EDITORIAL STAFF

Publisher Tom Poberezny

Editor-in-Chief April 1998 Vol. 26, No.4 Jack Cox Editor CONTENTS Henry G. Frautschy Managing Editor Golda Cox I Straight & LevellEspie "Butch" Joyce Art Director Mike Drucks 2 AlC News Computer Graphic Specialists Nancy Hanson Olivia L. Phillip 4 AlC Volunteers/Trish Dorlac Pierre Kotze Associate Editor 8 It's Not The Destination, Norm Petersen It's The Journey/Kent Travis Staff Photographers Jim Kaepnick LeeAnn Abrams Ken Lichtenberg II From Jets to Jennys/David Fortuna Advertising/Editoriat Assistant Isabelle Wiske 13 Culver Cadet/Norm Petersen EAA ANTIQUE/CLASSIC DIVISION, INC, 17 Stan Dol\en' s Meyers OTWIH.G. Frautschy OFFICERS President Vice-President Espie 'Butch' Joyce George Daubner 2 1 Bendix/Stomberg Carbs/ P.O. Box 35584 2448 Lough Lane Greensboro. NC 27425 Hartford. WI 53027 Bob Hollenbaugh & H.G. Frautschy 910/393-0344 414/673-5885 Secretary Treasurer Steve Nesse Charles Harris 22 What Our Members Are 2009 Highland Ave. 7215 East 46th St. Albert Lea. MN 56007 Tulsa . OK 74145 Restoring/Norm Petersen 507/373-1674 918/622-8400

24 Pass it to Buck/Buck Hilbert DIRECTORS John Berendt Gene Morris 7645 Echo Point Rd. 5936 Steve Court 26 Mys tery PlanelH.G. Frautschy Cannon Falls. MN 55009 Roanoke. TX 76262 507/263-2414 817/491-9110 Phil Coulson Robert C. 'Bob' Brauer 28 Membership Information 28415 Springbrook Dr. 9345 S. Hoyne Lawton, M149065 Chicago. IL 60620 616/624-6490 312/779-2105 29 Welcome New Members Joe Dickey John S. Copeland 55 Ookey Av. 1A Deacon Street Lawrenceburg. IN 47025 Northborough. MA 01532 812/537-9354 508/393-4775 30 Calendar Page 17 Dale A. Gustafson Stan Gomoll 7724 Shady Hill Dr. 1042 90th Lane. NE Indianapolis. IN 46278 Minneapolis. MN 55434 317/293-4430 612/784·1172 FRONT COVER ... Gene Deruytter banks his award winning Culver LFA Cadet Robert Lickteig Jeannie Hill over a central Florida orange grove, showing off the beautiful landing gear 1708 Bay Oaks Dr. P.O. Box 328 Albert Lea. MN 56007 Harvard. IL 60033 ~ doors built by the airplane's restorer, the late Robert E. Lee. EAA photo by Jim 507/373-2922 815/943-7205 Koepnick. shot with a Canon EOS-1n equipped with an 80-200mm lens. 1/ 125 @ f9 on 100 ASA transparency film . EAA Cessna 210 photo plane flown by Dean Richardson Robert D. 'Sob' Lumley 6701 Colony Dr. Bruce Moore. 1265 South 124th St. Madison. WI 53717 Brookfield. WI 53005 .. 608/833-1291 414/782-2633 BACK COVER ... "New London Skydivers" is the title of David Fortuna's acrylic S.H. ' Wes' Schmid Geoff Robison painting of a hard working straight-tail 1958 Cessna 175. David's artwork. so 2359 Lefeber Avenue 1521 E. MacGregor Dr. reminiscent of the technical style of Kenneth Munson's " Pocket Encyclopedia Wauwatosa , WI 53213 New Haven. IN 46774 of World Aircraft in Color" series published in the 1960s and ·70s. was awarded 414/771-1545 219/493-4724 a Merit ribbon during the judging for the 1997 EAA Sport Aviation Art Competition. David lives in Evington. VA. George York 181 Sloboda Av. Mansfield, OH 44906 419/529-4378

Copyright © 1998 by the EAA Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091·6943) is published and owned exclusively by the EAA Antique/Classic Division. Inc. of the Experimental DIRECTORS EMERITUS Aircraft Association and is published monthly at EAA Aviation Center. 3000 Poberezny Rd., P.O. 80x 3086, Oshkosh, Wisconsin 54903-3086. Gene Chase E.E. ' Buck' Hilbert Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EAA Antique/Classic Division, 2159 Carlton Rd. P.O. Box 424 Inc. is $27.00 for current EAA members for 12 month period of which $18.00 is for the publication of VINTAGE AIRPLANE. Membership is open Oshkosh. WI 54904 Union.IL60180 to all who are interested in aviation. 920/231-5002 815/923-4591 POSTMASTER: Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive ADVISORS criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. Steve Krog Roger Gomoll EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressec in articles are solely those of the 1002 Heather Ln. 321- 1/2 S. Broadway authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Hartford. WI 53027 Apt. 3 Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. 80x 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800. 414/966-7627 Rochester, MN 55904 507288-2810 The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/ClASSIC DMSION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are David Benne" ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION, EAA ULTRAlLIGHT CONVENTION and 403 Tanner Ct. EAA Air Venture are trademarks of the above associations and their use by any person other than the above association is strictly prohibited. Roseville. CA 95678 916-782·7025 STRAIGHT & LEVEL

by ESPIE "BUTCH" JOYCE

This program is administered by As I had mentioned to you last month, AUA, Inc. I have pursued an 8-E Luscombe. The e have printed an additional • An area reserved for qualified air­N# is 2628K and the aircraft has been 500 copies of VINTAGE craft on the grounds ofthe annual owned by Mr. Ken Woodard since W AIRPLANE this month, and EAA Convention, the EAA Sun 'n 1973. Ken is a retired mechanical engi­ we'll be using these extras during the Fun Fly-In, and many other EAA neer and lived in Indiana until his kick off to the Fly-In season, Sun 'n fly-ins across the country. retirement brought him to be a resident Fun. New and prospective members of Greensboro, North Carolina. Ken has • The opportunity to enjoy the fel­ will get a copy. If you know someone been maintaining his aircraft for some lowship and camaraderie that who is not yet a'member, and is headed surrounds the vintage airplane time as most of us do and had collected to Sun ' n Fun, point them in the direc­ a number of spares over the years, as community, both on the national tion of the AlC Headquarters, which is level as well as local airplane ac­well as information relating to N2628K. most capably run by A/C Chapter I . tivities around the USA and As each day passed Ken would show up Jane Kimball and her volunteers will at my office with another item that he internationally. give a copy of the April issue to each had found in his garage; he might even new member when they join up. People • By being a member you can be able to get his car back in the garage who will visit the EAA building during proudly fly the membership logo by now! I have a feeling that there may this fly-in will also be given a copy of and promote with your support of be some other projects around the cor­ Vintage Airplane when they join up at th e vintage airplane movement ner for Ken. The other day I returned this location. the membership. from lunch to fmd that Ken had been by You can increase your enjoyment at and had left me a two page, typewritten In the "B" building, AVA, Inc. will different events by being a volunteer. note on some of the experiences that have their booth. They, too, will have There are all sorts of activities avail­ N2628K had endured in the past. I'll copies and applications for membership able. At EAA AirVenture Oshkosh, share these stories with you in a future in the Antique/Classic Division. You Sun 'n Fun and local functions, almost "Straight & Leve1." This month I will can have your friends visit any of these all of the people who run these events just include the first part of Ken's note locations to join up or renew their mem­ are volunteers. to get you interested. bership. It is because of the support of the membership that the Antique/Clas­ To underscore the contributions the Here's what he wrote. sic Division is able to provide: volunteer makes to each of the events, "I wish that a 50-year-old airplane we've been featuring articles highlight­ such as your Luscombe could relate the • Twelve colorful issues ofVINTAGE ing the various areas people give of colorful history of its life. Since it can't, AIRPLANE magazine, the leading their time and talents. You will find an I thought you might appreciate a few of source ofinformation ofthe air­article by Trish Dorlac that will en­ the anecdotes I know about 2628K. I planes ofyesteryear, technical lighten you about the judges who make may have already mentioned some of information, members experiences, all of those hard decisions as to which them the day you were first looking the vintage airplane activities, vintage are the best airplanes at EAA Oshkosh. airplane over-I am not sure. So I airplane safety information, mem­There are days these judges put in some thought I'd write it anyway and put a bers projects, and advertisements long hours in an effort to come up with copy in my pilot's logbook in case my by vendors who support your type the right award winner. Speaking of memory about these incidents becomes ofaircraft and flying. award winning, take a look at the article more foggy." Now that I've teased you, • The exclusive members only An­on the beautiful Culver Cadet that be­ I'll share more in a month! tique/Classic insurance program. longs to Gene Deruytter, which was This program is insurance cover­restored by the late Robert E. Lee. I See you all at Sun 'n Fun. Let's all age tailored to address the needs have had the privilege of flying one of pull in the same direction for the good and coverage concerns ofthose these beauties in the past- it is a great of aviation. Remember we are better to­ who operate vintage airplanes. flying airplane. gether. Join us and have it all! ....

VINTAGE AIRPLANE 1 same models manufactured by Rolls­ NOTE 3: The suspect parts have an Royce, and you've had magneto gear ink stamped PIN 36066 and were usu­ A/C NEWS maintenance done between December ally shipped in a plastic bag, which, in 1993 through December 1997, you turn, was placed in a brown box and compiled by H.G. Frautschy need to pay heed to FAA Special Air­ marked only with the PIN. worthiness Information Bulletin (2) If the origin of the magneto drive No. ACE-98-21. gear installed cannot be deter­ NEW MEIGS FLY-IN DATE Fresno Airparts Company (formerly mined, remove the magnetos in In last month's issue of Vintage Air­ known as Fresno Airmotive Company) accordance with the appropriate plane, in the article about Meigs Field, has been selling magneto drive gears maintenance manual, then re­ mention was made regarding "Museum for the above engines that do not meet move the magneto drive gear Campus Day." Shortly after we went to airworthiness standards, according to from the magneto, and either: press, we learned the "Friends of Meigs the Information Bulletin issued by the (i) Remove the magneto drive gear Field" were asked by the city ofChicago FAA. A long list of those individuals from service, and replace with a to change the date of the fly-in and sta­ and FBOs who purchased gears from serviceable part; or tic airplane display. Why? It seems Fresno is published in the bulletin, but (ii) Perform the following Rockwell there is a large convention and trade the gears may have been resold or oth­ hardness test on the gear. Test in show scheduled for McCormick Place erwise moved from the purchaser. a minimum of two of the follow­ that weekend, and a large number of According to a letter sent to the Cessna ing three locations; on the back corporate aircraft are expected at Meigs. 150- 152 News, Curtiss Aldrich, an of the gear, on a gear tooth end, Not bad for an "underutilized" airport! A&P from Jamestown, CA, says he un­ or on the central boss. The type EAA's Ford Trimotor will al so make derstands there may be as many as design specifies a Rockwell C an appearance at the rescheduled event, 2,000 of these gears sold by Fresno. scale value of 38 - 42. Any gear and rides will be available for purchase. The alert was prompted by the failure of that does not meet this specifica­ How often do you have an opportunity a gear in a engine, in which the gear tion must be removed from to enjoy an air tour of the Chicago sky­ cracked in half during operation with service and replaced with a ser­ line in a Ford Trimotor? about 100 hours TIS. viceable part. The new date is June 13. If you (c) A serviceable part may be de­ need more information, please contact The FAA recommends the following fined as a new or used magneto Steve Whitney, FOMF, 847/470-9300 action be taken: drive gear which successfully (w) or 773/465-6396 (h) or E-mail: NOTE 1: (a) If no work was per­ passes the Rockwell hardness test [email protected] formed on the magneto drive gears specified above or was not dis­ during the time period Dec. 1993 through tributed from Fresno Airparts AERONCA SPAR AD Dec. 1997, no further action is required. Company (formerly Fresno Air­ We have not heard any official word NOTE 2: A check of engine mainte­ motive Company). from the FAA regarding the final dispo­ nance records or engine log books for Operators are requested to report any sition ofNPRM 97-CE-79-AD, which the above time period may help deter­ occurrences of magneto failures, engine would have required the addition of mine if any work was accomplished on failure or aircraft incidents that were nearly 20 inspection holes and a larger the magneto drive gears (invoices may found to be due to failure of the mag­ rectangular inspection panel on the top be necessary to determine exactly neto gear. of the wings of Aeronca and Champion what work was completed and what For further information, contact: 7 and 11 series airplanes. As soon as we pa11s replaced.) Jerry Robinette, Aerospace Engi­ receive official word, we' ll publish it (b) If work was performed on the neer, Atlanta Aircraft Certification here in Vintage Airplane. magneto drive gears during the Office, FAA, Small Airplane Direc­ By the way, two ofour members have above time period, accomplish torate, 1895 Phoenix Blvd., One Crown written to point out an error in the failure the following: Center, Suite 450, Atlanta, GA 30349; rate as stated in the article in the Febru­ (I) Remove from service all magneto telephone 770/703-6096 or FAX at ary issue - it should have read 0.03075 drive gears distributed by Fresno 7701703-6097. %, not 0.0003075 as was published. Airparts Company (formerly Stated in words, the failure rate is just Fresno Aim10tive Company) and TWO-PIECE VENTURI REVISITED slightly more than three hundredths of replace with serviceable parts. The FAA has superseded Airworthi­ one percent. Thanks to Chuck Forrester (See Note 1) (This note refers to ness Directive AD 93-18-03, Amend­ and Hugh Loewenhardt for pointing out the list ofpurchasers who took ment 39-8688, the AD that required the the misplaced decimal point! delivery ofthe suspect drive gears. replacement of a two-piece venturi in­ and is not published here due to stalled in various models of the MAGNETO GEARS ALERT space constraints. Ifyou believe Precision Airmotive Corp. (formerly Ifyou have a Continental C-75, C-85, you magneto might be affected. Facet Aerospace Products Corp. and C-90 (except the C-90-8F and C90­ you must obtain a copy ofthe Bul­ Marvel-Schebler Corp.) MA-3 and 8F J), 0-200, and 10-240, as well as the letinfrom the FAA -HGF) MA-4SPA series carburetors installed

2 APRIL 1998 on various Continental engines. Boiled our 2003 goal of flying one million bilities of flight are all explored during down, it allows those aircraft sti ll young people." the Junior Air Academy," said EAA equipped with the older model two­ Young Eagles is dedicated to flying a Aviation Foundation President Tom piece venturi too be inspected on a million young people by the end of the Poberezny. "The young people who regular basis for venturi integrity, in­ year 2003 - the 100th anniversary of participate may have sparked an avia­ stead of requiring the replacement of powered flight and the 50th anniversary tion interest through the Foundation's the two-piece venturi with a one piece of the Experimental Aircraft Associa­ Young Eagles program or are simply venturi. It also requires the installation tion (EAA). Through Jan. 1998, more fascinated by the world of flight. The of a new fuel nozzle for those aircraft than 365,000 youngsters age 8-1 7 have Junior Air Academy mixes aviation dis­ carburetors modified with the installa­ received a free demonstration flight covery with recreation for a fun and tion of the one-piece venturi after the through the Young Eagles program. rewarding week like no other for effective date ofthe AD. In 1997, volunteer pilots flew more young people." The new AD is NO. 98-01-06 Preci­ than 95,000 Young Eagles, a 25 percent The EAA Junior Air Academy in­ sion Airmotive Corporation: Amendment increase over 1996. With the year-long cludes hands-on activities, aviation 39-10270. You can obtain a copy of the rebate program, EAA predicts that skills and experiments, flying history full text by calling Precision Airmotive number will increase in 1998. sessions, as well as field trips to a num­ Corp., 206/353-8181 or by FAX at "Participation in the Young Eagles ber of aviation facilities. Instructors 206/348-3545. Program has grown each year since include knowledgeable staff members Phillips 66 started the avgas rebate pro­ and aviation celebrities. Special activi­ gram," said Mark Wagner, Phillips 66 ties such as orientation flights and other aviation manager. "We're pleased to of­ EAA Aviation center programs may fer the rebates for a full year if it helps also be included. increase participation in this important program." Other specific activities include Any EAA member, pilot or Chapter, aeromodeling; model rockets; construc­ or pilot from partner organizations autho­ tion ofairplane parts, a number oftours, rized by the EAA Aviation Foundation, as well as skydiving demonstrations can participate in the rebate program. and ultralight flying showcases. Fuel receipts or copies must be This year's Junior Air Academy par­ mailed, along with a signed statement ticipants will also be among the first confirming the fuel was used for the people to enjoy accommodations in the pmLLIPS YOUNG Young Eagles Program, to: new Air Academy Lodge, a full-service EAGLES PROGRAM dormitory on the Aviation Center Great news for those of you who Young Eagles Rebate Offer grounds. The campus-type facility al­ give your time and talents to the EAA Phillips 66 Company lows even more access in participation Aviation Foundation's Young Eagles 617 Adams Building in the world of flight at EAA. Program. The Phillips 66 Company has Bartlesville OK 74004 "The Junior Air Academy is more agreed to extend their fuel rebate pro­ than ajust a week of flight discovery," gram for an entire year, beginning on Only Phillips 66 issues the fuel re­ said Scott Cameron, the academy's di­ April 15, 1998 and continuing through bates, not individual FBOs. Pilots may rector. "These young people will learn April 14, 1999. That includes 1998 In­ apply for the Phillips 66 credit card by more about their own abilities, work ternational Young Eagles Day, on calling 1-800-DO-APPLY (800-362­ with others and enjoy themselves in a Saturday, June 13 . Eligible pilots who 7759) from 9 a .m .-5 p.m. (Central lot of fun activities." apply can receive a $1 rebate on each Time) Monday through Friday, or by gallon of aviation gasoline used for accessing the Phillips 66 Aviation web Camp registration is $400. Trans­ young Eagle flights. To qualify, pilots site (www.aviation.phillips66.com). portation costs are the responsibility of must purchase aviation gasoline at a individual campers and their Phillips 66 FBO with a Phillips 66 EAA JUNIOR Am ACADEMY families/guardians. For more informa­ credit card. Rebates are available only A week-long summer program spon­ tion and registration material, contact: for purchases of Phillips 66 100LL sored by the EAA Aviation Foundation aviation gasoline. is again offering a unique chance for 12­ EAA Junior Air Academy "The Young Eagles program has to 14-year-olds to discover more about EAA Education Office grown beyond expectations," said Tom the world of flight in a fun setting. POBox 3065 Poberezny, EAA Aviation Foundation The EAA Junior Air Academy is a Oshkosh WI 54903-3065 President. "This is partly due to the sup­ residence camp held at the EAA A via­ phone: (888) 322-3229 port of Phillips 66. With the fuel rebate tion Center in Oshkosh. Separate toll-free or (920) 426-6815 being offered for a full year, pilots can sessions are offered on June 19-24 and fa.x:: (920) 426-6560 fly more young people. That makes us June 26-July 1. Internet: www.eaa.org even more confident that we will reach "The wonder, excitement and possi­ e-mail: [email protected] ...

VINTAGE AIRPLANE 3 ANTIQUE/CLASSIC OurAwesome Judges by PATRICIA "TRISH" DORLAC photos by JACK MCCARTHY

Just what DOES it take to become a judge in our Antique Classic Divi­ sion? First of all I would have to say incredible dedication, faithfulness and a REAL love of airplanes. One cannot just walk up to a judge and say,"Hey, I have always wanted to be ajudge, can I start tomorrow?!" While you would be warmly wel­ comed, it would be as an apprentice judge, more than likely. These ladies and gentlemen do not simply drive up and down countless rows of air­ craft noting personal preferences and favorite paint schemes. Their job is much more technical, thorough, and professional than that. Of course, you must realize that this IS another one of those VOLUNTEER articles, so we all realize that these fabulous folks are not making minimum wage! I just want to express my grat­ itude and admiration to this group of The Classic Judging gang during the 1997 event were (front row, left to right) Joan Steinberger, Jerry Glppner, people who do such an outstanding Kevin Pratt, John Swander and Frank Moynahan. In the back row we have: Clyde Bourgeois, Larry Keitel, Frank Bass, George York, John Womack, Carol Womack, Steve Bender, Dean Richardson, Chuck Johanson, job year after year. Paul "CQ" Stephenson, and Shy Smith. One constant that I noted with each of the judges I spoke with was the pride they exhibited when speaking in Tullahoma, Tennessee. His co-chair perience. His wife, Carol helps by or­ about their team ofjudges. There is a says that he is a great leader of the ganizing all ofthe paperwork ...no small great deal of experience among this group and that his knowledge has feat, and it reaUy aids the judges! Shy group of individuals. Most of them are helped them aU! Paul Stevenson, the Smith is a pilot and mechanic from pilots and many of them have com­ co-chairman, has 38+ years' experience California and Joan Steinberg is an pletely restored at LEAST one aircraft. as an Air Traffic Controller and has A&P from California as well. Larry Many of our judges are A&Ps and AIs worked restoring a Staggerwing and Keitel is restoring a Staggerwing and and use that knowledge all of the Model 7 Fleet. Paul is one of the origi­ John Swander has a beautiful 195 and time.. . not just at Oshkosh! nal "airport kids." He used to hang out WACO. Paul was so enthusiastic about George York leads our Classic at Drew Field, which later became the group as a whole... this is a great judges and is also on the Antique/Classic Tampa International Airport, wiping off example of how much knowledge is Board of Directors. George was a Navy airplanes in exchange for rides! Dean encompassed in these groups! Not only pilot and flew PBMs. His expertise in­ Richardson brings the THOROUGH are the judges knowledgeable, they are cludes restoration of several Beech knowledge of 1950's... he restored a more than happy to share it with you! Staggerwings, Aeroncas, and Taylor­ 195 with a military paint scheme that A little known fact about the judges is crafts. He is also Secretary of the was an award winner at Oshkosh! John that they sometimes see a safety viola­ Staggerwing Association and a Board Womack is a retired Navy man with tion that may have been overlooked. Member of the Staggerwing Museum Staggerwing and N3N restoration ex- They are quick to let the owner know

4 APRIL 1998 so that it can be resolved. The judges in this group average at least 10 years judging experience and are teamed up to look for the best maintained or restored plane on the flight line. The Classic di­ vision tends to have a large number of aircraft, especially during the years where there are type club fly-ins! 75-80 Navions one year, 150 Bonanzas another ... you can imag­ ine the frantic pace the green machines and their The Contemporary judges during the 1997 Convention were Jeff Anderson, Tim Greene, Becky Greene, Rick Duckworth, Dick Knutson, Dan Knutson and Art Anderson. operators must maintain to take advantage of the daylight and complete their judging! days later he was flying the line. Gus probably the J-3 Cub, "the best little The Chairman of the Antique Judges refers to that time as "OJT" or on the toy there is!". His experience includes is Dale "Gus" Gustafson, a retired US­ job training. I wonder if it was not working on the Fairchild 24, Piper Air Captain. He was hired when being more like baptism by fire ... especiall y Colt, as well as the Stearman and J-4 he hired by the airlines was not quite the when he said the first week he was has undergoing restoration. He also has same as it is today. He worked at an night flying! Gus has flown the DC-3, a Cessna 150 and 177 Cardinal that he FBO and heard that an airline was hir­ C-46, T-34 .. .where he was in the sec­ flies. Gus has been judging since the ing. He and a buddy took the day off, ond class and on ly 8 hours were new system was implemented in 1975 drove to Indianapolis, walked in the required to solo ... the F -86, Convair and has only had one year off! Chief Pilot's office and was simply 580, and he fl ew the DC-9 until retire­ Some of the other judges and their asked "When can you start?"!!! Two ment. Gus says that his favorite plane is flying machines include Phil Coulson, President of the American Waco Club and Jerry Brown, Treasurer, both Waco experts and owners. Phil and his wife Ruth fly a 1940 UPF-7 and have a 1930 INF which is currently on loan to the Museum of Aviation History in Kala­ mazoo... referred to by some as the "AIRZOO" because of its extensive collection of Grumman Cats. Jerry has a past Custom Champion Waco UPF-7 and is working on another. Don Cole­ man of Erie, CO. is the specialist in the Fairchild. Gene Morris has a former Grand Champion Eaglet and his wife has an Ercoupe. They also fly a Bonanza.

(Front row, left to right) Bob Wilson, Don Coleman, Steve Dawson, Gene Morris, Xen Motsinger, Jerry Brown, and in the back row, Dale Gustafson, Bill Johnson, Dave Clark, Dave Morrow, Ken Morris, Phil Coulson and Dave Anderson were our Antique judges during last year's Convention. The hat in front is Mike Shaver'S, since he was unavailable for this shot. VINTAGE AIRPLANE 5 Dave Morrell and Dave Clark, "Dave Squared," have been judging for about 10 years and share their experi­ ence in the Taylorcraft and Aeronca Chief. Mike Schae­ fer is an airline mechanic and also does custom aircraft restoration professionally. Kenny Morris is Gene 's son and an American pilot. He and his wife, Lorraine, (an airline pilot for United), fly a Bonanza. Bill Johnson has restored a Taylorcraft and Xen Motsinger brings a good overall knowledge to the group. John Pipken was not at Oshkosh in 1997, but is a long term judge and he should be at this year's show. Gus commented that his Classic judges Larry Keitel and Frank Bass are out In the bright Wisconsin sunshine perusing the Classic ranks for group ofjudges is very well nice airplanes. A special t ip of the flying helmet to the generous people of John Deere Company's Horicon, WI trained and warned that "the Works for the many John Deere Gators ("Green Machines") t hey lend to the EAA Convention every year. Covering the hundreds of acres of flight line grounds Is made much more efficient with the four and six-wheeled machines only way to get out of their Deere supplies. jobs is if they die!". Although this is not all inclusive of all the fabulous judges you see in the pic­ Cessna airplanes. The judges all bene­ in the Woods. ture, again you can see for yourself the fit from the great assistant they have in Have you been considering how you VAST diversity of experience this Becky Greene who does all the clerical are going to bring home that award for group brings to the flight line when it and paper work. Although a newer the years of painstaking work you have comes to their outstanding ability to team, there is a great deal ofexperience put into your "it's almost finished" air­ judge all of the various aircraft. and enthusiasm in the inclusion of the craft? Simply fly in the plane that looks Our Contemporary Judging division Contemporary plane as a group to be the most like it just rolled out of the began in 1993 when Dean Richardson, judged. Every year the quality has in­ factory! Don't worry if you have one Classic judge and NC Advisor at that creased and the division continues to of those super duper fancy planes time, was asked in the Spring of 1992 grow. This past year 78 planes were though ... there is even an award for you by the A/C Board to put together a judged and you can see for yourself the in the custom aircraft category! judging staff for the new judging cate­ wonderful examples if you refer to the Whether it classifies as an Antique, gory. The Contemporary category had September 1997 VINTAGE A IRPLANE Classic, or Contemporary, all the just been added to the Division by a and read about the 17 aircraft that re­ judges I spoke to agree on the same im­ Board vote. In 1992, they were invited ceived awards. There were three that portant issues. First of all, get a Judging to do a "dry run" and the rest is history. went unclaimed this year. Maybe you Standards Manual (PLU# 11-50446) ... Dan and Dick Knutson co-chair this di­ want to see if your aircraft falls into you can buy it from EAA (The cost is vision ofjudges and are well qualified that category and get busy so YOU can $2.00, plus shipping and handling. Call to be doing so! They currently have bring home the award in 1998!! EAA's Membership Services at 1-800­ eleven airplanes, including two J-3s, an As I look at the amount of awards 843-3612 to order.) With that in hand, Aeronca Champ, P A-II, 3 P A-12s, a given out, I am really awe struck that you can look at things yourself and con­ PA-22 TriPacer, Cessna 170B, Stinson the judges are able to look at each plane sider what you can or want to change. 108, and (whew!) a Comanche 250B. that is registered and requests to be Originality seems to be a real key word They are doing their TWENTIETH judged! This year there were 987 and OVER restoration is something to restoration... three of those were second showplanes registered in the Antique/ watch out for! The exception to this restorations. Dick commented that he Classic and Contemporary parking ar­ statement would be safety additions really enjoys the way people take the eas. Starting on opening day and that have been added since the aircraft time to share their planes and their working practically non-stop in true was produced (new brakes, and shoul­ pride in accomplishment. Joining Dan postman fashion ... neither wind or sun der safety harnesses, for example). The and Dick are Art and Jeff Anderson, or lots ofrain ... until midday Sunday. plane has to fly while at Oshkosh. That who specialize in Beechcraft airplanes. By this time they have narrowed the means that it has to be proven airwor­ Rick Duckworth and Tim Greene have field down and prepare to hand out the thy. Each plane starts with 100 points a great knowledge of the Piper and awards on Monday night in the Theater and then deductions are made... or

6 APRIL 1998 not. .. in the areas of general appear­ you are working on and locate someone allow you to pass on your knowledge ance, cockpit, engine, landing gear, else who can be a resource! As you are to the person who wants to know how fuselage, wings and tail, presentation working toward your end goal using the helshe can create a GRAND CHAM­ book and difficulty. If you have the aforementioned suggestions, take the PION .. .just like yours! Judges Manual, you know exactly what time to RECORD your labor! Not only Our judges are more than willing to they are looking at. Second, avail your­ is it a great way to share what you have share their knowledge and much of self of your TYPE CLUB! If you are accomplished, it is actually worth points what I have referred to I learned from not sure if there is one for your plane when your plane is judged! You can re­ the different judges. I am in no wayan type, find the December 1997 VIN­ fer to the August 1994 VINTAGE authority on airplane restoration, but TAGE AIRPLANE for the most recent AIRPLANE for a thorough lesson in the speaking with the different judges did compilation ofType Clubs available. Presentation Book written by H.G. get me excited to get busy on our own The list is also available in the Divi­ Frautschy. The Presentation book is an project. Good luck with yours! ... sion's web page at EAA's Web site at: excellent tool for showing the restora­ http://www.eaa.org.Click on "Specialty tion process that has occurred. The Groups" for the AIC Web site. These judges' manual states: If you 'd like a photocopy of the clubs provide invaluable information for all. From an annual newsletter to a "G. PRESENTATION BOOK "What the Judges Are Looking for" monthly magazine, each group provides Proof of authenticity contained and "The Presentation Book" art!­ information about their particular air­ within the Presentation Book should be craft from technical tips to classified ads judged on details of the contents rela­ cles, please send a legal size Self­ if you are in need ofparts... or an entire tive to the authenticity of either a Addressed , Stamped Envelope project! Third, VINTAGE AIRPLANE is continuously maintained or restored a wonderful resource for anyone work­ aircraft and NOT on the beauty or artis­ (SASE) to: ing on or thinking of working on a tic quality of the book itself." project. There are always pieces of in­ H.G. recommends that you include a Editor, Vintage Airplane, formation in AeroMail, AIC NEWS, general history of the aircraft, factory P.O.Box 3086, and Pass it to Buck that might relate to brochures, color scheme documenta­ you. If you need encouragement and tion, history of your particular airplane Oshkosh, WI 54903-3086. motivation, there is always a wonderful and the restoration of the airframe and section by Norm Petersen, "What Our engine. Include CLEAR photos and Just include a note requesting the Members are Restoring." Norm in­ typed or neatly printed captions. Put it "Judging articles, and I'll be happy cludes pictures and information about all together in a 3-ring binder. .. taking beautiful restorations done by other great care to protect your photos and to drop one in the mail. folks in our organization. As you leaf brochures. This book alone may not through past issues, you might fmd what win the award, but it will help and will -HGF

(Below) Antique judges Steve Dawson and Mike Shaver flip through the judging presentation book of Stephen Johnson's Beech Staggerwing.

(Below) Xen MotSinger examines an excellent resource, U.S. Civil Aircraft, before retuming to work.

VINTAGE AIRPLANE 7 It's Not The Destination, by KENT TRAVIS, Ale 23449

riday afternoon, April 25, 1997, we are ing," and Brian was left with an image plagued by allergies including laryngitis. Bill Fbeginning an adventure. We are flying burned into his brain after waking the next not only provided great navigation, but also my 1947 Stinson 108-2 to San Antonio, morning to see me walk to the bathroom in took over the radio work for the entire trip. Texas to attend a Stinson Fly-in and cele­ my colored underwear. After waking at 5:00 We actually arrived slightly ahead of brate the airplane's 50th birthday. The a.m., we went back out to the airport and schedule at North Las Vegas Airport. Fi­ fly-in is being put on by the Southwest finished the job, with Ron and Brian only nally, after almost eight hours in Stinson Stinson Club and will be attended by many accepting an Egg McMuffin® in payment. N9842K, we tied her down and were in­ other Stinsons. We departed Bend about 8:30 a.m. and re­ formed that our ride to "Arizona Charlies" Friday is a beautiful, clear day (the first ported "no oil on the windshield" to Ron and Hotel and Casino would be about an hour really nice day in about two weeks). We Brian, who were headed to Portland in the late from the scheduled pickup time. Hum­ meet at Portland's Troutdale Airport for a "Gutless Cutlass." About two and one-half mmm , sounds like it's Miller Time at the short hop to spend the night in Bend, Ore­ hours later, we landed in Alturas, California. outside lounge and watch all the "Grand gon. A day of addressing the persistent oil After stretching our legs and getting fuel, Canyon Tour" planes try to match the leaks and a minor problem with an audio we departed for Hawthorne, Nevada, about "squeaker" landing of the "mystery khaki plug results in a "Go" for about 3 p.m. Af­ another two and one-hours away. and burgundy taildragger." Another nice ter loading about 300 pounds of camping Hawthorne was chosen as a fuel stop be­ feature there, that we later would find to be gear, video equipment, a borrowed GPS, a cause its location (in the middle of nowhere) rare, was the availability of 80 octane fuel. laptop computer to keep a journal, all the resulted in maximum safe distance between Day three dawned beautiful and calm, necessa ry tools and equipment for the fuel stops. If you are ever going to fly over so after a nice walk to "Starbucks," and a plane, and two weeks of clothes, etc. for us, Hawthorne, Nevada, by all means make bowl of oatmeal at the hotel , we got a ride we take offfor Bend. About 45 minutes sure you do just that. Stop in Yerington or to the airport by the shuttle bus. Upon ar­ into the flight (abeam Mount Jefferson), Tonapah, anywhere but Hawthorne . riving at N9842K, what did we find ? It had there's a very fine spray of oil building up Hawthorne is apparently embroiled in a only taken two days for us to organize our on Bill's windshield on the right side of the small town political game (probably be­ baggage so that whenever something was plane. Having experienced this problem in cause they don't have anything else to do). needed it wasn't always on the bottom of the past and knowing it is a leaking crank­ If you land there, you' ll be informed in no everything else! You don 't have to hit us shaft nose seal, we press on to Bend. After uncertain terms by a "colorful local" that with hammers to get us to figure something landing, I contacted my daughters, who the county has closed the fuel service on out (although Bill's constant head-banging happen to live in Bend, for a ride from the weekends and they require a $20 fee to be into the flap hinges might have contributed airport. Then we verified the nose seal prob­ called out to the airport. (A good reason fo r to the solution). "WATCH YOUR HEAD, lem . A call to our mechanic in Portland, calling ahead to your planned destination.) BfLLl" Ron Coleman of Troutdale Aircraft Ser­ The welcome at our initial arrival from this A busy departure from North Las Vegas vices II, results in something that I cannot "colorful local" and his son, who lived in (between frequent changes, runway changes, even put into words. How many mechanics their hangar, was not very cordial, to say the and getting some "wake turbulence" due to would drive all over town to find the nose least. After waiting about one-half hour, a our departure behind an arriving plane on seal, then call and say, "Stay there, I'm on very ni ce person arrived to fuel our plane an intersecting runway), a very breathtak­ my way." Ron, who is also a student pilot, where she was also accosted by this same ing flight over Lake Mead and the Grand and Brian Goss, an instrument pilot work­ cranky man and his son. She, of course, rep­ Canyon left both of us with a sense of awe ing on his commercial, then got into an resented a different point of view of the over the beauty of Mother Nature. airplane they call "The Gutless Cutlass" situation, but she very graciously agreed to Flight-Following and GPS is the only and proceeded to fly to Bend to perform the let us split the cost of the "call out" with an­ way to negotiate all of the restricted air­ necessary repairs. other plane that had landed right behind us. space in the Grand Canyon. Another Shortly before their expected arrival As it turned out, that plane was northbound new-bee Grand Canyon pilot, upon calling time, I tum on the plane's radio and say "Is to his home base just outsi de Portland, so Grand Canyon airport for assistance in ne­ AAA out there?" The radio crackles its we shared some camaraderie and he even gotiati ng the restricted airspace, was told singing reply in the best Mighty Mouse tra­ gave us his Grand Canyon Chart for our by the nice controller that the best advice dition: "Here we come to save the day!" next day's flight, after he, too, had paid his he could give would be to land and figure it Ron and Brian landed in Bend about 8:30 "verbal toll" to the guy living on the airport. out on the ground at Grand Canyon Air­ p.m . We had already taken the prop and All turned out okay, and after about an hour port. Good idea! nose bowl off while we were waiting for delay, we once again reembarked on our After a nice lunch, an exciting high-den­ them. We all worked until about midnight most excellent adventure. God smiled on us sity-altitude, 20+ mph quartering crosswind, and then retired to our motel room. The and provided us with a generous tail wind takeoff from Grand Canyon (pucker factor sleeping arrangement provided more than and nice controllers. of 9), Bill proceeded to navigate me not one joke about "snuggling" and "spoon­ Since leaving Bend, Oregon, I had been only to the largest ridge that dominated the 8 APRIL 1998 they would enjoy being here. Saturday a friend of Bill's came out to Stinson Field and I gave her a quick ride south of San Antonio. Bill then went on a sightseeing tour of the city while I went to the banquet/dance/ awards ceremony at Brooks AFB. At the dinner I was presented with the "sore butt" award for the longest distance flown by a Stinson safely to the fly-in. That was definitely the high point of the fly-in for me and quite an honor. Sunday morning we skipped the pan­ cake breakfast and took off about nine a.m. Once again, much to Bill 's amaze­ ment, a prevailing tail wind pushed us north to Gainesville, Texas, but first Bill horizon, but also the highest point on that She replied, "Well , the phas are niace, needed to make an "emergency" landing ridge. In spite of my laments over the size peach is good, apple is good, cherry is at Clark, Texas where he set a new record of the ridges, Bill's only comment was good; it just depends on whut y'alllike." for exiting the plane. After draining his fuel "You ain ' t seen nothin ' yet." Great! The We had a delightful dinner of BBQ brisket sumps, we flew on to Gainesville where we desert scenery was beautiful and we were and a big slice of "pah" for dessert. were picked up by Tony King who sold vectored by controllers right over down­ Refueling the next morning brought a N9842K to me about three years ago. After town Phoenix where we began our descent pleasant surprise when two very nice Stin­ a very nice lunch with Tony and some of into Casa Grande, Arizona. sons, one a -2, the other a -3, with two nice his nice family, we took off for EI Dorado, Using Flight-Following is great, but people in each plane, landed for fuel on Kansas. Upon landing in EI Dorado, a very controllers could use a little updating as to their way to San Antonio. We exchanged nice FBO offered us the use of the courtesy what a Stinson 108 is. Flying over Phoenix, pleasantries and agreed to see each other at car. They said bring it back whenever, and a reoccurring situation takes place. After Stinson Field. no need to put gas in it. Unbelievable! The repeated inquires as to "type of aircraft," The flight into Stinson Field not only only oddity was that it was an ex-police car the controller usually gives up and enters had the tail wind, but also the smoothest air and had a "City of EI Dorado" emblem on anything into the computer that comes of the entire trip. I touched the yoke maybe the door. It also made an assortment of close. Obviously, when the controller twice the entire trip. I told Bill it was too whirring, growling noises, but I found that looked under "ST" for STinson, she gave bad we didn't have a deck of cards; we other cars were reluctant to run stop signs, up and just hit "enter." We were quite flat­ could have played cribbage. We calculated pass or speed whenever I was driving it. tered when the Southwest Airline pilots, our fuel bum and distance and decided to After checking into a motel , and dinner, I ignoring their passengers comfort, and skip our planned fuel stop at Midland, went over to visit with my brother and sis­ climbing over each other for a better view, Texas, shorten the angle, pick up more tail ter-in-Iaw, Bob and June. The next morning asked us over the radio, "What color is the wind, and head straight on in to San Anto­ we went back over to their house for break­ STaggerwing Beech?" nio. After meeting people and looking at fast, dinner, lots of hospitality, conversation, After the night in Casa Grande, Ari­ Stinsons, Bill and I hitched a ride into town and overall just a very nice time of relaxing zona, we had another beautiful day of for some R & R. 1 had a warm feeling in and resting up. Not enough can be said for flying with me telling Bill he could take a my heart knowing that N9842K was the "Red Carpet" treatment my brother and break from navigating - I would just aim "home" for its 50th birthday. sister-in-law showed us. for the biggest point on the horizon since The fly-in itself was less than expected Tuesday found us getting up about that was where he seemed determined to and more than expected. For a first time seven a.m., rested, refreshed and ready to have us go anyway! fly-in, the organization was just ok. On the go. After a nice breakfast at my brother's, The tail winds persisted. We averaged positive side, and there was plenty of posi­ we took off about ten a.m. and flew to an indicated airspeed of about 105 to 110 tive, the airplanes were beautiful , the Kearney, Nebraska, once again with a very mph for most of the trip. Add to that an av­ people were some of the most gracious, nice tail wind, although we had to divert erage tail wind of 20 mph and the nicest people you would ever want to meet, around a couple of rainshowers (one of groundspeed picked right up. At one point always willing to help one another- and which was demonstrating its ability to have over New Mexico we were indicating a heaven knows, they had a lot in common to lightning). At Kearney, while getting fuel, I groundspeed of 153 mph. talk about. The forums were fun, informa­ dropped in on a maintenance facility called We refueled at Demming, New Mexico, tive and very worthwhile. I learned about "Little Red Arrow" run by Don Maxfield. then landed for a nice night in Fort Stock­ Stinsons, Franklins, and general informa­ Don works on Stinsons and Franklin en­ ton, Texas. Our motel in Fort Stockton had tion that was very helpful. The lunches gines and had a display at the fly-in. I had a very nice little restaurant in it with a very were delicious, and the shuttle vans were asked Don questions on several occasions cute, elderly lady with a nice Texas accent always available to take us to the hotel. San at the fly-in and he was always very helpful for a waitress. When Bill asked her to rec­ Antonio is a beautiful city. We took advan­ and informative. He was happy we stopped ommend something for dinner, she replied, tage of our hotel's location and walked the in to see him on our way home and he very "Well, ah guess that depends on whut y'all "Riverwalk" every night and enjoyed many proudly showed us his Gullwing Stinson he like." Bill thought he would try again when lovely dinners wishing for the company of had been unable to take to the fly-in, and a she came by to see if we wanted dessert. our wives and thinking about how much Bellanca Cruiseair he had just finished VINTAGE AIRPLANE 9 restoring. Very nice! Mt. Rushmore. Lo and behold, there were sense of humor as well. While on the sub­ Bill is thinking of nicknaming me "Tail the four Presidents heads sitting on the side ject, I think when two virtual strangers are Wind Travis;" he kept saying how unusual of the mountain. After some excellent pic­ together almost constantly for almost two it was to have a tail wind every day and tures of the site, we headed off to see the weeks, somebody is bound to get on some­ eventually we would have to pay the price. Crazy Horse monument and Devils Tower. body else's nerves. If I got on Bill's nerves Finally, a solution to the age old ques­ We never did see Devils Tower and are un­ (coughing, etc.), he never once let on. He tion "say type of aircraft." A very helpful certain if what we saw was the Crazy Horse was always the best trave ling companion controller at Denver Center, upon asking monument, but it was on to Casper, anyone could ask for (except for my wife). again what the identifier for a Stinson 108-2 Wyoming for fuel and what is that, a head His disposition blended well with mine and was, and us saying we didn 't know, said, wind? Yes, it 's time to pay the piper, I not only thoroughly enjoyed the entire "Just a minute, I have a great big magic 80-85 mph tops for groundspeed. Good trip, but I feel very lucky to now count Bill book and I' ll look it up for you." Bill thing for the planned extra fuel stops at as a good fri end. replied, "When you find out, let us know Casper, Wyoming and Rock Springs. High We finally landed at Burley, Idaho and because we would like to be able to tell density/altitude, high temperature and high once again were greeted by some very nice other controllers." He came back after a wind made for interesting landings and people at the FBO. They brought out the few minutes and sa id, "Are you a Voy­ takeoffs at Casper and Rock Springs, fuel truck, called and made reservations at ager?" We said, "Yes," and he said "Your Wyoming, but after the Grand Canyon, we a nice motel in town, and then drove a de­ identifier is ST-75." We thanked him and just took it in stride. cent courtesy car out to where N9842K wrote it on the panel of the airplane. After While flying over Big Bear Lake right was tied down . Then they recommended that we proudly told the other controllers on the Idaho-Utah border, which is a beau­ several nice places to eat in town . After what our identifier was. Too bad we fmally tifullooking place nestled in the mountains, checking into the motel , we took them up learned what it was about three-quarter of a friendly controller with not much to do at on their suggestion and had a great Chinese the way through the trip. Salt Lake Center carried on a nice conver­ dinner at "George K's" in Burley, Idaho. After refueling, we took a more northerly sation with us about our plane and hi s Piper The next morning found us anxious to route to Rapid City, South Dakota, aga in Clipper. He also verified a groundspeed of start what was to be the last leg home. After with a tail wind. I especially enjoyed the 74 knots. My only comment was "I didn't a nice breakfast at another recommended flight over South Dakota. The terrain was realize Wyoming was bigger than Texas! " place called "The Cube," we took off for fairly flat , but strewn with tree filled gul­ Bill said, "It's not, it's just slower!" I was Bums, Oregon via Boise, Idaho and 10 and lies. I could easily see where wagon trains constantly amazed during the trip at the behold, the tail wind was back. Upon land­ or cavalry troops could be camped a stone's way the wind updrafts and downdrafts ing in Bums, we were once again treated to throw from 2,000 Native Americans and would make us climb and descend. I can a courtesy car that made strange noises and never even know it. We decided to spend see why pilots get in trouble in IMC flying seemed to be mi ssi ng more than a few the night in Rapid City and see Mt. Rush­ by what they "feel." While at about 9,000 parts. [t did, however, provide transporta­ more, the Crazy Horse Memorial, and feet, I would hear the engine rpm pick up, tion into Bums for a nice lunch at a place possibly Devils Tower the next day before notice the nose pointing down, so I would called "Ye Old Castle." fl ying on to Billings, Montana. After a light come back on the throttle and notice we After lunch we climbed aboard N9842K dinner of appetizers and pie, we took a nice would still be climbing at about 1,000 feet for the last leg into Portland. A prearranged walk and retired for the night. per minute. At Big Bear Lake, while Bill arrival time of four p.m. had been agreed The next morning brought a differe nt was at the controls, he set the new altitude upon so that our wives, Linda (mine) and twist with the weather. After watching the record for us in N9842K by riding the ridge Mardee (Bill's), co uld be there for the Weather Channel and deciding on the route lift to over 12,000 feet. grand arrival. A ni ce fli ght, with that ever north, we ca ll ed for the courtesy van to Just outside Burley, Idaho we were at present tail wind, culminated with the ar­ take us to the airport. Upon arriving at the 7,000 feet and I could see the airport (field rival at th e initi al check-in point for airport, Bill discovered his jacket had inad­ elevation about 4,000 feet). I started our Troutdale Airport. The moment we had verte ntl y been left at the motel (when I descent with only a sma ll ridge between us been waiting for. Bill announced on the ra­ loaded up the van while Bill was getti ng and the airport. As we go t close to the dio, "Troutdale tower, Stinson 9842 Kilo our weather briefing). While Bill went back ridge, I noticed the "reverse" feeling. We HEA VY, at Crown Point inbound from to the motel, I "explored" the "DUATS" were in a "climbing" mode but we were San Antonio, Texas for a full stop land­ computer at the FBO and found that rain losing about 500 feet per minute. The ing ." Without missing a beat, tower and even some snow was on our planned "small" ridge was gradually getting larger. replied, "Roger, 42Ki lo HEAVY , make route north, whi le a more southerly route I came in with full throttle, pulled back on straight in for runway 25, cleared to land, through Wyoming seemed much better the yoke and we were still barely maintain­ and by the way, what's next, Oshkosh?" weather-wise. Although the southerly route ing altitude. A lot of options were available Bill replied that either that or a trip to the definitely contained more tall ridges, when to us (a 90 degree tum or ever a 180 degree North Pole might be in order, but we were Bill got back from the motel and called for tum), but it looked like we would clear the going to take a littl e break and think it another briefing, we agreed on the more ridge ok. Well, when we cleared the ridge over. After landing at exactly 3:59 p.m . southerly route. Meanwhile, the wind at by only what seemed like a couple of hun­ (one minute ahead of schedule) and greet­ Rapid City had picked up to about 30 mph. dred feet, [ told Bill to "pick up your feet! " ing our wives, taking pictures, unloading Taxiing out to the runway was very inter­ He rep lied, "[ had to ; I've got sagebrush and expressing gratitude to everyone for esting, to say the least. I'm wondering if between my toes!" their contributions, two well-worn travel­ it's worth having the wind aloft if I have to [ enjoyed very much having a flying ers found our way to our respective homes fight with it on the ground. Upon taking partner on this trip who not only had a to rest up and reminisce about our "Most off, we headed for what we assumed to be good sense of humor but appreciated my Excellent Adventure." .....

10 APRIL 1998 fromJETS toJENNYS

by DAVID FORTUNA

Just after the first World War, a new Those days are gone now and so are the data. Six months ofhard work was spent era in aviation had begun. Returning aircraft, except for a treasured few. Across assimilating the data. from the service were thousands of pilots the gently rolling countryside of Warren­ Working in a well equipped shop with who were restless and searching for new ton, Virginia, that nostalgic time has been several employees, the Wright B shows adventure. They quickly began buying up recaptured. On calm afternoons, an OX-5 excellent workmanship throughout. The the war surplus aircraft which were plenti­ can once again be heard as a gracefully engine is being made in the shop, while a ful and cheap. As gypsies of the air, their lumbering biplane slips over a carpet of radiator and wheels are currently being needs were simple and their possessions green. Through the untiring efforts of Ken sought after. few. The airplane, in essence, became Hyde, just such a piece of aviation history Hyde was impressed with the Wright their home. Across America they flew, has been painstakingly restored. brothers workmanship. They were skilled where a cow pasture became an airfield. In the quiet village of Airlie, Virginia craftsmen who showed a lot of ingenuity. Through their efforts, aviation was intro­ is a hangar with large "CURTISS" letters Their real fault lie in the fact that they duced to America. across the front. Nestled securely inside were unwilling to change. Much of their Of all the aircraft that helped foster is a Curtiss Jenny in pristine condition. time and energy was consumed in costly aviation, few contributed so much as the From jets to Jennys, Hyde has come full court battles on patent rights. Had they immortal Curtiss IN-4 Jenny. The Jenny circle in aviation. His aviation interest used this energy on aircraft design and proved ideal for these early pilots. Built grew from Manassas. He obtained his improvements, their impact on aviation of wood and fabric, the aircraft was slow private and commercial licenses from would have been much greater. and rugged. It wasn ' t what you would Charlie Kulp, internationally known as The original B Model was strong but call a beautiful aircraft- functional the "Flying Farmer." Hyde is currently a lightweight. The wing was a good exam­ would be more accurate. With large captain for American Airlines. ple. Uncovered, each wing panel weighs wings and a maze of flying wires, it re­ Hyde 's real passion seems to be in only 17 pounds. Hyde stated that even to­ sembled a flying bird cage. restoring old aircraft. He is currently day engineers would find it hard to Like other aircraft of the period, forced working on a Wright Model B. The Model duplicate such a feat. Using engines that landings were commonplace. But, due to A was accepted as a flying machine for averaged only 36 to 38 hp, light weight its slow landing speed and strong con­ the Army Signal Corps. Delivered at Fort was essential. struction, forced landings were taken in Myers, Virginia on June 28, 1909, it was Hyde was able to contact Glenn stride, often with little damage. On-the­ given the serial number one. Messer who actually learned to fly in the spot field repairs became commonplace. Hyde is reconstructing his 1910 Model B Model at the age of 15. Messer still re­ Some repairs were rather crude, such as B from photos and copying original parts. membered that the airplane flew well, but replacing a broken flying wire with one The only one in existence is owned by the he was always looking over his shoulder procured from a farmer's fence-but the Franklin Institute in Philadelphia, Penn­ at the chain drive which drove two Jenny flew on. sylvania, which provided much research counter-rotating propellers from a single

Ken Hyde's Curtiss IN-4 Jenny rests outside of Its hangar near Warrington, VA. engine. It turns out that Messer gave of problems was in the rubber hose used (3 Lindbergh fli ght instruction in the Jenny. on engine and radiator fittings . They were ffi Restoration of the Jenny was a lot made of pure gum rubber and didn't stand ~ more complex than the Wright Model B. up to the heat. Another problem was in ~ Much more work was required on forgings, the water pump packing, which leaked castings and weldments. Approximately water. With the water pump located over 12 ,000 hours was spent on restoration. the carburetor, a leak could quickly cause Hyde's interest in the Jenny came from an engine malfunction." his father, who's first ride and fly ing les­ The Jenny requires a lot of mainte­ son was m one. nance, much of it preventative. This is Hyde acquired the Jenny from Cole due largely to the single ignition system Palen. It wa s purchased by Palen in the and having a water-cooled engine which 1950s from the Garrison estate of has a lot of plumbing. Every hour of fly­ Scottsville, Virginia. Mr. Garrison had ing requires two to three hours of spun it in during the early 1920s and had maintenance. it stored since then. The aircraft was orig­ Hyde commented that the Jenny is a inally built in January of 1918 and good trainer; it flies about Cub speed, but delivered to the military in Montgomery, is heavier. It weighs 1,900 pounds and Alabama in the same year. It was then has only a 90 hp engine. The engine turns sold in July 1919 to the Danville Air­ 1,400 rpm, which is reason for the large, plane Company of Danville, Virginia, wide prop. Ken Hyde in the cockpit of the Jenny during EAA Oshkosh '87, when the it was chosen as the minus the engine. At that time the aircraft The Jenny does not handle very well Grand Champion Antique. had 174 hours on it. in a crosswind. Hyde explained, "You Hyde rebuilt the left lower wing and run out of aileron control with it and have They flew for thousands of hours and replaced the landing gear, center section to get the wing up. It wasn't designed for were very dependable. They trained an struts and longerons, and cross pieces in crosswind and gusty conditions. Back awful lot of pilots. The accident rate was front of the fuselage. The rest of the air­ then they used big fields . I limit cross­ only two and a half percent, the same as craft was repaired . The aircraft was winds to IS knots." in WW II aircraft. purchased without an engine, which Hyde He has never done aerobatics, as he "In keeping it all original, it's finished picked up from Trade-A-Plane. Hyde's explained, "A lot of the original wood is in Iri sh linen with no silver over the fab­ Jenny is 90 percent original, but he did still in the Jenny. I don 't like the idea of ric. Without this UV A protection, the use modem pi stons, valves and bearings, doing aerobatics with wood from 1918." fabric deteriorates quickly if left exposed making the engine more reliable. Hyde Hyde only does three or four air shows to sunlight." explained that modern valves have a a year with the Jenny, due to the lack of He goes on, "The Jenny taught guys to thicker lip and dissipate heat better than time. He flew it to Oshkosh in 1987 and fly in the war, then they brought aviation the original ones, which were of bad de­ 1989, and won Grand Champion Antique to the public after the war. Just before sign and quality compared to the at the 1987 Convention. He stated, "You and after WW I, there was a huge gap in materials now avai lable. need to pick your da ys and take your aviation; few people saw an aircraft. The OX-5 engine had a reputation of time. It's hard to find grass runways (the Then in the late I920s and ' 30s, the IN-4 being unreliable. This came from the way Jenny has a tail skid); west of Ohio they introduced people to aviation. They were in which it was operated and the attitudes preserve them, but not in the east." He available and cheap, a good aircraft for of the mechanics. Hyde related, "Me­ prefers runways 75 to I00 feet wide and barnstorming. Later aircraft came out chanics did little preventive maintenance; 1200 feet long. He has operated out of with a two-place front cockpit and the they just wanted to keep it running. Gaso­ 600 feet, but that's not comfortable. Jenny couldn't compete against them in line used back then was not fi ltered as His Jenny has been featured in making money. well and contained impurities. One source several programs. In 1986- '87, National "At Oshkosh, people would walk up to Geographic did a you with a tear in their eye as they saw the program, "Treasures Jenny. It brought back a lot of memories. from the Past" fea­ "The Jenny is a very historic and valu­ turing hi s airplane. able aircraft, but it is hard to pl ace a It was also used in dollar value on them. After WW I a nice an EAA documen­ Jenny could be bought with instruction tary on Jennys "Its for $300.00. A new one sti ll in the box Gotta Be A Jenny!" only cost $600.00 to $700.00." and in a Young Ea­ In just a few decades , av iation ha s gles program with taken giant strides. From the first short Cliff Robertson. hopes in frail aircraft, to traveling into Hyde believes it outer space, the IN-4 ha s contributed is best to keep the much and has earned itself a lasting place Jenny the way it in aviation history. originally was. He Thanks to men like Ken Hyde, future remarked, "It's hard generations will be able to see that part of to improve on it. history come alive. ...

12 APRIL 1998 Jim Koepnick

Thirty-eightYears in the (Re)Making- Joe Deruytter's CULVER CADET

by NORM PETERSEN

eldom does the world of antique air­ its lineage, the Culver Cadet has to be for long term protection. Wooden ailerons Splanes get invited to look at the quite an airplane - a special, all-wood, with fabric covering were next on Mr. results of a man's 38-year effort at per­ retractable geared, machine. Lee's work program. fection. However, that "once in a blue Our subject airplane was built in 1941, The wooden fu selage was the next moon" opportunity came about at the before the war (that's about six wars item which required Robert Lee's atten­ 1997 Sun 'n Fun Fly-In at Lakeland, FL, back!) and managed to accumulate about tion. The spruce longerons and many when Joe Deruytter (EAA 449094, AIC 600 hours of flight time before it was plywood gussets were all rebuilt from 26742) of Lake Placid, FL, flew his damaged in an accident and put into stor­ scratch and the final covering was done bright yellow 1941 Culver LF A Cadet, age. In 1952, a Culver enthusiast named in thin plywood. Again, Mr. Lee 's fan­ N37828, SIN 328, to the big fly-in. In the Robert E. Lee, bought the remains of the tastic woodworking ability is most brilliant Florida sunshine, it was hard to Culver and eventually moved it to evident in the reconstruction. All joints miss such a brightly colored speedster. Prescott, AZ, in 1964 where he began the are tight and the gluelines are straight. The Culver Cadet sprung from the 38-year restoration project. The tail surfaces were completely rebuilt fertile mind of designer, Al Mooney, A man of exceptional woodworking of spruce and plywood and finished off who has left quite a legacy in high-speed, ability, Robert Lee completely rebuilt the with fabric over the plywood. efficient airplanes! To add to the mys­ beautifully shaped eliptical wing which Perhaps the crowning achievement of tique, the manager of the factory that features three tiny leading edge slots for­ Robert Lee was his ability to make brand built the Culver Cadet in Witchita, KS, ward of each aileron. The wing is entirely new doors (the original ones were lost) was a gentleman named Walter Beech. cantilever with no external bracing, fin­ for the Cadet and then carefully fit them Sound familiar? With names like these in ished in plywood with fabric over the ply to where they close like a bank vault! VINTAGE AIRPLANE 13 Jim Koepnick This is norm all y unheard of in Cu lver main landing gear fairings, however, Along the taillfuselage junctures, circles. From the factory they were noto­ these were not included in the airpl anes Robert was able to fabricate the most in­ riously poor fitting and leaked air, water that were sold to the public. Somehow, tricate fairing strips imagineable that fit and small bugs . However, N37828, has Robert was able to duplicate these fa irings like the proverbial glove. Each piece is the most beautiful doors you have ever plus add a wheel fairing on each side. The delicately fitted until it is perfect and re­ seen and they work like a charm - with result was that the entire landing gear, (1st Picture Below) One almost needs dark glass­ no leaks! Now we are beginning to see including wheels and brakes, was cov­ es to view this englne compartment! This may be how Robert Lee cou ld spend so many ere d wit h aluminum fai rin gs. When one of the lowest time Franklin engines you will years in the rebuild. combined with sq ueaky clean wheel ever see. The STC'd alternator is visible on the rear accessory case. Robert Lee's work is most Itwas in the area of metal fairings we ll s, the entire bottom side of the air­ evident in this photo. that Robert Lee absolutely outdid him­ plane caused the judges to shake their self. The original Culver Cadet had factory heads in utter amazement. (2nd Picture Below) Straight forward and func­ tional instrument panel is richly woodgrained and Aft fuselage detailing is so typical of Robert Lee's These landing gear fairings are Robert Lee's trade­ even features a glove compartment. The gear workmanship. Take a look at the original Grimes mark, lovingly fabricated and functional as can be. retraction wheel is right between the two seats tail light with white lens, and the sharp aft fuse­ From this angle you can see the inside wheel cov­ and requires two hands to operate! (You hold the lage fairing that moves with the elevator. ers that meet the landing gear fairings to enclose stick with your knees to bring up the gear.) the entire gear on retraction.

14 APRIL 1998 flects many hours of dedicated work. Up front in the nose section, a small miracle took place. During the many years of restoration, Robert was on the lookout for a good 90 hp Franklin en­ gine to power the Cadet. Perhaps his most fort unate day was when he lo­ cated a person with four surplus 90 hp Franklin engines - brand new in the factory cosmoline! Needless to say, a quick purchase was made and the

brand new engine was cleaned up and Coming almost directly at you is Joe Deruytter in his brightly painted Culver Cadet. Jim Koepnick readied for installation. Again, all an­ cillary connections and hook-ups were doing the Annuallnspection once a year. Lively said, "If you want to buy a Culver also brought up to new standards in­ In 1990, the Cadet was sold to Joe Lively Cadet, why don't you buy mine?" Right cluding polished aluminum baffles and of nearby Skull Valley, AZ, another Cul­ then and there, the fun began. chrome plated va lve covers. Believe ver Cadet aficianado. Joe fl ew the Cadet Pictures were exchanged, details were me when I say this is a sharp looking to the 1990 AAA Cactus Fly-In at Casa discussed and negotiations we re com­ engine compartment. Grande, AZ, and ran off with the Grand menced. It wasn't long before Joe An entire new cowling was fash­ Champion award! Deruytter was on hi s way to Prescott, ioned from many parts and pieces of Joe Li vely enjoyed the Culver Cadet, AZ, to fly a beautiful ye llow Culver aluminum. The compound curved lower flying it so me 175 hours over the next Cadet home to Florida. Joe liked what he cowl alone was made from 33 pieces six years, cruising along at 120 to 130 saw and admits he was taken aback by of aluminum, each one curved and mph at about 4 gph. the beauty of the workmanship on the welded to the next, with the final fin­ About this time (1996), Joe Deruytter, Cadet. The engine ran we ll and Joe ishing removing all traces of welding. of Lake Placid, FL , came across an ad Lively carefuly checked him out, adding The dual engine exhaust exits on both for a Culver Cadet that was for sale in many wise words of experience. "Watch sides of the lower cowl, the absence of Arizona. Always on the lookout for one the directional stability on rollout so it mufflers being quite noticeable to any­ of his favorite airplanes, Joe had his sis­ doesn't get away from you. It 's quick!" one standing nearby when it starts up. A ter in Arizona go and take a good look at he said. Joe Deruytter listened carefully, new Sensenich wooden propeller adorns the airplane. She reported back that the noted all the details and headed east. th e end of the crankshaft with a neat tires were flat, the airplane looked to be The first day's flight ended at Amarillo, pointed spinner adding the fmal touch. in poor condition and the engine condi­ TX, where the airport manager pushed By 1984, Robert Lee had completed tion was unknown. Joe Deruytter then the Culver under a shade roof- only to his masterful job of reconstruction and contacted the Culver Club, who put him bang the wing trailing edges into two he managed to fly the cute little speed­ in touch with Joe Lively to have a second posts! The manager fe lt terrible about ster some 16 hours. However, Robert's opinion on the sadly rundown Cadet. Joe the damage and the next day saw to it heath was failing and during the next six years, the Culver was only run by the IA A polished aluminum spinner adoms the neat wood Sensenlch propeller on the nose of t he Culver. Both exhaust pipes have their own fairing while the rectangular engine air Intake has a filter Installed. Not e small cross-sectional dimensions of the airplane, another aid In the speed department. H.G. Frautschy

VINTAGE AIRPLANE 15 The rear view really shows how AI r::""------~ Mooney put the wing, fuselage and tall feathers all together to form the distinctive lines of the Culver Cadet. Note how the eleva­ tor Is entirely behind the rudder. Look at how beautifully the doors fit that were built by Robert Lee! that they were fixed up and ready to resume the flight east. Joe took off, only to catch up with a front that was ahead of him. He spent three days waiting in Shawnee, OK, which was followed by three very quiet days in Paris , AR, where he was treated like a king. The only pay the man would accept at Paris was a high speed pass over the runway on departure! Joe delightfully obliged. A one day stop in Al­ abama and then it was on to Lake Placid, FL. The H.G. Frautschy Culver cruises at an easy 120 mph on Swanville, MN, just down the just over 4 gallons per hour. Joe says it is road from Lindbergh's home fun to fly and only needs two fingers on town of Little Falls, MN, ran the stick. He did note it was sometimes the Harley-Davidson dealer­ hard to keep it straight on landings, but ship in Ft. Lauderdale, FL, for the brakes seemed to help. Sometimes a twenty-five years. In 1990, sharp turn at the end of the runway would they turned the business over cause difficulty. He would get out of the to their son, and retired. Joe airplane, lift the tail around and then pro­ took up with his aviation ceed. Enlisting the help of his mechanic, hobby again, owning several they checked the tailwheel, the rudder airplanes including a mint and steering mechanism. To their sur­ Luscombe Model II Sedan. prise, the found the rudder was moving When the Culver Cadet en­ @ld? left-right only two inches! Looking fur­ tered the picture, Joe was ther, they found the main rudder post completely enamored with the Mr. Joe Deruytter, Culver aficianado and retired Hartey dealer. was completely frozen in a long bronze cute little speedster. The old bushing hidden in the tail. (It is sus­ Genave 360 radio, which had been in­ done solo and Joe gets a kick out of the pected the airplane was flown for nearly stalled behind the seat because of its crowds that the airplane draws every­ 200 hours with the rudder frozen in place length, was replace with a German-made where he takes it. - all without damage to the aircraft!) Becker 760 channel radio that is only 7 At Sun 'n Fun '97, the Culver ran off Using a large hydraulic press, they inches long and will fit in the panel. It also with the Best Antique Monoplane award were able to break the rudder post free of includes a two station intercom for talking and Joe was well pleased. He has flown the bushing, clean both parts, install a in the cockpit during flight. A transponder the Cadet about 100 hours to date, so the Zerk grease fitting and reassemble the and encoder were also intalled. Out front, engine has about 320 hours since entire tail unit. Now the rudder easily the old Dodge car generator on the engine new and the airframe has about 920 hours swings through its normal arc and the was replaced with a new lightweight since new- truly a low-time antique Culver is a pussycat on ground handling. STC'd alternator. (The engine starter is airplane. identical to a Dodge car starter.) Joe Deruytter grew up in Sioux Falls, A very special congratulations to Joe SO, and soloed an Aeronca Champ in Joe admits all this custominzing adds Deruytter and his beautiful Culver Cadet 1947 at age 18. After five years in the a certain amount of weight and the empty which he has continued to improve. We all military, he fini shed his license on the weight of the Culver is 950 Ibs., notice­ know that the late Robert E. Lee, who put Korean GJ. Bill. Eventually, Joe and his ab ly above the factory original of 720 his heart and soul into the airplane over a lovely wife, Irene, who grew up in pounds. However, most of his flying is period of38 years, is up there smiling...

16 APRIL 1998 Stan Dollen Discovers the joys of Open Cockpit Flying by H.G. FRAUTSCHY

Never underestimate what the love attitude had suffered a hit as well. Both did flying rubber-powered stick and tis­ of a woman can do for a man. When Sheree and Stan knew he needed to be sue jobs. But as he matured and started speaking with Stan Dollen (EAA 553718, looking towards new goals, and Sheree working to earn a living, he never gave Ale 27556) of Windermere, FL about thought back to all of the things that in­ a second thought to flying full size air­ his wife Sheree, he'll be the first to tell terested him throughout the years. planes. "Just too expensive," he thought, you that the Meyers OTW he is proud Powerboats, sailboats, motorcycling without really ever exploring the real to fly came about after his wife encour­ and the like had all been explored at costs involved. aged him to learn to fly. Why wou ld one time or another, but what else got One day during his convalescence she have done that? Because Stan his motor running? He knew one thing­ from the surgery following the accident needed the encouragement after a life­ it wasn't motorcycles any more. The (he lost his left leg below the knee as a altering experience. bikes didn't cause him any worry, but a result of the car/motorcycle crash), Stan Stan Dollen has long been a me­ drunken auto driver sure did. heard a light plane fly overhead and casu­ chanical fellow. As a young man, he Stan had a lot of fun as a four- or ally remarked how nice it must be to fly. really enjoyed the feeling of being on five-year-old youngster building pretend Sheree picked up on his attitude the open road riding a motorcycle. All airplanes that were hammered together right away. She recalled the joy he had that ended one day when a drunken dri­ out of scrap wood. He says there was a felt when he spoke of his earlier times, ver slammed into Stan and his bike, lot of parachute throwing off of the bal­ and while she really didn't know how crushing his left leg. cony, too. Later, as he grew, flying gas strongly he felt about aviation, Sheree Seeing her husband so physically in­ powered free flight model airplanes encouraged him by saying, "Why don't jured was jarring enough, but his kept his growing mind entertained, as you take flying lessons?"

VINTAGE AIRPLANE 17 "Yeah, yeah, sure," was Stan's pessimistic reply. All he could think about at the time was the pain in his leg and in his pinned together hip. And besides, he remembers thinking, "Don't you have to have perfect eyesight, too?" At that time, he was the furthest from a perfect human specimen he could think of, and his wife was telling him to go fly . "Heck, I can't even walk right now," probably crossed his mind as well. But Sheree saw something in hi s response to that airplane engine sound, and she called around to check and see if it was possible. Thankfully, the people who she talked to were very encouraging (is­ n't that why we stick around this avocation?) and simply pointed out misconceptions one at a time. Expen­ there were all sorts of levels to explore that many had done it before, and as far sive? Compared to what? Power when it came to airplane capabilities. as the FAA was concerned, all he had boating? Sailing? Cruising bikes, motor The eyesight question was easily to do was demonstrate his ability, and homes? Just like any recreational activ­ handled, in the same way the tens of he could earn his pilot's wings. ity, it took more cash to get started and thousands of pilots who wear glasses or Sheree and Stan picked off his prior get beyond the learning curve, and contact lenses do - by passing an eye

18 APRIL 1998 Built as SIN 49 out of 102 built, NC34304 was restored In the shops of Ross Aviation In Minden, NV before Bill's untimely death. Stan bought airplane as his first open cockpit biplane. exam, one hardly more difficult than time to jump in and get used to the cruising speed as well as good cross­ the test they'd been getting from their water! country range, he looked at a eye doctor for years. Starting his basic training in a Comanche 250. The low wing speed­ But the handicap. HOW? Cessna 150, Stan found that he had ster with four seats was just right to fly The clutch on a Corvette gave him enough strength and control to operate up to a summer home he and Sheree so much trouble that he couldn' t drive the left brake pedal and apply the brake had just bought on Beaver Island, MI one using his left leg, so how was he on that side. Initially, he didn't plan on (up at the north end of Lake Michigan, going to handle an airplane's rudder buying an airplane real early on in the west of the Mackinac straits). Stan's a pedals? Everyone he and Sheree talked program, but Sheree suggest they native Michigander, and he decided to to said it could be done, so he decided should at least go look at one. move to Florida as soon as he could to just give it a shot. He couldn't really Once again, he heeded some sound when he was younger, after getting fed think of any more reasons he couldn't. advice. He'd been told that often, peo­ up with snow and cold. There he met When Sheree took him out to the air­ ple tended to underbuy their first Sheree and they were married. A trip to port one sunny Sunday afternoon, he airplane, buying an airplane that lacked Michigan did it for Sheree- she fell in decided to start right away- no demo, the capabilities they were really want­ love with northern Michigan, and no toe dipped in to see if he'd like it. It ing. Wanting an airplane with a decent searched for some time before finding property on the island. At least Stan The only change Stan had to make to make his cockpit controls to accommodate his handicap Is the doesn't have to go in the winter! addition of a handbrake lever to the control stick to actuate the left brake. ARNOLD GREENWELL Continuing his pilot's training, he completed the work towards his license in the Comanche. The toe brakes in his Comanche have not presented any in­ smmountable challenges for him at all. For a few years, Stan and Sheree en­ joyed the Comanche, but, well, we all know how the next step goes. A going­ places machine is great, but how about something with a little more pizzazz? A little more ramp appeal. A crowd gatherer at the fuel pumps. Something that took more of a challenge. A ride in a Pitts was a real hoot, and the open cockpit was really great. While on vacation, they were watching some two-place ultralights cruise up and down a Venezuelan beach. That looked like a lot offun, so Stan decided to go for a ride. That iced it. He had to

VINTAGE AIRPLANE 19 fly it home. Handicap or no handicap, Stan knew he didn ' t have the back­ ground he needed to fly the OTW. There would be plenty of time left for that later, after the OTW was home. But he couldn't let an adventure like that pass him buy, so he rigged up a block of wood on the left pedal so he had some brake control, and headed off from Minden with his tail wheel competent co-pilot

JIM KOEPNICK towards Florida. Once home, Stan and have something with an open cockpit! plane's restoration, it was assembled tail wheel CFI Richard Billton, Yustus, One of his early flight instructors from all new, zero-time parts. FL, got to work and brought the Co­ heard he was looking for something with The OTW was a good choice as a manche pilot up to speed on the an open cockpit, and showed him a pic­ first open cockpit biplane. Designed by vagaries of flying a lightly loaded bi­ ture ofa Meyers OTW. Up to that point Al Meyers as a primary trainer, it saw plane with a feather bed soft landing in time, he'd never even heard of one. its heyday in the Civilian Pilot Training gear. With over 130 hours in his log­ Why would he have? But as soon as he Program CPTP during WW II. 102 book in the OTW since he purchased it, saw it, he knew that was what he wanted. OTW's were built, the last, SIN 102 be­ Stan's just now beginning to feel com­ A trip to Sun 'n Fun was spent look­ ing built by Pard Diver at Meyers fortable with it. ing for an OTW, but you don't always Aircraft as the special mount of A l One reason it has become a bit more find what you're looking for, even at as Meyers himself. It remained there until comfortable to fly is the brake modifi­ large an EAA fly-in as Sun 'n Fun . it was donated to the EAA Aircraft cation added to the left brake system. Later, Sheree had a nephew getting Foundation, where it was displayed and Si nce the brakes are cable actuated, a married in Sacramento, CA. That flown at EAA's Pioneer Airport. After a simple addi ti on was made to pull on worked out great for Stan- Minden, landing accident, it was lovingly restored the left brake cable - a motorcycle style NY was only about 5 hours down the by members of EAA Chapters 159 and hand brake lever is added to the control road from there, and an OTW was there 1093 with assistance from Keith Diver, stick, so Stan can add a left brake with waiting for him to check out. He fig­ Pard's son. It is now on display in the his control grip hand whenever he ured he could pop on down for a look EAA Air Adventure Museum in Oshkosh. needs to do it. at an OTW down there. No harm in The restoration of that OTW is a story looking, right? that will have to be told another day. Whatever it takes. That's how Stan When he came back to Sacramento But how was Stan going to get it Dollen approaches his life and his avo­ to tell Sheree he had put a deposit down home? By fully understanding his cur­ cation. The help and support of a bright, on the biplane, Sheree wasn't sure what rent limitations and having someone shining woman sure doesn't hurt either. she had wrought a few years earlier. who was an experienced tail wheel pilot Thanks, Sheree! ... She made him take her back down to Minden to look at the OTW. Stan JIM KOEPNICK says she didn' t ever say yes, but she didn't say no either, so he figured he was okay. He was right! This OTW, SIN 49, NC34304, was restored by Ross Aviation, the com­ pany owned by the late Bill Ross (of P-38 fame in the mid-1970s). Al Meyers test flew the airplane on June 2 1, 1941 . This example is powered by a 165 hp Warner, and a low time Warner at that. At the time of the air-

The OTW's construction was an all wood wing structure, and a steel tube frame forward fuse­ lage covered In sheet aluminum. The fuselage aft of the cockpit Is a full monocoque aluminum structure, with a full aluminum fln and rudder, and a welded steel tubular horizontal tall. Early models featured aluminum covered ailerons, with the later versions having theirs fabric covered. 20 APRIL 1998 The Bendix (Stromberg) NA-S3Carb

by H.G. FRAUTSCHY

The above mentioned engines are fitted parts. After all, would you put a 30 year with Bendix NA-S-3 type carburetors old tire on your car? Since Bendix made which have been subject to two Service those parts, they have sold the Stromberg Bulletins pertaining to the float needles carburetor line to Precision Airmotive of and the float needle seats. The first Bul­ Everett, WA . Precision has never made letin is Bendix Aircraft Carburetor Service the rubber tipped needle. Bulletin #71 issued in April 1945. It points If the valves claim to be of new manu­ out that a sharp-edged needle seat is to be facture, Bendix, nor Precision, has any used with all steel needles and a round knowledge of them, and unless they are edged seat is to be used with synthetic manufactured under a heretofore unknown rubber tipped needles. PMA, no one knows the type of synthetic NOTE: The manufacturing rights to Bendix Service Bulletin ACSB-84, rubber used and its compatibility with ei­ the Bendix-Stromberg line ofcarburetors revised July 15, 1972, refers to the replace­ ther 100LL avgas or autogas. is now owned by Precision Airmotive, ment of the float needle valve with the NOTE: ALCOHOL IS NOT COMPATI­ Everett, WA. Any questions, or comments synthetic rubber tip. The reason for the BLE WITH MATERIALS IN PRESENT regarding Bendix service bulletins or ser­ Bulletin, which was issued initially in June AIRCRAFT FUEL SYSTEMS. DO NOT USE vice parts should be directed to Precision. of 1964, is "to provide a float needle made GASOLINE CONTAINING ALCOHOL. AUTO They can be reached at 415/353-8181. ofDelrin, an ivory colored plastic, in lieu FUEL CONTAINING ALCOHOL IS NOT AN of the rubber tipped stainless steel needle." APPROVED FUEL UNDER EAA 'S STC. Antique/Classic Member Bob Hollen­ The material change was made to remove baugh was kind enough to point out that the rubber age control requirement, reduce Another reason to question the authen­ there is still some confusion regarding the cost and provide an improved service life ticity of these rubber tipped needles is the change of the needle and seat used in the material. The reason for the revision in question regarding the selling price of Bendix NA-S3 series of carbs that are so July 1972 was listed as "to add instructions these valves. 30 years ago, the valves sold common on Continental A-65 through for float lever weight," and to add seat part for $35.00, and in the mid-1980s they were C-90 engines. Specifically, there is a re­ number under application. Delrin valves being retailed in the $14.00 price range. quirement for a slight modification to be are a direct replacement of the neoprene If you have been operating successfully made to the float lever when the Delrin tipped valves and require no seat change if with 100LL avgas (we're not taking into needle is installed. the condition of the seat is satisfactory. account the lead fouling issue in this state­ When you buy the EAA Auto Fuel As was indicated in the November 1983 ment) or autogas, the need for changing STC, included in the package of data you edition of Hotline in EAA's Sport Aviation parts is not indicated. When you do over­ receive from EAA is a letter detailing field magazine, the Bendix carburetor alert ad­ haul the carb and the float needle and/or experience regarding those needles. Basi­ vised that the neoprene tipped needles had seat require attention, the safe and conser­ cally, here's what we know. not been manufactured by Bendix for more vative way to go is to change to a Delrin We have had an incident reported to us than 20 years. (Now over 30 years!) Ben­ valve in accordance with Bendix (Preci­ involving a Cessna 120 which had a new dix advised EAA that the neoprene sion Airmotive) Service Bulletin 84, carburetor float needle installed in 1983 . material used on those valves were of a revised July 15 , 1972. However, the needle used was the obsolete higher grade than the material used in their As pointed out by Bob Hollenbaugh, the part with the neoprene rubber tip. The automobile carburetors and they should not Service Bulletin for the Delrin needle (PIN swelling of the tip eventually increased to be affected by the higher aromatic fuels 2523047, listed at $83.86 as of3/16/98) re­ the point where the fuel /air mixture sup­ such as 100 LL avgas or approved automo­ quires that a weight be added to the float plied to the engine was too lean to operate. bile gasoline. They also highly recommend lever. The S.B. states that any of the seats One ofthe dangers is that a continual lean­ the use of the new Delrin valve. may be used. Service experience has shown ing can be taking place without knowledge From trustworthy suppliers, only the the seat PIN 383911 works the best. If your of the operator. This could lead to engine Delrin needle is available at time, and is carb had the neoprene or Delrin needle in damage from excessively lean operation. the only needle produced since the early the past, the seat does not have to be re­ Checking with a carburetor overhaul shop 1960's. Neoprene rubber tipped needles placed, but if the stainless steel needle was reveals that this had been a long standing that may still be found occasionally must installed, and a sharp edge seat is installed and continuing occurrence prior to the ap­ be viewed with skepticism even if they are and is damaged, it must be replaced. proval of autogas. certified by the vendor as genuine Bendix - Continued on page 32­ VINTAGE AIRPLANE 21 WHAT OUR MEMBERS ARE RESTORIl'IG by Norm Petersen

MARK WADE'S GRAND CHAMPION AERONCA SUPER CIDEF

These photos ofthe Grand Cham­ pion Antique at the 1997 Southwest Regional EAA Fly-In at Kerrville, TX, were sent in by owner Mark Wade (EAA 203592, NC 12010) of Mesquite , TX. The airplane is a 1941 Aeronca 65LB Super Chief, NC36692, SIN Ll7501, powered with a Lycoming 0-145 engine of 65 hp . Mark reports the Aeronca IiiR~~! was purchased from a salvage dealer in 1984 and totally restored over a period of years. Many parts and pieces were remanufactured from blue­ suits are quite striking and caught the prints supplied by John Houser, a retired judge's eye at Kerrville. service engineer with Aeronca. The air­ Mark reports the Super Chief cruises frame was finished with epoxy chromate at 93 mph at 2450 rpm and the empty before being covered with the Stits process weight of the airplane is 752 Ibs. It has using HS-90X fabric and Polydope. All been confirmed that this particular coats were progressively sanded with the Aeronca served with the Civil Air Patrol Mark Wade and family for restoring a re­ fmal coat finished with rubbing compound during WW II and the Wades are now markable airplane and running off with for that hand rubbed finish-which was a trying to document the exact areas in the Grand Champion Award at Kerrville factory option at 35% extra cost. The re- which it served. Special congratulations to against some strong competitors.

GOLDEN OLDIE-WACO YKS-7 ON FLOATS

This photo from the late 1930's ofa bright red Waco YKS-7, NC17463, SIN 4607, mounted on a set of Edo 3430 floats, was sent in by Holland "Dutch" Redfield of Cutchogue, NY , who flew this airplane commercially in upstate New York in the late 1930's. Powered with a Jacobs L-4 en­ gine, the Waco featured doors on each side of the fuselage for float use and the extra long rudder and ventral fin for stability on floats. Note the Grimes taillight on the top of the rudder and the fact that the water rud­ ders are down for slow speed maneuvering. Holland Redfield went on to become a Boe­ ing 747 check pilot for Pan Am.

22 APRil 1998 --­ --­--­ ___---""1

BOB REICHEL'S AERONCA CHIEF

(Above) This recently completed Aeronca Chief, N86115, SIN 11AC-546, is the pride and joy of Bob Reichel (EAA 402136) of Madison Lake, MN. Com­ pletely rebuilt over quite a span of time, the Chief features doors with clear Lexan windows that are PETE BRUCATO'S STINSON 108-1 ON SKIS hinged at the top to swing up out of the way. This makes entrance and exits noticeably easier for pilot (Above) This photo ofa very nice Stinson 108-1, N8874K, SIN and passenger (also very handy when mounted on 108-1874, mounted on a set of Federal A-2500 skis was sent in by floats) . The propeller appears to be a brand new owner, Pete Brucato (EAA 224457, Sensenich mounted AlC 14719) of Kensington, NH. Peter ....------­--, on the business end reports the ski flying conditions have of an A65-8 Conti­ not been the best these past two years, nental. Congrats to however, on January II, 1998, he was Bob on a dandy able to make ten takeoffs and landings restoration. The with the four-place Stinson. Note that photo was con­ he is using a tailski, which really helps tributed by Floyd in the smooth ride department. Backstrom of Mankato, MN.

A SENIOR PIETENPOL WITH A front seat passenger, 94-year-old Ray SENIOR PILOT Hegy of Marfa, Texas. Powered with a Model A Ford engine, the RudolfPieten­ (Above right) These photos of the late pol has recently been totally rebuilt by Allen Rudolfs Pietenpol, NX13691, were volunteers working at Oshkosh and Brod­ sent in by Tom Hegy of Hartford, WI. It head and is a prime example ofthe original has attended more EAA conventions than Pietenpol Air Camper. Ray Hegy is the any other airplane, and is being flown at "Iii' 01' prop maker" from Marfa, TX, Brodhead, WI, by Ted Davis, with a noted who has built Hegy propellers for years.

PIPER SUPER CUB IN SOUTH AFRICA

This photo of a Piper PA-18A-150 Super Cub, registered ZS-NEA, SIN 18-1798, was presented to us by the owner, Chris Amstutz (EAA 262459) ofVryheid, Natal, South Africa. Chris was in Oshkosh to attend the Adult Air Academy when he handed us this photo, ex­ plaining that the four people in front of the Super Cub were tea pickers, ready to pick tea leaves in the field behind. Chris has owned the Super Cub for many years and has flown it many hundreds of hours around South Africa. It was such a pleasure to make his acquain­ tance at Oshkosh and we wish him the very best with the pretty red and white PA-18 with the South African registration.

VINTAGE AIRPLANE 23 PaSSitto Buel{

Scud Running is a "Thing of the past! " you and then they'll get your number. I agree with him, completely! We flew on The embarrassment of having to explain skis this winter here in northern Illinois. away the letter you can and will get from the Most of the flying was 500 feet or so, and we FAA is no fun, and neither is the risk of find­ had a lot of fun . On thing became quite no­ ing one of these new unchartered TOWERS ticeable , though, and that is the sudden unexpectedly in yo ur way. Maybe not the proliferation ofTOWERS around here. tower either, but one of the guy wires. At the Vintage Aero Club meeting Sun­ Not the way, guys and gals. Maybe Flight by E.E. "Buck" Hilbert day, a conversation tinged with alarm at just Service is overly cautious on little airplanes EM #21 NC #5 how many of these towers are cropping up and VFR flying. We have all experienced a P.O. Box 424, Union, IL 60180 around here was a big topic. There was a lot dark and dire forecast that was busted wide of gnashing of teeth and bewilderment as to open or was overly pessimistic, but keep just what could be done about it. All came your cool and if you can't do it VFR, stay on I'm very fortunate in that I ge t many of away with a resigned attitude, and maybe the nice comfortable ground, take up Gin the Type Club newsletters. At times I feel a rightfully so. Rummy, or read a good book. (Vintage Air­ little guilty - the effort that goes into these FCC is issuing permits without any notifi­ plane?) There is always another day! newsletters, the expense of mailing and the cation to FAA or any interested or concerned On to the letters: wealth of technical and practical operating parties. Seems like the tower people just find information is astounding. I can't say enough a high piece of ground, offer the owner a siz­ Dear Buck, in praise of the newsletter editors and their able rental dollar and throw up a tower before The note about the "Gooney Bird" stories efforts to keep their "Types" flying. anyone notices. in your recent column jogged my poor mem­ Once in a while, though, a gem of infor­ What can we do? I sure don't have the an­ ory, so I dug into my aeronautical library and mation comes along that really turns me on. swer, but I'm sure going to be a lot more retrieved my copy of "Grand Old Lady" On the other hand, sometimes there is some­ wary and cautious flying these days. That old which was co-authored by Lt. Cols. Carroll thing in a newsletter that makes me cringe. way of jumping up to 400 feet and dead reck­ V. Glines, Ir. And Wendell F. Moseley. This Charlie Nelson of the International Swift oning with an occasional glimpse of the book contains accounts of incidents which Association just turned me on. He writes ground is GONE! GONE forever, I'm afraid. are quite similar to the one you related, so I about Scud Running. Pay real close attention to the minimum safe am enclosing copies for you. "We do hereby declare all Scud Running altitudes, and REPORT all uncharted TOW­ I flew the C-47 for about eight years be­ tickets to be canceled, null and void, no longer ERS to the map makers, your friends and all ginning in June 1952 at Brookley AFB, usable," he writes. And then he goes on to cite who should be aware. Mobile, Alabama and later at Albrook in the a few instances where he's ridden with folks Then today comes Skip Carden's Coupe Canal Zone. I flew the VC-47A, C-47D, VC­ who did the "Scud Run" and made it despite Capers. "Skip" puts out the Cessna 150-152 47D and C-47E. The very rare E models scaring the wits out of the passengers, reading Newsletter as well as this Ercoupe Owners were equipped with the P&W R-2000-9 with highway signs en route and otherwise engag­ Club monthly. He does a great job. His mem­ two speed blowers as used on the C-54, and ing in the worst possible way to get there. bership would do real well to absorb all the were primarily for use at the high altitude Charlie then implores people to LOOK really good information he puts out. places such as Bogota, Quito and LaPaz and SEE how many towers , TALL TOW­ This February 1998 issue has in it a reprint (13,400 feet). 1 have seen density altitudes ERS to be exact, that are popping up all over from the "Super Cub" Newsletter. The title, approaching 16,000 feet at this place and the the area. They are coming so fast that the VFR NOT RECOMMENDED. This is rec­ runway was unpaved at that time, so you charts can't keep up with them. After all , a ommended reading, a perfect example of know we couldn't haul much out of there. publishing schedule of every 156 days just HOW NOT TO FLY! The author has gotten The C-54 was my primary aircraft during can't catch up, let alone forecast where and away with Scud Running for many years and those years, but in addition to the C-47s, I how many. He cites a Chattanooga area news gives the excuse that he is a lot safer in mar­ also flew the Convair which was the personal publication as stating that between 60 and ginal VFR with his Super Cub because of its VIP aircraft for the Air Force Commander. 100 NEW towers will be built within the next slow speed and his ability to fly 20 feet We initially had an A model (240) which year! Most of these range in height from 400 above a road with assurance be can turn was later replaced with a C-131 D. This was to 2000 feet. Many are unlighted! around anytime. WOW! an off the shelf executive 340 which the Air He further states that missing towers is Don't try that around here. Many of our Force didn't manage to screw up with a lot of similar to being a fighter pilot. There are no State Troopers are well aware of weather military avionics and stuff. It was a real plea­ points for second place. Avoiding 999 out of minimums and FARs. You may be scudding sure to fly. For the Army Caribbean Command a thousand doesn 't work. He also rightfully along one of the tollways or super highways chief (3 star), we flew a very plush VC-54E. wonders if the present FAA legal" 1, 200 and at 300 feet in marginal VFR (in your opin­ We always had excellent in-flight meals three" is always safe. Will you bet your life ion) and a trooper wi ll spot you. He won't cooked on board by a master chef, ne ver a that the chart maker got 'em all? even try to get your number; he' ll just radio cold box lunch. Got the red carpet treatment In closing he makes real sense by saying down line to the next trooper to watch for at all our overnight stops, too. 24 APRIL 1998 At Albrook r was one of a half do zen work on it. refuse to go fly the airplane, especially ifI "professional" transport pilots assigned to One final note- when I am on the prop­ was not the owner. I would certainly not the operations squadron. We had no copilots; ping end of an aircraft and the PIC is ready want to know I caused some guy to get all that position was manned by staff personnel for the engine to make some noise, the only chopped up out there. Not a pretty sight. from Caribbean Air Command headquarters. thing I want to hear from him is "Brakes, Having been to Oshkosh and other fly-ins Col. Moseley was one of those with whom I Throttle set, CONTACT." around the country the past few years, I have flew a few trips and he was pretty sharp, but Never use the word "Hot" since it sounds had the opportunity to observe all kinds of as you might imagine, the proficiency level an awful lot like "Not" or "What?" and this people trying to get an airplane engine to fire of some of the desk jockeys was not too is one time when you want to be dam sure up. It's a real eye opener. There are excep­ good and this sometimes created problems what is what. Nuff sed! tions, of course, and those people I highly that we won't talk about here. admire. The old way worked; leave it alone. The Glines/Moseley team wrote at least Dear Buck, When I was working that flight line as a two other books and Col. Glines turned out Yes, you and I discussed hand propping kid, I got the opportunity (which I valued about 20 others. He was a guest speaker at some time ago and I said then I would write very highly) to start all kinds of airplanes, the national OX-5 Aviation Pioneers reunion up something on the subject. So here it is. under all kinds of conditions. Worst situation at Elmira a couple years ago. His subject was Hand propping airplanes is not something was in the winter. A T-6 , twin Beech, even a aviation history and he reminded us that at the one treats lightly or even casually. An air­ Staggerwing or two, would come in with a conclusion of his presentation he would as plane' s propeller just might "smite thee." dead battery or some other problem, and some questions. The first person with the Take it from someone who knows, as I found would have to be propped. r loved eve ry correct answer received a copy of one of his out the hard way. minute of it. [ grew up an "introvert," but be­ books. I had a couple of right answers but My experience goes back to just after the cause of a lot of this valuable experience, was too slow responding. The final question close of WW II, in the spring of 1945 . I made it to extrovert status. I absolutely love as "Has anyone here flown around the worked as a "line boy" at Tweed-New Haven to hand prop old airplanes, and even "some, world?" Looking around the large room full Aiport, New Haven, Connecticut. [ would but not many" new ones. One learns to re­ of old-timers, many of whom were retired ride my trusty bicycle five miles after getting spect mother nature, cranky engines, weird airline pilots, I was surprised to find I was out of school (high) each day and work aviators, and sandy ground. Hand propping the only one with a hand raised. My door till the wee hours. Lots of rib-stitching, dop­ is as much of a confidence builder as unusual prize was a copy of his latest title "Round­ ing and "packing" airplanes in the hangar flying attitudes. The-World-Flights." This excellent book each evening. Within two months 1 had the following documents 27 events including the Voyager The FBO (Reynolds and later Usher) had experience, which taught me to NEVER trust and Ann Pellegrino ' s flight in 1967 . At three J-3 Cubs on line then, and that is what the pilot of an airplane who just came in and Oshkosh last fall she was seated at a table ad­ we all took dual in. [ was paid in flight time "shut down ." One was a Stinson Station jacent to ours and Bob got her signature in unless [ needed a couple of bucks for a date Wagon. A CAP Colonel had just come in and her book, "World Flight; The Earhart Trail." on the weekend. Part of the standard learning it was late and he took off for home. We had My globe circling trip took place in June process was to hand prop the Cub before to pack the 30 airplanes (all tail wheel air­ 1971. We took a C-141 to Little Rock, each and every flight. They had the 65 Conti­ planes) in the big hangar. And that was a Arkansas and picked up a big load of supplies nental. Three ex-WW II fighter pilots were piece ofart I can assure you, but fun. [ needed for delivery to flood victims in Gauhati, In­ our instructors - Wayne Tarbox, Bill to move the Colonel's prop only a few inches dia. Originating at McGuire AFB, New Williams, and Art Schiebel. We were taught to get a wing over so we could shut the bi g Jersey, the route was Little Rock; Madrid; by feel , smell and sound. Our heads never hangar doors. I moved it and "va-voom," the Adana, Turkey; New Delhi; Gauhati; Utapao; stopped rotating in all directions, all the time. engine started and clipped the knuckles on Thailand; Kadena, Okinawa; Elmendorf; No time to look inside (no GPS, eh?) except my right hand. Nothing broke on the hand Dover; and back to McGuire. Five days en to quickly scan the gauges. but I ran clear across the old airport before I route and a bit over 51 hours in the air. I had The propping commands were simple, calmed down. We found the mag switch still previously made many trips half way around positive, and to the point for hand starting in the "ON" position. There was just enough and return, but this was the only time we the engine. Switch off, throttle closed, fuel fuel left in the lines to get the engine to fire up. kept going and completed the circle. on. When the propper felt it was getting juice My next bad experience was under th e [ have not made any plans for Oshkosh (via the dripping on the ground) and that suc­ same circumstances, at the old Bethany Air­ this year. However, we do plan to be at Mid­ tion noise, it was ready to fire up. The next port, not far from New Haven . Those were dletown for the Aeronca reunion and will command from the propper was - brakes, the last times that happened to me, over 50 look for your there. Meanwhile, fly low and throttle crached, "CONTACT." The pilot years ago. slow and keep your nose up in the turns. would repeat each command verbatim. With Our new generation should be willing to Sincerely, that the prop was pulled through to start. And learn from us older folk, to respect our back­ C. H. Armstrong, N C #746 we did put our right leg up to "our" left, to grounds in this business. Then maybe they Rawlings, MD come down with the pull on the prop as a will reach "old-timer" status too. This could P. S. With reference to "Properly Prop­ counterweight to "pull" our body out of the all add to the "furtherance of their longevity." ping," I agree completely with Steve way as the engine started. Others will look at us with their thousands of Wittman and Gene Chase. [ have a scar on There was none of this business of "ok." hours in heavy iron and perhaps say, "Who my right hand which constantly reminds me "I'm ready," "yup," or "go ahead." Yes, I have are you to tell me how to operate this old that a mag can be operative even with switch heard these remarks lately from the guy in the bird?" Well , like I said, respect for those off; all it takes is a broken or poorly con­ cockpit as rhand propped their airplane. And who have and those who will. It works the nected "P" lead. Here is an excellent Air some of them high time ATPs. Unbelievable. same both ways. Force procedure learned many years ago: Guys, things have not changed in 1998. If CONTACT! Prior to shutdown, at idle speed, run briefly you own or fly an antique or classic, it's still Ev Cassagneres, on each mag an then go to OFF momentar­ the same deal. If I were in the cockpit and the NC 13785 ily. [fthe engine continues to run you have guy propping did not use the standard com­ Cheshire, CT an open "P" lead and you need to do some mands, and if I could not see him, I would It's Over To you,

VINTAGE AIRPLANE 25 James Rezich, (EAA 19677, Al e 8348) Winnebago , IL was kind enough to send us this month 's Mystery Plane, a pretty two plane cabin job that looks like a few other airplanes from its day. Your answer April needs to be at EAA HQ no later Mystery than May 20, 1998 for inclusion in the July issue of Vintage Airplane. Plane Good luck!

JANUARY MYSTERY Our January Mystery Plane was recog­ nized by a number of members, including H.N. "Dusty" Rhodes, Aurora, Co: "I believe the Mystery Plane appearing in the January issue of Vintage Airplane is a Watkins Skylark. "IfI'm correct, the picture does not do the airplane justice. "Enclosed is a picture ofa Skylark that used to be in the Denver area (below) . As a youngster, I thought this Skylark was the most beautiful airplane I would ever see. The owner, Eddie "Ace" Brittain, had by H.G. Frautschy purchased the ship in Wichita area and had "spifJed it up" substantially. It was a beauty, as you can see. A 70 hp LeBlond equipped with a 60 or 85 hp LeBlond ra­ing that he sold the ship to Norman F. was mounted, ifI remember correctly. " dia l inside an NACA cowling, but two of Kramer, Syracuse, KS who installed a Very truly yours, them had a 55 hp Velie, at least when they new propeller and used the ship for sev­ Dusty Rhodes left the factory. eral years before he sold it in late 1935 to "Span: 37', length 23 '6", weight empty P. o. Fisher and K.L. Brown, Ogallala, From Lennart Jo hnsson, Elds berga, 885 1bs, gross weight 1350 lbs, top speed NE. By 1938 Mr. Fisher had left the part­ Sweden we have this word: (60 hpj 103 mph, cruising 80 mph, climb nership and the airplane was owned solely "The January 1998 Mystery Plane is a 725fpm. by Kenneth Brown. That 's what the regis­ Skylark two-seater, built by Watkins Air­"The airplane in your picture, 460W, ters say, except the broken propeller craft Co. in Wichita, KSand designed by had cln 106 and was built in 1930 with an about which I read about in the AAA Wallace C. "Chet" Cummings, who was 85 hp LeBlond and model designation News, July-August 1967. " also involved in the design ofMohawk SL-2. It was purchased new by O.E. Sincerely, Redskin and Overland Sport. Watkins Air­Clancy, Garden City, KS who flew it from Lennart Johnsson craft Co. built six or seven Skylarks, or Wichita to his home town, where he over­ Model SL, during its lifetime which lasted shot the landing and broke the propeller. from 1928 to 1930. Most ofthem were At this, Mr. Clancy got so fed up with fly­-Continued on page 28­

Watkins Skylark '.

26 APRIL 1998 VINTAGE TRADER

Something to buy, sell or trade? ARLINGT The West's Premier EAA Event

An in expensive ad in the Vintage Trader may bejust the answer to obtaining that elusive part . . 50¢ per word, $8. 00 minimum charge. Send your ad and payment to: Villtage Trader, EAA Aviatioll Cellter, P,O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your credit HOMEBUILTS • ANTIQUES card number to 920/426-4828. Ads must be received by the 20th ofthe lII onthfor insertiOIl in the issue the second month/allowing (e.g. , ULTRALIGHTS October 20th for the December issue.) CLASSICS • HELICOPTERS MISCELLANEOUS WARBIRDS BABBln BEARING SERVICE -rod bearings, main bearings, camshaft bear­ ings, master rods , valves. Call us Toll Free 1/800/23 3-6934 . e-mail [email protected] http://members.aol .com/ ramremfg/home/sales.html • AIRCRAFT FLYBYS &AIRSHOW VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202. EVERYDAY (1440) • EXHIBITS - FORUMS FREE CATALOG: Aviation books and videos. How to, building and restoration FLY MARKET tips, historic, flying and entertainment titles. Call for a free catalog. EAA, 1-800-843-3612. • AIRCRAFT

National Aircraft Finance Company. We finance most types of aircraft including JUDGING & experimentals. No aircraft age limit. Call 1-800-999-3712, Fax 941 -646-1671 . AWARDS [email protected] Homepage http://www.airshow.neVnafco • FAMILY ACTIVITIES - New video - Hand Propping! $24.95 plus $3 s&H. FREE BROCHURE & CATA­ CAMPING LOG! 800/296-1147. Visa/MC/check. Larry Bartlett Aviation Videos, P.O.Box 1197, Stevens Field , Pagosa Springs, CO 81147. • OUTDOOR RUNWAY THEATER EACH EVENING RESTORATION CRAFTSMEN - A&P, I-A, over 35 years experience. Tube, fab­ ric, sheet metal, custom wood wings our specialty. Reasonable shop rate. Phone for information. Avondale Airmotive, 740/453-6889, 740/455-9900. (0088) • HOT AIR BALLOON RALLY • HOME BUILDERS WORKSHOP WANTED CURTISS JENNY CANUCK PARTS - Stabilizer, elevators, fuselage controls, tail post frttings; also instruments. Anything for the Canuck, what have you,740/453-6889. (0089) • COMPLETE FOOD SERVICE

PLANS FOR CLASSIC AIRPLANES (SUN 'n FUN BLDG D BOOTH 40) - TRAVEL AIR 2000 $350 .00. PARAMOUNT CABINAIRE $350.00. CURTISS JENNY $275.00. Fabricated parts available for experimental aircraft only. Experimental "TRAVEL AIR 2000" completed 40 hour test program. Original OX-5 Curtiss Wright replaced by Chevrolet 350 V-8. Gear reduction by THRUST INC. Model 200. Information kit including video $30.00. Contact THRUST/BUD ROGERS, 2764 Navigator Avenue, Sanford, Florida 32773, Phone 407/324-9433, Fax 407/324-1233.

Dixie magneto switch (dual), $395 - Curtiss magneto switch, $445 - Heath- Henderson engine and prop, $1950 - Brass 2' Venturi, $125 - American Optical "pursuit" flight goggles, $195 - "Gnome" overhaul manual, $195 - Consolidated tachometer, $185 - Lindbergh style 1920's flying suit, $325. 01' Jon Aldrich, 209/962-6121 .

CASTINGS: Stock and custom manufactured, exhaust manifolds, heads, water pumps, pulleys, air intakes, brackets, cylinder sleeves, blocks. Wax investment, plaster and dry sand molding. Complete tooling and machining. MOTOR FOUNDRY & TOOUNG, INC., 1217 Kessler Dr., EI Paso, TX 79907 USA, Ph. No. 915/595-1277, Fax 915/595-3167. ATTN: Valor D. Blazer. (0144)

Storage Surplus - 6' Maule tail wheel , fiberglass battery box, Cub/Aeronca engine mount, unused. Call for info. 8031797-1877 after 6:00 p.m.

Aeronca Chief - Good nose bowl and spinner, new McDowell starter. Mike Ricard, 978/692-1738.

VINTAGE AIRPLANE 27 MysteryPiane Membershi~ Services Directo~ -Continued on page 28­ Walt House, of Wichita, KS had plenty Enjoy the many benefits ofEAA and the to add to the story: BAA Antique/ClassicDivision " ... There were six built, serial 1 and 101 through 106, with the exception of 104. There is no record ofit, but a Dr. Donald 0. Howard here in Wichita said he and his friend, Glen l orlam owned one which he says was never registered. It may be the missing No. 104. He said they assembled it out ofa crate in 1933. For some reason it was never assembled EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 at the factory. " Phone (920) 426-4800 Fax (920) 426-4873 "E.A. Watkins hired Chet Cummings to Web Site: http://.eaa.organd http://www.flyin.org E-Mail: Vintage @eaa.org design it and is why it looks so much like the Mohawk Pinto, which he also designed. EAA and Division Membership Services Flight Advisors information ..... 920-426-6522 "The Skylark were certified on CAA 800-843-3612 •••• • •••••••. FAX 920-426-6761 Flight Instructor information ... 920-426-6801 Group 2 approval, 2-182 issued February (8:00 AM -7:00 PM Monday-Friday CST) Flying Start Program •• • • • •• ••• • 920-426-6847 Library Services/Research ...... 920-426-4848 21, 1930. The company was closed in 1930 • New/renew memberships: EAA, Divisions (Antique/Classic, lAC, Warbirdsl. National Medical Questions ...... 920-426-4821 like the other dozen or so here in the Air Association of Flight Instructors (NAFI) Technical Counselors ...... 920-426-4821 Capital during the depression. Th e factory • Address changes Young Eagles ...... 920-426-4831 was at 2300 E. Douglas. Th e Kansas Avi­• Merchandise sales ation History Museum would dearly love • Gift memberships Benefits to have a Skylark. Where is 460W today?" Aircraft Financing (Green Tree) . . 800-851-1367 Regards, Programs and Activities AVEMCO ...... 800-638-8440 Aircraft (General Questions) . . . . 920-426-4821 AUA ...... 800-727-3823 Walt House Auto Fuel STCs ...... 920-426-4843 Editorial Buildlres tore information ...... 920-426-4821 Submitting article/photo; advertising information Other correct answers were received Chapters: locating/organizing .. 920-426-4876 920-426-4825 ••••••••.•.•. FAX 920-426-4828 from: Bill Ewe rtz, Sonoma, CA; Remo Education...... 920-426-6815 Galezzzi, Petaluma, CA; Vic Smith, • EAA Air Academy EAA Aviation Foundation Ux bridge, Middlesex, United Kingdom; • EAA Scholarships Artifact Donations ...... 920-426-4877 Financial Support ...... 800-236-1025 Robert Evans, Allentown, PA and Roy • EAA Young Eagles Camps Cagle, Prescott, AZ.

Send your Mystery Plane correspondence to: MEMBERSHIP INFORMATION Vintage Mystery Plane EAA Division is available for $50 per year (SPORT EAA Membership in the Experimental Aircraft Associ­ AVIATION magazine not included). (Add $10 for P.D. Box 3086 ation, Inc. is $40 for one year, including 12 Foreign Postage.) Oshkosh, WI 54903-3086 .... issues of SPORT AVIATION. Family member­ ship is available for an additional $10 annually. WARBIRDS • AIRCRAFT INSURANCE • Junior Membership (under 19 years of age) Current EAA members may join the EAA War­ is available at $23 annually. All major credit birds of America Division and receive WARBIRDS cards accepted for membership. (Add $1 6 fo r magazine for an additional $35 per year. Foreign Postage.) EAA Membership, WARBIRDS magazine and Insure it as you restore it! one year membership in the Warbirds Division Tail feathers tD nose gear, ANTIQUE/CLASSIC is available for $45 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign Current EAA members may join the Antique/ Postage.) we love vintage aircraft! Classic Division and receive VINTAGE AIR­ PLANE magazine for an additional $27 per year. EAA Membership, VINTAGE AIRPLANE mag­ EAA EXPERIMENTER Current EAA members may receive EAA azine and one year membership in the EAA US and Canada EXPERIMENTER magazine for an additional Antique/Classic Division is available for $37 per $20 per year. year (SPORT AVIATION magazine not included). EAA Membership and EAA EXPERIMENTER 800-276-5207 (Add $7 for Foreign Postage.) magazine is available for $30 per year (SPORT www.avemoo.oom AVIATION magazine not included).(Add $8 for ~avallable In JlC and Quebec lAC Foreign Postage.) Current EM members may join the Intemational Aerobatic Club, Inc. Division and receive SPORT FOREIGN MEMBERSHIPS ffi WliCiIl AEROBATICS magazine for an additional $40 Please submit your remittance with a check or per year. draft drawn on a United States bank payable in EM Membership, SPORT AEROBATICS maga­ United States dollars. Add required Foreign CAVEMCO· zine and one year membership in the lAC Postage amount for each membership. INSURANCE COMPANY Membership dues to EM and its divisions are not tax deduct ible as charitable contributions.

28 APRil 1998 Anne Anderson ..... Santa Barbara, CA W. R. Langston ...... Kemah, TX William L. Barger ...... Sonoma, CA Paul Leugers ...... Cincinnati, OH George J. Barker...... Leesburg, FL Ron Lowe ...... Palisade, CO Fly-In Calendar Thomas C. Bartholomew .. Stanwood, WA The following list ofcoming events is fur­ Russell Megee . .. . . Edgewater Park, NJ nished to our readers as a matter of Richard Bayley ...... Truensville, WI Myron Mitchell ...... North Scituate, RI inform ation only and does not constitute Ronald D. Black ... . . Valley Center, KS approval, sponsorship, in volvement, control JeffM. Montgomery ...... Kent, WA or direction ofany event (fly- in, seminars, James A. Blackwell ..... Tylertown, MS John F. O'Brien .. Westlake Village, CA fly market, etc.) listed. Please send the Roger Bond ...... Lecompton, KS information to EAA , Au: Golda Cox, P.O. Bill Ogletree ...... St. Helena, CA Box 3086, Oshkosh, WI 54903-3086. Infor­ Stephen T. Booth ...... Blacksburg, VA mation should be received four months Mike Osborne ...... Benson, NC p rior to the event date. Warren Art Campbell . .. . Fullerton, CA Garland S. Paulk ...... Apopca, FL John Carl ...... Louisville, KY APRIL 16-1 7 - ST. AUGUSTINE, FL - Fifth East John M. Pepple ...... Mohnton, PA Coast ILPA Gathering. Info: Hamilton Upchurch, Eugene A. Clark ...... Cedar Hill, TN 9041797-7557, FAX 9041825-4862 Charles B. Perkins ...... Newark, DE Dwayne L. Clemens ...... Wicruta, KS APRIL 18 - HUNTS VILLE, AL - Moontown Airport. John Critenden ...... North Hills, CA James Perrotti ...... Londonderry, NH EAA Chapter 190 Fly-In sausage, egg alld pan­ cake Eat 'Em Up Breakfast. 205-852-9781. Doyle W. Curtis ...... Verona, WI Michael 1. Pomovets ... Jacksonville, FL APRIL 19-25 - LAKELAND, FL - 24th AII/Illal Harry E. Dawson, Jr...... Rome, GA Gretchen C. Prendergast . . Charlotte, NC EAA Fly-In & Sport Aviatioll Conventioll. E. Dickens ...... Ocala, FL Terry L. Presley ...... Rising Fawn, GA 9411644-2431. John Stephen Dunn .. . . Panama City, FL Peggy Raduenz ...... Watertown, WI APRIL 25 - LEVELLAND, TX - EAA Chapter 19 Fly-In Breakfast. 8-10 a.m. Info: 8061794-5961. William Eddy ...... Tulsa, OK Jennifer Raduenz ...... Watertown, WI APRIL 25-26 - SPRINGFIELD, IL - 5th Annual Charles Feltman ...... Oceanside, CA Sara Raduenz...... Watertown, WI Charlie We lls Memorial Fly- In B fast. 2171483-3201. Robert F. Forest ...... St. Pauls, NC Ernest R. Raffield ...... Panama City Beach, FL APRIL 28 - HALF MOON BA Y, CA - 8th Annual Pa­ Joe Frigo, Jr...... Cullowhee, NC cific Coast Dream Machin es, to benefit th e John H. Garrett ...... Costa Mesa, CA Peter B. Reed ...... Goshen, OH Coastside Adult Health Center. Info: 6501726-2328. Ed Gelvin ...... Central, AK William M. Rentz ...... Orlando, FL MAY 1-3 - ROANOKE RAPIDS, NC - Spring EAA Fly-In sponsored by EAA AIC Chapter 3. Vintage Walter Glenna...... Chisago City, MN James H. Replogle...... Las Vegas, NY videos, barbeque, major speaker, awards in all Sean P. Gonia ...... Princeton, WI categories. EAAfellowship. Fax to Ray Bollom: Guillermo E. Rios ...... Ponce, PR 7571873-3059. Lee Granberry ...... Portland, TX R. Vincent Santorelly MAY 1-3 - CLEVELAND, OH -1 4th Annual Air Rac­ Jeffrey Greenawalt ...... Fairfield, PA ...... New Smyrna Beach, FL ing History Symposium. 2161255-8100. Kurt F. Gubert ...... Ashley, MI Brett A. Scheidel ...... Nicolaus, CA MA Y 2 - NORTH KINGSTON, RI - Quonset State Air­ Jerald L. Hanson ...... Yorkville, IL port (former Quonset Naval Air Station). Annual Charles Scrusler...... Westminster, MD Pancake breakfast, 8 a.m. - I p.m. No rain date. Gary G. Hill ...... Seattle, WA Charles E. Selsor ...... Schaumburg, IL MA Y 3 - DAYTON, OH - EAA Ch. 48 Fly-In B 'Fast. Michael Hillman ...... Lafayette, LA William J. Shults . . Sun City Center, FL Morain e Airpark. 9371878- 9832. Donald W. Hinds ...... Woodstock, GA Stephen Smith ...... Crestwood, KY MA Y 9 - ENGLEWOOD, CO - Centennial Airport. Martin G. Hockett ...... Richmond, VA Just Plane Fun For Kids airport open house. Info: Bruce E. Smith ...... Battleground, WA Mall GrolV, 3031790-0598. Douglas Hormann ...... Hillsboro, OR James F. Sprague ...... Craig, AK MAY 16 - HUNTSVILLE, AL - Moontown Airport. Eddie Howard ...... St. John, WA EAA Chapter 190 All Day Annual "Old Fash­ John Tempest ioned Fly-In. " Info:2051852-9781. Jim Howe ...... Georgetown, CA ...... Shoreham By Sea, Great Britain Grey Herman Huxter MAY 16 - TRENTON, NJ - Chapter 176 Yo ung Eagles Larry D. Todd ...... Wasilla, AK Fly- In, rain date 5117. Call 6091895-0234 for ...... W1Utby, Ontario, Canada location. Richard Wells ...... Tempe, AZ Lynn N. Ista . . Inver Grove Heights, MN MAY 16 - WISCONSIN RAPIDS, WI - EAA Chapter Sam J. Jacobsen . .. . Incline Village, NY Irwin Whittemore, Jr...... Sarasato, FL 706 Pancake BreaAfast Fly-In. 715/435-3644. Allan E. Johnson ...... Stillwater, MN Todd T. Wilkinson .... . Rosamond, CA MAY 16-1 7- HICKORY, NC - 6th annual Warbirds over Hicko ry Fly-In. 9:30 a.m. - 5 p.m. Info: E. H. Kirby ...... Panacea, FL Mark A. Williams ..... Mt. Pleasant, SC 7041437-0541. Dan Lakeman ...... Haleyville, AL David Wittenmyer...... Waterville, OH MAY 16-/ 7 - MEMPHIS, TN - EAA SportAir Work­ Jim Lang ...... Buckley, WA Walter Yankauskas ... . . San Diego, CA shop. 8001967-5746.

VINTAGE AIRPLANE 29 MAY 17 - WARWICK, NY - Warwick Aerodrome JUNE 20 - GA YLORD, MI - Otsego County Airport JULY 18 - COOPERSTOWN, NY (NY54) - EAA Ch. (N72). JO a.m.-4 p.m. Food, trophies, Judging reg. (GLR). EAA Chapter 1095 Pancake BreakfaST 1070 Fly-In B'Fast. 607/547-2526. Rain: 7/19. closes at 2p.m. Info: Harry Barker, 973/838-7485. Fly-In. 7 a.m.-noon. Rain date: 6/21. Info: Tom Lesinski, 517/786-4908, Phil CurTiss, 517/939­ JULY 24 - COFFEYVILLE, KS - Funk Aircraft MAY 23 - FREDRICKSB URG, TX - Gillespie 8715, [email protected] Owners Assoc. Reunion. Info: 302/674-5350. County airport (T82) EAA Chapter 1088 brunch and fundraiser for A WOS. Info: Stan Shannon JUNE 20-21 - BARABOO, WI - Baraboo-Dells Airport JULY 24-26 - MERRILL, WI - Hatz CB-I Anniver­ 830-997-8802 or [email protected]. Times. Breakfast served by the Optimist Club from sary Reunion. 715/536-3197. 7:30am to 12pm, RA IN OR SHINE! $4.50, Chil­ JUNE 4-7 - JACKSONVILLE, IL - 1998 Ercoupe JULY 26 - BURLINGTON, WI- 6th annual g.roup Er­ dren 6-10 $3,5 & under free. Info: Joe Canepa, coupe fly-in to Oshkosh. Wheels up at 1p.m. National Convention. Everyone welcome. Info: 608/356-6822 (W), 608/356-0429 (H), 608/356­ John Wright, Jr. 217/698-8243. Everyone welcome to join. Info: Syd Cohen, 7558 (FAX) or email at [email protected] 715/842-7814. JUNE 5-6 - MERCED, CA - Annual Merced West JUNE 21- SCHAUMBURG, IL - Schaumburg Re­ Coast Fly-In. 209/383-4632. gional Airport (6C) - EAA ChapTer 153 Pancake JULY 29-Aug. 4 - OSHKOSH, WI - 46th JUNE 5-6 - BARTLESVILLE, OK - Frank Phillips breakfast, 8 a.m.-noon. Info: 630/830-0559. Annual EAA Fly-In and Sport Aviation Field - 12th Annual National Biplane Convention JUNE 25-28 - MT. VERNON, OH - Wynkoop Air­ Convention. Wittman RegionalAirport. and Exposition. Biplane Expo '98. Biplanes and port. 39th Annual National Waco Club Reunion. Contact EAA, PO Box 3086, Oshkosh, NBA members free - all others pay admission. Info: Andy Heins, 937/866-6692 or email at waco­ WI 54903-3086, 920/426-4800. Info: 918/622-8400 or 918/336-3976. [email protected] JUNE /4 - FULTON, NY - Oswego County Airport JUNE 5-6 - MERCED, CA - 41st Merced West Coast JUNE 27-28 - DENVER, CO - EAA SportAir Work­ (FlY) EAA Chapter 486 Pancake Breakfastfea­ Antique Fly-ln. Info: Virginia or Ed Morford, shop (Covering/Composites). 800/ 967-5746. 209/383-4632. turing vintage aircraft, cars and motorcycles. Awards. Info: Ken Graves, 3151466-6928. JUNE 27-28 -PETERSBURG, VA (PDA) - VA State JUNE 6- 7- MEDFORD, OR - EAA Chapter 319 EAA Fly-In. 804/358-4333. Rouge Valley Family Fly-ln. Info: Cindy Walker, AUGUST 9 - QUEEN CITY, MO - Applegate Airport 541/855-9036. JUNE 27-28 -LONG MO NT, CO - 20th Allllual 11th annual Fly-In. Everyone welcome. Rocky Moulltaill EAA Fly-III. 303/798-6086. 660/766-2644. JUNE 7 - JUNEA U, WI. - EAA Chapter 897 's an­ nual Fly-In Breakfast, 8 a.m. - I p.m. Dodge JUNE 28 - ANDERSON, IN - EAA Chapter 226 Fly­ AUGUST 9 - MENDOTA, IL - Grandpa 's Airport. County Airport, Juneau, WI (920) 885-4035. In breakfast. EAA Chapter 263 Fly-In breakfast, plus trans­ portation to the Sweet Carll Festival that JUNE 12-14 - MA TTOON, IL - Luscombe Fly-ln. Coles JUNE 28-JULY 3 - LAKELAND, FL - 30th Annual afternoon. Info: 815/539-6815 or -5378. County Memorial Airport (MTO) 217/234-7120. International Cessna 170 Assoc. convention. 1nfo: Dale or Marty Faux: 941/646-4588. AUGUST 15-16 - KANSAS CITY, KS - Downtown JUNE 13 - INTERNA TIONA L YO UNG EA GL ES Kansas City Airport (MKC). Kansas City Expo DA Y. Contact the EAA Young Eagles office, JULY 3-5 - CRE VE COEUR, MO - Creve Coeur air­ '98. Young Eagles rally. 920/426-4831. port (I HO). Great War Fly-In. Info: Don Parsons. 314/397-5719, [email protected] Tim Adcock, SEPT. 6 - NA PPANEE, IN - Fly-In/Drive-In Ice JUNE 13 - TR ENTON, NJ - ChapTer 176 Young Ea­ 314/861-0183 [email protected] Cream Social. 1-4 p.m. Info: Fast Eddie Milleman, gles Fly-In, rain date 6/14. Call 609/895-0234 for 219/773-2866. location. JULY 4- FREDRICKSBURG, TX - Gillespie County airport (T82) EAA Chapter 1088 4th ofJuly SEPT. 12 - TRENTON, NJ - Chapter 176 Youllg Ea­ JUNE 13 - ANDOVER, NJ - Andover-Aeroflex Air­ parade. Info: Stan Shannon 830-997-8802 or gles Fly-In, rain date 9/13. Call 609/895-0234 for porT , 12N. Olde fashioned fly-in sponsored by [email protected] location. Sept. 12-13 - MARlON, OH - Mid-EaST­ EAA A/C Chapter 7. Old birds, Young Eagles, ern EAA Fly-In (MERFI). 513/849- 9455. Flying Start, Penny-a-pound flights, good eats. JULY 8-12 - ARLINGTON, WA - Northwest EAA Fly­ 973/786-5682, 973-361-0875. Rain date 6/14. In. 360/435-5857. Web site: Wlvw.mveaa.org!nweaal Sept. 12-13 - MA RION, OH - Mid-Eastern EAA Fly­ III (MERF/). 513/849- 9455. JUNE 13-/4 - FR EDERICK, MD - EAA SportAir JULY 10-12 - LOMPO C, CA - 14th annual West Workshop. 800/967-5746. Coast Piper ClIb Fly- In. Info: Bruce Fall, SEPT. 12-13 - HAGARSTOWN, IL - EAA Chapter 805/733-1914. 373 Fly- l n. Cook out and camping Sat. JUNE 13-/4 - GAINESVILLE, TX - 36Th Annual aft.levening, breakfast Sun a.m. Info: Marvin Texas AAA Chapter Fly-in. Info: 940/668-4564. JULY 10-12 - ALLIANCE, OH - Alliance-Barber Stohler, 7651489-4292. web site: hrtp://www.coke.neti-airport Airport (2Dl). Taylorcraft Owners Club and Tay­ lorcraft Old-Timer's 26th Annual Reunion. 1nfo: SEPT. 19-20 - STERLING, IL - Sterling-Rock Falls JUNE 14 - FULTON, NY - Oswego County Airport 330/823-9748,823-1168 or email attcraft@al­ Whiteside Co. Airport (SQI). NCEAA Old Fash­ (FlY) EAA Chapter 486 Pancake Breakfast fea­ Iiancelink.com ioned Fly-ln . Info: Dolores Neunteufel, IIIring biplanes. Awardfor Best Biplane. Info: Ken 630-543-6743. Graves 315/466-6928. JULY 10-12 - PITTSFIELD, IL - Pitrsfield Penstone Airport - July 10-12. Gathering ofEagles. Fly-In JUNE 18-21- CRE VE COEUR, MO - Creve Coeur air­ SEPT. 25-2 7 - ATWATER, CA - Castle Airport (for­ breakfast on Sunday. Camping on field, motels merly Castle Air Force Base) Golden West EAA port. American Waco Club Fly-ln. Info: Phil Coulson: and transportation available. Info: 217/285-4756. 616/624-6490 or Jerry Brown: 317/535-8882. Regional Fly In. Info: Lela Edson, 530/626-8265 JULY 11 - FREDRICKSB URG, TX - Shannon ranch or email: [email protected] JUNE 20-21 - LACROSSE, WI - AirFesT '98 Two day fly-in. Info: Stan Shannon 830-997-8802 or shan­ SEPT. 26 - OLATHE, KS - Olathe Executive Airport airshow. Info: 608/781-5271. Check NO TA MS for nons@jbg. net field closure. (OJC). Annual EAA/FAA Partnership Fly-In and JULY 11 - PUNTA GORDA, FL - EAA Ch. 565 B'­ Young Eagle Rally. JUNE 20 - HUNTS VILLE, AL - Moomown Airport. fast. Y. Eagles. 941/575-6360 EAA Chapter 190 Fly-In sausage, egg and pan­ Oct. 8-11 - MESA, AZ - Copperstate EAA Fly-In. cake Eat 'Em Up Breakfast. 205-852-9781 . JULY 11-12 -ATLANTA, GA - EAA SportAir Work­ 520/228-5480. shop. 800/967-5746. JUNE 20 - COOPERSTOWN, NY (NY54) - EAA Ch. Oct. 9-11 - EVERGREEN, AL - Southeast EAA F1y­ 1070 Fly-In B'Fast. 607/ 547-2526. Rain: 6/21. JULY 12 - RENSSELAER, IN - EAA Ch. 828 Fly-In/ 111. 334/765-91 09. Drive-In Lunch. 219/866-5587. JUNE 20 - LAGRANGE, OH - EAA Ch. 255 Fly- In Oct. 10-11 - WILMINGTON, DE - East Coast EA A Breakfast. 440/355-649/. JULY 12 - NAPLES, FL - EAA Ch. 1067 Pancake Fly-III. 302/738-8883. Breakfast. 9411 261-5701. JUNE 20-21 - RUTL AND, VT - EAA Ch. 968 "Tail­ OCT. 10-1 I - FRANKLIN, VA - 28th Annual EAA dragger Rendezvous " Pancake B 'jast. JULY 13-16 - MIDDLETOWN, OH - Short Wing Chapter 339 Fly-ln. Ultralights to Warbirds. Info: 802/492-3647. Piper Club Convention Fly-ln. 513/398-2656. 757/486-5192 or 460-3680. JUNE 20 - MOOSE LAKE, MN - Lake Air Flying JULY 18 - HUNTSVILLE, AL - Moontown Airport. OCT. 17 - TRENTON, NJ - Chapter 176 Young Ea­ Club Annual FZv-In breakfast. 7:30 - 11a.m. Info: EAA Chapter 190 Fly-In sausage, egg and pan ­ gles Fly-In, rain date 10/17. Call 609/895-0234 Larry Peterson 218/485-4441. cake Eat 'Em Up Breakfast. 205-852-9781. for location.

30 APRIL 1998 lill King Valley Cottage NY

Holds Commercial SEL and A&P certificates

Flying enthusiast since early 1960's

"I started going to Rhinebeck in the early AUA~ Exclusive EAA Antique & Classic Division 60's without an hour in a log book. I Insurance Program now have a Commercial SEL and A&P Lo er liability and hull premiums approved. certificates. The above photo shows me flying Rhinebeck's 1910 Hanriot replica. MeClical payments included FI t discounts for multiple aircraft This is a fun airplane to fly. carrying all risk coverages To become an No hand-propping exclusion No age penalty EAA Antique & I've never had a claim on my A/C insur­ No component parts endorsements ance which gives me all the more reason Discounts for claim-free renewals Classic Division to value the great rates offered by AUA." carrying all risk coverages Member call - Bill King rhe best is affordable. 800·843·3612 Remember, Give Al:JA a call - it's FREE! We're Setter Togetherl 800-727-382S Fly with the pros ... fly with AUA Inc. AVIA nON UNUMITED AGENCY The Bendix) (Stromberg) NA-S3Carb THE NEW -Continued/rom page 21­ CITATION HVlP The weight itself is locally made made out of 3/32 brass COMBO SYSTEM sheet, and is soft soldered to the end of the float lever op­ WAS A BIG HIT AT posite the float. Normall y, this would only be done at the OSHKOSH!! time of overhaul by an overhaul facility. Since the Delrin If you happened to stop by the Antique/Classic needle is lighter than the older steel or neoprene tipped Builders Workshop at the convention you needle, it is imperative the 4 gram weight be added. probably saw our new respirator/paint sprayer As a matter of interest, the folks in the accessories de­ system at work. Many of you stopped by the Fastech booth to get a closer look at this partment of El Reno Aviation, El Reno, OK, were kind unique system. enough to point out that even with a new Delrin needle, 15 to 20 minutes is about the longest one can expect before Because of the tremendous the needle will begin to leak slightly (a drip every so of­ interest in the ten) after the fuel valve is turned on in a normal gravity product we feel fuel system! The bottom line is that the carb will leak have decided slightly when at rest, and turning the fuel off is the only to extend the sure way to be certain no fuel will dribble out of the carb show price for a limited time. air box and only the ground. If you didn't get a chance to see it, the CITATION Ifyou're planning on a carb overhaul, be certain to ob­ system combines a fresh air respirator and tain only the Delrin needle, and ensure the added weight is HVLP paint sprayer in one cabinet to offer the soldered to the float lever per Bendix Service Bulletin 84, utmost in safety, convenience and spraying technology at a very competitive price! revision 1 dated July 15 , 1972. Total system priced at just $799.00 Our thanks to member Bob Hollenbaugh for bringing this (for alimited time only) to our attention, and to the accessories parts and service de­ partment at El Reno Aviation for lending their expertise. ....

Spiral-Botuld ClassroolD. Our new manual isn't It'll just a reference - it's a show covering course in a you Fly high with a book. It's the clearest, just most thorough, and how easy it is to quality Classic interior most fun-to-read cover an airplane Complete interior assemblies for dO-it-yourself installation. step-by-step with Poly-Fiber, book of its and how much Custom quality at economical prices. • Cushion upholstery sets kind. It will fun it can be. It guide you all includes our entire • Wall panel sets the way catalog of tools, • Headliners • Carpet sets through the entire products, and other Po ly-Fiber process in goodies, too. All you • Baggage compartment sets plain easy language need to make it happen • Firewall covers and with a delightfu l is our new manual ... • Seat slings sense of humor. and a dream. • Recover envelopes and dopes Yours!Just $10.00! Free catalog of complete product line. Order Fabric Selection Guide showing actual sample colors and Plus ShlppIngIii Handllng styles of materials: $3.00. 808-362-3490 ~.po~beLcorn ainexl;RODUCTS, INC. E-mail: [email protected] 259 Lower Morrisville Rd ., Dept. VA Aircraft Coatin.g s FAX: 909-684-0518 Fallsington, PA 19054 (215) 295-4115 -:z

32 APRil- 1998 Crankshaft" Camshaft Reconditioning From Aircraft Specialties Services

Share the Excitement ofEANs Antique/Classic Division with a friend!

Ifyou love the airplanes ofyester­ year, chances are you know other people who love them too. Help the Antique/Classic Division grow by recruiting new members. The EAAAntique/Classic Division is a person's best resource for infor­ mation and stories about Antique, Classic and Contemporary aircraft Reduce Aircralt Maintenance Costs! and the people who fly them. Platinum Precision Process from AircraH Specialties Services, is a reconditioning process that As a member, you already know offers you the best of both worlds! The latest in high technol<.?9Y equipment, run by personnel with what being an Antique/Classic years of experience allows AircraH Specialties Services to offer you more than just a serviceable part. Platinum Precision Process means all parts are reconditioned to tight OEM specifications. member is aU about, or do you? As So whatever your aircraH engine needs from crankshaH to cam or rods, from counterweights to a member, you receive: magnaAux inspections we can offer you quick turnaround and a lower cost without sacrificing the quality you demand. Call Bob or Greg for complete information. • 12 color-filled issues of VINTAGE AIRPLANE, the official magazine ofthe Antique/ Classic Division. • The exclusive "members only" Antique/Classic aircraft insur­ ance program administered by AUA,Inc. • During EAA OSHKOSH, educa­ tional workshops and seminars offered by fellow members who are experts in their field. Recruit New Mem­ • The opportunity to network with other members with simi­ bers and Win Some lar interests through the various Great Awards* HEW MEMBER Type Clubs in the Antique/Classic community. see insert for more details. CAMPAIIN EAA ANTIQUE/CLASSIC DIVISION HELP YOUR DIVISION GROW!