1916 Avro 504K down in Miami that had "I,', N"" '0" ~ " 0,,,""'0' romm"", 'ock""m, " v,,· IEIginia's magnificent Shenandoah Valley; a community speciaUy these ends on the cables (they were new cables from a 1972 restoration) and two of planned for people who've had a lifelong romance with flying. them flexed ever so slightly at the back of Taxiway lots begin at 40K. 176 Lot Development - underground the thimbles until they failed and caused utilities, private roads and gated entrances. Eagle's Nest Airport has partial landing gear collapse and damage un0bstructed approaches with a 3,000 foot (2,000 foot paved) runway and that took weeks to fix. 2,500 foot grass sailplane runway. Taxiways from your own backyard Piper again had a slightly different and hanga r. Golf - 4 country clubs are located just a few minutes from Eagle's Nest. Skiing - major ski areas just 30 minutes from the airport . Finest quicker method of doing the wrapping. Soaring-Ballooning Area in the U.S. They looped the wire through the V of the thimble and wrapped two strands at once, Contact Eagle's Nest at 1-800-234-2792 this being recognizable by having a double ~ strand going diagonally across the inspec­ "=E:--;'A~G~L~E'S~N~E=:::S-=y tion opening instead of the normal si ngle strand. AVIATION COMMUNITY Hard wire bracing was also quite com­ P.o . BOX 2, BASYE, VA 22810 · 9988

VINTAGE AIRPLANE 27 WELCOME NEW MEMBERS On this page you'll see the latest additions to the ranks of the EAA Antique/Classic Division. Whether you're joining for the first time, or are coming back, we welcome you, and we'd especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft. Welcome one and all!

Phil H. Ablitt Sidney S. Glynn Lakeland, FL Noni Onstott Mt Pleasent, MI Surrey, British Colmbia, Canada William J. Gores Franklin, WI A. G. Oosenbrugh Asch, Netherlands Irvin A. Anderson Delta, OH Craig Gosnell Duncansville, P A Alan H. Ostrowski Oak Forest, IL Gesualdo Belfiore Nicila Coviello, Italy Thomas W. Gould Tilden, TX Frank S. Papay Elyria, OH Sam Bellotte Harper's Ferry, WV Tom E. Gregory Spring, TX F. Dale Parker Pawhwska, OK F. Michael Bickel Lenzburg, IL Milton L. Gruner Brighton, MI Arthur J. Parks Cincinnati, OH Peter H. Blake Kintnersville, P A Scott Hager Stratford, WI Robert L. Parks Sandpoint, 10 Stephen Blazer St Joseph, MO Bill Hammill Guelph, Ontario, Canada Jack D. Patzold Newhall, CA John H. Bolding Baytown, TX William C. Hanaway Meadville, P A Dennis D. Perryman Pleasantville, IA Anthony Bonaffini Fairfield, cr Christopher Hand Wilton, CT Chris Polsley Galion, OH David Wm Boone Atlanta, GA James W. Harlan Lewisville, TX Chuck Powell Tucson , AZ F. William Boros Trenton, NJ James W. Hart, Jr. Houston, TX Pando Rodolfo Prieio Mexico Andrew H. Boschen , Jr. Norfolk, MA Peter O. Hengst Sandton, South Africa Glenn F. Pugh Camden,OH Jeff A. Bosonetto Marietta, GA Bill Hewitt Brush Praire, WA Thomas A. Quinn Tulsa, OK Dan M. Boyce Carrollton, TX Ronald F. Hofmann Gene Rambo Washington, DC Edward M. Braley Des Moines, IA Cottage Grove, MN George E. Regan Holly, MI Richard Bringe Hartford, WI Harry A. Holscher Coopersburg, P A Wilbur E. Reich Peoria, IL Dennis Broderso n Port Townsend, W A Bradley Howerton Austin, TX J. W. Reining Phoenix, AZ J. D. Brown Tucson, AZ W. Greg Huseth Decatur, GA Agustin Riveros Roger R. Brown Sunbury, OH George E. Ingram Villa Santa Adela, Maipu, Chile Ted Burger Port Byron, IL London, NW, England Thomas R. Roach Sacramento, CA Charles M. Buster Dunnellon, FL Ben L. Jacikevicius Rollinsford, NH Loren C. Sattler Toledo, OH Dick Butler Tullahoma, TN Robert P. Janes Vernal, UT Robert F. Schmidt Pheonix, AZ Darrell D. Campbell Wilsonville,IL David G. Jani Brodheadsville, PA Talmadge Scott Hernando, FL Jon Champion Charlotte, NC William F. Jelin Chicago,IL John Shipley Tremonton, UT Lane D. Chenoweth Anchorage, AK Skip Jenkins Hazlehurst, GA Robert M. Shumaker Richard A. C1eis Albuquerque, NM Thomas A. Kachmar Keller, TX Lawrenceville, GA Royce Clifford Levcadia, CA Lar Kaufman Concord, MA Tom Skarda USAFA,CO Drew Coats Houston, TX Roger Keeney Apple Valley, CA Shaun Smith West Lafayette, IN Loretta A. Cook Perryman, MD Thomas W. Kelly Irwin, P A Randy St. Julian Painesville, OH Timothy W. Coyle Fraiser, Australia Don Keown Sunriver, OR Brad Stahl San Luis Obispo, CA Kirby L. Cramer Bellevue, WA Charles King Byron, CA Tracy A. Standish Seward, KS Roger Crandell White Rock, NM Tom King Ukon , OK John H. Stevens Billings, MT Allen B. Crowe Spotswood, NJ Jerry C. Kingsley Sarasota, FL William F. Stevenson, Jr. Lafayette, LA Richard A. Curtin Anniston, AL Rol F. Kinney Sewickley, PA Preston Strohsahl Tucson, AZ W. R. Cutter Phoenix, AZ Steve R. Klosterman Celina,OH Ernest W. Sutton Kent A. Dailey Bealeton, V A Hilary G. Knight Dorsey, IL Belleville, Ontario, Canada William C. Dannecker Palm City, FL Marvin L. Kroeker Moorhead, MS Peter James Szczebak Islip Ter, NY David Darbyshire II Walter G. Kuhn Herald, CA Dennis Tegan San Luis Obispo, CA Robb Kunkle East Berlin, P A Auchenflower, Qweensland, Australia Donald A. Davis St James, MO Lyle H. Lamboley Tampa, FL Daniel G. Traver Greensboro, GA Douglas R. Diener Fallbrook, CA Ken Leggett Yelm , WA Ben Troemel Valparaiso, FL James Dodd St Simons island, GA Patrick F. Leonard Elmwood Park, IL Glenn C. True, Jr. Ojai, CA William Dunn Del Norte, CO Moizes Franco Leonel Curitiba, Brazil James Turner Melvin C. Eisaman Aurora, CO Bob Liddle Granby, CO Paisley, Scotland, Great Britain Roger Ely Phoenix, AZ Arthur P. Loring, Jr. Edmonds, WA William J. Wade Anchorage, AK Timothy E. Emge Ft Branch, IN Gary G. Maas Massena, IA William A. Walenceus Oelwein, IA S. J. Engel South Bend, IN Paul B. Mace Ashland, OR Bob H. Wampler Portland, OR Sam Farmiga Bernard A. May Perkasie, P A Joseph F. Ware, Jr. Oxnard, CA Le Bourget Airport, France Kevin T. McDonald Austin, TX Joseph G. Watson Eugene, OR John L. Fastnaught Purcellville, V A Stephen E. McGuire Ponca City, OK Juergen Weichert John M. Ferriter Waterville, NY Michael C. Meek Seattle, WA Ottawa, Ontario, Canada Gordon O. Fevig Ulen, MN Allan T. Michasiow Troy, NY Shenandoah Whalen Amelia, OH Roy J. Fischer Lakeland, FL Don Miller Harrison Twp, MI Alan C. Whitehouse Spokane, WA Thomas R. Flaglor Greeneville, TN Larry A. Moses Chehalis, WA Whites Car Care Cincinnati,OH Robert Fray C. A. Naramor Fayetteville, GA John T. Williams Gainesville, GA Haddon, Peterbourough, England Tom Noack Pacheco, CA Orville V. Withey Portland, OR Joseph Frazier Crystal Lake, IL Kurt Virgilio Nopper Michael Wright St Joseph, MO Dale A. Furlong Foot Hill Ranch, CA Guarulhos, Brazil Uwe Richard Yoigt Kevin Gardner Collierville, TN Jim Oakley Schweinfurt, Germany Theodore G. Glasrud Vancouver, British Columbia, Canada Lester S. Yost Shermans Dale, P A White Bear Lake, MN David Olig Fargo, NO Ed Yount Bargersville, IN

28 MAY 1994 Convention. Aeronca Tours, banquet Satur­ Fall,805/733-1914. day ni ght, Awards. Ca ll 812/232-1491 for in­ JULY 16·17· DELAWARE, OH - 13th formation. Annual EAA Chapter 9 Fly-In. Young Eagle JUNE 11 • WHERE VER EAA ME M­ rides, BBQ chicken, refreshments, more. BERS ARE, WORLDWIDE - INTERNA­ Contact Don Rhoads. 6141747-2522. TIONAL YOUNG EAGLES DAY. Check JULY 17·23· ROSWELL, NM - 25TH with your local EAA or Antique/Classic Anniversary convention of the International Chapter to find out if they are holding a Cessna 170 Assoc. Contact: Lyn Benedict, MA Y 20·22 • COLUMBIA, CA - 1994 Yo un g Eagles Rally. If yo u're too far away 136 E. Orchard Park Rd., Dexter, NM 88230. Luscombe Gathering. 18th Annual event, and from a chapter activity, you certainly can do it 505/622-3458. will feature judging, spot landing and flour on your own. You can inspire a life - take a JULY 22·23 - COFFYVILLE, KS - Funk bombing, plus a clock race. Contact: Art youngster for a ride! For more info, contact Owners Association Reunion. Contact Gene Moxley, 206/432-4865. the EAA Young Eagles Office, EAA Avia­ Ventress, President, 10215 S. Monticell o, MA Y 20·22 ·HAMPTON, NH - Hampton tion Center, P.O. Box 3086, O shkosh, WI Lenexa, KS 66227 tel. 9131782-1483. Airfield. 18th Annual Aviation Flea Market. 54903-3086. Call 414/426-4800. JULY 23·24 - SHIOCTON, WI - Annual Fly-in, Drive-in - camping on airfield. No JUNE 11 Corrected D ate Fly-In. Food served both days. Band Sat. fees. No rain date. Anything aviation related FOWLERVILLE, MI - Maple Grove Aero­ night, no cover. Skydiving both days by the ok. Food available. For info call 603/964­ drome. Sterman Fly-in, sponsored by Maple Northeast Wisconsin Skydivers. Airplane 6749. Grove EAA Chapter 1056. Vintage airplanes rides, bingo, free tethered hot air balloon May 27·29· ATCHISON, KS - Amelia invited. All welcome. A/C parts swap meet. rides. Sunday breakfast, 7- noon. Free camp­ Earhart Memorial Airport. 28 th Annual To pre-register or for info call: Rich - 517/625­ ing to EAA all through convention. Call AAA, Kansas City Chapter Fly-In. For infor­ 3338 or Ron - 517/223-3233. Rai n date June 12 Joyce Baggot, 414/986-3547 for info. mation, call Herb Whitlow, 913/379-5011 or or June 18. JULY24 -GRANTSBURG, WI-EAA Stephen Lawlor, 806/238-216l. JUNE 11· DECATUR, AL - EAA Chap­ Chapter 875 Annual Fly-In wild rice Pancake May 27·29 • WATSONVILLE, CA - 30th ter 94l!Decatur-Athens Aero Services 7th breakfast. 7:30-Noon. P.1.c. free. Annual West Coast Antique Fly-In and Air­ Annual Fly-In. All invited. Vendors, Demon­ JULY 24 - MARSHFIELD , WI - EAA show. Call 408/496-9559 for more info rm a­ strations, Judging. For info call 205/355-5770. Chapter 992 an nual Fly-In. Free pancake tion. JUNE 11· GADSDEN, AL - EAA Chap­ breakfast for fly-in pilots. Call Clem Spencer JUNE 3·4 - BARTLESVILLE, OK ­ ter 1048 2nd Annual J-3 Cub and Piper high­ at 414/384-0800 (days) or 384-4694 after 5pm. Frank Phillips Field. American Hatz Assoc. wing Fly-i n. For info ca ll 205/442-3313. JULY 28· AUGUST 3 . VALPARAISO, gathering and forum. For info, call Louie, JUNE 11· COLDWATER, MI - Branch IN (VPZ) EAA Northwest Indiana Chapter 206/894-2862. Co unty Memorial Field. 10th Annual 104 10th Annual Foodbooth during the week JUNE 3·4 - BARTLESVILLE, OK ­ Fairchild reunion. Con tact Kike Kell y. of Oshkosh. 8 a.m. - 6 p.m. daily. 219/926­ Frank Phillips Field. N3N Restorer's Assoc. 5171278-7654. 3572 for in fo. gathering and forum. For info, call Gerry JUNE 17·19· D ENTON, TX - Denton JULY 28· AUG. 3· OSHKOSH, WI­ Miller, 303/245-7899. Municipal Airport. 31st Annual AAA Texas 42nd Annual EAA Fly-In Co nvent ion. JUNE 3·4· MERCED, CA - 37th Merced Chapter antique ai rplane Fly-In. Contact: Wittman Regional Airport. Contact John West Coast Antique Fly- In. For more infor­ Dan Doyle, 214/542-2455. Host hotel is the Burton, P.O. Box 3086, Oshkosh , WI 54903­ mation, contact Merced Pilots Assoc., P.O. Radisson: 817/565-8499. 3086,414/426-4800. Box 2312, Merced, CA 95344 or Mike Berry JUNE 17·19· CREVE COEUR, MO ­ AUGUST 6 - LAKE ELMO, MN - An­ 209/358-3728. For concessions information, Annual American Waco Club Convention nual Stillwater Aviation Days. Rotary pan­ call Dick Escola, 209/358-6707. and fly-in. For info, call the A WC at 616/624­ cake breakfast. Wings, wheels and whirly­ JULY 2·4 - PORT CLINTON, OH - Carl 6490 or write A WC, 3546 Newhouse PI. , birds. Weather date Aug. 7th. Call James Keller Field. Gathering of Eagles Airshow Greenwood, IN 461 43. Anderson, 800/321-6387 or 612/430-1200 for and Fly-In . Awards for best antique, classic, JUNE 18· HUNTSVILLE, AL - Moon­ information. homebuilt and warbird. for information, con­ town Airport. 2nd Annual EAA Chapter 190 SEPTEMBER 3·4 - PROSSER, W A ­ tact Bob Zak, 216/441-0661. Father's Day Fly-In . Poker run, spot landing EAA chapter 391 11th Annual Prosser Labor JUNE 4·5· VALPARAISO , IN (VPZ) contest, refreshments, etc. Camping OK. Day Fly-In. Food, Flying, tours, raffle and EAA Northwest Indiana Chapter 104 3rd An­ 100LL and auto gas available. Rain Date: more. Camping on the field. For more info nual Fly- In Breakfast. 219/926-3572. June 25. For information, call Rick Nelson call Thompson Aircraft at 5091786-1034. JUNE 5· JUNEAU, WI - EAA Chapter 205/539-7435 or Frank Fitzgerald 205/882­ SEPTEMBER 10·11 - SCHENECTADY, 897 Fly-In , drive-in pancake breakfast at 9257. Or you can write EAA Chapter 190, NY - Northeast Flight '94 Airshow. Call the Dodge County Airport. Breakfast served 8 ­ P.O. Box 18852, Huntsville, AL 35804. Empire State Aerosciences Museum for more 1 pm. Hamburgers and brats served from JUNE 19· RUTLAND, VT - Annual Tail­ information, 518/399-5217. noon until 3 p.m. Aviation fly market. Co­ draggers rendezvous sponsored by EAA SEPTEMBER 7·11 - GALESBURG, IL­ sponsored by the Goldwing motorcycle and Chapter 968. Fly-in breakfast. Call Alpine Galesburg Municipal airport. 23rd National Hot Rod associations. Contact: Rick, 414/885­ Aviation for info. 8021773-3348. Stearman Fly-In. Contact: Tom Lowe, 823 3696. JUNE 23·26· MT. VERNON, OH - 35th Kingston Lane, Crystal Lake, IL 60014. JUNE 5· LACROSSE, WI - Annual Fly­ Annual Nationa l Waco Reunion Fly- In. Phone 815/459-6873. In/Drive-In breakfast. 6081781-527l. 513/868-0084. SEPTEMBER 17·18 - ROCK FALLS, IL JUNE 5 • DEKALB, IL - DeKalb-Taylor JUNE 26 . MICHIGAN C ITY , IN­ - 8th Annual North Central EAA "Old Fash­ Municipal airport. 7am - noon. EAA Chap­ Michigan C ity Aviators - EAA Chapter 966 ioned" Fly- In . Workshops, forums, exhibits, ter 241 serves it s 30th Annual Fly-In/Drive-In Pancake breakfast. 7 a.m . - Noon. Call Glenn large swap area, awards, more. Camping on breakfast. For information, call 815/286-7818. or Kathy Dee for info: 219/324-6060. field. Call G regg Erikson, 708/513-0641 or JUNE 3 • 4 • BARTLESVILLE, OK ­ JULY 1·3 • GAINESVILLE, GA - EAA Dave Christianson, 815/625-6556. Pancake Eighth Annual National Biplane Convention Chapter 611 26th Annual "Cracker" Fly-In. breakfast September 18. and Exposition. Frank Phillips Field. Biplane Antiques, homebuilts, Judging in 9 categories. SEPTEMBER 23·24 - BARTLESVILLE, airshow with world fa mous performers, fo­ Contact: S.S. McDonald, 404/889-1486. OK - Frank Phillips Field. 37th Annual Tulsa rums, se minars and workshops. Biplanes and JULY 8 ·10 - GENESEO, NY - National Regional Fly-in. For info call Charli e Harris, NBA members free - for all others an admis­ Warplane Museum (D52). 6th Annual North­ 918-622-8400. sion charge applies. For inform ati o n call east Stearman Fly-In. Bring your tiedowns! SEPTEMBER 23·24 - NORTH LAS VE­ Charles Harris, Chairman, 918/622-8400 or For info call Naomi Wadsworth, 716/243-5266 GAS, NV - Sixth Annual western Waco As­ Virgil Gaede, Expo Director, 918/336-3976. or Amy Malcolm, 716/243-0690. soc. Reunion. Largest Waco gathering in the JUNE 10·12 - MIDDLETOWN , OH­ JULY 8·10· LOMPOC, CA -10th Annual western U.S. Contact Jon Aldrich, 209/962­ Hook Field. 7th Annual National Aeronca West Coast Piper Cub Fly-In. Contact: Bruce 6121 for more info. ...

VINTAGE AIRPLANE 29 Sample issues $4 each 1 year subscription $25 MEMBERSHIP Overseas $30 INFORMATION

EAA WW1 AERO (1900-1919), and SKYWAYS (1920-1940) Membership in the Experimental Aircraft Two Journals for the restorer. builder. & serious modeller of early aircraft Association, Inc. is $35 for one year, including 12 • information on current projects • historical research issues of SPORT AVIATION. Family membership • news of museums and airshows • workshop notes is available for an additional $10 annually. Junior • technical drawings and data • information on paint/color Membership (under 19 years of age) is available • photographs • aeroplanes, engines, parts at $20 annually. All major credit cards accepted • scale modelling material for sale for membership. • news of current publications • your wants and disposals Sole distributors for P3V. a computer program to generate a 3-view from a photograph. ANTIQUE/CLASSIC Published by WORLD WAR 1 ~ I INC. Current EAA members may join the Antique/ 15 Crescent Road . Poughkeepsie. NY 12601 USA (914) 473-3679 Classic Division and receive VINTAGE AIR­ PLANE magazine for an additional $20 per year. EM Membership, VINTAGE AIRPLANE mag­ azine and one year membership in the EAA Antique/Classic Division is available for $30 per year (SPORT AVIATION magazine not included). lAC Current EM members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $30 per year. EAA Membership, SPORT AEROBATICS 35~ per word, $5.00 minimum charge. Send your ad to magazine and one year membership in the lAC The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086. Division is available for $40 per year (SPORT Payment must accompany ad. VISAjMasterCard accepted. AVIATION magazine not included). MISCELLANEOUS: WARBIRDS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Current EAA members may join the EAA "Jenny·, as seen on "TREASURES FROM THE PAST". We have posters, postcards, Warbirds of America Division and receive videos, pins, airmail cachets, etc. We also have R/C documentation exclusive to this WARBIRDS magazine for an additional $30 per historic aircraft. Sale of these items support operating expense to keep this"Jenny· flying year. for the aviation public. We appreciate your help. Write for your free price List. Virginia EAA Membership , WARBIRDS magazine and Aviation Co., ROv-8, Box 294, Warrenton, VA 22186. (C/5/92) one year membership in the Warbirds Division is available for $40 per year (SPORT AVIA TION SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d, 4130 chrome-moly magazine not included). tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry Creek Rd., Belgrade, Montana. 406-388-6069. FAX EAA EXPERIMENTER 406/388-0170. Repair station No. QK5R148N. Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 (NEW) This & That About the Ercoupe, $14.00. Fly-About Adventures & the Ercoupe, per year. $17.95. Both books, $25.00. Fly-About, P.O. Box 51144, Denton, Texas 76206. (c-3/94) EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT 1915-1950 Original Plane and Pilot Items - 4,000 sq. foot warehouse full! Buy - sell ­ AVIATION magazine not included). trade, 44-page catalog, $5. Airmailed. Jon Aldrich, Airport Box 706, Groveland, CA 95321 , phone 209/962-6121 . (c-5/94) FOREIGN MEMBERSHIPS GEE BEE - R-1, R-2 super-scale model plans used for Wolf/Benjamin's R-2. GB "Z·, Please submit your remittance with a check or "Bulldog," "Goon," Monocoupe, Culver, Rearwin. Updated, enlarged (1/3, 1/4, 1/6-1/24). draft drawn on a United States bank payable in PLANS on SHIRTS/Caps! Catalog/News $4.00, refundable. Vern Clements, 308 Palo United States dollars. Add $13 postage for Alto, Caldwell, 1083605. (c-9/94) SPORT AVIATION magazine and/or $6 postage for any of the other magazines. Rare Hub - 10 spline, 2-3/8"10, 3-1/2"00, 8 hole, 6-5/8"dia. bolt pattern, 6" prop. 708/985-9074. (6-2). EAA AVIATION CENTER P.O.BOX 3086 TAILDRAGGER AND BIPLANE LOVERS! NEW HIGH QUALITY VIDEOS FROM OSHKOSH, WI 54903-3086 ENGLAND! A TIGER'S TALE tells a fascinating story of the classic "TIGER MOTH" PHONE (414) 426-4800 featuring Christopher Reeve - a must for those who love open cockpit lIying! TAILDRAG­ FAX (414) 426-4873 GERS AND FARMSTRIPS Piper's J-3 and J-5 "CUBS· display tailwheeillying and short field landing techniques. From grass runways and farmers fields, take an aerial tour of OFFICE HOURS: rolling English countryside. This video also features the new "EUROPA" homebuilt from 8:15-5:00 MON.-FRI. England. (Cover story Private Pilot, Jan. '94). FAREWELL TO CRANFIELD takes you to 1-800-843-3612 the largest lIy-in convention in Europe. This annual PFA event has all the excitement of Oshkosh attracting nearly 1200 vintage, homebuilt and recreational aircraft. Only $19.95 MEMBERSHIP DUES TO EAA AND each plus $3.75 S&H for the firsttape and $1 each additional tape. 1-800-nO-0747. MAl L: ITS DIVISIONS ARE NOT TAX VC Marketing, 40 Kitty Hawk East, Richmond, TX 77469 (TX Res. add 7-1/4% tax). ASK ABOUT OUR "PREVIEW TAPE" FEATURING 25 EXCITING AVIATION VIDEO DEDUCTIBLE AS CHARITABLE PREVIEWS. (5-1) CONTRIBUTIONS.

30 MAY 1994 All you need is our catalog and toll.free number..• Champions Know Stits

Call fo' !'OlA, (IIIIIIIIII~ -:~~~r:~;~:J Steve Lund's FREE " r Kinner Hatz CO P !' of OlA ' Subscribe to ;\er()planC ~ews late st cata l09 Oshkosh '92 COVERING SYSTEMS INTERIOR ITEMS Grand Champion Custom Built ~ ·Poly-Fiber .R~dulph ·Cushion Sets In From Plans Ill) ·Cecorute ·AII-Tech ·Headliners ·Seat ~ Dopes. Fabrics. Tapes. ·Carpeting Slings Primers & Accessories ·Canopy/Windshield Covers And Stits Is Now Poly-Fiber ·Baggage Compartments FABRIC ENVElOPES Over the decad&tie,Thirty years of ·Poly-Fiber P103. PlIO & P106 A.N. HARDWARE this little biplan trouble-free use ·Ceconite 101 and 102 · Bolts ~ ·Rivets identified Stits made Poly-Fiber · Nuts ·Washers ·Pins READY -TO-INSTAll Poly-Fiber aircraft the clear choice of ·Fittings ·Screws ~ covering products. champions and first­ UPHOLSTERY KITS · Fasteners ·Antique & Classic Aircraft Today those products time builders alike. DECALS. STENCILS have a new name Now it's coupled with ACCESSORIES CUB & PLACARDS and logo, but they still a level of service and ·Filters ·Windshi elds !'~\ 9 ·Tires ·Shock Cords r AIRFRAME PARTS come with the best support all too rare ·Tubes ·Spark Plugs t ·Spruce ·Fir ·Plywood manual and how-to these days. Give us a ·Propellers ·Tail Draggers ·Adhesives ·Nail s video in the business. call, 8 to 5 Pacific time. ·Matco Wheels and Brakes ·Steel Sheet & Tubing ·Master Cylinders ·Aluminum Sheet &Tubing Customer Service: 800.362.3490 Other Stuff: ..~ Visitour retailoutlet 909.684.4280 =~ AEROPLANE FAX: The Store 909.684.051 8 . located at Box 3084-5 P.O. Box 909· Gnffm, GA 30224 900 S. Pine Hill Road Riverside, California 92519-3084 FAX Line (404) 229-2329 GriHin, GA 30223

p.o. box 468 madison, north carolina 27025 (919) 427-0216 Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation.

AWWA Custom quality at economical prices. MEMBER • Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings MEMBER • Recover envelopes and dopes

Free catalog of complete product line. Fabric Selection Guide showing actual sample colors and TANK PAINTlNb AND REPAIRING styles of materials: $3.00. SANotLASTING. TANK LINUS AND eOA liNGS PREVENTIVE TANK .... AINT!NANCE INS PECTION SERVICE I~ : LADDER SAfETY EOUIP..ENT i--j RESERvOIR LINERS AND ROOFS Qir'~RODUCTS. INC. DISMANTLING AND .... OVING TANKS 259 Lower Morrisville Rd .• Dept. VA NEW, USED AND _!CONDITIONED TANKS Fallsington. PA 19054 (215) 295-4115 ~

VINTAGE AIRPLANE 31 AVIATION UNLIMITED AGENCY

BecOIlle A Menlber Of The EAA Antique/Classic Insurance PrograIll!

BENEFITS INCLUDE: • Lower Uability & Hull Premiums Call Today! • Fleet Discounts • No Age Penalty 800-727-3823 • No Hand Propping Exclusions • No Component Parts Endorsements ,....., . Not An EAA '--.j • A+ Company with In-House Claims ~~~~ AntIque/ClassicMember? Service t'"~'JI.. Call To Join! ANTIQUE 1·800 84 • Option to Repair Your Own Aircraft CLASSIC • 3·3612

A DD t:n t r-, I don't belong to an r EAA Chapter or live near one ... But SOMEDAY I'd like to help that Young Eagles Program.

SOMEDAY IS COMING • •• ON JUNE 11th !

SaturdaYt June 11 th, 1994 is the first EAA International Young Eagles Day. It's a day when every EAA member can share something very special- the world of flight - with a young person eager to take to the sky. The only way this worldwide celebration of flight for a new generation will be successful, however, is if as many EAA members as possible participate in this grassroots, one-to-one program.

Participation is easy, even if you donlt belong to an EAA Chapter. If youlre a pilot, fly a few kids yourse lf that day (and even before and after that day). Young people are easy to find through sc hool s, chu rch es and civic groups. You could help a child discover the same enjoyment you receive from aviation -- and maybe spark an interest that could create a new pilot in the future. If youlre a pilot and an EAA Chapter member, find out if your Chapter is having a Young Eagles flight : rally that day. It's a great way to energ ize your Chapter and introduce your enthusiasm for av iation to a whole new audience. It's also a great way to discover that kids still love airplanes and the chance to fly. Even non-pilots can participate in EAA International Young Eagles Day. In the May 1994 issue of Sport Aviation, you' ll find a Young Eagle Certificate. Use that certificate to match an EAA pilot with a young person in your area who wants to put his or her dreams on wings.

The Young Eagles office is ready to answer your questions and help you participate in this special day. Call (414) 426-4831 for more information. You don't have to wait for "someday" to be part of the Young Eagles program ... but if you've been saying that you'll get in volved somedaYt Someday is Saturday, June 11 the EAA International Young Eagles Day. Be part of it. Remember, the sky -- and a child's imagination -- have no limits.