EDITORIAL STAFF Publisher Tom Poberezny Vice-President Marketing & Communications Dick Matt April 1995 Vol. 23, No.4 Editar-in-Chief Jock Cox Editor Henry G. Frautschy Managing Editor CONTENTS Golda Cox Art Director 1 Straight & Level/ Mike Drucks Espie "Butch" Joyce Assistant Art Director Sora Hansen 2 AlC News/ Computer Graphic Specialists Compiled by H.G. Frautschy Olivia L. Phillip Jennifer Larsen Advertising 4 Aeromail Mary Jones Associate Editor 5 Vintage Literature/Dennis Parks Norm Petersen Feature Writers 9 Type Club NoteslNorm Petersen PageS George Hardie, Jr. Dennis Parks Staff Photographers Jim Koepnick Mike Steineke 11 Fabric RejuvenationlDip Davis Corl Schuppel Donna Bushman Editorial Assistant 12 Details, Details . .. Isabelle Wiske Frank Sperandeo Ill's Piper PA-20/22 Pacer/H.G. Frautschy EAA ANTIQUE/CLASSIC DIVISION. INC. OFFICERS 16 Frank Warren's President Vice-President Thompson Trophy Paintings Espie ' Butch' Joyce Arthur Morf]an P.O. Box 1001 W211 N 11863 Hilltop Dr. Modison, NC 27025 Germantown, WI 53022 18 Gary Granfo r's Cessna 172/ 910/573-3843 414/628-2724 Norm Petersen Secretory Treasurer Steve Nesse E.E. 'Buck' Hilbert 21 Time Bomb - That Old 2009 Highland Ave. P.O. Box 424 Albert Leo, MN fHJJ7 Union, IL 60180 Compressor Could be Deadly/ Page 12 507/373-1674 815/923-4591 Cy Galley and H.G. Frautschy DIRECTORS John Berendit Robert C. ' Bob' Brauer 23 Members Projects/Norm Petersen 7645 Echo Point Rd. 9345 S. Hoyne Connon Falls, MN 55009 2D 25 Pass it to BucklE.E. "Buck" Hilbert 507/263-2414 Chl~~~~9~~m Gene Chose John S. Copeland 2159 Carlton Rd. 28-3 Williamsbur8 Ct. 27 Mystery Airplane/George Hardie Oshkosh, WI 54904 Shrewsbury, MA 1545 414/231-5002 508/842-7867 28 Welcome New Members Phil Coulson George Daubner 28415 Springbrook Dr. 2448 Lough Lone Lawton, MI 49065 Hartford, WI 53027 30 Calendar 616/624-5490 414/673-5885 Charies Horris Stan Gomoll 31 Vintage Trader Page 18 7215 East 46th St. 1042 90th Lone, NE Tulsa, OK 74145 Minneapolis, MN 55434 918/622-8400 612/784-1172 FRONT COVER . The 1960 Cessna 172 of Gary Granfors and his partners, Dole A. Gustafson Jeannie Hill Gene Leclerc, Rick Worringer and Bill Worrlnger, was select ed as the 7724 Shady Hill Dr. P.O. Box 328 Contemporary Reserve Grand Champion of the EAA Antique/Classic Division Indianapolis, IN 46278 HaNard, IL 60033 317/293-4430 815/943-7205 at EM OSHKOSH '95. EAA photo by Jim Koepnick, shot with a Canon EOS-l equipped with an 80-200mm /f2.8 lens. 1/250 sec. at f 10.0 on Kodak Robert Licktei~ Robert D. ' Bob' Lumley Ektachrome Lumiere 100 film . Cessna 210 photo plane flown by Bruce Moore. 1708 Boy Oaks r. 1265 South 124th St. Albert Lea, MN fHJJ7 Brookfield, WI 53OD5 507/373-2922 414/7B2-2633 BACK COVER ...The Piper PA-22/20 Pacer of Frank Sperandeo III was honored with a Best Custom Engine Installation award. See the article starting on page Gene Morris George York 115C Steve Court, R.R. 2 181 Sloboda Av. 12 for a breakdown on Frank's many c ustom modifications to his Pacer. EM Roanoke, TX 76262 Mansfield, OH 44906 photo by Jim Koepnick, shot with a Canon EOS-l equipped with an 8O-200mm 817/491-9110 419/529-4378 / f2 .8 lens. 1/250 sec. a t f 8.0 on Kodak Ektachrome Lumiere 100 film. Cessna 210 photo plane flown by Bruce Moore. S.H. ' Wes' Schmid 2359 Lefeber Avenue Copyright © 1995 by the EAA Antique/Classic Division Inc. All rights reserved. Wauwatosa, WI 53213 VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental 414/771-1545 Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd. , P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic DIRECTOR EMERITUS Division,lnc. is $27.00 for current EM members for 12 month period of which $15.00 is for the publication of VINTAGE AIRPLANE. Membership S.J. WlIIman is open to all who are interested in aviation. 7200 S.E. 85th Lane POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO Ocala. FL 32672 ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail. 904/245-7768 ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. ADVISORS EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the Joe Dickey Jimmy Rollison authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. 55 Oakey Av. 640 Alamo Dr. Lowrenceburg, IN 47025 Vacaville, CA 95688 Material should be sentto: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800. 812/537-9354 707/451-0411 The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL Dean Richardson Geoff Robison CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered 6701 Colony Dr. 1521 E. MacGregor Dr. trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks Madison. WI 53717 New Haven, IN 46774 of the above associations and their use by any person other than the above association is strictly prohibited. 608/833-1291 219/493-4724 STRAIGHT & LEVEL

by Espie "Butch" Joyce

The 1995 Sun 'n Fun Fly-In in Lake­ A gentl eman at the rear of the group with ESPN to produce a 12 part avia­ land, Florida will most likely be in full held up his hand and said, " I know an­ tion series for ESPN. Dick writes, "I'm swing when this issue of VINTAGE other place EAA is doing a lot of good very excited about the series because it AIRPLANE reaches your mailbox. If and is not getting credit for this deed." has the potential to greatly impact our you've signed up for the Division dur­ Somewhat puzzled, I asked him to ex­ membership. As you know, commer­ ing Sun 'n Fun, you may have recieved plain his statement. cial time on the series would be highly this issue at A/C Headquarters. Wel­ He explained, "Right here in Rowan effective for many products. If you come aboard! County." OK, you have my ear. "Well, know of a company, group or individ­ As the kickoff fly-in of the season, if it was not for the EAA, all of these ual who might be interested in becom­ people come to rekindle their aviation people wouldn't be here tonight. There ing a sponsor, please forward the name soul, not to mention bask in the warm was a lot of flying going on here, but of a contact person and phone num­ sun and good weather. I'm looking for­ this EAA Chapter is the only thing that ber." If you know of a company that ward to this early spring gathering and has brought us together. Now we are you think could benefit from this type I hope to see you there! doing things together. It's good. Thank of exposure, drop Dick Matt at EAA I was pleased to have EAA Chap­ Paul and Tom for me." Well, I will, Headquarters in Oshkosh a note so this ter 1083, located at Salisbury, North and now that you have said so, I'm go­ project can move forward. Carolina (Rowan County), ask that I ing to thank them myself also. I have my Baron down for annual serve as the speaker at their Chapter We took a break and I fielded a again. I have always tried to do this an­ program. Jack Neubacher, a member number of questions about EAA and nual in March each year, but every year of the Editorial Advisory Board of A/e. After leaving the meeting, while it seems that I get rushed to get every­ Southern Aviator magazine is the driving back home, I started thinking thing back together before Lakeland. spark plug of this group, but he cannot (Which has caused me trouble from This year I plan on having it signed off do this deed alone. It takes all of the time to time) that when you work with in April. Besides all of that, it's got my other members of the chapter to help the staff at Oshkosh like I do, you have Clip-wing Cub blocked in the hangar keep it going. Joe Wilborn is the per­ a tendency to forget what it's like on and wouldn't you know it, we've gotten son who invited me to address the the other end. At a number of Chapter pretty weather early this year! group. He's a retired aeronautical en­ functions it's been pointed out to me Your next mailer will be sent out gineer from Lockheed in Atlanta, that if it were not for an EAA Chapter, soon regarding our membership re­ Georgia. I also found out that Joe's people would not have any kind of avi­ cruiting program. The last mailer wife Eleanor is a retired aeronautical ation function to enjoy - other than proved to be successful; hopefully this engineer and A&P. One of the really working on or flying their airplanes. one will also. Ask your friends to join nice things is that they fly and main­ The Chapter system is good and worth­ up with us and enjoy your great tain a Cessna 170. That's a long way while. monthly magazine, VINTAGE AIR­ from a C5A! Asking for a show of hands, about PLANE. Approximately 80-90 people showed 70 percent of any Chapter you visit will Your Antique/Classic Board of Di­ up that night (February 14, 1995) to be flying an antique, classic or contem­ rectors will be meeting in May 1995. If visit and talk about aviation. My talk porary class airplane. This speaks well you have anything or concerns that you was intended to explain to everyone for our type of flying when it comes to feel need to be addressed, please drop that EAA does a great deal of good for EAA members. me a note. We want and nee d the everyone in aviation all over the coun­ I received a letter the other day from membership input. try, with the representation in Wash­ Dick Matt. Dick is a Vice President of Let's all pull in the same direction ington, DC and that EAA does not al­ EAA in charge of the Marketing and for the good of aviation. Remember ways get a lot of credit for these good Communications. In this letter Dick we are better together. Join us and deeds. explained that EAA had struck a deal have it all! *' FCC LICENSE NEWS Back in mid February, a bill was in­ troduced in the United States House of Representatives that could provide the compiled by H.G. Frautschy FCC with a way to avoid what has be­ CI'WI come for them (and us!) a bureaucratic headache. The title of the bill is: "To amend the Communications Act of MANDATORY EMERGENCY LYCOMING AD 1934 in order to permit recreational ra­ As this issue of Vintage Airplane was going to press, we were advised that an dio operations without radio licenses." emergency Airworthiness Directive applicable to Lycoming engines was to be is­ Representatives Stupak of Michigan sued. The AD has been issued via Priority Mail to inspect for substandard connect­ and Fields of Texas introduced the bill, ing rod bolts shipped by Superior Air Parts, Inc. between February 15, 1994 and De­ which was referred to the Commerce cember 20, 1994. If you have overhauled your Lycoming -360, -540, -541 or -720 Committee. It would allow the FCC to series engine since February 15, 1994, you should immediately obtain a copy of AD get out of the licensing business for a por­ 95-07-01 to determine if your engine is affected by this AD. The emergency AD im­ tion of personal aviation, maritime and mediately grounds applicable aircraft until the AD is complied with. The AD does personal radio services. The part that not apply to aircraft engines overhauled by Lycoming. would affect aviation reads as follows: The suspect rod bolts have failed in a random pattern, and are the result of the " ... the commission may by rule au­ parts having been manufactured by an outside source from substandard materials. thorize the operation of radio stations Superior Air Parts issued Service Bulletin No. 95-002, dated March 3, 1995, detailing without individual licenses in the fol­ inspection and identification of the suspect rod bolts. Copies may be obtained by lowing radio services: (A) the personal contacting Superior at 800/487-4884, or by writing: Superior Air Parts, Inc., 14280 radio services; (B) aircraft stations op­ Gillis Rd., Dallas, TX 75244-3792. erated on domestic flights when such For more information on this AD from the FAA, contact Richard Karanian, aircraft are not otherwise required to Aerospace Engineer, Special Certification Office, FAA, Rotorcraft Directorate, carry a radio station ..." 2601 Meacham Blvd., Fort Worth, TX 76137-4298, phone 817/222-5195, fax: "... (2) Any radio station operator 817/222-5959. or Locke Easton, Aerospace Engineer, Engine and Propeller Stan­ who is authorized by the Commission to dards Staff, FAA, Engine and Propeller Directorate, 12 New England Executive operate without an individual license Park, Burlington, MA 01803-5299, phone 617/238-7113 or fax at 617/238-7199. shall comply with all other provisions of The FAA views this emergency AD as extremely serious - so much so, they will this Act and with rules prescribed by the not issue ferry permits to move affected aircraft. Commission under this Act." You' ll note that the bill would not provide relief from a licensing require­ OTHER FAA NEWS ... 20591 or call 202/267-8361. ment if you wish to fly your aircraft outside of the U.S. - international PMA ENFORCEMENT ANOTHER lOOLL agreements still require a station li­ The FAA has announced that it will CONTAMINATION cense for international flights. fully enforce total compliance with the The FAA has announced that an­ You may wish to contact your U.S. regulations concerning the production other fuel contamination incident has Representative and Senator to urge of replacement parts for sale and instal­ occurred - this time on the East Coast. them to support this bill, H.R. 963 ­ lation on type certificated aircraft. 3,000 gallons of 100LL fuel was conta­ point out that the passage of this bill If you produce parts for sale and in­ minated with a small amount of diesel will relieve the federal government of a stallation on aircraft, you must be the fuel and was delivered to the Chatham, bureaucratic licensing burden, and pro­ holder of a Parts Manufacturer Ap­ MA airport. The fuel was used at the vide you with a respite from what some­ proval (PM A) issued by the FAA. As airport between December 2, 1994, and times appears to be a never-ending list detailed in Vintage Airplane in the January 13, 1995. of fees and taxes that we all have to past, and confirmed in conversations The contaminated fuel tested at 89.5 pay. With the current atmosphere in between the FAA and EAA, this policy octane and no significant damage has Washington of " making government statement by the FAA does not effect been reported to the FAA as a result of more responsive to the people" this line your ability to make parts for a type this contamination. The fuel was sup­ of thinking may well provide a founda­ certificated aircraft that you own, under plied by Texaco, who has admitted re­ tion of support. the provisions of FAR 21.303. sponsibility for the altered fuel. The The policy statement by the FAA FAA does not plan to issue any Air­ made provisions for a 90 day period worthiness Directives unless further in­ PETER MARSHALL'S during which persons may begin appli­ formation comes to light. If you're con­ PHONE NO. cation for a PMA without the informa­ cerned about your engine and you used For those of you attempting to reach tion in the application being used to ini­ fuel purchased at Chatham Airport Peter Marshall in New Haven, CT, to tiate enforcement. At the very least, a during the above mentioned time pe­ try and help him with his quest to re­ person desiring a PMA to make and riod, you may wish to contact the ap­ produce a Curtiss Hawk III (see "Aero­ sell parts for installation on type certifi­ propriate engine manufacturer or the mail" in the February issue of Vintage cated aircraft must submit a prelimi­ FAA. If you have a Continental en­ Airplane), his correct phone number is nary application to the FAA no later gine, contact Teledyne Continental 2031773-3268. Peter is looking for any than May 30, 1995. Motors, Service Engineering, phone and all information, including drawings, For more information, contact 205/438-3411, extension 340. For a Ly­ concerning the Hawk III. Give him a EAA's Government Affairs Specialist, coming engine, you can call them at call if you have information to share. Earl Lawrence, at 414/426-6522. You 717/327-7187, and for other engines, may also contact the FAA directly at: contact the applicable engine manufac­ KNOB RESTORATION Production and Airworthiness Certifi­ turer or call the FAA's Locke Easton, Member Bob Hollenbaugh of Mid­ cation Division, AIR-200, FAA, 800 In­ Engine and Propeller Standards Staff, dletown, OH and I both wonder if any­ dependence Av., SW, Washington, DC phone 617/238-7113. body has a method to refinish the

2 APRIL 1995 Some of these guys take this STC thing just a bit too far ... Staggerwing Club member Bill Helsell decided he 'd give the business to the young FAA inspectors who were coming for a visit. (Should it be named the "Staggerwing OX trainer?" How about the "Staggerox?") The OX-5 seems to fit OK, and could certainly lend itself to a nice cowl , but we're not sure that the climb and cruise won't suffer a bit from the drag of the radiator. (But oh, think of the cabin heat you could have! ) The 90 "horseponies" put out by the OX are a bit on the light side as well. We suspect Bill and his rebuilder Orville Tosch probably sprained their tongues when they planted them so far into their cheeks! Now before you go send off a note asking for more information about this modification for the Staggerwing, be sure and check the cover date of this issue . .. Our thanks to George York of the Staggerwing Club for sharing these shots with us.

molded plastic knobs found in the cock­ pits of so many of our airplanes. In Those folks in the Staggerwing Club certainly have a lot of fun - member particular, Bob is rebuilding SIN 2 Jim Gorman shared a list of interpretations for use the next time you're perus­ Aeronca llAC Chief, and has to re­ ing the classified airplane ads ... Anybody else got a few to add to this list? store the knobs for the throttle, carb HOW TO INTERPRET ANTIQUE AIRPLANE ADS heat and cabin heat. Without resorting Recovered -Airplane washed to a lathe and sandpaper, which would Rebuilt -Recovered destroy the heat imprinted legends on Totally Restored -Recovered, painted the face of the knob, or painting the Fabric Good -Only flaps a little when flying knobs themselves (they have a translu­ Fabric Fair -Finger goes through at the slightest touch cent look to them) is there a rejuvena­ Rebuilt Engine -New spark plugs tion process that can be done? If you Engine needs slight adjustment -Needs complete overhaul know of such a method, please send the Low Hours -About 10,000 hrs details to us here at EAA HQ, at the Lost storage -Neighbors got court order address at the end of this next AIC Needs interior -Seats are gone News item. NDH (No Damage History) -On its back twice 200 mph cruise -Airspeed indicator broken AlC CHAPTER ACTIVITIES New tires Recapped for the third time AntiquelClassic Chapters have often Modern radios -Omnigator been the focus of local activities for a Propeller Overhauled -Straightened after hitting steel pole number of our members. There are IFR equipped -Turn and bank now 18 Chapters, with one more to be added to the list this month. (Congrat­ write up a visit to a local restorers shop, television can be your ticket to video ulations to AIC Chapter 28 in Lexing­ or a purely social event as well. Per­ bliss. A 45 minute video has been pro­ ton, KY!) haps you have a Chapter restoration duced which documents this famous With that much interest, we're sure project as well - write it up and who aircraft. The video project, spear­ that the Chapters are coming up with knows, you might just get some unex­ headed by Staggerwing club member all sorts of projects, from the familiar pected help from another source! Send Dick Hansen, chronicles the history of fly-in to other social events. We'd like your write up and photos (and please, the famous Beechcraft and the Stagger­ to feature some of those events on a don't write on the back of the photos!) wing Museum in Tullahoma, TN, and regular basis here in the pages of Vin­ to the editor at: features air-to-air and historical footage tage Airplane. A few sharp photos and H.G. Frautschy of the Model 17. I saw a preview of the a write-up on what you do as a Chapter EAA Aviation Center video during the Staggerwing Conven­ will give you a boost to encourage oth­ PO Box 3086 tion this past fall, and was quite en­ ers to join in the fun, and may give oth­ Oshkosh, WI 54903-3086 thralled. It can be yours by calling or ers ideas on ways they can enjoy their writing the Staggerwing Museum, Box affiliation with a local AIC Chapter. STAGGERWING VIDEO 550, Tullahoma, TN 37388. Telephone Don' t just limit yourself to fly-ins- If you're a Staggerwing fan, your 615/455-1974 or -3594. ...

VINTAGE AIRPLANE 3 is that there is much to be gained by knowledge of what to inspect for, not only for a potential aircraft purchaser but for the health of the movement in general. Should my suggestions meet with your approval, may I suggest the first article be on the Ercoupe family of air­ craft. I feel certain that the Ercoupe MAIL Type Club would be happy to help out. Perhaps then I will feel more easy re­ garding the purchase of one. I have ad­ mired this little aircraft type now since first seeing one back in the forties. Dear Henry, DearH.G., Should you publish such an article in VINTAGE AIRPLANE then I would I thought I'd send you the latest up­ For a while now I have thought that probably have my first Ercoupe/air­ date on the restoration of the "MGM one thing that would add value to the coupe in short order. At least I would Special." Also included is a photo you whole of vintage/classic aircraft interest feel quite a bit more confident regard­ can publish (see page 3). I'm still trying would be well prepared write-ups com­ ing the aircraft, its future and my own. to work up an article on the project. plete with photos dedicated solely to Sincerely yours, Anyway, here's the latest: I was able what to check on any particular aircraft to get a copy of the original stress and prior to purchase or rebuild. Ron M. Hynes design analysis done in Spetember of Because it occurs so often that a per­ 7 Maywood Road 1927. That little gem came from the son, full of enthusiasm, purchases a Sherwood Park, Alberta T8A OJ9 San Diego Aerospace Museum. From cl assic , and even if it were perfectly Canada that, I was confident enough to order a painted up, finds that because of per­ sufficient amount of chromoly tubing (I ha ps rusted out tubing in the landing P. S. EAA is one of the things in hope!) to rebuild both Ryans. gear, that his beautiful J-3 or other has this old world that make life worth­ Unfortunately, the analysis doesn't just now been totaled. while. Thanks for all your efforts, and have anything on the wood structures. There always exists a natural fear of a special thanks to Paul Poberezny, a I'm still looking for some form of con­ the unknown whenever I purchase a great man. struction drawings. I have a request classic. I have owned several during my into the FAA for a copy of what ever lifetime and am currently down to they have of the Approved Type Cer­ three, namely a PA-17 Vagabond, a J-3 Ron's idea certainly has merit, as I'm tificate for the B-1 series. (#25). If all Cub and a beautiful Pietenpol. Should sure that most of our readers would agree. else fails, Yankee Air Museum in you publish in Vintage Airplane such a The tough part comes with the execution ­ Chino, CA has offered to call me when series of articles describing what to ex­ were does one gather the information on a their B-1 (c/n 141 , NC6956) is rolled amine closely prior to purchase, then wide variety of aircraft types? The an­ onto the restoration floor. They will al­ much of the usual uncertainly will be swer, certainly, lies with each of the Type low me to take photos, dimensions, etc., allayed within all of your members Clubs. Other than the few AI's out there to develop my own plans. ,whether purchaser or seller. If nothing with antique/classic experience, there is From Harmon Dickerson in Colum­ more, it would at least lay some author­ nobody with a broader knowledge of each bia, MO, I purchased a partially over­ itative "sort of" ground rules into how aircraft that those who keep the type clubs hauled Wright J-5 "Whrlwind" engine, much of an inspection a person should going. Our staff here at EAA, while expe­ with all accessories. It's absolutely expect or allow on specific classics. rienced, cannot possibly cover all the air­ georgeous too! I can't wait until it's As an example of what I am refer­ craft that could potentially be in each of finished and running. ring to, I have wanted a "good" Er­ the articles, so, here's my proposal: Today, I purchased a pair of B-1 coupe/Aircoupe for years. I have the l'd be happy to publish a series of arti­ ailerons from the Antique Airplane As­ manuals, I have bits and pieces of infor­ cles on the pre-purchase inspection of spe­ sociation. I'm also in the process of ob­ mation, I have saved magazine articles, cific aircraft types authored by people with taining from a private collector the etc., but still I shy away from purchas­ experience with that aircraft make and original fabric from the rudder of the ing. As much as I would love to own a model. If you are member of a type club, "MGM Special!" Boy, was I surprised good aircraft of this type, I am reluctant please feel free to submit it though your to find that! to just jump in and acquire one unless I club, so that a compLete review can be ac­ Other than drawings, I'm looking for feel that I have done a thorough and complished before pubLication . PLease feel photos of the " MGM Special" as well meaningful exami nation . I am not free to submit photos of specific probLem as any Ryan B-1 "Brougham." I could afraid to have to rebuild or change areas if you have them, and don't be self also use instruments, mag swi tches, etc. parts, that doesn't trouble me. A failed conscious about your writing styLe - we'll One special thing I need is a complete major component, due to my lack of take care of that on our end. Pioneer Earth Inductor compass, or knowledge, would trouble me some. any parts thereof. That's about it right Basically, what is needed is a new Send your articles to: now. Hopefully in the next few months section in antique/classic magazine. Antique/Classic Aircraft Reviews I'll be able to start actual reconstruc­ The section would cover a different air­ EAA Aviation Center tion. I'll keep you informed. craft each month . This would also P.O. Box 3086 greatly benefit owners such as myself Oshkosh, WI 54903-3086 Sincerely, who would then pay more attention to Scott Gifford (A/C 17672) their own aircraft thus helping greatly If you need more guidelines, call me at 550 Frederick Ln. to preserve these classics by perhaps 414/426-4825. Prescott, AZ 86301 averting disastrous accidents. My belief - H.G. Frautschy ....

4 APRIL 1995 VI~TA(3~ LIT~l2ATUl2~

b", [)ennis IJar-k.s!)

Libr-ar-",/~r-chives [)ir-ect()r-

From the pages ofAero

CHICAGO 1911 The Twenty-One Prize Winners During January 1910, air racing came to America Aviator Machine Amount during a meet held at Dominguez Field outside of Los Thomas SOpwlth ...... Blerlot, Wright...... $13,120 Angeles. Twenty-five thousand spectators jammed the Lincoln Beachey ...... Curtlss...... 10,622 field to see American pilots in Wright and Curtiss ma­ C. P. Rodgers...... Wright...... 9,960 chines compete with Bleriots and Farmans from Eu­ G. W. Beatty...... Wright...... 6,800 rope. Curtiss brought a new airplane and won $6,500 in Earle Ovington...... Bleriot, Curtiss...... 6,300 A. 1.. Welsh...... Wright...... ,981 prize money for speed and endurance contests. How­ Rene Simon...... Molsant...... ,282 ever he was outdone by Louis Paulham of France in his Eugene Ely...... Curtiss...... 3,796 Farman, who captured over $10,000 in winnings. Both PhllUp Parmelee ...... Wright...... 3,701 Curtiss and Wright formed flying schools and exhibit James Ward...... Curtiss...... 2,900 O. A. Brindley...... Wright...... 2,606 teams during the year. The number of pilots rose from J. A. D. McCurdy...... McCurdy...... 1,900 twenty in 1909 to one hundred by the end of 1910. In Howard Glll...... Wright...... 1,860 October 1910 the aviation world gathered again for John J. Frisbie...... Curtiss...... , ... .. 1,.96 America's second international meet on the occasion Lee Hammond...... Baldwin...... 660 of the second Gordon Bennett Cup race, the first in George Meatach ...... ~orane...... 460 J. C. Turpin...... Wright...... 460 America. This event took place at Belmont Park out­ Paul W. Beck...... Curtiss...... 400 side of New York City. Prizes totaled $73,000 with J. V. Martin...... Grahame-Whlte...... 260 $10,000 set aside for a race around the Statue of Lib- Frank T. Coffyn ...... Wright...... 160 Andrew Drew...... ~ . ....Wright...... 160

C> C '" ~

~> I o a: « _ ...... § :;,aiOil'lE~ >':1'I Ii ~--~~------~~----~~ ~ (Above) After the Chicago meet Cal Rodgers (on right) traveled to Appleton, Wisconsin where he gave rides to friends and family of his wife.

VINTAGE AIRPLANE 5 tional av iation to the Midwest. In April 1911 a group of busin essmen met at the Greatest Event in the History of Aeronautics! invitation of the Aero Club of Illinois. They were asked to under take the pro­ ject of bringing international competition to Chicago. Under the leadership of INTERNATIONAL Harold McCormick success was assured. The site chose n was alon gside Lake Michigan at Grant Park. The location in AVIATION MEET downtown Chicago would ensure access by large crowds. Call ed the INTERNA­ TIONAL AVIATION MEET the event Grant Park-CHICAGO was scheduled for nine days from August 12-20 and prize money was advertised at August 12-20, 1911 $80,000.

ENTRANTS

Under Auspices International Aviation Meet Association-Full Official Sanction T he A ugust S, 1911 issue of AERO held that the many entries promised suc­ $80,000 IN PRIZES! cess of the Chicago Meet. "With a great entry li st assured so that hangars will be provided for 30 machines at least, a nd Largest purse and most ambitiolB program ever offered in any country. each flier entering as a contestant rather than as a n exhibitor, it is believed that Aviation field exceeding one mile in length. Oval course over one and one-thiJd miles the competition will be the keenest that in circumference minimum distance. Events embrace every feature and novelty has ever been witnessed in America, and that the meet will go down in aeronautic in aviation. Hangars for 40 machines. Grand stand for 50,000 people. annals as the beginning of truly competi­ tive avia tion in Ame rica ."The li st of thirty names published included Harry Atwood, Tom Baldwin, James McCurdy, SPECIAL RAILROAD RATES. NINE DAYS, EVERY AFTERNOON. Earle Ovington, Charles Willard, Lincoln Beachey, Charles Hamilton, Cal Rodgers Many Free Seats. and Eugene Ely from the United States. International entrants included Thomas Sopwith, and Roland Garros. One of the unusual fea tures of the meet was the Scale of Prices, 25c to $1.50 Box Seats $2.00 novel pl an of distributing a large part of the prize money according to flying time, thus making the event especially attrac­ tive to skilled fly ers. T he plan guaran­ teed contestants two do ll ars for each erty. The Curtiss and Wright teams both weren't able to match the performance of minute they were in the air during official entered fo ur aviators each. There were the Europeans. Graham-White was out­ hours. The program also included a vari­ also seven independent Americ an e n­ standing at the meet winning both the ety of contests: durati on, speed, altitude trants. England, provided three pilots in­ Gordon Be nnett Cup and the race and cross-country races. This was the first cluding Claude Graham-White a nd around the Statue of Liberty. With in­ tim e flyers we re n ' t paid appearance France nine including Roland Garros. ternational events on both the West and money. For nine days the fl yers com­ The event was quite a disappointment for East coasts in 1910, it was decided in peted for records and prizes. Top honors the Wright a nd Curtiss teams who Chicago that it was time to bring interna­ in the speed contest went to Sopwith,

Fifteen hangars were. built on the Grant Park site for the 1911 meet. The Blackstone hotel is in the background.

6APRIL 1995 '.

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Beachey and Ovington. Sopwith (Above) Phillip Parmelee, one of the Wright team pilots, at the starting line in one of recorded seven first-, two secondo, and the short wing Model Rs. Parmlee flew a little over five hours during the meet. one third-place awards. Prizes from the (Below) Wright Model B Flyer in the air. Probably taken at Detroit during speed contest netted the Englishman September 1910. The Model B first flew in July 1910. over $10,000. Along with his other prizes he earned over $13,000, the most for any contestant. Beachey established an alti­ tude record of 11,642 feet which would last for three years. This along with ten other awards earned Beachey nearly $11,000. Honors for total duration went to a newcomer, Cal Rodgers. Using a slow but reliable Wright B, he remained aloft three hours nearly every day. At the close of the meet his total time aloft was 27 hours and 16 seconds, earning him over $9,000. Another highlight of the meet occurred on August 14 when Harry Atwood, piloting a Burgess­ If Wright biplane landed after a 283 mile ."rn trip from St. Louis. It was the first part of a flight to New York city which would 2:~ I earn him the $10,000 prize offered by () Victor Evans, a Washington, DC patent ..a: attorney. His journey of 1,295 miles ex­ § I ceeded the world's distance record by 82 a. miles. ~------~ ~

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CROUND PLRN ] 11 dr=====ll 1.1 III III '~~"IU 1/ ~II lEI ~I III Ir== PLAN OF THE CHICAGO INTmRNATIONAL MEET COURSE (Above) This Burgess Model E, also known as the Grahame-White Baby, was flown in the Chicago meet by J. V. Martin. This aircraft was designed by Grahame-White and manufactured by Burgess. It is very similar to a Farman biplane. (Above right) The Curtiss hydro-aeroplane flown by Hugh Robinson attracted a great deal of attention. The use of this craft for rescue work was demonstrated when the pilot landed at the site of Johnstone's crash into Lake Michigan.

ACCIDENTS engine had caused the accident. St. Croix much fl ying as the world has ever heard had earlier announced that it was his in­ of in a like period. Lincoln Beachey, in Even though it was a great meet, these tention to give up fl ying at the close of an all -American Curtiss biplane, has set a we re the pioneer days of aviati on, and it the meet and go into the airplane supply new altitude mark of 11 ,578 feet fo r the was marred by a few accidents, two of business on a large scale in New York. world to ma rvel a t, a nd W.G. Beatty, the m fa tal. Both of the fa talities took with the ink hardly dry o n his pilo t 's place on Tuesday, August 15. GREATEST MEET brevet, has broken a long standing dura­ In the first, William Badge r, flying a tion record with a passenger by flying 3 Baldwi n biplane, ove rstressed his ma­ The August 16, 1911 issue of AERO ho urs, 42 minutes 22-1/5 seconds in an chine by making a sudden dive a nd a decl ared that the "Greatest Meet Ever a ll -American Wright bipla ne. "Cal P. quick climb. As the climb was begun, the Held E nds Happily." "What Tom Sop­ R odgers, in a nother Wright has fl own wings coll apsed and the plane dropped 50 with call ed ' the greatest avi ation meet more tha n 3 hours dail y without stop­ feet to the ground, killing Badger. H e the world has ever seen,' ended yester­ ping, save on one day when his duration apparently was trying to duplicate a ma­ day, the facts and figures of the nine days was less, using a Wright biplane that he neuver of Lincoln Beachey's, where he of fl ying proving it wi thout the shadow of learned to fly only a mo nth ago. H e dove into a sunken portion of Grant Park a doubt. " Pro ba bly three or four mil­ showed the comparative simplicity of the and then pulled up abruptly into a breath­ li ons of people have witnessed at least a task by lolling in his seat each afternoon, taking climb, giving the appearance of pa rt of the meet, a t which $80,000 in legs crossed and dangling a cigar in his coming up out of the ground to the as­ prizes have been won, two new world's mouth. "American motors and Ameri­ se mbled crowd. records made and $140,000 taken in a the ca n aero planes have come to the front The other victim was St. Croix John­ gate. "How many people have become with indisputable evidence of superiority. stone fly ing a Moisant Ble ri ot mono­ practically interested in aviati on as a re­ Altitude and duration with a passenger, pl ane. H e had been in the air fo r two sul t of the meet is a matter of conj ecture, the two most searching tests, have been hours when his plane suddenl y dove from but if one in every thousand who wit­ met and passed with a rush of victory. A about 3,000 feet in to Lake Michigan. The nessed the meet has b een converted , Curtiss biplane with a Curtiss motor has pil ot was trapped in the machine as it there are today 3,000 new followe rs of taken the fo rmer, a Wright Biplane with sun k out of sight. Some believed that the the sport, science or industry. " During a Wright motor the later, with a worl d's gyroscopic forces of the Moisant's rotary the nine days there has been twice as record to the credit of each." ...

(Above) Lineup of Curtiss entries at Chicago with the Burgess overhead. In the background (on the left) appears to be Lincoln Beachey's " headless" Curtiss. (Above right) There were no injuries to aviators beyond the two fatal ones, but many accidents to machines occured. An auto truck was kept busy carting machines to sheds, minus wheels, skids, parts of wings, etc. This was the unfortuante encounter of a Mosiant Bleriot and Cottyn's Wright. Cottyn appears to be the pilot at fault in this instance.

8 APRIL 1995 Notes

From the "International Cessna by Norm Petersen $1600 to $1900 to have the prop re­ 120/140 Association Newsletter": assembled with new parts by the local Bill Rhoades, Newsletter Editor After the time and money to overhaul shop, I returned it to Thunderbird. (612-652-2221) the engine, there was too much to risk. Upon receiving the disassembled As it turned out we found the fault lay prop, Thunderbird immediately sum­ Carb Ice in a new part of the oil pump. moned an inspector from the Oklahoma Due to the way the new cover plate City FAA office. All parts were re-ex­ Through the years there have been was machined, it was warped and al­ amined and micrometer measurements attempts to warn the pilot of carburetor lowed oil to escape from the pump cav­ were referenced to the Beech overhaul ice by showing the carb air temp, etc. ity. manual by both Thunderbird personnel Back in 1946 when the Cessna 120 and My A & P who overhauled the en­ and the FAA inspector. The hub was 140 came out, an "MIT brain" and close gine had used a petroleum based grease sent out for an X-ray procedure and in friend, introduced me to the installation in the pump to keep the gears from run­ the end, all red tags were removed by of a manifold pressure gauge in his sin­ ing dry until the pump primed, and this FAA. Additionally, not one of the 10 gle engine airplane with a fixed pitch apparently sealed the gap for some five discrepancies cited by the local shop prop. I soon made a similar installation hours of running. Hard to believe, but proved to have any merit! in a Cessna 140 and haven't been with­ it did. Today, after lapping the cover It is interesting to note that the hub out one since. Why? I think it is the plate to the pump body I get a strong in question was supplied during a previ­ best power indicator to use and it is rel­ 40-45 psi at cruise and at idle. Thanks ous overhaul by the local shop that pre­ atively cheap. I take off at full bore and for the help. cipitated this fuss. Additionally, both climb at 26" HG and cruise at 23" HG, - Craig Kloppenburg, NH Rep. the FAA inspector and Thunderbird which is around 65% power. Also re­ could not understand (1) why the prop member that you lose about one inch of was disassembled for a simple blade re­ manifold pressure per thousand feet of From the "American Bonanza placement; and (2) the rationale behind climb up to 8,000' where it is slightly Society" magazine the red tags without reference to either less per 1,000' climb. Anyway, back to Patrick Rowley, editor micrometer readings or the Beech over­ the HG meter as an ice indicator. When (316-945-6913) haul manual. flying at a constant altitude and power Throughout this ordeal, Thunderbird setting, if any ice starts to form in the Propeller Ordeal responded professionally, in good faith carb throat, it restricts the flow into the Which we'll subtitle - "It pays to get a and with utmost courtesy. The hub was induction system, which acts the same second opinion!" reassembled and the prop was returned as closing the throttle, except it is much to service. My billing from Thunder­ more sensitive. When this happens the I have just gone through an interest­ bird? Not one red cent! Thunderbird HG meter will drop. If the ice build-up ing ordeal with my Beech 278 propeller even prepaid the return air freight! is small and the meter reflects it slightly, that may be of interest to our members. From my experience, I would highly in most cases it isn't noticeable as far as About one year ago, I had my prop recommend Thunderbird to owners of RPM goes. If the meter is down but an overhauled by Thunderbird Propellers, older Bonanzas over any local prop inch or two of HG, put on carb heat. Inc., in Bethany, Okla. (405-789-1830). shop. These people are specialists and This will cause a further drop in HG be­ A short time back, after about 100 hours appear to be in business to keep us fly­ cause of less dense heated air plus pip­ in use, I began seeing stains on the back ing by fixing and repairing rather than ing resistance in the hot air system. side of one blade. After a call to Thun­ selling new parts and props. Wait a short time and take off the carb derbird, I was advised to have a me­ -Cliff Low, Oregon heat. If the HG needle goes up higher chanic look at the prop immediately to than when heat was applied - you had determine whether the leak was oil or Meltdown! ice in the carb! It works!!! grease. I was told that if the leak was - Curt Hewitt, Bethany, CT oil, I had a potential major problem, but My wife and I were at Punta Col­ if it were grease, I only needed to have orada (Mexico) over Thanksgiving holi­ Oil Pressure Update the blade seal replaced. day when we took pictures of what re­ An IA determined it was a grease mains of a Model 36. This is the story I am writing to follow up my plea for leak, but he did not want to open the we were told: On about November 10, help from Cessna 1201140 owners in prop. I then agreed to have it sent to a an American Bonanza driver landed his solving my recent oil pressure problem. local prop shop to have the seal replace­ 1980 Model 36 at a remote strip south Many suggestions were made to raise ment. Two days later I was informed of LaPaz, Baja California Sur. He had the tail, one friend claimed they had to the prop had been disassembled, in­ buzzed the Punta Colorada Hotel one do this with brand new airplanes. How­ spected and 10 discrepancies related to mile south for a pickup, but no one ever, my AI was opposed to doing it the hub were noted. Four parts, includ­ came, so he started walking. Soon a with a fresh overhaul since it does not ing the hub itself had been red-tagged. truck came by from the direction of the solve the problem, it only gets around it. Rather than agree to pay an estimated airstrip with the driver gesturing franti-

VINTAGE AIRPLANE 9 cally for the pilot to get in. They (Ed. note: The Texas Temple is listed in enced a loss of oil pressure and an in­ roared back to the strip where the 36 Juptner's Volume I, Page 121, under ATC crease in oil temperature. While at­ was billowing black smoke from the #45 dated June 1928) tempting to locate an airport for land­ cabin area! ing, the engine quit. The aircraft After several explosions, another Square Tip Prop? sustained substantial damage during the employee arrived with a hand-held fire off-airport landing. extinguisher. The aircraft was almost David Stark is progressing well on An investigation and engine tear­ totally melted down, with flames com­ his Stinson SR-9, having completed the down revealed small pieces of a paper ing out of the open root of the right wings, tail, and put new wood on the towel caught in the oil pickup strainer. wing. The volunteer fireman, risking fuselage. This news was passed on to The remainder of the paper towel was his eyebrows, squirted out the remain­ (us) here by Joe Haynes along wi th a found in the engine oil sump. It was ing fire. question he couldn't answer for David. determined the paper towel restricted The pilot reported that the only con­ Put on your thinking caps. and/or blocked oil flow to the engine, ceivable source of ignition was a magni­ David's prop has a squared-off tip. resulting in #1 rod bearing seizure and fying glass lying on a map in the back The blade is legal, but doesn't look like failure of the connecting rod. seat. the original blade. The question is: Although the chain of events that The rudder and elevators are all that "Will this square tip provide any better led to the paper towel getting into the remain unscathed - and they may fly performance?" engine could not be determined, it re­ again. (The rudder is equipped with an If you have the answer, call David minds us of the care that must be SMP Upper Bracket.) Stark at 817-594-9519. taken during maintenance to assure - Dick Wilson, California items are not left in inappropriate places. Quite often towels or rags are From "The Bucker Newsletter" ­ used to cover crankcases when cylin­ From "The Texas Chapter AAA Chris Arvanites, editor & publisher ders are removed or oil dipsticks are Newsletter" ­ (815-436-1011) taken out. Additionally, tools used Penny Richards, editor during maintenance have been left in (817-482-6175) I attended an FAA Seminar the other places where they could cause "fatal" day regarding approved parts for air­ damage to the aircraft and its occu­ "Temple Monoplane" Arrives craft. It covered acceptable standards of pants. In this case, the occupants suf­ Love Field certification, identification of parts, ac­ fered serious injuries and a beautiful ceptable traceability, and how to deter­ aircraft was destroyed. Please use the On Thursday, Jan. 19, the one-of-a­ mine if the parts conform to type design. events related in this article as a re­ kind "Temple Monoplane" was flown All these parts that are approved is any minder to review your procedures for from Temple, TX by its restorer, Jerry part that is manufactured and approved assuring proper control of all items Ferrel, to Love Field. Jerry donated the under the provisions of FAR Part 21, not intended for installation in the as­ plane for display at the Frontiers of provided that the part is used for the sembly on which you are working. Flight Museum. purpose it was originally intended and it The "Texas Temple" was the first has been maintained in an airworthy aircraft designed to be mass produced condition. As far as being airworthy, From "Coupe Capers" - in Texas by the first commercial com­ they say that a part must conform to Ercoupe Owners Club ­ pany to be licensed to sell airplanes in type design and be in condition for safe Carolyn Carden, editor Texas. It was developed and flown in operation. Do you know that you can (919-477-1832) 1927 by George W. Williams, Jr. who produce a part for your own aircraft? was the first man to design and build A few important things to remember When Roy Prugh wanted to work an airplane in our state. He built and . .. know your supplier, issue specific in­ on his nose gear strut, he had to raise flew Texas' first airplane in 1910 in the structions on the P.O. (Purchase Or­ the nose of the plane and control its pasture behind his home in Temple. der), perform receiving inspections and position by himself. To do this, he Jerry Ferrel has been using a Warner have a good certification and traceabil­ started by removing the cowl, then engine on the Temple, so on Monday, ity. There is an avition safety hotline lowering the tail with two bags of soft­ January 30, he and Joe Haynes changed number: 800/255-111l. ener salt. out that engine for its original Anzani. Also something to know is they are (Ed. note: [think I'd want to wrap The Anzani is a Clyde Cessna modified goi ng to do away with all yellow tags on those bags in plastic, and then give the engine which added push rods for the parts and an FAA form 8130-3 airwor­ airplane a good bath after this! You also intake valves. Ed McCracken donated thiness approval tag (which is really an want to keep the added weight as close to a wooden Rogers prop which Jerry took 8 X 10 sheet) will be used from now on the centerline of the fuselage as possible.) home to finish. and you should keep (the sheet) in your Then he attached a cable between a This last remaining Temple was as­ record folder and don't staple it to your rafter and the engine's lifting ring (with sembled from the parts of several. It log books. a ratchet on the cable). was famous for introducing several - Chris Arvanities, editor After removing and fixing the strut, unique safety features, such as landing he removed one of the bags from the lights that were fully adjustable by the tail. Then, using the ratchet on the ca­ pilot in flight. No planes were ever From the "Cessna Pilots ble, he was able to lower the nose down mass produced as planned due to the Association" newsletter ­ onto the strut a fraction of an inch at a death of George Williams and the stock John Frank, editor time. When necessary, he was able to market crash. (316-722-1352) re-raise the nose a little, adjust the The silver and red Temple will be strut, then lower the nose back down temporarily stored at Foxtronics while Paper Towel Downs Aircraft onto the strut. the Frontiers of Flight Museum With this method, Roy was able to arranges for its display in the main ter­ During a cross-country flight, the pi­ reinstall the strut by himself with com­ minal at Love Field. lot of a single-engine aircraft experi­ plete control. ...

10APRIL 1995 dry. A terry cloth towel rinsed often and -- - ... pretty well wrung out will remove all of the soap residue without a total soaking. You will be amazed at the amount of oxi­ dized dope which will be removed, which -BRIC will open the pores and allow good pene­ tration of the rejuvenator. When the airplane is completely dry you can attend to the cracks and ring­ worms in the finish by brushing unre­ REJUVENATION duced rejuvenator onto those areas using a small watercolor brush. Allow a few minutes for the solvents to work and ap­ by W. D. "Dip" Davis • NC 1804 • Cooper Aircraft, Inc. ply a second coat. Thick finishes may re­ quire a third or even fourth application to soften all of the material clear down to the fabric. Avoid direct sunlight and Restoring Your Aircraft's Dope Finish . .. temperatures above about 85 degrees, which will dry the solvents before they have had time to perform their task. Here we go, misleading you right from lowing direct exposure to sunlight. How­ When the dope is pliable enough to allow the title. Actually aircraft covering fabric ever, there are probably cracks in the fin­ you to do so, "heal" the cracks by rub­ can't be rejuvenated. The term really ish next to stringers or other supporting bing the softened dope into them with refers to a process of restoring the finish structure. "Ringworming" can happen your finger, making the surface as smooth that is applied to the fabric. Since syn­ where a sharp blow occurred, such as as possible and avoiding furrows. thetic fabrics, primarily polyesters, have from a hailstone or small stones from an After all the damaged areas have been almost completely replaced the organic unimproved runway. These areas will re­ taken care of, a spray coat of rejuvenator materials of coUon and linen, the useful quire individual attention before begin­ is applied to the entire surface. life of the actual aircraft covering has ning an overall finish rejuvenation. Rejuvenator is a special blend of sol­ been extended many times over, and un­ First, determine that the finish is dope vents and plasticizers that are strong less given regular doses of tender loving rather than enamel or other non-soluble enough to penetrate completely through care, the finish will deteriorate to the material. If there is any question about old, brittle or sun baked nitrate or bu­ point of un acceptability while the fabric the topcoat, a quick determination may tyrate dope. itself is still airworthy. be made by dampening a cloth with MEK It will probably be necessary to reduce Thought should be given to the condi­ or acetone and rubbing lightly in an in­ or thin the material to get it to atomize tion of the structure which is hidden by conspicuous spot. If the color comes off properly for spraying. Use retarder or the fabric on components which can't be on your rag, the finish is resoluble. Don't retarding thinner rather than regular thoroughly inspected through access pan­ be misled by the removal of a little oxi­ dope thinner so that the surface will stay els. The amount of deterioration which dized pigment-you can feel a drag or re­ wet long enough for the solvents to pene­ can occur in 15 or 20 years could be sistance to your rubbing if the material is trate the entire dope film . Unless yours enough to cause catastrophic failure un­ being softened. Check on the trim stripes is a minimal thickness finish, a second ap­ der severe loads. If you (and your in­ and registration numbers we well. It's plication of rejuvenator will be required. spector) are satisfied with the condition not uncommon to find that someone This is followed by a coat of non taut­ of the basic airframe and have deter­ sprayed enamel trim over a pigmented ening clear butyrate dope before the re­ mined that the fabric itself still tests dope base coat. This can usually be re­ juvenator has cured more than a few above the minimum allowable tensile moved using sandpaper and/or solvents. hours. Clear dope doesn't make a good strength, which is based on the wing load­ An enamel finish is generally not re­ topcoat as it will tend to yellow with age, ing and never exceed (red line) speed of pairable. If the topcoat is beginning to so a light coat of pigmented dope should the particular aircraft then finish rejuve­ chip and flake in large areas it might be be applied as soon as practical. You will nation can be done. feasible to remove dry using plastic scrap­ find that the original trim stripes and reg­ Airplanes with a wing loading of nine ers. Chemical paint removers almost istration number lines are still quite evi­ pounds per square foot or less and a Vne never produce satisfactory results in re­ dent and it won't be difficult to mask off of 160 mph or less were originally allowed finishing, as it is extremely difficult to and repaint using the original design. If to use Intermediate grade fabric which completely remove all the stripper you wish to change the trim lines you can tested 65 pounds tensile when new. Heav­ residue from the material under the wet sand the edges with approximately ier and/or faster aircraft were required to enamel. If the cracks are minor you 320 grit wet-or-dry paper and copious be covered with Grade A cotton which might merely fill them with a bead of ce­ amounts of elbow grease before spraying tests 80 pounds tensile strength. Since the ment, wet sand the entire airplane and any rejuvenator. strength is allowed to deteriorate to 70 give it another light coat of enamel. Dope is not a suitable finish for metal, percent of the original before it must be O.K. You have determined that the so if your cowling and fairings are un­ replaced, this means your 1-3 Cub or 7AC finish is pigmented dope and it is becom­ sightly against your shiny new fabric fin­ Champ can test as low as 46 pounds and ing brittle. The first step is to thoroughly ish, you will want to sand and repaint us­ still pass the test but your Cessna 140 or clean the airplane. I prefer to use a ing a matching enamel. Or, better yet, Staggerwing Beech fabric must pull 56 strong, low suds detergent such as Spic & strip to bare aluminum, prime and re­ pounds or better. (Reference FAA AC Span rather than wiping down with sol­ paint. 43.13-2, Figure 3.1) vent cleaners which may just relocate the Sound like a lot of work? I didn't say Chances are excellent that your poly­ grease, rather than removing it. Follow it was easy, but carefully done this proce­ ester fabric will still register readings well the detergent wash with a clear water dure wi ll prolong the life of your fabric above the minimum a ll owable unless rinse. Don't drown the airplane by hos­ for several years and give you an airplane some areas have lost all of the finish, al­ ing it down or it might take a week to you can be proud of again. ...

VINTAGE AIRPLANE 11 Details, Details by H.G. Frautschy • • • • The Custom category of the judging guidelines for Classic airplanes allows for modification for those who prefer an air­ plane with a few more amenities. You Frank Sperandeo II/IS can take it as far as you wish, from the simple addition of a shiny paint job to an otherwise stock Piper Cub, all the way to Piper PA-20/22 Pacer what you see on these pages.

( ' cl..ai__ ~ ~ r:. c ~ 8 E w o i oL-~ ______~ (Above left) In the category of aerodynamic mods, the wings saw a great deal of cleaning up. On top of the wing, the aileron horns were covered by a pair of fairings. The light two piece affair fits cleanly over the aileron horns on both the top and the bot­ tom of the wings, and as the aileron is moved, the fairings telescope inside of one another. The flap hinges were also given a sim­ ilar treatment. All of these fairings were made of fiberglass. The fairing molds were first built up with balsa wood, and then fash­ ioned out of multi-directional glass cloth. (Above center) Even the lowly tailwheel was given its proper attention. Yes, Frank assures me that the tailwheel springs were baked to eliminate hydrogen embrittlement after chroming. Thin plastic spring shims are used to keep the springs from chafing on each other. (Above right) Good golly, even his tiedowns were given the polishing treatment! Frank improved upon the three spike tiedown by putting a bushing, made of Nylatron®, a graphite impregnated nylon invented by Dupont. He also used the Nylatroll® for the cable fairleads. Teflon® was used for the control yoke bushing mounted in the instrument panel.

(Above left) The door holders on the Pacer received aerodynamic as well as machine tool attention. A smooth polished clamp is used to hold the strut mounted pin holder, while the door mounted receptacle is secured to the door using a pair of studs and nuts. The pin is adjustable, and the ball at the end of the pin snaps behind a spring loaded ball hidden in the side of the receptacle. Look closely and you can see the thin rubber pad used to cushion the strap from the strut. (Above right) Even the wing fuel tank drain valves did not escape the attention of the fiberglass man - a smooth teardrop cover was built for each of the drain locations. They're mounted using double sided foam tape. Just to the rear (left) of the drain fairing is the wing root fairing mounted courtesy lights.

12 APRIL 1995 Eank Sperandeo III (EAA 387132) of Fayetteville, AR wanted an airplane he could fly, but he also wanted some­ thing beautiful at the same time, and to his eye, that meant each and every sur­ face and fitting on his airplane was to be worked on. Each part was to be machined to a gleaming finish, pol­ ished, painted and buffed to perfection or it didn' t get on the airplane. He works as a design engineer teaching students the fine art of manufacturing design processes in the physics lab at the University of Arkansas, and solv­ ing difficult mechanical problems is just part of the job. His job routinely involves tolerances as tight as 1130 the thickness of a human hair (1 mil). Frank also enjoys the challenge of imagining modifications and then ma­ chining them into reality. (He's a pretty hot banjo player too!) On his Piper PA-20-22 Pacer, Frank has 75 different modifications he worked into the basic airframe. Special spring-loaded gap seals on the aerodynamic surfaces, based on Frank's design of a spring loaded laser mirror mount for the physics lab were built and installed. During EAA Oshkosh '94 they were some of the most talked about modifications made to the airplane. Seemingly easy changes were made to the airplane to make using it just a bit easier. The baggage door is held open by a gas-charged door opener The instrument panel does not depart from the original configuration as far as instru­ adapted from an automotive applica­ ment layout is concerned, but it was extended 2 inches on the bottom to make room for tion. When the door is opened, a mi ­ switches and circuit breakers. It features a pair of yokes salvaged from a Piper Seneca II. It has a few electronic gadgets that were fun for Frank to create. They're detailed in croswitch activates a pair of lights in­ the text. Full dual controls, including brakes, are included on this Pacer. An interesting side the compartment so you can see addition to the panel is a small receptacle (on the far left bottom of the panel) for the what you are doing. A custom de­ external antenna of a handheld radio, just in case the panel mounted unit fails. signed microchip circuit then turns off the lights after 2-112 minutes. All doors are carefully sealed with weatherstrip­ ping to preclude excess wind noise, and the doors were installed with at­ tention paid to minimizing the gap be­ tween the doors and the fuselage. The interior is finished with a velour common to the '84 Chrysler New Yorker, with a copy of the Cadillac reef embroidery used on each seat, complete with Frank's initials in old English script. Electrical goodies include a mi­ croswitch on the landing gear to auto­ matically activate his enroute timer ­ break ground and the timer starts, land and it stops! Another function on the clock counts down to a preset time, af­ ter which a beep is heard in the head­ sets and a light illuminates on the panel, reminding Frank to switch fuel tanks. Changing fuel tanks is impor-

VINTAGE AIRPLANE 13 tant on a cross country trip, because his modifications to a mInImum. he has two long range tanks installed. Amazing weight savings were realized Flying solo with the tanks filled to the by shaving 17 pounds from the seat brim with 64 gallons of 100 octane cushions - the result of removing steel gives him an endurance of nearly 7-112 springs from the cushions and replac­ hours! ing them with progressive resistance Another electrical change involved shock absorbing foam, commonly re­ a new pair of landing and taxi lights. ferred to by a tradename, Temper­ The landing light lamp, the same as foam. The change to a smaller battery used on the Boeing 747, pulls 29 amps saved 3-4 pounds (an STC is in the when operating, hence the need for a works on this by B&C Specialty), and The upper end of the wing strut is also 70 amp alternator. 8 pounds were shaved off with the use faired, and the quick disconnect wing ".. .it absolutely lights up the whole of an STC'd starter from B&C. tiedowns are neatly fitted into a ma­ runway!" observed Frank. Since visiting EAA Oshkosh '94, he chined block mounted to a spacer in the What did all of this cost in terms of has been busy recovering the tail sur­ wing. The ribbons, an idea of Betty Tur­ weight? Frank says that his airplane faces, and has been tweaking little de­ ney, Garfield, AR, are the same colors as weighs about 40 pounds heavier that a tails here and there, including the in­ the airplane, and feature small pearls, stock P A-20122 - not bad considering stallation of a set of disc brakes. He since Betty decided the airplane should be called Pearl. Why? White Sandstone the added mods and changes made to did mention that he plans on attending Pearl paint (a Nissan Maxima color) was the airplane. He says his useful load is EAA Oshkosh '95, so be sure and look used for the final color finish. The trim is about 850 pounds. for him on the Convention flightline. a Chevy truck red. Both paints are a Where possible, he paid close atten­ We've detailed some of the other PPG automotive base coat/clearcoat tion to trimming weight from the origi­ highlights on his modification list with polyurethane with flex agent added. nal airframe, and kept the weight of these photographs. ...

14 APRIL 1995 (Above) The engine compartment filled with the sparkling Lycoming 0-32OB2B en­ gine won Frank a special Antique/Classic award for the Best Custom Engine Instal­ lation. He says that a big portion of the credit for the compartments looks go to air­ craft restoration mechanic Bob Bell of Springdale, AR. The ripple free baffles and firewall have a fine brushed finish, and even the rubber hoses in the compartment get special treatment with some silicone and ArmorAII®. On the back of the stain­ less steel baffles, you can see the twin air intakes for the cabin heater. Frank says that he has not experienced any engine cooling losses due to this installation, but he was careful to point out that the baffles and the cowling are all tightly fitted, so there are few air leaks. The cowl tops are held in place by a pair of chromed tele­ scoping tubes that are locked in place with a thumbscrew. It's not visible in this view, but the engine oil cooler is relocated to the back left engine baffle, using an available STC. The fuel sample tester and mount are available from Sporty's Pilot Shop - you'll have to add your own chrome plating.

(Above) The cowl has been extensively modified, beginning with the filling of all the holes on the bowl save for the cylinder cooling holes and carb air intake. A starter from B & C Specialty, manufacturers of an STC'd unit for the Lycoming was used, eliminating the protruding starter drive on the front of the nosebowl. A new scoop was built up out of fiberglass for the carb air intake. An NACA duct was used for cabin air intake - the vent came from an aircraft salvage yard, and was originally from the engine cowling of a Metroliner. Another NACA duct is mounted on the bottom of the cowl for carb heater air intake, as well as a smaller duct used to sup­ ply cooling air to the back of the 70 amp alternator. Finally, a spinner from Aircraft Spruce and Specialty smooths the airflow into the nicely finished engine cylinder cooling holes in the cowling. Frank noticed that after all of the work, the engine's heat distribution was more even, and it ran cooler. (Left and right) The fiberglass wheel pants were bought by Frank, and then the exquisite strut fairings were created to clean up each strut/component intersection. The wing strut/fuselage intersection was also given the same treatment, as well as the wing strut/fuselage juncture.

VINTAGE AIRPLANE 15 1934 THOMPSON TROPHY

The winners: #57 Roscoe Turner - Wedell Turner 248.13 mph #33 Roy Minor - Brown B-2 214.93 mph #92 John Worthen - Wedell-WIlliams 92 208.38 mph

Others in the race: #39 Harold Neumann - Howard Ike # 131 Roger-Don Rae - Rider R-1 # 15 Art Chester - Chester Special 'Jeep" #44 Doug Davis - Wedell-WIlliams 44­ crashed on lap 8, structural fa ilure #6 Lee Miles - Miles-Atwood Special­ Out on lap 4, engine trouble

16 APRIL 1995 1933 THOMPSON TROPHY

paintings by Frank Warren

The winners: #44 Jimmy Wedell - Wedell-WIlliams 44 237.95 mph #92 Lee Gehlbach - Wedell-WIlliams 92 224.95 mph #38 Roy Minor - Howard Mike 199.87 mph Others in the race:

# 1 George Hague - Rider R-2 #54 ZD. Granville - Gee Bee Y #2 Roscoe Turner - Wedell Turner Disqualified - cut pylon (had fastest lap speed in race - 265 mph)

VINTAGE AIRPLANE 17 by Norm Petersen When all the shouting was over and the co-owners of the airplane are Gene hoopla had died down , the Tuesday Leclerc, Rick Worringer and Rick's fa­ evening Awards Ceremony at the The­ ther, Bill Worringer (EAA 31317, A/C Pitted against some very determined ater-in-the Woods declared the Contem­ 21428) - all of the Bloomington, MN area. candidates for the top awards in the Con­ porary Reserve Grand Champion to be In addition, Gary's lifelong friend from temporary Class competition at EAA Cessna 172A, N7758T, entered by Gary Inver Grove Heights, MN, Mike Richard­ Oshkosh '94 was a highly polished 1960 Granfors. The extremely low time 172 son (EAA 360620, A/C 16543), not only Cessna 172A, N7758T, SIN 47358, that (1184.18 hours T.T. at Oshkosh '94) had aided immeasurably in the super detailing was flown in from Sky Harbor Airpark at pushed Lee Maples' Grand Champion of the 172, but also flew co-pilot with Gary Webster, MN , by Gary Granfors (EAA Beechcraft D18S to the very Iimjt and had to EAA Oshkosh '94. 242832, A/C 10666). Sparkling in the the judges scratching their heads for quite Presently flying co-pilot on a Northwest morning sun , it was plain to see that this a spell. However, all is not lost in that in Airlines A-320 Airbus, Gary Granfors is was not your everyday, run-of-the-mill, 1995, the 172 can still enter the competi­ 36 years old with over 5,000 hours in his Cessna 172. Even the huge crowds knew tion while the Beechcraft is retired from logbook. He made his solo flight in a Civil it was some thing special and the An­ competing and is to be honored in the Air Patrol Cessna 172 at Fleming Field, tique/Classic judges perked up their ears Past Grand Champion's paddock. South St. Paul, and was so intrigued with and eyes, proceeding to go over the 34­ Gary Granfors is the first to acknowl­ aviation that he went on to get all the rat­ year-old airplane with their deliberate, edge that he is not alone in the ownership ings. For five years he fl ew an Aztec for a methodical examination. and detailing of the beautiful 172. The printing company while attending Inver

18 APRIL 1995 (Above) Original interior and instrument panel of N7758T features black and ivory coloring. Center console has knobby trim wheel and manual flap operating handle - a feature loved by many pilots. In this day and age, the chrome ash tray on the left wall looks a bit superfluous! (Left) High among the fleecy white clouds, Gary Granfors brings the award winning 172 in close for Jim Koepnick's camera. Mike Richardson is in the right seat. Note the standard landing light in the leading edge of the left wing. Dual 21-gallon wing tanks caps are visible on top of the 36-foot wing. (Below) Close friends since fourth grade, Mike Richardson on the left and Gary Granfors on the right, pose in front of the award winning Cessna 172.

13 J E =;

Hills Community College. He then be­ in the small town of Hampton, Iowa. Cessna award in the 1701172/175 classifica­ came an FAA controller, working at Rapid There is absolutely no doubt in anyone's tion - the very first official judging year for City, SD, and Holman Field in St. Paul, mind that the fastidious care lavished on the new Contemporary class. Again, the MN. the beautiful new 172 by Dr. Moore dur­ airplane had received excellent care along This was fo llowed by a four month stint ing the 20 years he owned it was the basis with numerous items to preserve its origi­ with Mesaba Airlines flying Beech 99's. for the Reserve Grand Champion Lindy nality, however, the old bugaboo of keep­ The next three years saw Gary flying Con­ award. Dr. Moore kept the airplane ing a polished airplane looking good really vair 580 prop jets for Republic Airlines, hangared at Ed Doyle's (EAA 79606) pri­ got to each successive owner's muscles! which led him directly to Northwest Air­ vate strip at Hampton, lA, for all those Paul Isakson was in the process of trad­ lines in the buyout. Over the years, Gary years and every time the airplane flew, it ing the original looking 172 for a Czecho­ has owned at least 14 airplanes, so the 172 was carefully cleaned of any bugs or dust slovakian "Delphin" jet with plans to ship is not a new experience for him. of any kind before being hangared. the 172 overseas in pieces when the N7758T, SIN 47358, was built near the Eventually, the ultra clean 172 was Cessna was flown to St. Paul for tempo­ middle of the production run of 992 moved to Amery, WI, where it was owned rary hangarage. It was here that Gary Cessna 172A models (the first 172 with a by several parties; the last two being Granfors and friends saw the airplane and swept tail) and was delivered to its first Courtney Kuchler, who sold it to Paul purchased it on the spot - thus narrowly owner, a lady in Ottumwa, Iowa. At 160 Isakson (EAA 331354, NC 19076). Paul averting the overseas shipment! hours, she lost her medical and sold the brought N7758T to EAA Oshkosh '93 and The foursome began by finishing small airplane to Dr. Robert L. Moore, a dentist ran off with the Best Contemporary details such as locating and installing a

VINTAGE AIRPLANE 19 Reserve Grand Champion­ Contemporary Class

genuine nosewh eel fairing, installing ex­ ror-finish shine. In spite of sore muscles, the fa ctory ferry pilot would have used on haust pipe extensions to help keep the the results were quite spectacul ar. When the delivery fl ight! ) belly clean and carefully placing the ori gi­ contrasted with the original paint scheme The Annual Inspection on the airplane nal decals (as reproduced by Moody of ivo ry a nd orange, alo ng with bl ack was do ne by veteran mechanic, Wade Graphics in Florida) in their exact loca­ numbers on the wing and tail , the result is Lowry (EAA 138970), of Airlake Indus­ tions. A full-fl ow oil filte r kit was in ­ a pleasing combination of brilliant metal trial Airport. Wade went through the old stalled to help keep the original Continen­ and shiny paint. Again, the super detail­ girl from stem to stern and said, "This has tal 0-300 engine clean internally. ing improves the overall impression and to be the cl eanest ai rplane I have ever Perhaps nowhere else is teamwork so adds the important accents, so necessary seen! " And Wade Lowry has seen quite a important than in polishing a metal air­ to achieving a balanced look. It is readily few airplanes in his long span of years as plane. It takes gobs of elbow grease and apparent the Cessna marketing people did an "IA." It was at this point the fo ur own­ can be a real physical challenge, such as their homework in 196O! ers began to suspect they had a winner on layi ng on your back, polishing the bell y The 172 is fl own strictly as a VFR air­ their hands. above you. This kind of work will soon plane in that it has a Comm radi o, a Loran Gary Granfors and his sidekick, Mike make a convert out of the strongest be­ C for navigation and an ELT. The original Richardson, fl ew the pretty bird to EAA liever - all airplanes should be painted ! venturis on the side of the fuselage runs Oshkosh '94 and the rest is history. Our However, this particul ar 172 came out of the three gyros in the panel. Everything in congratul ations go out to the " fa mo us the factory in bare metal and paint - and the interi or is just like it came out of the foursome" who have worked so hard to that was the goal. The work began. factory in 1960. This includes the original upgrade the Cessna to championship cal­ Using every kind of polish available to Owner's Manual and photos from 1960, iber. We look forward to seeing your pol­ get the oxidation and scratches removed, de tailing the ai rplane. (About the only ished "swept tail" o n the line at EAA the crew ended up with Rolite for the mir­ thing missing is the 1960 secti onal chart Oshkosh '95. ....

(Left) Normally an area of grease and oil, the nosewheel, com­ plete with its original wheel pant, is remarkably clean. The gray piston with the polished rod going through it is the nosewheel steering damper. (Above) The aluminum w ingtip is made up of two compound curved pieces riveted together. A faired in wingtip clearance light - green, for the right wing is also a nice touch.

20 APRIL 1995 nately no one was hurt THIS time. I to o k t h e re mains of the ta nk home. From the rust line on the in­ side of the tank, water had been stand­ ing in the bottom of the tank at least a by Cy Galley couple inches deep for a long, long time. Surprisingly, the conde nsate drain valve was well worn by the pli­ ers used to open and close it after the ha ndle bro ke. T he ta nk o nce had a wall thickness of 0.060 in. - after the failure, it now measures about 0.020, with heavy pitting at the rupture line. Unbelievably, all the welds held. B efore M a rk unve il e d t he de­ st royed tank at o u r meeting I h ad h eard of tank explosions, but h ad That Old Air Compressor Could be Deadly! never seen the results. I took the tank home to write this article and started asking q uestions. Other members One of the first purchases when in the corner of the barn. Twenty-five started telling me compressor stories. setting up a shop is probably one of years of typical "put it in the corner of One was about a fairly new rig. The those cheap roll-a-round air compres­ the barn and forget it service." Plug it owner left it plugged in so that he had sors. Just about everybody is on a in when air was needed. Then forget it air without a wait. Coming back from budget these days, and since they 'til next time. Well, the last time they town one day, he noticed a hole in the work and you only need one occa­ won't forget- it exploded! The cylin­ metal roof of his shop. Yep! the re­ sionally, why not save a few dollars? drical tank now looks like a pig- a fly­ mains of the compressor, tank, and all Wherever there are tires, or parts to ing pig with its wings fully extended. It were out behind the shed. I called be cleaned, it comes in very handy. was on wheels. They found one of the several compressor sales companies. An "old-timer" can tell you that it wheels at the opposite end of the barn. Some comments were downright hos­ will sandblast rusted parts and then The other wheel flew out the door tile. Why all the hostility? They were paint them so they look like new. never to be seen again! upset that the unknowing trusting You can bust rusted nuts, cut off muf­ Mark brought it to our attention be­ public were buying these cheap out­ flers, drill holes, drive rivets, run im­ cause there are probably many, many fits, and that they could not compete pact wrenches, plus sand and buff. other inexpensive compressor tanks with the low prices. Yet they were Very handy indeed without the fear just waiting to " getcha." The best also concerned that these low priced of electrocution present with electri­ guess was that the electrical pressure rigs down the road, IF not correctly cal tools. switch stuck. Without a safety valve, maintained and checked, could be What some "old-timers" don't real­ pressure kept building 'til finall y the killers. ize is that their old compressors are tank exploded! What does this ruptured tank tell also time bombs. Time bombs j ust Why wasn't there a mechanical pres­ us? Check your compressor setup, es­ waiting to kill or maim them and pos­ sure safety valve? So it could be sold at pecially if it is inexpensive. Does it sibly YOU. a low price, this corner was cut. Fortu­ have a working safety valve? If the What did you look for whe n you went to buy your compressor? Most people look to get the most powerful motor, the largest tank, the most cubic foot per minute o u tput for their money. These are very important items for sure, but do we check the working pressure rating, a reliable pressure relief valve, or an easy work­ ing drain valve? Probably not.

Mark Bauer, an EAA Tech Coun­ selor and member of EAA Chapter 75, brought the results of this time bomb that is just waiting to "get cha" to our last EAA Chapter meeting. When Mark got out of A&P school, he bought and gave his father an inexpen­ sive air compressor to use on the fam­ ily farm. It was a proud moment for Mark. The compressor was the token that showed his family that he was fi­ nally gainfully employed. He was a fu ll y licensed A&P with a real job. A job that paid a living wage and bene­ This inexpensive air compressor tank ruptured after many (20+) years of use. Water fits . Now this happened in the middle condensed in the tank caused corrosion of the steel, leaving a weak spot that eventu­ 1960s. After 25 years, it was still back ally cracked.

VINTAGE AIRPLANE 21 when you install that new hot water tank, to also install a new relief valve. From my research, the test pres­ sure for hydrostatic testing is 150 per­ cent your working pressure, i.e. 150 psi if you turn the compressor off at 100 psi. There are standards for tanks in the work place determined by the Ameri­ can Society of Mechanical Engineers. You can inspect ASME rated tanks with working pressures of 125 and 200 psi. These can be visually inspected as they have a large enough plug so you can insert a mirror and light. If OSHA comes around, the safety pressure re­ lief valve better be set for these work­ ing pressures or it is big fine time. Your safety valve should not be for more than 100 psi, which is the work­ ing pressure for most non-ASME cheap tanks. Before you run the pres­ sure above the rated pressure on your tank, take another look at the pictures with this story. Do you reall y want to do a dynamic tank test inside your The corrosion found on the inside of this air compressor tank is quite severe. As you shop? can see, the welded seam of the tank held when the steel tank ruptured. So safety check your tank. See that it has a working safety valve. Do a hy­ drostatic pressure test if it has been in tank is several years old, you might do factor of 1600 times. It is instant use several years. Make it a habit to a hydrostatic pressure test. For the rocket time. He has pictures of the drain your tank after use before quit­ test, the tank is completely filled with roof exit points of several water ting for the day. Waiting until the water, and then pressure is applied heaters. Navy guys should remember next time you use the compressor with a hand pump. Then if the tank that carrier launches are done with a might be months. Months that just ruptures, the incompressible water steam catapult, because of this very might corrode your tank into a Time will spurt out. The difference in how large expansion figure. So make sure Bomb! .. the water under pressure will rupture the failure prone tank can be ex­ plained with the analogy of a water filled balloon - rather than the loud explosive bang you get when you over­ fill a balloon with gas, a completely filled water balloon will simply "sploosh" its contents out all over the floor. Oddly enough, Jim Smith, our other Technical Counselor, said that even though an air tank can be a prob­ lem, it wasn't as big a problem as the common hot water tank in every home. Every hot water heater should have a pressure and temperature re­ lief valve. Code says that a new valve must be installed with every new tank. Why? Well , they also corrode and stick closed. In the city, the pressure will push back into the city mains. He has had instances where the neighbor had steam coming out of their fa ucets from an overheated water heater, when the burner did not shut down. What if you have a well ? Then you are in trouble. The check valve of the pump contains the pressure. W hen the tank ruptures, it releases super­ heated pressurized water, instantly turning to steam. While air at 150 psi You wouldn't want this to let go while you were standing next to it! The explosive has expansion of about 10 times, wa­ power of this air tank was more than enough to shoot one wheel of the compressor ter turning to steam has an expansion cart out the barn door, never to be seen again.

22 APRIL 1995 IVIIAT OUR. MEMBERS ARE RESTORING ------by Norm Petersen

are then put in the 1979 T-Craft F-19, N2004A, SIN F­ 153, powered with a Lycoming 0-235 with complete electrical systems, radios, gyros and the works to finish out their Private license requirements - and never be ex­ posed to a nosewheel! There are a considerable num­ ber of students who desire this exact type of training and are extremely proud when they receive their ticket. The contact· person at the club is Merton Meade, Jr., P. O. Box 1132, Leesburg, VA 22075.

Vintage Aeroplanes of Leesburg

These two Taylorcraft airplanes are specifically used for training brand new students in the joys of flying a tailwheel aircraft. The first is a 1946 T-Craft BC-12D, N422JE, SIN 9689, powered with a Continental A65 and swinging a wooden propeller. The students are taken up through their first dual cross-country in this airplane complete with hand propping and the whole bit. They

Don Macor's Republic RC-3 Seabee

This beautiful photo of Don Macor's Republic Seabee, N6224K, SIN 430, was sent in by his good friend , Bruce Dudley (EAA 347684, A/C 21819) of Duluth, MN. A nearly original Seabee, it still has the Franklin B9-F engine of 215 hp, control­ lable prop and wing splates. The Seabee had been laying derelict for 23 years when Don acquired the project and proceeded with the long rebuild. He literally had to teach the Seabee how to fly again - it's fly­ ing very well now and really looks sharp in its original silver and blue paint scheme. The Seabee is based at Sky Harbor Air­ port and Seaplane Base on the east end of the Duluth harbor, a most deli ghtful spot for watching seaplanes come and go.

Tony Morozowski's WacoASO

This photo of Waco ASO, NC268M, SIN DS3001, was sent by Tony Morozowski (EAA 246668, A/C 15283) of Zanesville, OH, who says the 1929 biplane flies like a brand new Waco. Power is supplied by a 245 hp Jacobs engine swinging a ground ad­ justable Hamilton Standard prop. Other amenities include a fancy purple and white paint scheme and large wheel pants. The result is a really nice looking Waco ASO. There are 38 Waco ASO examples remain­ ing on the U. S. register, making this beauty quite a find!

VINTAGE AIRPLANE 23 Lee Parsons' Waco QCF-2

This photo of Waco QCF-2, NC11427, SIN 3488, was sent in by Tony M orozowsky, who took it at their Zanesville, OR, fly-in. The aircraft has been owned by Lee Parsons (EAA 304394, A/C 12214) of Carreiton, Ohio, since he bought it from Bill Gieb in 1962. A com­ plete restoration was done from 1970 to 1976 including a new Continental 220 hp engine from Cliff DuCharme at West Bend, WI. T he Waco won the Si lver Age Run­ ner-up trophy at Oshkosh '76 and the Best Customized Champion Antique at Oshkosh '78. It also garnered the Grand Champion Trophy at the AAA Fly-In at Blakes­ burg, lA, in '76. Lee is also restoring a second F-2 since retiring as a Captain for USAir. With over 30,000 hours in his logbook, he feels very fortunate to have flown DC-3 up through the "glass cockpit" of the 7571767.

Frakes Turbine Mallard, G-73

This pretty photo of a Turbine Grum­ man Mallard, N609SS, SIN 1-09, nosed up on a sandy shore in Puerto Rico, was sent in by Capt. Michael Steers (EAA 480778) of St. Thomas, U.S. Virgin Islands. Al­ though quite modern looking, the Grum­ man Mallard was manufactured in the late 1940's and is 12 years older than Michael, who taught the owner how to fly the air­ plane and acquire a rating! It was con­ verted to turbine power by Frakes Avia­ tion which in conjunction with the fully reversing propellers, allows the airplane to push itself away from shore. The original e ngines were P&W R-1340's of 600 hp. There are presently 32 Grumman Mallards remaining on the U.S. register.

Owen Stiegelmeier's Meyers 145

A two and a half year restoration was completed in 1994 on this Meyers 145, N34360, SIN 203, that is the pride and joy of longtime EAAer Owen Stiegelmeier (EAA 65885, A/C 580) of Elyria, Ohio. Owen reports the speedy two-placer is the first of the model 145 that came off the line at Tecumseh, MI, and was Al Working on a project ofyour own? Send your Meyers' personal airplane for quite a spell. Of the twenty that photos along with a short story on your airplane to: were produced, sixteen are still on the U. S. register. Originally Attn: H.G. Frautschy powered with a Continental C-145 engi ne of 145 hp, Owen's has EAA Headquarters been upgraded to a Continental 10-360 engine of 210 hp pulling a P.O. Box 3086 constant-speed propeller. The net result is a two-place hot-rod Oshkosh,VVI54903-3086 that really moves out smartly!

24 APRIL 1995 ------.t"f""r:~-/ jJ." \.]~') ~."') - So went a quick exchange of letters a ('"". . t" few weeks back. Dick had purchased our r ..,) . .; 7AC Champ several years ago, and after • a ntishap made the decision to do a com­ plete restoration. He has promised that we will see N84405 at Oshkosh this year. I'm really looking forward to seeing the new old girl again. All our kids grew up with this airplane and it was a fixture here at the "Funny Farm." It was a dis­ consolate moment when we saw it fly away. A poor decision, for sure, but now it's coming back to OSH and dressed in original factory threads. Dick put everything back to original factory, even to the nonrecording tachometer. And thence comes the prob­ lem. He wanted to stay original, but then he has to make a log entry in each of the three logs: Engine, Propeller and Air­ by Buck Hilbert • EAA #21 • Ale #5 • P.O. Box 424 • Union, IL 60180 plane after each flight. Somewhat of a chore when you come back after flying Dear Buck, Dick, and spend time gassing, and cleaning. You often forget to make the entry, and I was always under the impression that Good to hear from you! 84405100ks again you may have even forgotten your years ago there was a type of Hobbs meter just great after all the trials and tribu­ watch or to even remember the time. that was used to record the engine hours lations you went through-its' "Bee­ What to do? on aircraft that did not have an electrical yooty-ful." Will we see it at aSH? Well, I was thumbing through the system. My thinking is that the recording 84405 "had" a mechanical hour meter Northern Hydraulics catalog shortly instrument was activated by the vibration on it when you got it. Where'd it go? after Dick had called, and I found they of the running engine. In one case I We used it for all the years we had it. stock an item called the RTM (Run­ thought I saw such an instrument that It was mounted on the engine mount ning Time Meter). They have two ver­ was on the firewall of an aircraft and it right near the oil filler cap. Worked sions of the meter, one electrical and was held there by a magnet. The idea be­ just great. I don't remember where we one mechanical. ing, that since the aircraft was of show got it, but it was from an auto/motor­ Both are identical in appearance. They quality and it did not originally come with cycle parts house and it satisfied all are built by Computime, Inc., 2030 an engine hour recorder, it could be easily the requirements of keeping a log. Florida Blvd West, Denham Springs, LA removed when the aircraft was being 70726, phone 504/665-1863. They are a judged. My question is, was this just a Over to you, neat 1-5/8 inch by 2-5/8 inch package dream that I had or did such an instru­ Buck with several mounting options. An LCD ment exist? Of course, if it does exist do you happen to know where I could find one? I have enclosed a picture of the aircraft that I would want to put this instrument on. You may not recognize the aircraft but you should recognize the N-number (84405). You used to own it!

Sincerely, Richard F. Charette Wadsworth, IL

Buck's son Bob spent a pleasant afternoon at his dad's place flying his newly acquired Champ on skis for his first time ever. Bob's first takeoff and touchdown on skis is recorded by Buck's camera. (Right) Two shots of the Funny Farm super-duper hangar heater. The system heats the biggest heat sink you could find in the hangar - the concrete slab floor, and the radiant heat keeps your feet nice and warm. The high-temp flexi­ ble hot water line was laid in the floor a couple of years ago, exiting the floor in a common location. A simple cop­ per manifold connects the tubes to the hot water heater, recirculation pump and an expansion tank that has been gutted, so it now acts simply as a heater fluid reservoir. A 50/50 mix of antifreeze and water is used in the system.

VINTAGE AIRPLANE 25 display gives running time (each run) After coffee, I took him out to the circulating pump and I bought a 110 and keeps accumulating total time. shop to show him the J-5 we are work­ volt thermostat. Up in the loft of the There is a little Lithium battery in­ ing on. It came in for an annual and barn I had saved a used expansion stalled that will last about three years the engine flunked the compression tank. under regular industrial usage (10 test. OK! So we'll top it! Oh, yeah, We put all this stuff together, added hours a day for 3 years, or 2,600 sure, we will. The owner was over­ 25 gallons of antifreeze and "presto" hours!), so it should last a very long joyed when the cylinder people called we had a neat heating system where time for us antiquers. Computime and told us they were all next to junk! we set the thermostat at 45 degrees does sell direct, so if you think this Three were cracked and the last one and it minds itself. This allows us to would be of interest, pick up the phone wouldn't grind within the tolerance work barehanded and with warm feet. and give them a call. for chroming. We were looking at big There isn't any air blowing around; They are not TSO'd but this appears bucks to weld and chrome and re­ it's very quiet, no open flame burners, to be the answer to keeping up with place. We settled for some used but and the cost of operation is reasonable. the time. There was a German Moto­ serviceable ones, and the airplane is Mechanically, the operation is sim­ Meter installed on 84405 at one time now about to come out of the shop. ple. The thermostat is connected to that somehow got lost in the restora­ H.G. walked into the shop and said the 110 volt circulation pump. The tion. This looks like an even better something like, "Hey, it's warm in built-in thermostat settings on the substitute. If anybody out them here!" "Yes," we said, "We got heat! heater are set at the lowest value, knows of any other manufacturers of Look over there, see that hot water about 105 degrees. The water is hot all similar equipment, drop us a line and heater with the tank above it? Well, the time and whenever the air thermo­ fill us in on the details. As for the Run­ when we put the floor in the shop we stat calls for heat, the pump turns on ning Time Meter, I think I'll get me put hot water tubing in the floor with and circulates the antifreeze through one and install it on our Sedan. the intent to have radiant heat. We the floor. now have it." How much did it cost? Well, the Over to you, "But that's just an electric hot water biggest item was the tubing in the Buck heater. How did you do it?" So I told floor. It was done a couple years ago him the story. at the time we poured the floor. I don't PS. Richard dropped me a note just We had shopped around for a bot­ remember how much it was but it the other day to say that he bought tle gas hot water boiler and found they seems to me it was expensive, and one of the Running Time Meter units were horribly expensive. Then, too, there is about 500 feet of it under that and that it works great on the Champ. we don't have a water supply out there concrete. The heater cost about $80.00, in the shop, so that was another major the circulating pump and miscella­ A couple of weeks ago, when the hurdle. Came a glimmer of an idea. neous fittings were another hundred, Northern Illinois weather was exercis­ Why not a closed system? Fill it with and the thermostat sixty. The an­ ing its winter muscle, H .G., our inter­ antifreeze and it should work. I called tifreeze was about $3.60 a gallon and rupted editor, came down to do some my good buddy the plumber and we used 25 gallons. All together the ski flying. He never did get to do it. asked for his advice. He assured me it out of pocket expense was about There was a three foot drift in front of would work so we started collecting $330.00. We couldn't even buy a de­ the hangar door and the temperature the parts. cent space heater for that price, and was hovering in the vicinity of six to Over at Sears I found a new electric we are well pleased with the results. eight degrees Fahrenheit. It was NOT 40 gallon hot water heater that had a It sure is nice working out there with a day to get an airplane out. We could dinged outer cover. Cosmetically it warm feet and the cost of operation is have done it, but the idea of braving looked mean, but it was NEW and it far outweighed by the simplicity and the near 15 mph wind, shoveling snow was just what I needed. I got it for trouble free operation. and my sudden and unexplained at­ half price and it even came with a pop Over to you, tack of laziness gave way to a coffee off or pressure relief valve. My klatch instead. plumber friend came up with a used

26 APRIL 1995 J. F. Meade, Jr. of Hammondsport, NY adds: Dear George, "The mystery plane pictured in the January issue of VINTAGE AIRPLANE is the S Racer or 'Red Racer' designed and built by Harvey Mummert in the 1930­ 1931 time frame at Mercury Aircraft in Hammondsport, New York. "An unusual episode took place with this airplane when after a race in a nearby city Mummert was unable to lower the landing gear; instead of landing on its belly at the airport he flew to Hammondsport ysteryPane and after cooling the engine by stopping it at a high altitude, he proceeded to spiral down to a dead stick landing in the water of Keuka Lake at Champlain Beach, where he coasted up to the shore and stepped out by George Hardie and H.G. Frautschy of the airplane without getting his feet wet, and very little damage to the plane or the Member Earl Stahl was kind enough to steel tube with fabric covered wings and engine. The engine from this plane can be send along a couple of photos of this month's removable formed aluminum panels on seen today in the recently restored 'Mer­ Mystery Plane. He actually sent them in the fuselage. The horizontal tail was an cury' Racer at the Glen H. Curtiss Mu­ quite some time ago, but time seemed to slip 'all flying' one piece type, and the main seum here in Hammondsport." away on us. Answers will be published in the landing gear retracted vertically into the Other answers were received from Herb July issue of VINTAGE AIRPLANE. Dead­ thick wing root with fairing doors. The deBruyn, Bellevue, WA; Charley Hayes, New line for that issue is May 25, 1995. engine was a 90 hp Cirrus. Lenox, IL; Ralph Riedesel, Paton, lA; and The January Mystery Plane was a lot of "Harvey Mummert flew the Mercury S Ralph Nortell, Spokane, WA. Bob Pauley, fun for afew of our readers. Racers seem to in the 1930 All American Flying Derby Farmington Hills, MI sent in photos of the evoke strong memories for many people, espe­ (Cirrus Derby), but withdrew after a Mercury S-1 Racer after it's restoration by cially if they were seen in their heyday. forced landing caused by carburetor prob­ the late Larry Wood which we'll publish in a Our first answer is from Lynn A. Towns, lems damaged the right wing." later edition of VINTAGE AIRPLANE. ... Brooklyn, MI: Dear Mr. Hardie, "The Mystery Airplane in the January issue of VINTAGE AIRPLANE is the Mercury S Racer which was designed by Harvey Mummert and built by Otto Kohl in Hammondsport, New York. Mummert was chief engineer and Kohl was plant su­ perintendent at Mercury Aircraft (previ­ ously known as Aerial Service Corpora­ tion). This was a spare time project which was intended to promote Mercury Air­ craft products. Mercury S Racer "The construction was of all welded

VINTAGE AIRPLANE 27 Mark E. Pfunke Mendham,NJ William L. Philbrick Eugene, OR William L. Poole Alexander City, AL Franklin V. Reagan Destrehan, LA William Rees Franklin, IL James D. Rezendes Summerset, CA Gerald E. Rickheim Waukesha, WI Richard Roath Madison,OH Charles L. Rook Bryant, AR Harry F. Ropp Wonder Lake, IL Scott Rustad Devils Lake, ND Clarence W. Rutter Fairfax, VA

APRIL 22-23 - SPRINGFIELD, IL - 2nd Annual Charlie Wells Memorial Fly­ InlDrive-In. 217/483-320l. APRIL 22-23 - AMERICUS, GA - 2nd Annual Lindbergh Days, held at the site of his first solo flight. Homebuilts, Warbirds, airshow daily. Contact: Dale Sellars, New Members 912/931-2561. APRIL 29 - KITTY HAWK , NC - An­ tique (pre-1960) Aircraft Fly-In. Replica an­ tiques welcome. Wright Memorial Field, 9 Mike Abdul Westchester,IL Jerry Gray Belgrade, MT a.m. to 5 p.m. Sponsored by First Flight Soci­ Harry Albert Silsbee, TX George Martin Gumbert, Jr. ety and Dare County Airport Autority. Larry Allen Brockwood, TN Lexington, KY Show aircraft advance registration requested. Gregg E. Anderson Naples, FL Jerry D. Hail Keatchie, LA Contact: Tim Gaylord, 919/473-2600. APRIL 29 - OPELOUSAS, LA - EAA Stephen H. Arnold Memphis, TN Jeffrey E. Hamm North Little Rock, AR Chapter 529 Fly-In. Rain date 5/6. 318/942­ Chuck Attema Santa Cruz, CA J. Carl Hendershot Deleon Springs, FL 2254. Robert Baker Allen Park, MI Jerry Henderson Zanesville, OH APRIL 29 - LEVELLAND, TX - EAA Ronald M. Bales Salem, OR Ken Hollis Haltom, TX Chapter 19 Fly-In Breakfast. 8061797-1900. Duke A. Ball Oxford,IA Donald D. Kamm North Bend, WA APRIL 29·30 - GRIFFIN, GA - Alexan­ John Baratta Englishtown, NJ Paul M. Keeku Kenosha, WI der Aeroplane's Builders' Workshop. 1­ Roderick W. Barnes Zanesville,OH Charles A. Keskimaki Naperville,IL 800/831-2949. Bruce S. Barrett Pasadena, MD David N. Kieffer Kutztown, P A APRIL 30 - CUMBERLAND, MD ­ G. Russell Berry Kingsland, TX Edward Kilanski Boyceville, WI EAA Chapter 426 Fly-In Breakfast. 3011777­ 2951. David P. Bigelow Quincy,IL Brian W. Knechtel APRIL 30 - HALF MOON BAY, CA ­ Dirck T. B. Born Cambridge, MA Scotland, Ontario, Canada Pacific Coast Dream Machines Fly-In. Michael Boyette Diboll, TX Donald R. Krout Incline Village, NV 4151726-2328. Stephen Brackley Pacific Palisades, CA Bill T. Kuhar Cleveland,OH MAY 5·7 - WOODLAND , CA - First Robert L. Broaddus Corona del Mar, CA Richard M. Lane Grafton, OH Annual Gt. Valley Fly-In. 916/666-1751, Glenn E. Brooks Winter Haven, FL Botero E. Lazaro Pereira, Colombia FAX 916/666-707l. Robert J. Brown Derby, KS James E. Leavitt Sanford, FL MA Y 5·7 - ROANOKE RAPIDS, NC­ Terrell L. Burks Huntsville, AL Lyle Letteer Oakwood, GA EAA NC Chapter 3 Spring Fly-In. Contact: Fee Busby Conway, AR John E. Lukaszewicz Syracuse, NY Ray Bottom, Jr. 8041722-5056 or Fax 804/873­ 3059, Denis C. Bush Tekonsha, MI Chester A. Maciver Watertown, cr MA Y 6·7 - CLEVELAND, OH - 11 th Joseph Caccamise Edgewater, MD John S. Magdic Doylestown, P A Annual Air Racing History Symposium. Michael A. C. Chapman Fergus H. Mann Bridgeport, MI 216/255-8100. Merrow, Guildford, England James A. Martin Rockwood, TN MA Y 6·7 - GEORGETOWN, TX - 9th Thomas W. Clements Scottsdale, AZ Stephen J. Martin Pottsville, P A Annual Fly-In/Airshow. 512/869-1759. Richard Clohecy Gravette, AR Alan G. McGrady Bradenton, FL MA Y 7 - Rockford, IL - EAA Chapter 22 Kenneth Collinge Trumbull,cr Patrick E. McGuinness Cincinnati, OH annual fly-in breakfast at Mark Clark 's Cour­ D. E. Copeland Selma, TX Douglas D McNaughton Lynnwood, W A tesy Aircraft, Greater Rockford Airport. Jack E. Craiglow Lancaster, OH John E. Milczarek Round Lake, NY Wallace Hunt 815/332-4708. MA Y 13 - PUNTA GORDA, FL - EAA Charles F. Davis Flossmoor, IL Kenneth Miller Marietta, GA Chapter 565 Pancake Breakfast Fly-In . Don A. De Gasperi Albuquerque, NM Dale J. Milnes Richmond, IN 813/575-6360. Bruce DeStafdno Clearspring, MD Charles R. Moor Worthington,OH MA Y 13 - VIDALIA, LA - EAA Chap­ Steven C. Devine Haddonfield, NJ L. Dewey Nichols Panama City, FL ter 912 Spring Picnic/Banquet. Rain date Joel Draskovich Habbing,MN Dallas Nord Woodinville, WA 5/20. 3181757-2103. Charles E. Dray Rockford, IL Irving H. Norton Harwinton, cr MA Y 13 - TOCCOA, GA - EAA Chap­ Steven A. Eastburn Champaign, IL Peter Onderak, Sr. Cleveland, OH ter 1011 Parade of Planes. Fax 7061779­ John Eastman Rockport, ME Jayne A. Orleans Eastsound, W A 2302. Russ Ellis Davis, IL John H. Osborn Austin, TX MA Y 19·21 - PA ULS V ALLEY, OK ­ Antique Airplane Fly-In . Contact Dick Ben T. Epps Atlanta, GA Seth E. Owen Milwaukee, WI Fournier 405/258-1129 or Bob Kruse 405/691­ John Everette Garner, NC Nancie Parrack Coral Gables, FL 6940. Charles Foust St. Clair Shores, MI Daniel Patrick Galena, AK MA Y 20 - DAYTON, OH - Chapter 325 R. Dave Geer Maumee, OH Delmer L. Pedersen Coeur D'Alene, ID EAA Day/U.S. Air Force Museum. 216/382­ Bob Gillespie Bethesda, MD Victor Peres Erie, PA 0781. John B. Graham, Jr. Lexington, MA Oliver William Perin, Jr. Cincinnati,OH MA Y 20 - CRESTVIEW, FL - EAA

28 APRIL 1995 Richard Savell Colton, CA William J. Steffenhagen Grayslake, IL Jeary R. Vogt Malvern, PA Sam Schaerer Bartlett, IL Richard L. Surgent Pt. Pleasant, NJ Jerome M. Weedman Buffalo Grove, IL Ken R. Schmitt Leverkusen, Germany Gerald Sutterfield Mark A. White New Orleans, LA Thomas O. Schneider, Sr. Cle Elum, WA Palm Beach Gardens, FL Rodney L. White Stanley, NC William R. Schonasky Manassas, V A Keith L. Taurman Virginia Beach, V A James M. Williamson Northfield, MN Arthur F. Sereque, Jr. Westmont, IL David W. Thiel Auburn, CA Andrew B. Woodside Pickerington, OH William P. Shaffer Huntington Beach, CA John P. Tomlinson Marana, AZ Christopher Lee Woodward Donald Sievers Minooka, IL Lori M. Traina Middletown, P A Murfreesboro, TN G. M. Simms Clovis, NM William D. Tyler Tunkhannock, PA Christopher T. Yaney Cheyenne, WY Stefan Sonestedt Gammelstad, Sweden Richard D. Vandecar Caro, MI Jimmy A. Y ohe Greenbree, CA M.Stow Terence D. Vaughan Royal Oak, MI Richard J. Zak Kinnelon, NJ Blayton Burn, Tyne & Wear, England John S. Vigneau S. Yarmouth, MA Pat Zimmerman Piqua,OH

Chapter] 08 Pancake Breakfast. 904/862­ 2673. MA Y 20 - DAYTON, OH - EAA Chapter 325. EAA day at the U.S. Air Force Museum. 216/382-078l. MA Y 20 - NEWPORT NEWS, VA - 23rd Annual Colonial Fly-In, sponsored by EAA Fly-In ------­ Chapter 156. Newport NewslWilliamsburg IntI. Airport. Contact Charles Collier for info and no-radio entry. 804/247-5844. MA Y 20-21 - WINCHESTER, V A - EAA Calendar Chapter 186 Annual Spring Fly-In. 703/391­ 0674. MA Y 20-21 - BLAINE, MN - EAA Chap­ ter 237 Pancake Breakfast/Fly-In. 6121757­ The following list of coming events is furnished to our readers as a matter of information 4353. MA Y 20-21 - MIDLAND, TX - Dynamics only and does not constitute approval, sponsorship, involvement, control or direction of of Flight Discovery Center. CAF Headquar­ any event (fly-in, seminars, fly market, etc.) listed Please send the information to EAA, ters. 9151563-] 000. Au: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be MA Y 21 - ROMEOVILLE, IL - EAA received four months prior to the event date. Chapter ]5 Annual Pancake Breakfast. 3121735-1353 (after 6 p.m.). 260 Fly-In Breakfastl GPS rafflel Young Ea­ JULY 9-15 - KALISPELL, MT - 26th MA Y 26-28 - ATCHISON, KS - 29th An­ gles Rally. Info: 7081331-4276. anniversary convention of the IntI. Cessna nual Fly-In, sponsored by the Kansas City JUNE 11 - INDEPENDENCE, KS - EAA 170 Assoc. Contacts: AI Jennings, 406/837­ Chapter of the AAA. Contacts: Del Durham, Chapter 980 4th annual fly-in breakfast. 3133 or Terry Westphal, 406/257-4004. 8]6/753-6625 or Dr. A.F. Lindquist, 8161756­ 316/331-2592. JULY 14-16 - RED LAKE, ONTARIO, 094l. JUNE 10-11- COLUMBUS, OH - Alexan­ CANADA - Diamond Jubilee Norseman MA Y 27-28 - SYRACUSE, NY - Alexan­ der Aeroplane'S Builders' Workshop. ]­ Floatplane Festival. Events for both pilots der Aeroplane's Builders' Workshop. 1­ 800/831-2949. and pedestrians. Contact the Norseman 800/831-2949. JUNE 15-18 - ST. LOUIS, MO - Creve Festival Committee at 8071727-2809. MA Y 27-28 - TOCCOA , GA - EAA Coeur Airport. American Waco Club Fly-In. JULY 24-26 - LA CROSSE, WI - Short Chapter 1011 Fly-In. R ain date 6/3-4 . Contacts: Phil Coulson, 616/624-6490 or John Wing Piper Club Annual Convention. 7061779-3446. Halterman, 314/434-4856. 507/238-4579. MA Y 27-28 - RESERVE, LA - EAA JUNE 17-18 - CAMARILLO, CA - 15th JULY 27-AUGUST 2 - OSHKOSH, WI Chapter 971 Day on the Delta. Rain date 6/3­ Annual Fly-In. Homebuilts, Antiques, Clas­ - 43rd Annual EAA Fly-In and Sport Avia­ 4. 504/652-9270. sics, Warbirds, featuring the CAF's B-29 tion Convention. Wittman Regional Air­ MAY28- CUMBERLAND,MD-EAA "Fifi." Contact: John Parrish, 805/488-3372. port. Contact John Burton, EAA, P.O. Box Chapter 426 Fly-In Breakfast. 3011777-295]. JUNE 18 - RUTLAND, VT - 4th Annual 3086, Oshkosh, WI 54903-3086,414/426­ MA Y 28 - SMOKETOWN , PA - EAA Traildragger Rendezvous! EAA Chapter 968 4800. Chapter 540] 3th Annual Fly-In Breakfast. pancake breakfast, 8 a.m. to 11 a.m. Contact: AUG. 20 - BROOKFIELD, WI - AIC Rain date 5/29. 717/486-083l. 802/492-3647. Chapter 11 10th annual vintage airplane dis­ JUNE 2-3 - MERCED, CA - 38th Annual JUNE 23-25 - GREELEY, CO - 17th An­ play and ice cream social. noon 'til 5 p.m. Merced West Coast Antique Fly-In. Contact: nual EAA Rocky Mountain Regional Fly­ 414178] -9550. Mike Berry, 209/358-3728 or for concessions, In/Airshow. 3031798-6086. SEPT. 9-10 - MARION, OH - MERFI call Dick Escola, 209/358-6707. JUNE 22-25 - MT. VERNON, OH - 36th (Mid-Eastern Regional Fly-In). 513/253­ JUNE 4 - DEKALB, IL - EAA Chapter Annual National Waco Reunion Fly-In. 4629. 241 annual breakfast 7am - noon. 8151286­ "Greatest Waco Show on Earth." For info SEPT. 16-17 - ROCK FALLS, IL - North 7818. call 513/868-0064. Central Regional Fly-In. 708/513-0642. JUNE 2-3 - BARTLESVILLE, OK - 9th JUNE 24-25 - GREELEY, CO - Alexan­ SEPT. 23-24 - ALEXANDRIA, LA ­ annual National Biplane Convention and der Aeroplane's Builders' Workshop. 1­ Gulf Coast Regional Fly-In. 504/467-1505. Expo. Biplanes and NBA members free - all 800/831-2949. OCT. 6-8- PAULS VALLEY, OK -An­ others pay admission. Charlie Harris - 918/622­ JUNE 30-JULY 2 - GAINESVILLE, GA tique Airplane Fly-in. Contact Dick 8400, or Virgil Gaede, 918/336-3976. - 27th Annual "Cracker Fly-In." Sponsored Fournier 405/258-1129 or Bob Kruse JUNE 2-4 - MERCED, CA - 38th Annual by EAA Chapter 611. Contact: Bennet Aiken, 405/691-6940. Merced West Coast Antique Fly-In. 2091722­ 404/532-8558 or Bob Savage, 4041718-1966. OCT. 6-8 - EVERGREEN, AL - South­ 6666. JULY 2 - WISCONSIN RAPIDS , WI­ east Regional Fly-In. 2051765-9109. JUNE 9-10 - DENTON, TX - Texas Chap­ EAA Chapter 706 Fly-InlDrive-ln Pancake OCT. 6-8 - WILMINGTON, DE - East te r of the AAA Annual Fly-In. Contact: Breakfast. 8:01 a.m. to 11:59 a.m. 7]5/435­ Coast Regional Fly-In. 215/869-3484. Danny Doyle, 214/542-2455. 3644. OCT. U-15 - PHOENIX, AZ - Copper­ JUNE 9-11- WICHITA, KS - Aerodrome JULY 5-9 - ARLINGTON, WA - 26th An­ state Regional Fly-In. 6021750-5480. Days '95. 316/683-9242. nual Northwest EAA Fly-In/Sport Aviation OCT. 20-22 - KERRVILLE, TX - South­ JUNE 11- LANSING, IL - EAA Chapter Convention. 360/435-5857. west Regional Fly-In. 915/651-7882. '*

VINTAGE AIRPLANE 29 Co erage suitable for the whole family

Bruce M. Bixler"

First soloed, 7966 Earned Private and Commercial License, 7967-7977 Taylorcraft Owner's Club, President and Newsletter Editor Currently Restoring a 7947 DC-65 NC36263

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AIRCRAFT: Modellers, Historians - Aviation packets for sale. Plans, three-views, cutaways, engines, racing alc, historic news photos and pulp maga­ Stinson 10-A Available ­ Recent restoration, an '8' inside and out zine drawings. $5 to $14. Send $1 $ SASE for sample info to: Douglas with original Franklin 90. Asking $13,000 with a fresh annual. Write: Worthy, 1149 Pine, Manhattan Beach, CA 90266. (4-2) Stinson, POB 2431, Oshkosh, WI 54903 or call 4141235-8714 and leave your name, address and phone number. (5-2)

VINTAGE AIRPLANE 31 Fly high with a quality Classic interior

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32 APRil 1995 EllA Members: Now you can get the liability insurance you need, and the aircraft financing you're looking for! The EAA Insurance and Finance Plans offer you exclusive benefits, making flying - and buying - more affordable than ever!

The EAA Insurance Plan The EAA Finance Plan Underwritten by AVEMCO and NATIONAL. Aircraft financing through NAFCOo

EAA Members now have a choice of Designed to make purchasing of aircraft insurance plans from AVEMCO or and kits more affordable, the EAA Finance NATIONAL, tailored specifically to their Plan is a new program available exclusively needs, budgets and type of flying! to EAA members. AVEMCO's Direct Approach® 2000 and Traditionally providing financing for NATIONAL's Personal Aircraft Insurance normal category aircraft valued at $25,000 policies have expanded coverages available or more, the EAA Finance Plan from only to EAA members. Construction and NAFCO lowers the minimum loan amount first flight coverage is available for amateur to $10,000 and includes gliders, classics, built aircraft. Additional benefits for both antiques, ultralights, experimentals (under amateur and standard-category aircraft construction, as well as flying) selected include: a "disappearing" deductible ... right warbirds and sport aircraft. Rates start at of first refusal on salvage ... and special 9.75%*, with terms of up to 10 years. consideration given to EAA members who Whether you're a first-time buyer, or a participate in chapter activities and the EAA seasoned owner looking to refinance your Flight Advisor and/or Technical Counselor aircraft, you owe it to yourself to call the programs. EAA Finance Hotline. AVEMCO's Direct Approach® 2000 The lending professionals at NAFCO - the new standard in aircraft insurance""'­ have been bringing pilots and aircraft also provides extended liability coverage together for more than 30 years. And, in after the sale of your aircraft, and up to addition to their competitive rates and $5,000 legal defense if a pilot enforcement flexible terms, they pride themselves on action is brought against you, as a result of their outstanding customer service ... even a covered accident or loss. getting together on a weekend, if that's more convenient for you.

Call today to get all the details on Call today to get all the details on The EAA Insurance Plan! The EAA Finance Plan! 1-800-638-8440 Ee iI) 1·800·999·4515 CAVEMCO' G NATIONAL NAFCO INSURANCE COMPANY This is only a general ..... Same number in Canada description of coverage. ...,... (AVEMCO policy not available in Quebec) Exclusions and limitations apply. (NATIONAL policy not available in Canada) ORates and terms are subject to change.

"The EAA Insurance Plan rewards members for their participation in EAA Chapters, and their use of the EAA Technical Counselor and Flight Advisor "I strongly urge Programs. The EAA Financing Plan opens the all EAA members world of aviation to those who might not have been able to own or build their own aircraft. to take advantage Aircraft owners and pilots can participate in these of these plans. " programs with confidence. The cooperative efforts - and combined strength - of EAA, AVEMCO, NATIONAL and NAFCO parallel EAA's mission of opening the world of flight to anyone who wishes to participate. " Tom Poberezny, President, EAA MK15C