Freedom Flight America/ Carl Schuppel Donna Bushman Editorial Assistant Dick and Jeannie Hill Isabelle Wiske 12 Mystery Plane/H.G

r, ,'" ., "' . " t

~ ~~ DAVE JAMISON E.E'. "BUCK" HILBERT ....-' J.R. NIELANDER 1971-1972 1972-1975 1976-1978

. -ESPIE"BUTCHN JOYCE 1988 - PRESENT EDITORIAL STAFF

Publisher Tom Poberezny Vice-President Marketing & Communications January 1996 Vol. 24, No.1 Dick Matt Editor-in-Chlef Jack Cox Editor Henry G. Frautschy CONTENTS Managing Editor Golda Cox 2 Straight & Level/ Art Director Espie "Butch" Joyce Mike Drucks Assistant Art Director 3 AlC News/ Sara A. Otto Computer Graphic Specialists H.G. Frautschy Olivia l. Phillip Jennifer Larsen Advertising 5 Aeromail Page 8 Mary Jones Associate Editor 6 Type Club NoteslNorm Petersen Norm Petersen Feature Writers 8 AlC 25th Anniversary/ George Hardie. Jr. Dennis Parks Dobbie Lickteig Staff Photographers Jim Koepnick Mike Steineke 10 Freedom Flight America/ Carl Schuppel Donna Bushman Editorial Assistant Dick and Jeannie Hill Isabelle Wiske 12 Mystery Plane/H.G. Frautschy EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS 13 The First Cabin Waco/ H.G. Frautschy President Vice-President Espie 'Butch' Joyce George Doubner P.O. 80x 3S584 2448 Lough Lane 17 Interstate L-6/Norm Petersen Greensboro. NC 27425 Hartford. WI 53027 910/393-D344 414/673-5885 22 An Old Friend/Peter Bowers Secretory Treasurer Sieve Nesse E.E. 'Buck' Hilbert Page 10 2009 Highland Ave. P.O.80x424 24 What Our Members Albert Lea. MN 56007 Union. IL 60180 are Restoring/ 507/373-1674 815/923-4591 Norm Petersen DIRECTORS John Berendt Robert C. ' Bob' Brauer 26 Pass it to Buck/ 7645 Echo Point Rd. 9345 S. Hoyne E.E. "Buck" Hilbert Cannon Falls. MN 55009 20 507/263-2414 ChJ~~/~79~~m Gene Chase John S. Copeland 28 Welcome New Members 2159 Carlton Rd. 28-3 Williamsburg Ct. Oshkosh. WI 54904 Shrewsbury. MA 01545 29 Calendar 414/231-5002 SOB/842-7867 Phil Coulson Stan Gomoll 28415 Springbrook Dr. 1042 90th Lane. NE 30 Vintage Trader Page 22 Lawton, M149065 Minneapolis. MN 55434 616/624-6490 612/784-1172 Cha~es Harris Jeannie Hill 7215 East 46th St. P.O.80x328 FRONT COVER ... This 1932 Waco QDC restored by Alan Buchner. Fresno. CA Tulsa. OK 74145 Harvard. IL 60033 was picked as the Reserve Grand Champion Antique at EAA OSHKOSH '95. 918/622-8400 815/943-7205 Alan 's Waco was once owned by his father in 1938! EAA photo by Mike Dale A. Gustafson Rober! D. 'Bob' Lumley Steineke. Shot with a Canon EOS-l n equipped with a 70-200mm lens. 1/250 7724 Shady Hill Dr. 1265 South 124th St. @f80n Kodak Lumiere film . Cessna 210 photo plane flown by Bruce Moare. Indianapolis. IN 46278 Brookfield. WI 53005 317/293-4430 414/782-2633 BACK COVER ... Edward Clay Smith of Athens. AL has just completed the Robert Uckleig Gene Morris restoration of Ihis 1942 Interstate L-6. which happens to be the first off the 1708 Bay Oaks Dr. 115C Steve Court. R.R. 2 production line. It was selected as the Antique WW II Military Trainer/Liaison Albert Lea. MN 56007 Roanoke. TX 76262 Runner -up. EAA photo by Jim Koepnick . Shot with a Canon EOS-l n 507/373-2922 817/491-9110 equipped with a 70-200mm lens. 1/250 @ flO on Kodak Lumiere film. Cessna Geoff Robison George York 210 photo plane flown by Bruce Moore. 1521 E. MacGregar Dr. 181 Sloboda Av. New Haven. IN 46774 Mansfield, OH 44906 219/493-4724 419/529-4378 Copyright © 1996 by the EAA Antique/Classic Division Inc. All rights reserved. S.H. ' Wes· Schmid VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental 2359 Lefeber Avenue Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd. , P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Wauwatosa. WI 53213 Second Class Postage paid at Oshkosh, Wisconsin 54901 and at addrtional mailing offices. The membership rate for EM Antique/Classic 414/771-1545 Division, Inc. is $27.00 for current EM members for 12 month period of which $15.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO DIRECTOR EMERITUS ADORESSES - Please aliow at least two months for delivOlY of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive S.J. Wittman criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. 1904-1995 EDITOR IAL POLICY: Readers are encouraged to submrt stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. ADVISORS Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh. WI 54903-3086. Phone 414/426-4800. The words EAA, ULTRALIGH T, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL Joe Dickey Dean Richardson CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered 55 Oakey Av. 6701 Colony Dr. trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIAnON FOUNDAnON and EAA ULTRALtGHT CONVENTION are trademar1

~~by Espie "Butch" Joyce~~

This past year has been a very active success story from both an educa the Security Chairman for the Di one for the Antique/Classic Division. tional and muse um viewpoint. vision at Oshkosh for the past sev With the support of the member e ral years. Geoff carries out this We have been able to maintain a ship, volunteers and staff, Pioneer duty well as he has a background steady growth over the past 12 months, Airport will continue to honor the in security by being the Police gaining some 2,000 new members. greats of aviation as well as the C hi ef of New H aven, Indiana. history of aviation , to e ducate Your Board also voted to donate While our membership has sur those who do not know, and to re $20,000 (pledged as $4,000 per passed 10,000 members, we have mind those of us who do know how year for the next five years) to tried hard to continue to serve our we have gotten to where we are complete the Steve Wittma n new and present members with a today. hangar located on the Pioneer Air quality magazine, VINTAGE Moving on here, as many of you port complex. Steve was always AIRPLANE, and m embership do know , your Antique/Classic an avid supporter of the Division programs such as your Antique/ Board of Directors met in Novem because of his personal ties and Classic insurance program. We ber 1995. There were a num ber of contributions to the history of avi continue to receive good com things that happened at this meet ation. ments from the membership con ing. We had to do a few Articles of This, month is the kickoff of the cerning the hard work tha t is put Incorporation changes, as well as Division ' s 25th Anniversary. forth by the Division officers, di some min or changes to our By T here will be a number of things rectors, advisors, chairmen, volun laws. This was done so that we happening this year that will be of teers and staff. could move ahead with an applica great interest to you. Director For those individuals who do tion to the IRS for the Division's Robert "Dobbie" Lickteig has not know, the officers and Board 50l(c3) tax exempt status as a non been appointed as the Chairman of Directors are almost totally re profit corporation. Hopefully we of this activity and events for your sponsible for the operation of the will be awarded this status by the 25th Anniversary. Dobbie will ex Division. The Antique/Classic Di IRS sometim e around mid-Febru plain some of the coming year' s vision also has the added responsi ary 1996. Should the Division have events in VINTAGE AIRPLANE bility to oversee the Antique/Clas this status, it will be very beneficial this month (see pages 8 and 9). sic and show plane camping area to all of the volunteers who help us We are on the move. This year before, during and after the week so much each year. The Board will be a good time for you to ask a of the EAA Oshkosh Convention voted to fill the vacant seat of Vice fri end to join us and enjoy the each year. From the time that one President with Director George golden years of aviation. I have Convention is over until the next Daubner. I am very happy to have not said so in the past, but the re Convention starts requires a good George on board as VP and look have been several things come to deal of work year-round. forward to having a productive pass in th e past several months Although during the year the working relationship with him. that made me realize not only can Pioneer Airport operation is a to The Board th e n voted to ap we as a group enjoy older air tally separate operation from that point Advisor Geoff Robison as a planes, we also enjoy a great bond of the Antique/Classic Division, a Director to fill George's vacant as individuals. Let's all pull in the good many of the Division's mem seat. Geoff is a very dedicated in same direction for the good of avi bers volunteer their weekends to dividual to the Antique/Classic Di ation. Reme mber we are better make this operation an aviation vision's movement and has been together. Join us and have it all! ....

~~2 JANUARY 1996 A/C NEWS~~

~~compiled by H.G. Frautschy~~

NPRM COMMENT PERIOD LYCOMING AD PROPOSED part. This proposal permits operation of EXTENDED engines with crankshafts that are found to An AD has been proposed requiring have corrosion pits but are free of cracks The FAA has extended the comment inspections and possible replacement of provided repetitive inspections are per period for NPRM 95-11 which included the crankshafts of Textron Lycoming 235 formed until the next engine overhaul or changes in pilot certification and flight series, 290 series, and certain 320 and 360 5 years after th e initial inspection , school regulations. the NPRM also in series engines. The proposed AD would whichever occurs first , at which time cludes EAA's proposal for recreational require initial and repetitive inspections crankshafts with corrosion pits but no pilot self-certification. (See the October of the crankshaft inner diameter (ID) for cracks must be replaced with serviceable issues of both Sport Aviation and Vintage corrosion and cracks, and replacement of cran kshafts. Airplane for more information on the cracked crankshafts with a serviceable There is a pretty short fuse on this proposed rule changes.) The original deadline for public comment was Decem ber 1l. Comments will now be accepted until February 12, 1996. Any person may obtain a copy of this YOUNG EAGLE NPRM by submitting a request to the Federal Aviation Administration, Office MILESTONES of Public Affairs, Attention: Public In quire Center, APA-220, 800 Indepen William Ammentorp one of our dence Av. SW, Washington, DC 20591 or volunteer pilots at EAA's Pioneer by calling 202/267-3484. Requests should airport, is show with the 500th Young be identified by the NPRM number (No Eagle flown during Pioneer Airport tice NO. 95-11) or docket no. (Docket operations in 1995. Katie Long, No. 25910). Bloomington, IN took her flight with Comments on the proposals may be Bill July 17, 1995. Since that time, delivered or mailed in triplicate to: Fed nearly 1,000 youngsters received eral Aviation Administration, Office of Young Eagle rides with pilot volun Chief Counsel, Attention: Rules Docket teers at Pioneer Airport. Over 300 of (AGC-I0) Docket 25910, 800 Indepen them were flown personally by Bill, dence Av. SW, Washington, DC 20591. who along with his wife Mary spent For further information contact: John many hours of volunteer time helping Lynch, Certification Branch, AFS-840, keep Pioneer open during the week phone 2021267-3844. days in the summer. As 1996 wound down, the Young Eagles program has flown nearly 180,000 kids. No matter how many you've FEBRUARY EAA ADULT flown, from one to hundreds, each flight is important. Our thanks to all who ACADEMY PROGRAMS FILLING have participated so far in the program. If you need more information on how to get involved, contact the EAA Young Eagles Office at 414/426-4831 The EAA Adult Air Academy, teach or you can write EAA Young Eagles Office, P.O. Box 2683, Oshkosh, WI ing basic aircraft maintenance, building 54903-2683. For a little inspiration, here are the top eight pilots who have and restoration skills will be offered Feb flown Young Eagles: ruary 19-23. Your $800 registration fee covers lodging, food, local transportation, and all elements of this educational pro Robert Swanson Deborah Baugh gram upon arrival in Oshkosh. Ft. Washington, MD 798 Old Hickory, TN 514 The EAA/ZENAIR Aircraft Building Academy is scheduled for February 24 Thomas Snouwaert William Ammentorp March 3. The goal of this academy will Gladstone, MI 649 Oshkosh, WI 377 be to construct an all metal ZENAIR Zo diac CH 601. The $800 registration fee Steve Applebaum Jim Jahnke provides accommodations, meals, local Mt. Prospect, IL 623 Green Bay, WI 352 transportation, necessary supplies and materials. Michael Ferguson Richard Coffey For further information and registra Helana, MT 597 Sandstone, MN 341 tion materials, contact the EAA Educa tion Office by calling 414/426-4888 or * As a group, the Civil Air Patrol has flown 1986 Young Eagles. writing P.O. Box 3065, Oshkosh , WI 54903-3065.

~~VINTAGE AIRPLANE 3 information about the Illinois Midwest Aviation Maintenance/Exhibit Seminar contact Don Cramer at 217/785-5798 or Paul McLaughl in at 618/337-7575 ext 364.~~

~~FAIRCHILD FANS NOTICE~~

Vintage Video, P.O. Box 551, Green castle, PA 17225, is offering a collectible gift set that starts off with a copy of the video "Fairch ild PT-19 ' A Primary Trainer'''. This 25 minute long color film, produced by Fairchild in 1941 , shows the PT-19 during production and in flight. T he gift set also includes an " I'm a Douglas Corrigan, 88, passed away December 12, 1995 in southern California. Fairch ild Employee" pin from the One of the men who built Charles Lindbergh's Ryan NYP "Spirit ofSt. Louis," Doug Fairchi ld Homecoming held Sept. 8, 1995. Corrigan was reportedly inspired to follow in his slipstream, and wished to fly the you'll also get an official commemorative Atlantic solo. Born in 1907, he was a pilot by the age of 18, and became an aircraft Fairchild H omecoming brass coin, and mechanic, as well as an accomplished navigator. By 1938, he had acquired a run copies of the Poem"Airplane Factory" out Curtiss Robin and overhauled it, converting it to the }-1 configuration with a by Victor Conrad and a special edition 16 175 hp Wright }-6 Whirlwind installed in place of the original OX-5. He then flew page program, "Pegasus - The people and the airplane to New York from California intending to ask the U.S. Dept. of the Planes." The gift set cost is $29 post Commerce for a permit to fly the Robin to Europe. When the inspectors looked at paid. You can also call 800/444-1942 for his airplane, they denied his request. ordering information. A video is also of of The next time the Dept. Commerce heard Doug Corrigan, he was in the news available of the U.S. Army Air Force papers, being quoted about "Making a mistake" and flying the wrong way home, training fi lm on PT-19 and PT-23 first winding up in Ireland instead of Ca lifornia. Corrigan steadfastly stuck to his story echelon maintenance - the cost is $39.99. throughout his entire lifetime. He also kept his Robin, turning away offers to buy the historic airplane. "Wrong Way" Corrigan became part of aviation fo lklore and ETBE APPROVED UNDER history with his flight. EAA AUTO FUEL STC

NPR M - comments must be received by AVIATION MAINTENANCE The FAA has iss ued an approval for January 29, 1996. Submit comments in SEMINAR AT PARKS COLLEGE the use of unleaded automobile contain triplicate to the Federal Aviation Admin ing Ethyl Tertiary Butyl Ether (ETBE) in istration (FAA), New England Region, The 22nd annual Illinois Midwest Avi aircraft operating under an EAA Auto Office of the Assistant Chief Counsel, ation Maintenance/Exhibit Seminar will Fuel STC. ETBE is currently being added Attention,: Rules Docket No. 94-ANE take place March 6-7 at the campus of in some areas as an additive intended to 44,12 New England Executive Park, Parks College in Cahokia, IL. The Main increase the anti-knock index of the gaso Burlington, MA 01803-5299. tenance/Exh ibit Seminar is open to all line, as well as cut down the emissions as A&P and IA technicians, pilots and required by the EPA. ETBE is made PRECISION FUEL NOZZLE homebuil ders at no charge. Thi rty speak fro m ethanol, but does not exhibit its bad SERVICE BULLETIN ers from the aviation maintenance indus qualities - it does not have an affinity for try wi ll address topics related to main water, nor is it corrosive or have a ten Precision Airmotive Corp., 3220 taining the general aviation fleet. Over dency to vapor lock. This approval is in 100th St. SW Bldg E , Everett, W A 98204 90 exhibit booths are also expected. addition to the one previously granted to has issued Service Bulletin MSA-8 cov The Maintenance Seminar grows an EAA by the FAA concerning the use of ering the installation of carburetor 10 nually due to the support of several dedi Methyl Tertiary Butyl Ether (MTBE). 4439 or 10-3237 installed on Continental cated aviation organizations. This year's STC users can continue to use " reformu 0-300 or C-145 engines. Precision Air sponsors include the Illinois Department lated" gasoline available in certain metro motive has received sporadic reports of Transportation, Division of Aeronau politan areas. The prohibition on the use from operators who are experiencing tics, Federal Aviation Administration, of alcohol additives is still in effect. engine richness or roughness after in Parks Coll ege, and the Professional Air stalling the one-piece venturi into their craft Maintenance Association. For more (Continued on page 29) carbs. If you have not experienced any of these conditions with your C-145 or 0-300, then the bulletin does not apply UNISON lASAR TM IGNITION NOW FAA CERTIFIED to your engine. Precision has determined that under Unison Industries has an certain conditions, the new venturi alters nounced that their electronjc igill the fuel atomization characteristics of the tion system, dubbed "LASARTM" fuel nozzle. Improper installation of the and sold by Slick Aircraft Prod new venturi can also cause these symp ucts, is now F AA/PMA approved toms. A new main fuel nozzle kit, PIN for installation on the Lycoming 666-946 is available. Warranty considera 0-320 series of engines, with other tion may be available to you if you can aircraft/engine approvals due prove that a genuine Precision Airmotive soon. For more information con one-piece venturi was installed in your tact Slick Aircraft Products, carbo Contact them at 800/838-8181 or 815-965-4700. 206/353-8181 for warranty information.

~~4 JANUARY 1996 VINTAGE Aero Mail~~

MORE ON THE PARKS/ the PI was not blessed with a phenome crowded skies of that era, inherent stability HAMMOND AIRPLANES nal rate of climb, these efforts fre of the Pl, and coupled with the fact that quently ended in failure. When I be there were far fewer tall towers around Dear Editor, came totally disorie nted , I would probably enabled you to survive your let merely move the stabilizer lever one down procedure back then . I'm sure you'd As the owner of a Parks PI (NC616V) notch forward (nose down), chop the agree it wouldn't be a good idea (not to back in the mid-1930s, I was interested in throttle, take my feet from the rudder mention illegal) to attempt it today. Those Mr. Frautschy's article on the Hammond bar, turn loose the stick, fold my arms were different times, were they not? - RGF 100 in your September issue. and wait. Eventually we would break Apparently no two PIs were exactly out, always in a gentle right hand turn. AN INTERNATIONAL alike. My PI had a split gear with I had several other airplanes in this PERSPECTIVE Russco struts, 26 inch wire wheels with time frame , but none generated the clincher rims, tires 26 x 3.5, no brakes. same affection I felt for the Pl. Dear Phil and Ruth, The tail skid was hinged with the upper arm secured to a fuselage tube by sev Sincerely, And, you know, you guys who get to eral wraps of shock cord-worked Lee Spruill go every year and can get involved up great. Parachute, CO to your armpits in EAA activity may The PI was a most forgiving air find it difficult to imagine just how im plane. It was my practice, on cloudy I'm glad to hear you never had a prob portant visiting OSHKOSH can be to days, to attempt to climb through the lem with the Pl - it sounds as though it us who live half a world away. It is overcast and get out "on top." Since was a nice flying airplane. Th e less partly a kind of pilgrimage to Mecca-a visit to the Wailing Wall or the Vatican or kissing the Blarney Stone. But it is A PLEASANT EXPERIENCE more. It is an opportunity to be reborn by having all the spent enthusiasm revi Dear Mr. Frautschy, talized and re-injected into the veins. It is a chance to be surrounded for a time I would like to relate a story to you about a special person in aviation. by thousands of positive thinking avia My uncle, Swann D. Allen, a young man of 80 years, bought an American tion oriented brains and being able to Eagle (OX5) in 1936. He flew it from a hand hewn sod strip in Milford, Michi tap their collective ideas. It is a history gan. The Eagle then languished on my grandfather's farm for many years. In book-a time machine-a crystal ball 1968 Swann started the restoration, which is a story in itself. The restoration in which the future may be glimpsed. was completed in 1989 (see VINTAGE AIRPLANE, April, 1990). Sadly, on No matter how solitary or remote your the second flight, Joe Callahan, the test pilot, had a severe heart attack and residential location, a visit to crashed. OSHKOSH demonstrates convincingly I have taken over ownership of 7157 A and started the second restoration. that you need never be alone again. Herein lies my reason for writing. While making many phone calls and running These are some of the reasons why down leads on parts and information, I was fortunate to connect with Doug Australians are present in such num Dullenkopf, the owner of Screaming Eagle Aviation at Santa Paula airport, bers at each year's convention - we are north of Los Angeles. about as remote from the centres of Doug is in the business of selling and maintaining aircraft. One of the air sport flying activity as you can get. A craft he is currently trying to sell is American Eagle 3738. This aircraft was An regular visit to the Big 0 is necessary tique Grand Champion at EAA OSHKOSH in 1976. (a) to convert more of the skeptics and Doug allowed me to pour over the Eagle, taking pictures, measurements, (b) recharge the converted. notes and multiple details. It was a tremendous boost to my restoration. He I mean - 44 Wacos on the same field! also provided pictures, stories and information, knowing full well I wasn't buy I thought I was one of the luckiest guys ing anything. Aircraft people are a special breed joined with a golden thread. I alive back in 1981 when I flew in Harold would hope anyone looking to buy a used aircraft, antique or otherwise, or Johnson's one of a kind WACO and needing maintenance on their current airplane, would look up the good people Eric Heins CRG, BOTH the same day! at Screaming Eagle. But 44!!!

~~Sincerely, King regards, David W. Allen Margie and Brian Huntington Beach, CA Morayfield, Queensland AUSTRALIA~~

~~VINTAGE AIRPLANE 5 Type Club NOTES~~

~~by Norm Petersen Compiled from various type club publications & newsletters~~

Ercoupe Wing AD amine the rear spar attach bolts. The rear to the rivet locations (use the existing riv bolts look a little puny compared to the ets as reference points to determine where Ercoupe Owners Club front. After everything is opened up, care the ribs are located). With a grease pencil Monthly Magazine fully examine the area with a bright light or felt tip pen, mark the center points for Carolyn Carden - Editor and your friendly A & P. The reason of the inspection holes. Always measure (919-477-1832) course is the wings may never have been once, walk away, come back and measure off the airframe. So before rushing ahead, again, and drill. You'll get a warm feeling Notes From the Swiss Wing Factory Shop this is a good time to look, examine, and when you see the hole is where it is sup - by Edd Smith, Tampa, FL get familiar with the way things were put posed to be. together. Disconnect the wing wiring for We found the easiest way to cut round The Airworthiness Directive (AD) in the Nav lights or strobes. It may be neces holes with no muss or fuss was to buy a 3 volved with installing inspection panels on sary to cut the wires and install connecting 112 inch hole saw at the lumber store. Get the Coupe wings seems to have caused a plugs for reassembly. Plan ahead. Discon the one that lets you use the 3/8 inch drive stir among some Coupe owners, prospec nect the static line and pitot line and mark drill. If not available, buy a 1 inch hole saw tive Coupe owners , and even a few which is which. and use the 3/8 mandrel with the 3 1/2 inch wannabe Coupe owners. Some disagree Finally, disconnect the ailerons, making hole saw. Mark the center point for the in with the AD . A few say they would rather sure not to change the adjustments if possi spection hole and use a center punch to switch than fly . The truth is , even Fred ble. Check and examine the aileron bolts dimple the skin . This, of course, will keep Weick didn 't think the Coupes would be and carefully examine the four Heim rod the drill bit from wandering around when it flying after forty years; he said so himself. ball joints for wear and tear. Don't fool gets started. So , updating a 40-year-old Ercoupe wing around with old junk. They are available Let the drill do the work . Don 't push it, for a thorough examination , and even a for about $9.00 each. The part numbers or force it, through the skin. Do try to hold newer 28-year-old Alan Coupe, is certainly are in the book. the drill vertical though. Once you see the not an unwarranted intrusion. It's already After examining the four spar attach hole saw cutting through the skin, be pre proven to be good sense. bolts, remove the cotter keys. Then take pared to stop as soon as the drill cuts all the Installing the inspection holes and cov all four spar nuts off. With your associate, way through. After all the holes in one ers is not that hard, even though there are apply lifting pressure on the wing tip. Care wing are cut, use a file or a deburring tool 16 per wing. Most of the Coupes I've fully drive out the top front and the top to blunt the interior edges of the cutouts. looked at seem to have them placed in logi rear spar and lower rear spar bolts with a Make sure the edges are dull. Vacuum all cal order, so the additional inspection holes smaller diameter drift pin. Lower the wing the metal shavings and any other trash out are not really complicated. tip slightly to allow for easier access to the of the bays (it won't really be that much of Before we started, we discussed several front lower spar bolt. Next, while standing a mess). way to get the most work done for the least at the front leading edge by the fuel tank, When you are at this point, you're at amount of effort. The easiest of course was you can begin to drive out the lower front the very reason for the AD. Use a good to just talk about doing the work and then spar bolt slowly and carefully. The wing is bright light and mirror, and with an 01' have someone do it - that converts to light enough to hold with one hand , for a glass eye, thoroughly examine the interior money. But of course, that would not be few seconds anyway. Carry the wing and of the wing. We were lucky, both sets of much fun either. place it upside down on a pair of well lay wings we did, (the Star and Bar and blue In the end, we decided to pull the wings ered sawhorses or a long table. Belly but and white) were clean. The Star and Bar off the two Alons. The Alons have metal ton height for a work level seems to be the wing, a full year newer and made in 1966, wings as original equipment. Two people best for most people. was unbelievably clean and preserved. can pull the wings, although three is about Armed with the updated AD, complete You'd think the set was made within the right. with corrected drawings, get a good chalk last two years. At the very start , take off the cover line to set out straight lin es. The chalk The actual round inspection panels strips on both wings and examine the area lines allow for good measurement and ref were bought and painted months ago. where the front main spar bolts pass erence points on the wings. Use a tape rule Some will have to be touched up later with through the spar attach points. Then ex to make the measurements. Pay attention trim color, but it sure saved time by pre

6 JANUARY 1996 Water Flying switches in the wing roots, a large baggage New Gyros Need More Suction area and a "Gell Cell" battery up under the A Seaplane Pilots Association front (instrument) panel. To charge the bat The International publication tery, he has mounted a 3.7 lb. , 8 amp alterna Cessna 170 Association Bob Richardson - Executive Editor tor in the vacuum pump drive area. Without Velvet Fackeldey - Flypaper Editor (301-695-2083) a vacuum pump, there are no gyros, just a (417-532-4847) good YFR plane. To keep the weight down , David Quam (SPA #1) writes about a he tossed out the regular starter for a light Jim Yates writes: r recently decided to special PA-18 Super Cub that attended the weight one. On floats empty weight is 1214 update the gyros in my plane from the old , Minnesota Seaplane Fly-In on August 12 at Ibs., on wheels it 's at 10341bs. Dan said to big, AN gyros to the modern small gyros. Lake Vermilion. get th e CG in (the proper range), he had to They are powered by a single 9- inch ven Besides the Cessna 180-185 group, a P A put a larger tail spring on. turi. I installed two freshly rebuilt gyros l8A Super Cub on PK 2050 floats owned by After looking the seaplane over, he took and found that the suction was inadequate. Dan Lindstrom of Hudson, WI, pulled up to me up for a local ride. The lake was about After some experimentation, I found that the beach looking different. The first thing I 1400 MSL and with fuel tanks three-quar the new horizon would work very well with noticed was the absence of the standard air ters full, two 170 lb. pilots, a 160 hp engin e the old DG , but the new DG requires more intake, which caused me to start asking ques and a Borer prop, the takeoff was about six air (suction) than the venturi can supply, I tions. It turned out that Dan has made some seconds (!). For more information , write would like to know if there is a modern DG interesting changes when he rebuilt the Dan Lindstrom at 482 Blue Bird Drive, that will work on a venturi system? plane. The changes included no wiring or Hudson, WI 54016 or call 715-549-6347. Bob Coats answers: I don't have much experience concerning the vacuum and gy ros operation. However, on my airplane I painting. The IA looked at them and said around , line up the Tinnerman , and put have three venturies which operate three the paint job glistened. the screw in. It 's that simple. instruments. So you may have to put Start the installation by sliding the Put everything back the same way it more venturies on your airplane in order folded Tinnerman nut over the leading came off. Check the torque values for the to operate the gyros you need. I have had edge of the inspection hole, towards the spar bolts; use new cotter keys. Before excellent service from Century In stru leading edge of the hole, not the trailing placing the covers back on , test the Nav ments in Wichita, KS (800-733-0116). Dis edge. Place the Tinnerman, mark the hole lights and aileron movements. cuss your problem with them and if they witb a felt tip pen ; remove the clip-on Tin Remember, when you either start or can't help you or refer you to someone, nerman and drill the hole. Put the Tinner finish , working under the direction of a li feel free to call me and we will try to work man back over the newly drilled hole. censed airframe mechanic, get him to in together. On the inspection cover, drill a number spect your work. After it's all done, in 40 size hole approximately 114 inch to spected by the Glass eye, sanctified with wards the inside edge of the inspection the holy oils of the FAA sprinkled upon Trouble in Paradise cover. Put the inspection panel on, slide it the logbook, test fly it. Antique/Classic Chapter 10 Newsletter Charlie Harris - Newsletter Editor (918-622-8400)

And speaking of the Feds, and the De partment of Transportation, and Secretary Pena, tbe new Denver Airport had its first light blizzard (6" of snow is not very much) of the season on October 24th. The wheels fell off the place. The roof leaked through the tower ceiling, the computer got all wet; one airliner took a wrong turn and got stuck in a snowdrift and closed down the airport for nearly an hour; and if this weren ' t enough, an airport operated ground support vehicle DROVE ONTO AN ACTIVE RUNWA Y causing a loaded scheduled air liner to do a go around to avoid the snow removal truck! (They have not decided as yet whether or not to discipline the driver!) Maybe radio has not yet gotten to Denver, This is all some place between the Three Stooges and The Gang That Couldn't Shoot Straight! All of this from our little '01 Five Billion Dollar Boondoggle that edged over budget by THREE BILLION DOLLARS , three years late, and still doesn't work right. Re member, this was Continental (Airlines) home base until they simply packed up and moved to Houston saying it was a JOKE, and Continental isn't exactly a model of how to run a railroad! How long, oh how long! ..

~~VINTAGE AIRPLANE 7 EAA Antique/Classic Division 25th ANNIVERSARY by Robert "Dobbie" Lickteig NC Division Past President (1984-1988) Member, NC Board of Directors~~

Join us in celebrating the 25th An port during the formative years. Your 1. To enco urage, aid and engage in re niversary of your EAA Antique/Classic original list of officers and directors reads search, including that of a scien tific nature, Division. 1996 is our Silver Anniversary like a "Who's Who" in the annuals of avi for the improvement and better understand and it will be an exciting year with a salute ation. From this humble beginning, the ing of aviation. to our past, recognition of the present, small group of dedicated members has 2. To encourage and aid in the retention and our goals and dreams for the future. grown to 10,000 plus today, and is the and restoration of Antique, historical, Classic During the coming year, you will read largest Division with EAA. Your Divi and Contemporary aircraft. the updated history of your Division in sion has grown in stature, recognition and 3. To establish and maintain a library de the July VINTAGE AIRPLANE, pre the responsibility as spokesman for the voted to the history of aviation and to the con p a red and written by our editor H .G. largest segment of general aviation. struction, repair, restoration maintenance Frautschy. Your EAA Antique/Classic Over the years, we've grown in scope and preservation of aircraft particularly An Division is the result of a small group of as well. First came the addition of the tique, historical, Classic and Contemporary EAA members who wanted to get a bit Classic category (1945-1955) in the early aircraft and engines. better o rga ni zed so they could park to 1970's. Since then, we have added the 4. To hold and conduct meetings, displays ge ther. At the annual EAA Convention Contemporary class of aircraft (those and educational programs relating to aviation in 1969, there was a discussion about the manufactured from 1956 to 1960). This al with emphasis on restoration, maintenance need for a separate parking area for An lows your Division to represent all general and care of these aircraft. tique aircraft. The followin g year the aviation aircraft through calendar year 5. To bond together those persons inter move was made to Oshkosh and your Di 1960. We accept this additional responsi es ted in Antiq ue, Classic and Contemporary vision was form ed in 1971. bility and the original purpose of our Divi aircraft for their mutual pleasure, recreation Paul Poberezny, founder and chairman sion will be applied to these aircraft. and education. of EAA, provided the fledgling Division In our Division bylaws are written the 6. To improve aviation safety and aviation with th e EAA umbrella for help and sup purposes of the Division. They are: education.

8 JANUARY 1996 If anyone doubts the success of our col lective efforts, just look around the annual EAA Convention. Yo u wil l see the re sults: the largest, the finest and the most authentic coll ection of aircraft from this exciting age of aviation. Throughout our anniversary, your monthly magazine, VINTAGE A IRPLANE, will run feature articles on major events, interesting mem bers and our past successes. During EAA OSHKOSH '96, we will celebrate our Si lver Anniversary with many events throughout Convention week.

1. Founding members will be saluted with a press conference and a recognition program on stage at the Theater In The Woods. 2. Two " Parade of Flight" events will be scheduled. The first on Friday and the second to follow on Monday. Special (Far Left) During the EAA Convention in 1981, awards will be presented for all partici this is how the AlC "Red Barn" headquarters pants. looked. Gar Williams (left) stands next to his 3. Special parking will be reserved for newly restored AlC Antique Grand Champion returning past champion aircraft and Cessna AW, while Jim Jenkins (right) is in awards will be presented to each aircraft. front of his Grand Champion Classic Piper 4. The annual fly-out will be scheduled PA-17 Vagabond. for Saturday morning, with an anniversary This Ted Koston photo was featured on the souvenir for all who participate. cover of the October 1981 issue of Vintage Airplane. 5. A special 25th Anniversary partici pant plaque will be presented to all regis (Above) The Division has always run on "Vol tered aircraft. unteer Power" (not to mention a moped or 6. Our newest member, whose mem two!). During the 1981 Convention, here are bership number sets a newall-time record, just some of the Flight Line safety volun will be honored. teers. In the back row, are (L to R) Bill Hill, 7. A Young Eagle flight in a past cham Art Morgan, Dave Long, Richard Jenkins, pion aircraft will be scheduled with An and Brian Garinger. In the old AlC point tiq ue/Classic member Number 1- Paul building is Larry Agathen and resting on the beach is Bob Wallace. The trio on the bikes Poberezny. are (L to R) Jeff Alexander, Bill Buckles and 8. A special meeting will also take Paul Medendorp. place with the type clubs to recognize and thank them for their past and future sup (Above right) The rank and file member is also part of the engine that keeps the Div port of our Division. sion going. In 1987, Stan Sweikar and his wife Sandy won the Silver Age runner-up 9. The Convention souvenir button trophy with their Fleet Model 2. will continue with our 25th Anniversary logo on the button. (Below) Unusual aircraft are the norm in the Antique/Classic parking area during the Convention. Steve Pitcairn brought his restored 1931 Pitcairn PCA-2, with Autogiro veteran George Townson adding his considerable expertise to the restoration of the Please join us for this exciting year. It aircraft in 1985. It was the 1986 Grand Champion Antique. is not only a tribute to our fo unding mem bers, but to all members who made our Division what it is today. Through your efforts we have attained a position of leadership with international status. We often talk about the EAA spirit and the dreams we all have. Your EAA Antique/Classic Division is an example of our spirit and dreams. As the saying goes "dreams come true when dreams are reaL" Your elected officers, directors and ap pointed advisors are well prepared to serve you and continue our growth and progress. This way we all follow our dreams. So, to all our members-we salute you. Stand tall and take a bow for all our past accomplishments. Together we can look forward to the next 25 exciting years. Come join us and have it all! ...

~~VINTAGE AIRPLANE 9 FREEDOM FLIGHT AMERIO\'9S by Dick and Jeannie Hill~~

FREEDOM FL IGHT was a from as far as the state of Washington. river on the way. It was necessary to Others joined from almost every state take Col. Morgan to the plane and then flight of WW II vintage aircraft in the union. Many of the planes went pic k him up afterward because they made across America the full ro ute and stayed for the fi nal could not afford to make a stop at An commemorating the 50th weeke nd show at McG uire AFB in drews or McGuire. New Jersey. T he commemoration armada was anniversary of V-J Day, the We joined the group at Aurora, IL made up of aircraft that flew for the Al end of WW II. It originated as after leaving the EAA Convention in lies during WW II. Several WW II vet a salute to the veterans of Oshkosh. Jeannie and I flew our Cessna erans flew their own planes in this event. T-50, the "Bimbo Bomber," along with Groups of similar planes were flown in WW II, both civil and military. our friend Paul Ciletti who acted as formation. The leader of each group crew chief. As it worked out, Aurora had a "flight number" and used it for all We first heard of this idea during a was the stop that had the most activity. radio contacts. "hangar flying" session at the Phoenix The largest and most diverse group of When the cards were handed out at 500 in 1994. Several of us were talking planes participated that weekend. the briefing, we drew number "45" and about future events and someone men The original pilot of the "Memphis remained flight 45 for the entire trip. tioned that a group was being formed Belle," Colonel Robert Morgan, partici We thought it quite coincidental since to memorialize the 50th anniversary of pated in FREEDOM FLIGHT, flying in the war ended in 1945, the same year the end of the war. The flight was to several different planes along the way. that I soloed. Also, coincidentally, our take place during the anniversary week He and his wife Linda ran a display of T-50 had made its first civilian flight on that the atom bombs were dropped, Memphis Belle memorabilia at every August 7, 1945, 50 years to the day that when Japan finally capitulated. The stop. Lots of happy folks returned home we departed Aurora to begin our seg plan was to start the Freedom Flight in with Bob's autograph under their arms. ment of Freedom Flight. California and gather warbirds along His presence added a touch of reality to The route of flight from Andrews the way, making several prescheduled the Flight that otherwise would have proceeded up the Chesapeake Bay past stops, culminating in a flyby past the been missed by much of the general Baltimore to Wilmington, Delaware aircraft carrier Intrepid and the Statue public. and along the waterway, passing east of of Liberty. We immediately asked for The Flight completed its mission by Philadelphia. It passed east of Trenton details and sent in our request for in passing in review over the aircraft car and then west of Newark up to the formation. rier Intrepid and the Statue of Liberty. northeast corner of New Jersey. At the Several hundred aircraft participated As a tribute and thank you to those who approximate point where the New Jer in this event. After opening ceremonies fought the war for us, rose petals were sey and New York borders meet the at Long Beach, California, Freedom dropped from each plane as it passed Hudson River, the flight turned south Flight America flew across the nation, over the Intrepid. This was a very along the river. making its scheduled stops at various touching moment for those of us who When each flight passed over the airports and air bases around the coun truly understand and appreciate the George Washington Bridge, it de try. At each stop we shared our air tremendous sacrifice those dedicated scended to 800 feet for the pass in re planes and the message of our mission men and women made for each and view. The course down the Hudson with the public, as well as hundreds of everyone of us. passed Manhattan Island and cruised veterans who turned out to see just what The sad part of the whole event was along the dock area where ships have Freedom Flight was all about. the lack of participation by the "heavy arrived from all over the world for cen After departing California on July iron." It seemed that a lmost no one turies. One of those forgotten ships was 27th, the group made stopovers at with fighters or bombers had enough in the liner named "Normandy." It burned Phoenix, Arizona; EI Paso and Dall as, terest to honor this event with their and sank in its slip while being con Texas; Kansas City; Aurora, Illi nois; presence. Two P-51s did stay righ t verted into a troop hauler during WW Wright-Patterson AFB and Andrews through the sa lu te to the Intrepid. The II. AFB at Washington, D C. T he fl ight sponsor of Freedom Flight even had to Those docks now host the WW II air over the Intrepid and the Statue of Lib impose on the owners of a B-17 to get it craft carrier Intrepid, fitted out as a erty was staged from Andrews AFB. to make a "flyby" with Colonel Morgan memorial to WW II and a wonderful As Freedom Fli gh t progressed, as pilot. T he B-1 7 was at an event in av iation museum. T he flight passed the planes joined at the various stops and New E ngland and was going to Pennsyl carrier and made the petal drop. Min flew as fa r as they could. Some fl ew vani a so the crew made a pass down the utes later, the fli ght passed Ell is Island

10 JANUARY 1996 and the Statue of Liberty. To the left, after passing the length of New York . City, was the Battery, Coney Island and Fire Island. Then we flew out over the bay for an altitude change to 1400 feet, approaching the Verrazano Narrows Bridge. The group was in constant contact with each of the Approach Control fa cilities as they were passed. Altitudes were changed to accommodate each of the flight patterns along the way. The VFR corridor down the Hudson was NOTAMed "closed" during the hours that the commemoration was in progress, so there was little conflict with traffic. A briefing was held each morning of the trip and that final briefing was the most complex. It had more radio fre quency a nd altitude changes than would be necessary for an Atlantic crossing. The FAA made it about as compli cated as it could be. My vote would have been to "block airspace" for the route and just monitor one frequency while airborne. But that would be too simple for a complex mind to under stand. Leaving the NYC area, th e flight crossed the bay and landed for a week end air show at McGuire AFB in New Jersey. While there, we made flybys for the crowd. We flew home on Monday, which turned out to be the only day of the en tire week that would have permitted an uninterrupted, one day flight. Actually, the weather gods were smiling on us during the entire Freedom Flight. With the exception of one unplanned overnight at Clarksburg, West Virginia on the way out, good weather prevailed. Leaving Dayton on the way to Andrews AFB, the weather deteriorated and we felt it advisable to make a stop rather than push into bad weather as evening approached. It turned out to be a very good decision. The folks at Clarksburg were very hospitable to us and we en joyed our stay. The " Bimbo Bomber" made the en age of acres of waving arms and smil a free country without the threat of war. tire trip without complaint. In fact, she ing faces with us. We hope this tribute to them helped to never flew prouder. It seemed her en About a dozen landings and a little show just how much we care. gines ran a little sweeter and she had over 17 hours were flown. Each of us an extra buoyancy to her flights. She spent a few hours at the wheel and we NOTE: For those who are interested, even seemed to fly in a "Hey, guys, get a ll had a wonderful time. We came' Freedom Flight memorabilia is still a load of this!" attitude. And maybe home feeling we had accomplished available through the sponsor if you are this is just the pilot's interpretation, something truly meaningful. interested in purchasing merchandise but whenever we flew over a military FREEDOM FLIGHT AMERICA such as hats and shirts. Contact Freedom cemetery, instead of seeing thousands was a once in a lifetime experience that Flight America, P.D. Box 29253, Dallas of small, white crosses, each cross allowed us to at least partially express TX 75229. Phone 7-800/687-4800. seemed to be a waving arm and a smil our undyi ng gratitude to those who gave The gentleman who initiated the idea ing face that said, "You're looking us this rare, often taken for granted, sells parts for the restoration of North good. Thanks for flying by! " It was privilege of freedom. It allowed us to American A T-6s. He made a huge com the first time we've ever been able to thank all those dedicated, patriotic men mitment and has taken a substantial fi pass a military cemetery feeling a ny and women who lost their friends, their nancial loss due to the lack of interest thing but extreme sadness. Instead, lives, their limbs, their peace of mind so shown by the aviation community as a from now on we'll keep that visual im we could, without lifting a finger, live in whole. ...

VINTAGE AIRPLANE 11 Lt. Col. Boardman C. Reed (USAF Ret.), Brownsville, CA sent in this answer: "Your Mystery Plane for October is the one-only 1929 Hall-Alu minum XFH-1 experimental Navy Fighter, USN BuAer A-8009. "It was all aluminum except for fabric covering, and had a unique water-tight fuselage for emergency ditching at sea, in lieu of conven tional Navy flotation gear . .. (although I wonder about waves splash ing into the single open cockpit!). Span 32 ft, length 22'6", height 11', gross weight 2518 lbs ., max . speed 152.6 kts, service ceiling 25,300'. Engine a very early P&W R-1340 -8 "Wasp" of 450 hp. (Reference U.S. Navy Aircraft 1921-1941, William T. Larkins) "The Hall Aluminum Aircraft Corp. of Bristol, PA had as its pres ident Charles Ward Hall, a hands-on,working type. Hall is most re membered for his production of 24 biplane flying boats, the XPH-1 by H.G . Frautschy and PH-1s for the Navy and Coast Guard. (In 1939, I had a fun 2:45 flight in an old 1932 Navy Hall PH-1 , No. A-8691, over the Pacific, with a crew of enlisted Naval Aviation Pilots and Chiefs out of NAS This month's Mystery Plane really is just that - Dennis North Island, San Diego) . Parks, EAA's Librarian has been digging though books and (Continued on page 21) papers left and right and hasn't been able to pin this one down yet. The print came to us as part of the Ken Cook/American Airman Collection, Hall-Aluminum XFH -l and was also a photo collected by the late Tex LaGrone. We're wide open to documentable proof, so lets see what you aviation sleuths can come up with. Answers need to be in no later than February 25,1996, for inclusion in the April issue. For a one-of-a-kind biplane fighter that failed to make it in U.S. Naval service during the 1930's, the Hall Aluminum XFH-1 certainly didn't trip up too many of our fellow members - 20 of you sent in responses to the October Mystery Plane. A bunch of answers hit my mailbox on Octo ber 23 - R.K. Alexander, Clifton Park, NJ; Frank Hansen, Llano TX; Charley Hayes, New Lenox, IL; Brain Baker, Farmington, NM; Larry Bei dleman, Granada Hills, CA; Herb DeBruyn, Bellevue, W; and James Borden, Menahga, MN.

~~12 JANUARY 1996 The first Cabin Waco~~

~~"Honest! I Really Did Find it in a Barn!" by H.G. Frautschy~~

Alan Buchner (EAA 151755, A/C 6276), Fresno, CA has lived a fantasy. Stories of airplanes in barns have be come a bit of aviation folklore, a "holy grail" quest that more often than not ends in seeing a lot more chicken feath ers than airplane bits and pieces. He had heard about the possibility of an airplane in a barn not too far from his shop in Fresno, CA. Alan earns his liv ing in his own shop as an A&P/IA, aver aging over 50 annuals a year, mostly on newer aircraft. After the day's work is

~~(Above) Alan Buchner, Fresno, CA and his newly restored Waco QDC. The only other flying QDC, belonging to Tom Ahlers, St. Charles, MO is directly above the rudder of Alan's cabin Waco.~~

~~(Below) The distinctive rear window shape of the early Wacos was born out a desire by the engineers at Waco to build a cabin airplane with inflight visibility as good as an open cockpit model.~~

(Above) Back to the basics with this very original style panel. Oil temp and pressure, altimeter, rate of climb and tachometer are all that is needed to conduct VFR flight. A small elec trical panel has been unobtrusively added on the left side wall near the pilots seat. You can see the pull over window shade used to keep the sun from baking the pilot and front seat passenger during flights with the sun overhead. The QDC has excel lent inflight visibility.

VINTAGE AIRPLANE 13 done he then takes time out to work on also used to shelter threshing machines. mechani c was moving to Wisconsin, and his own projects. That's just wh at he was There wasn't enough room in the hangar didn' t reall y wa nt to take the project looking fo r that day back in 1969. to store the airplane completely assem with him. Did Alan want to buy the air As he eased open the door of the big bl ed, so the win gs and engin e came off. plane? You bet! barn, there was a sight sure to make the It had been there since 1954, wh en it had What was it that Alan had seen lean heart of a ny airpla ne enthusiast just suffered an engine failure and landed in ing up against the wa ll of that barn? A about leap out of his chest - a fu selage an alfa lfa field a short way fr om the local 1932 Waco QDC, the first production resting on its nose in the corner, with the ai rport. model of Waco's series of cabin biplanes. tail restin g on the wa ll and two wings A la n knew the crop duster who The biplane he fo und in the barn was leaned up against the wall as we ll. What owned the airplane, and he pursued the completed January 18, 1932 and carries a find ! What was it? Who owned it? question of selling the project fo r three Seri al No. 3579. It was fi rst delivered to A nd most importantly, would they se ll years. The fellow wouldn't budge, and H. C. Lippiatt, Grand Central Air Ter it? he was doubly disa ppointed whe n he minal at the Glendale, CA airport. The old Waco was owned by a crop found out the duster had sold the Waco The QDC seri es of cabin Wacos was duster, and he kept it stored in a barn to another man, a crop duster mechanic based on the popular F-2 series of two who worked for a di ffe rent outfit. An place open cockpit biplanes. The Conti other friend of Alan's, a duster mechanic nental A-70 seri es of engines, with 165 named Mr. Rasmussen, told Alan about hp, was selected to power the new air obtaining the project, and that he had planes. A. Francis Arcier, chief engi neer gotten started on the rebuild. You never of Waco, set out to design a cabin bi know how things will wo rk out, and a plane that did not suffer from a lack of year later, Alan got a phone call. The visibility out of the cockpit. Good short

14 JANUARY 1996 dows were also formed from flat sheet (molded Plexiglas® windows were still a few years in the future). The windshield was built up with sheets of automotive safety glass. At the debut of the QDC during the 1931 Detroit Air Show, the new cabin airplane was big news. Pilots were a bit wary of the trend to enclose their cock pits - they liked the view out of the open cockpit, and were loath to change their ways. Predictably , the visibility out of the new Waco Mode l C was touted in press releases: "Wide angles of vision are emphasized in the new ship. Vision is practically unobstructed in all directions - above, to the front and sides and to the rear quarters and tail." Even the aviation press was im pressed. Dwight Huntington, writing for Aero Digest in April, 1931, wrote: "The cabin is roomy and comfortable and ex cellent vision rearward has been secured by a clever and efficient arrangement of the turtle deck. It may be safely said that this ship has better visibility than any other closed job." Oliver Pa rks of Parks Air College, East St. Louis, IL, was so impressed by the airplane that he pl aced an order for one immediately. In June 1931, the col lege took delivery of wh at must have been a sharp looking airplane. The Parks QDC was painted green with a cream stripe, and silver wings. It takes but a few minutes to review the list of 37 Waco QDCs built during the 1931-32 produc-

field performance, a hallmark of earlier Waco biplanes, was also important. In every respect, the new airplane was to be a Waco, built with no compromises. The biplane configuration was retained for a number of reasons, among which were that the overall size of the airplane could be kept small er for a given weight, and the structural configuration of the bi plane offered great strength with a li ght weight structure. New features included a set of corrugated aluminum ai lerons, replacing the built-up wood ones used on previous models. The F-2 and " Model C," as the QDC was first named, also shared a similarly designed landing gear and tail surfaces. The cockpit glazing was quite expan sive. In addition to the full side windows (the front ones could be cranked up and down), the top of the fuselage was cov ered in clear plastic, and the rear win

VINTAGE AIRPLANE 15 wheel pants. The new metal aileron skins were built up by noted Waco re storer Tom Flock, and the seats were upholstered by Terry's Upholstery Shop. Alan did the rest of the interior work. When it came time to finish the air plane and cover up all of that beautiful woodwork, Alan chose the Stits (now Poly-Fiber) process and used Aerothane as the final finish coats, to duplicate the fine rubbed dope finish originally installed on the airplane. Alan came to work on airplanes nat urally enough - as soon as his dad would let him, at age 14 he went to work at his dad's flying school, doing whatever his was needed. He started doing charter work in 1962, flying for a corporation. When they didn't want to put him on salary, Alan opened his own aircraft maintenance shop. Throughout many of the ensuing years, Alan's steadfast supporter has been his wife Connie, whose care of the homefront while Alan labors on the airplanes has enabled him to create some beautiful airplanes, in cluding a Rearwin Speedster he has re tion run to see that they were far from a pilot since 1927, Les had worked for a built twice since he bought it in 1951. It drab, dreary bunch. Perhaps in an ef small airline called Cardiff & Peacock, has a special tug on his heart, for it is fort to escape the disturbing news of the sweeping out hangars to earn twenty the airplane he bought to learn to fly in. Depression, those who were well heeled minutes of flight time. He later built up After flying it for a year or so, it needed enough to order a new Waco (and deal a flight school and charter service, fly to be recovered. It was then flown for ers hoping to find someone willing to ing hunters in and out of the mountains. 15 years before it was grounded and buy) had a little fun with the color His father's reaction at first was a bit fully restored back to original. schemes - colors like Stinson maize, nonchalant - since there were many, he There are only four Waco QDC's commandaire green, drift wood smoke couldn't remember exactly which air left on the FAA registration rolls, and and vesta yellow were used on Model C planes he had owned, but as the air only two of them are currently flying Waco's ordered by the likes of Tex La plane came together, excitement the QDC restored by Tom Ahlers of St. Grone, Kenny Flying Service, and Mid mounted. Charles, MO many years ago, and the west Airways. What fun it would be to The late Kendall Thomas was a good newly restored Waco by Alan. Two have color pictures of so many of these friend and an excellent model builder. more are registered but not flying, yet. airplanes from that time. He offered to help Alan with the wood With just four hours entered in the log For Waco NC 12438, SIN 3579, when work on the fuselage. Accustomed to book of the newly restored Waco, Tom it was first delivered, it must have been working with model tolerances, the and Connie headed off to EAA beautiful parked on the ramp, with the woodwork was done to a 1132 inch or OSHKOSH, a trip that used about 24 fuselage painted black, and the wings less. One of the most difficult projects hours of flight time, with side trips to and tail surfaces painted silver. A pol on the fuselage was the rear windows. Branson, MO and Troy, OH. Once at ished aluminum ring cowl finished off The fairing and window frames are built EAA Oshkosh '95 Tom and Alan the engine installation of the 165 hp up out of wood. Before Tim could be parked their airplanes side-by-side, Continental. gin on the new woodwork, some "work" among the 44 other Wacos that flew in Vern's Wing shop in Bakersfield, that had been done by a prior owner as part of the American Waco Club fly CA had already been tasked with re needed to be corrected. In a misguided in within the EAA Convention. Fifteen building the wings. They were able to effort to make the QDC look like a years of hard but enjoyable work paid use some of the wood in the wings, but later model Waco, someone had used off handsomely with the selection of new wingtip bows, false spars, and most 3/8 inch water pipe to extend the fuse Alan's 1932 Waco QDC as the Reserve of the ribs needed to be replaced. lage line from the tail to the upper wing Grand Champion Antique of 1995. The fuselage and tail surfaces were root. The water pipe, threads and all, Alan says that after his return home, he all to be done by Alan, and it was a long was removed and proper airworthy re put on a couple dozen more hours, so project in coming. After he acquired pairs were made to the fuselage using that he now has 72 hours on the air the project in 1972, he didn't begin 4130 steel tubing. plane, and he even added a few items work on it in earnest until 1980. In the The front end of the fuselage also that were not on the airplane during his meantime he had joined the Waco Club was not standard. In 1946, a 220 hp trip to the Midwest - each flying wire and gotten a list of the airplane's previ Continental was installed, and a long has a neat little streamline fairing cov ous owners. In the list was a big sur Waco bump cowl was mounted. Nearly ering the wire terminal. He says it has prise - Alan's father had owned the air three feet long, it extended aft to the been fun taking it to various west coast plane for a while. One of the early windshield. Alan never tried to install fly-ins where it has been gathering oohs FBOs in California, Les Buchner flew it, but instead, one of the first parts he and ahs, not to mention a few more tro this very Waco as part of his charter had built up for the airplane was a new phies. A pretty neat start to a new service at Bakersfield, CA in 1938. A speed ring. Jim Allen of Fresno did the career for NC 12438. ...

~~16 JANUARY 1996 by Norm Petersen~~

L e glint from a rather large piece of plastic caught my eye as I looked down the long row of airplanes at EAA Oshkosh '95. Always one to take a closer look, I cautiously made my way down the row to locate the source of the brilliant reflection. As I came closer to the reflected rays of the late afternoon sun, I spied the culprit - it was the large upper plastic window of an Interstate L 6. It bore the "N" number of N47093 and on the tag under the tail, it read: Se rial Number 2. The owner was sitting in the shade of the wing talking with various aviation peo ple who were asking questions as fast as he could answer them. Most wanted to know what kind of airplane it was - and when would it go into production? The looks soon turned to amazement when the owner explained it was a 1942 airplane and this was the first airplane off the pro duction line - fifty-three years ago! In just a few minutes I was able to meet the owner, Edward Clay Smith (EAA 284382, AIC 11322) of Athens, Alabama, who goes by the name Clay, and is, in

~~(Left) Head-on view of the L-6 reveals the large area of glass, especially above the cockpit. Dual brace wires are used on the tail surfaces.~~

(Below) Clay Smith's son, Tom, on the left with rebuilder, Robbie Vajdos, on the right, ready to get aboard the L-6 for an air-to-air mission with EAA's photo plane. There is a great deal of aircraft restoration experience represented by this pair.

VINTAGE AIRPLANE 17 The instrument panel was restored with only the tachometer being re placed (for the 150 Lycoming) along with an hour meter. The spartan interior, the huge seatbelt and the old primer with a lock over it are all reminders of the L-6's military past. The yoke on the floor is off center to the left so the control stick is actually bent to the right centering the grip. The toe brakes are located above the rudder pedals.

(Above) "Office" of the L-6 observer is the rear seat where the person faces backwards and does his paperwork on the small table behind the seat. The small 00 pouch is the "desk drawer" used to hold all drafting necessities.

(Left) Complete radio stack is built into the upper left cabin area where the original U. S. Army radios were located. It includes a transponder, comm, Loran and intercom. With the area all open, the pilot can see the main wing bolts dur ing his pre-flight as well as the aileron operating cables.

18 JANUARY 1996 of the terminal was at a standstill. As a was finally consummated. matter of fact, he told Clay, "All of my Mr. Berg explained that he was selling crew is either in jailor the hospital, and the airplane to Clay and his son, Tom, be some of them both!" Into this tenuous sit cause they got along well together. He uation, Clay introduced his highly in had had a terrible experience with his own grained "Let's get the job done" attitude son who was not into aviation and had and before long, the crews were back at gone off in a different direction. It turned work and the terminal building was com out that Berg had flown the L-6 four times pleted. and had three forced landings. He found Over the years, Clay has accumulated it incapable of sustained flights with the over 12,000 hours of flight time and ad Franklin geared engine and sternly cau mits that all the companies he worked for tioned Clay and Tom about flying the L-6. allowed him to fly his own airplane on From Alabama, the pieces of the Inter company business - a very fortunate cir state L-6 were carefully hauled to a shop cumstance. As he says, "Aviation has in Louise, Texas (southwest of Houston), been very kind to me." where the next part of our story takes About ten years ago, Clay had a bas place. This particular shop is the home of ket-case Interstate L-6 that needed com Robert (Robbie) Vajdos, Jr. (the name is plete restoration. Through a friend, he of Bohemian origin) who happens to be learned of the existence of the first pro the very same person who built up Clay duction L-6. Intrigued by the thought, Smith's Stearman A-75Nl which garnered Clay began tracking it down - like a hound the Champion WW II Military Trainer dog on a fresh trail. Completed at the EI Award at Oshkosh '94. Segundo, CA, plant in 1942, the L-6 had Robbie Vajdos (EAA 298296, A IC flown around California for a spell before 22684) grew up in Louise, and was in being transferred to Lafayette, Indiana, volved with airplanes from the very start. and an Army Air Corps school at His father was a B-25 pilot in WW II and Lawrenceburg. Eventually, the L-6 was really moved things along regarding avia surplused and a Mr. Donnermeyer pur tion. At age 14, Robbie's father bought chased the airplane from the Reconstruc him an Aeronca 7AC Champ project tion Finance Corporation in late 1944. which he proceeded to slowly rebuild. He sold the L-6 to LeRoy Berg, who was When Robbie was old enough to fly , his the registered owner when Clay started father bought him a flying 7 AC Champ to tracing the airplane. learn in. After high school, Robbie at " We chased Mr. Berg all over the tended Texas State Technical Institute world. At one time we were close to him (TSTI) in Waco, TX, learning the ins and at Pontiac, MI, but he disappeared until outs of an A & P course while working we just missed him in Detroit. I was able part time for a crop dusting outfit. As deed, a serious student of aviation. Born to talk with him a couple of times on the soon as he graduated from A & P school, the year Lindbergh flew the Atlantic phone, but that was it. He was a very re Robbie moved back to Louise and set up (1927), the young Clay was "eaten alive served person." shop in a 50 x 70 foot hangar. The first with aviation" and soaked up everything Time passed, until one day on a grass project he finished with his new A&P was he could learn about the subject. He strip near Athens, AL, a tall gentleman his high school project Champ. soloed in a Piper J-5 Cub Cruiser at the walked up to Clay and introduced himself Since then, Robbie has built up about age of 15 (they had to fudge on his age) as Mr. LeRoy Berg. Encouraged to talk 25 airplanes at his shop of which nine have and WW II came along, so he applied for about the L-6, Clay asked him if it was for been Stearmans - including the '94 award and took the Army Air Corps examina sale. Mr. Berg clammed up and vanished winner at Oshkosh. (Not too shabby for a tion. Although he scored one of the high again. Clay later learned he lived in or man who has just turned thirty years of est grades ever achieved, his eyes didn't near Huntsville, AL, but efforts to find age.) pass, so he walked down the street and LeRoy Berg proved fruitless. Work soon began on the Interstate L-6 joined the Navy V-6 program and wound A year or so later, someone told Clay and several surprises were in store. It had up as an aviation electronics technician. about an old man who lived outside of a basically good airframe except for a few Separated from service, Clay couldn't Tanner, AL, on a farm, who had an old pinholes on the topside of the lower find a job, so he went back to school and airplane in a barn. "If I hear a rumor of longerons. Both longerons were replaced earned a degree in industrial manage an airplane in a barn, I'm gone! What I from the landing gear back. The tail feath ment. He then hired on with Worthington found at this particular place, 10 and be ers were OK and the wings were good. Corporation as their corporate manager hold, was Mr. Berg again. He had retired Even the wing spars checked out fine. of engineering. From there he moved on and bought a 20 acre farmette, was living The biggest job was cleaning out the huge to Alcoa, Whirlpool, Ohio Quaker, Math in a mobile home and had built a nice pile of pecans and shells the squirrels had ews Industries, Air Temp Corporation barn with a loft - a beautiful loft that held left inside the wings! Much of the original and finally with Borg-Warner as Vice the L-6." fabric was on the airplane and after nearly President of Advanced Facilities. Clay talked with LeRoy Berg more and fifty years, it still tested out as serviceable! Clay retired from Borg-Warner and he seemed a little more interested in sell (No, they didn't tempt fate and keep it on soon discovered he couldn't live with him ing the airplane, but not quite yet. A year the airframe.) self! He then took a job as a Construction later, he called Clay and asked if he was Many of the missing parts such as door, Superintendent for a friend whose com still interested in the L-6. Clay and his bootcowl and firewall forward were lo pany was building the new terminal build son, Tom, drove over to the farm and cated in many different places. Bill Diehl ing at the Nashville, TN airport. The were interviewed regarding the L-6. of Anchorage, AK, who has owned the In man's entire crew had gotten into a fight Three more trips with continuing inter terstate Type Certificates for years under and the job was stopped - the construction views would be conducted before the sale the name Arctic Aircraft, was very helpful

VINTAGE AIRPLANE 19 in supplying parts plus drawings where the The steerable tailwheel encom parts were not available. With the deci passes its own tailspring in com sion made to use a Lycoming 0-320 en pression. A rather substantial gine of 150 hp, it was discovered that J. E. tailskid is built into the lower rud der post in case the tailwheel (Jim) Soares of Rocky Mountain Air fails. Vajdos Aviation plate adds a frame in Belgrade, MT, had drawings for certain amount of class to an a 150 mount and he proceeded to build award-winning airplane. one for the L-6. (Jim Soares has flown a 125 hp Interstate L-6 for over thirty years.) Original brakes were replaced The McCauley propeller came from a with Bodell units to handle the 172 which was repitched to 52 inches so higher horsepower of the Ly with a 76 x 52 prop, the L-6 performs very coming engine. You can see how well with a short takeoff run. Clay still nice they fit inside the wheel for a very clean appearance. has the original wooden U.S. Propeller that came with the airplane, however, it uses a four-bolt hub on the geared Franklin engine and is not compatible with the 150 Lycoming. Eventually, Clay wants to have a wooden prop made to use for displaying the aircraft. especially with the 150 hp engine. One lucky find was the original pair of Clay was unable to locate any of the Interstate wheel covers (Shinn) that original L-6 radio packages so he built up needed a substantial amount of work to a package that is mounted in the same lo bring them up to show quality, however, cation as the original. With no visible an when fastened onto the wheels with new tennae outside, the installation looks very screws, they really make the 7:00 X 6 chic, yet serves the purpose for communi wheels and tires look original. The brakes cation and navigation. The large, wide, were changed to Bodell as the original In military seatbelts came from Banaire in terstate brakes were entirely inadequate, California. All of the neat woodwork on the door, the rear table and the floor boards was done by Robbie's father, Swinging into a left turn, Robbie Vajdos Robert Vajdos, Sr. He is retired from the about 40 coats. The metal parts are fin gives us the complete silhouette of the electrical business and thoroughly enjoys ished in DuPont acrylic enamel. The wing L-6 with its gracefully rounded wingtips. fabric is fastened to the metal ribs with The tailwheel swings with the input of woodworking. (We strongly suspect he left or right rudder. Original wheel cov also enjoys watching Robbie work his metal fabric clips that were an original In ers are chic. Aileron mass balances are magic on a 50-year-old airplane.) terstate patent. With these clips, you fas visible which give the controls a near All covering on the L-6 was done in ten the front, then the rear, and then the velvet feel in roll. Ceconite fabric and Randolph dope using whole length of the rib snaps down. It is very fast. The huge windows were all replaced with Lexan™ that Robbie made up him self. He likes to work with Lexan™ as it forms easily and doesn't crack when you put a little pressure on it. The upper win dows (eight) were made in one piece to simplify the installation and it worked out well. A close examination of the glass work reveals the touch of the artist. With the exception of the tachometer, all instruments were overhauled and in stalled in the panel. The old tach for the geared Franklin would not work for the Lycoming engine, so a new one was se cured. As far as Clay Smith can deduce, there are about 370 hours total time on the In terstate with the last flight before the restoration being made in 1954. That's when Mr. Berg had his last forced landing! To run off with the Runner-Up Trophy in the WW II Military Trainer/Liaison cat egory is quite an achievement in itself. For this, we add our sincere congratula tions to Clay Smith, his chief rebuilder, Robbie Vajdos, and all the other people that had a hand in the restoration of the Interstate L-6. It is a remarkable piece of work and to save the first production model of any airplane is a rare treat. Like Clay says, 'The story of an old airplane in a barn is still true and can happen!" ... 20 JANUARY 1996 & Whitney R-1340B engine. "Th e aircraft was designed by Charles Ward Hall, formerly with Mystery Plane Curtis s, who designed the F-4-C-1 aircraft. The Navy wanted a de sign using an all metal fuselage design, watertight, to withstand a (Continued from page 72) water landing. Th e XFH-1 also featured a jettisonable Landing gear to achieve a successful emergency water landing. "As a fascinating historical footnote , those two dozen big Hall bi "The prototype aircraft delivered to the Navy was assigned plane flying boats were the final development of the 1914 Curtiss BuAer. No. 8009. Prior to its first flight, in spections revea Led some "America", built to cross the Atlantic (but the war interfered). The stru ctural weaknesses. The Na vy began to realize the aircraft was design developed into the British Royal navy "Felixtowe" F-Boats in not going to be able to meet the standards of a Navy fighter. "the World War". Then the design recrossed the Atlantic to become Trial flights reveaLed serious buffeting that damaged the plane. In the U.S. Navy F-5L ("L" for two Liberty V-12 engines). This same October 1929, the aircraft was being tested in a vertica l power dive basic Curtiss flying boat design, with constant improvements and when the rear spar of the top wing buckled, partially jamming the various engin es, became the U.S . Navy's PN- series of patrol boats aileron. (the PN-9 made a valiant but unsuccessful attempt to fly non-stop to "The watertight fuselage was inadvertently tested when an emer Hawaii in 1925). Douglas , Keystone and Martin all built modifica genClj landing in water had to be made due to engine fai lure. On this tion s of the PN-12, still using the old F-5 L spon sons. Last of all, occasion the landing gear was not jettisoned. The aircraft settled Hall-Aluminum built refinements of the PN-ll (without sponsons) about 40° nose down with about 2 feet of freeboard at the cockpit. des ignated PH-1 through PH-3 (some PH-3s lasted until 1944), the Th e XFH-1 stayed afloat for forty minutes before it was hoisted out fina l end of the Lin e for the historic old original basic 1914 Curtiss of the water. design!" "Th e Na vy reported the aircraft was heavy on the cont rols and nose heavy with power off. They concluded while a waterproof fuse For further detail, here's Larry Beidleman's letter: Lage was certa inLy possible to achieve, it was not practicaL because of construction costs and maintenance. "f wouLd like to identiftj the Mystenj Plane shown in the Vintage "An so, the Charles Hall designed XFH-1 faded from the scene in AirpLane issue Vol. 23, no. 10 dated October 1995. March 1930. "Your photo is a picture of the Hall XFH-1. This was a fighter Th e information is found on pages 42 and 43 of "Unit ed States design submitted to the Namj by the Hall-Aluminum Co. The model Navy and Marine Corps Fighters 1918-1962" published in 1962 by was submitted to the Navy in Jun e of 1929 for their evaluation . The Harley Ford Publications Limited, Letchworth Herts, EngLand. LI Aircraft had a gross weight of 2517 lbs. and was powered by a Pratt brary of Congress Card no. 62-19914, compiled by Paul R. Matt , edited by Bruce Robinson." The October Mystery Plane was the Hall-Aluminum XFH-1 , shown here during 1929 after the upper wing structure was modified after The XFH-l had an unusual wing structure geometry. The a partial structural failure. lower wing was swept forward 4 degrees, with the upper wing Another Hall design had much better staying power - the PN series swept aft 6 degrees. (According to the book mentioned above of flying boats, whose ancestry could be traced back to the Curtiss by Larry B e idleman, this was done to give the pilot better series of 1914, was in production for many years. In 1925, this Hall sight lines during carrier operations.) All of this aerodynamic PN -9-1, commanded by John Rogers, attempted to fly from San work did little to give the airplane acceptable handling quali Francisco to Hawaii, but Rogers and his crew were forced down at ties - it was sluggish on the controls, and when power was ap sea 600 miles short of their goal when their fuel was exhausted. plied it was tail heavy, and would become nose heavy with the An epic 10 day sailing journey to the last island in the chain, Naw power off. iliwili, ensued after ships stationed along their route searched the Other correct answers were received from Steven McNicoll, wrong area and never found the airplane or its crew. They were fi nally taken in tow by a Navy submarine when they were within D e Pe re, WI; Bob O ' Hara, G eor ge town, CA; Wayne Van sight of the island of Kauai, and lived to tell the tale. In this photo, Valkenburg, Jasper, GA; T.A. Watson, Corona, CA; Rowland Rogers and his crew show off the barrels of the 1,350 gallons of L. H a ll , Northfield, IL; Frank Abar, Livonia, MI; William fuel they carried on their flight - it wasn't enough without a healthy Rodgers, Jacksonville, FL; Edward Wyka, Clifton, NJ; Bob Nel tailwind, which never materialized. son, Bismarck, NO; and Ralph Nortell, Spokane, W A. ...

~~VINTAGE AIRPLANE 21 AN OLD FRIEND by Peter Bowers~~

~~AI Nordgren1s Widgeon has been photographed before...~~

I found an old friend on page 18 of the August, 1995 issue of Vintage Airplane. The N number of Al Nordgren's beautiful restored Grumman G-44 Widgeon didn't ring a bell at first, but mention of Lana Kurtzer's name in the text did. That sent me rushing to my photo fil es - I couldn't check my log books, they had been lost in a fire a few years ago. NC69058 was there -Lana Kurtzer's G-44, the Wid geon in which I got my multi-engine sea rating in 1950. It still had the in verted Ranger L-440 engines then, but metal Curtiss-Reed pro pell ers instead of wood props. My main memory of it was trying to hold a steady airspeed while trying to synchronize the two engines. The photos show me flying it during my rating check ride. The photos were taken by my fri end Victor Seely out of my Luscombe 8E seaplane flown by one of Kurtzer's instructors. The color scheme of the Widgeon was all white with dark blue trim, including the registration numbers. You'll note that the registration is NC69058 even though it was supposed to be N-only from late 1948. People had 10 years, or until the air craft was repain ted, to keep the old NC prefix in the registration. I've even got pictures of an airplane with NC numbers on the wing and tail and N on the fu se lage after the 12-inch fuselage numbers became mandatory in 1966. ...

~~22 JANUARY 1996 (Above) 1950 - Pete Bowers, nattily dressed in shirt and tie for his multi-engine sea rating check ride, above the waters of Seattle, WA in Lana Kurtzer's Grumman G-44 Widgeon.~~

~~(Left and below) Steady as she goes on the approach. After touchdown, Pete eases the control wheel back to allow the Widgeon to settle nicely into the still harbor waters.~~

(Left) Peter slips the Widgeon into the water at the famous Kurtzer seaplane base in Seattle. Watch out for that bit of flotsam ahead off the starboard bow, Captain Bowers! The amphibious twin was painted overall white with dark blue trim, including the registration numbers.

~~VINTAGE AIRPLANE 23 WHAT______OUR MEMBERS ARE RESTORING by Norm Petersen~~

years later, the Franklin flew on June 5, 1995. As of October, the cute little biplane had accumulated over 30 hours. The cov ering was done in Stits process with the fi nal colors of B a ha ma Blue and Lemon Yellow done in Aerothane to match the last known color scheme. Bud's wife, Ann, made the seat covers from dee r hide leather in a starburst pattern a nd con tributed a large supply of e ncouragement during the long rebuild. The airplane logs go back to day o ne and of the original 14 airplanes, four are still known to be fl ying.

~~Bud Cook's Frankl in Sport 90~~

These photos of a freshly rebuilt Franklin Sport 90, NC13271 , SIN 106, were contributed by the airplane's owner, Cleland " Bud" Cook (EAA 215148, AIC 18369) of Eaton Rapids, Michigan. Powered with a 90 hp Lam bert R-266 e ngi ne, the a irpla ne was ma nufactured in Franklin, PA, o n September 27, 1933. Number 106 was the last of 14 aircraft built by the Franklin Company. Bud brought the "basket case" home in April, 1987, from Sidney, Ohio, and commenced the restoration. Eight

~~Ted Herlihy's Cessna 180B~~

Sitting on the main wheel of his highly polished Cessna 180B, N5077E, SIN 50377, is Ted Herlihy (EAA 415506, AIC 19564) of Fallbrook, CA. Ted purchased the pai nted 180B in 1992 and spent the next month stripping and polishing the bird. He then proceeded to put 200 hours of flight time on th e airplane before taking on a load of contaminated fuel (the lOOLL plus jet fuel scenario). After a factory fresh remanufactured engine from TCM Continental was installed in late 1994, Ted has flown the airplane to Spokane, WA, three times to visit hi s fellow antique airplane enthusiasts, Addison and Wendy Pemberton (EAA 154948, A IC 6679). The photo of the sharp looking 180 was taken at the Flying Flannigan's ranch at Chowchilla, CA.

~~Bruce Bixler's Taylorcraft DC-65~~

This rather ra re 1941 Taylorcraft DC-65 "tandem trainer," NC36263, SIN 4035, was restored by Bruce Bixler (EAA 76406, AIC 1655) and Marvin Springer of Alliance, OH. This particular DC-65 (one of200 built) featured metal spars and ribs and flew over 2,000 ho urs in the CAP and CPT programs during WW II. Covered with Stits P- L06 fabric, the T-craft is fi nished in original metal lic blue and yell ow factory scheme. The Continental A65 8 e ngine was majored and finished off with a set of Slick mags and a stainless steel exhaust system. The first test flight was done by Forrest Barber, whose father, the late AI Barber, made the first flight on this airplane, October ] 5, 1941. There are 60 DC-65 Taylorcrafts remaining on the FAA register.

~~24 JANUARY 1996 Richard Starke's Stinson SR-SA~~

That's ownerlrebuild er Richard Starke (EAA 155224, AIC 10538) of Burlington, ND, standing in front of his pride and joy, a 1934 Stinson SR-5A, N 13872, SIN 9251-A, powered with a 225 hp Ly coming R-680-13. Richard, who has owned the Stin son for thirty years, completely rebuilt the big cabin job in 1986 after retiring from the Air Force as a Major. The rebuild took abo ut seven months of diligent work, however, the results are quite evident and the red and black paint scheme is most compli mentary. When he flew the Stinson into Oshkosh, the tower controller referred to the airplane as "the big red tail dragger" - not being able to identify a Stinson SR-5A. Richard reports the airplane is cur rently housed in the Dakota Territory Museum at the Minot, ND, airport and is one of only five SR 5A Stinsons remaining on the FAA register.

~~Argentine Focke-Wulf 44)~~

This photo (below) of a bright yellow Focke-Wulf FW-44J "Stei glitz" registered in Argentina, LV-ZAS, was sent in by its owner-re storer, Alfred Jobke (EAA 435648, AIC 20349) of Buenos Aires, Ar gentina. Alfred reports he started with a "basket case" and finally Working on a project ofyour own? finished the restoration in 1994. The Steigli tz (which means Gold Send your photos along with a short story Finch in German) is powered with a Siemens & Halske SH-14A on your airplane to: "Bramo" engine of 160 hp and equipped with dual carburetors for in verted flight. (This is the same engine as used on the Bucker Jung Attn: H.G. Frautschy meister.) EAA Headquarters Argentina is home to a surprising number of antique airplanes and P.O. Box 3086 is the only country outside of the U.S. to have its very own Oshkosh, VV154903-3086 AntiquelClassic Chapter 12.

~~VINTAGE AIRPLANE 25 PASS db BUCK~~

~~by E.E. "Buck" Hilbert EAA #21 NC #5 P.O. Box 424, Union, IL 60180~~

Dear Buck, J'm really happy with the filter and Dear Buck: yes, I have used the magnetic particle I enjoyed your recent thoughts on oil pick-up as well as the chip detector. As a Re: Sedan oil filter filters. All my mechanical life I have matter of fact, for a while I had a home I sure enjoy your articles in VIN been heavy on lubrication and filtration. rnade magnetic pickup in the drain plug TAGE AIRPLANE and this one on It is cheaper to change oil than an en of my A-65, but it gave way to an easier your oil filter installation hit home. I gine! oiL change when I put in a quick drain. have a '48 Sedan N1115H, SIN 135, Have you ever used a magnetic drain The chip detectors were standard of the and have wanted to install an oil filter, plug? You will be amazed at the amount L-19's as an afterthought when the CAP but J just haven't been ready to part of metal these coll ect, particularly from was using them. Thanks for your Letter with the cash or hassle to get it on. Do fresh engines. Captain, and you have an oil cooler? If so, did you Over the years I have used these sim Over to you! just put the oil filter between the oil ple filters in automotive, aviation and cooler adapter output and the oil marine engines with great success. cooler inlet port? Hi, I just majored my 0-300A and have Keep up the good work. 12 hours on it now. I had the same I.W. Stephenson GC Hope all is well with you folks! kind of stuff in my screen (lint, gasket Capt. BA, retired I sure enjoy Pass it to Buck! Octo particles, a few flecks of various met Box 481 ber ' 95 issue is right on! Too often, als, etc.) as you described. If you Menominee, MI 49858 fo lks don't understand direct supervi would, I would appreciate any help sion. The FAA reads that as not by (guidance in getting the paper through (Below) One more look at the Sedan's fil phone, not on the other side of the FAA) you could give me. Would it be ter installation. The cowling prop rod with field, etc.! Both the owner/operator/ possible to get a copy of your approved a little rubber bumper on the end, men and the A&P and IA can have real 337? That is what it takes here in Wi tioned in Charles Grauer's letter, is heartburn over this! Your articles are chita to get the FAA to approve a one mounted on the back of the engine baffle. a great service to all working with time deal. I don't have it up in this shot because we aeroplanes. In your picture I noticed a rod by needed to hold the cowl open so we could take photos. It simply swings up and your "scat" tube on the back of your props open the cowl so you don't need Thanks. baffling; is this a rod to hold up the three hands to add a quart of oil! It was Harold A. Lossner cowl half when looking in the engine built up using a piece of aluminum tubing, 4115 8th Place compartment? an a few other hardware odds and ends I Des Moines, IA 50313-3303 If the filter does in fact make the oil had around the shop. run cooler, did you eliminate the oil Harold, you don't know how cooler? much your comments mean to me. Do you have two shock cords on You, my friend, are one of the each main as the service letter sug "best!" When it comes to aircraft gests, or do you have three as was maintenance, your background as original? J have just the two 10 inch an antiquer, your accomplishments rings on but the gear stays open just a as an educator, your willingness to little when on the ground. J noticed help anyone and evenjone to maint other Sedans seem to do this as well. I ian and fly their airplane and your plan to replace the cords this winter support, this aLL adds up to more and haven't decided whether to put than words can express. on two or three cords. The original I enjoy and appreciate your complaint with three was the gear was friendship and counseL, Harold. too stiff. What more can I say, except Over I sure enjoy your articles and keep to you. up the good work. If everyone can

26 JANUARY 1996 help each other, we all benefit. We Hey, Charles, open device. I have one on each side. They just started an EAA chapter here in sure make it easier to add oil, etc., but they our airport (Smoky Hill EAA Chapter Thanks for the letter and the compli are not restrained and occasionally the 1127) in Ellsworth, Kansas. 1 have ments. It 's great to hear from a fellow wind will upset me by picking up the cowl wanted to do it for years but couldn't Sedan owner. I'll take your questions in and depositing it on my head! get enough people interested. This has order. I have the two shock cords and, yes, the generated more interest at our airport If you look at the specification sheets, airplane is a little "spraddle" legged and than anything else we have done. the oil cooler is only required for the sea STILL stiff legged. Putting on a Scott When we were going around last sum plane. I took mine off. It didn't seem to pneumatic eight inch tail wheel helped a mer to promote our chapter forming, make any difference with the old engine, lot, but with just me in there it's a real we generated interest at two other air which ran a little hot. The newly over "hopper." ports and they are now starting chap hauled C-145 D-2 was never run without I'm passing along your letter to Bob ters also. I guess they thought if the oil filter, so I can only tell you that it's Mackey up at EAA. I'm sure he'll be very Ellsworth (small town) could do it, so running very cool in this fall weather. The interested in your chapter organizational can we! old one always peaked out at about 195°F, efforts. I'm also passing the letter onto We're happy for them and trying to with and without the cooler. The new en H.G., our editor. He is a devoted and dedi help and support them even if we will gine was well up there, about 205, until we cated Aeronca man. He just brought lose some of our members in those ar got the temperature break (break in indica 1048H back home Friday after Thanksgiv eas. But 1 know from my experience tion) and it is now running about 140 to ing. I was going to South Africa on Na that if the Chapter is too far away, you 160°F. I'm sure the filter installation does tional Aeronautic Association business, just don't get to really be a part of it. 1 help with the cooling; after all, there are and after much cajoling I allowed him to hope to be able to see you at EAA about 60 inches of hose and the filter body take it. He flew it about 19 hours last OSHKOSH '96; I talked briefly with is finned. month. (I think 1 got most of the hops you at EAA OSHKOSH '94 but hope I'll enclose copies of the paperwork if out of it by now - just ask the guys hang to get acquainted better. you intend to use them. Like you, I labored ing on the airport fence! - HGF) men tally a t spending the five-hundred 'Enuf for now . I'll FAX your informa Sincerely yours, bucks for the installation, but when I com tion. Over to you, Charles. Charles Grauer pared it to the cost of overhauling the en t"( P. O. Box 506 gine, it was the deciding factor . Wilson, KS 67490-0506 The rod you saw is indeed a cowl hold

~~ANew Waco Restoration~~

~~by Norm Petersen~~

Parked among a row ofbiplanes at the September MAAC Fly-In at Brod head, WI, was this immaculate Waco UPF-7, N39714, SIN 5847, that has been totally restored by George "Bud" Hays (EAA 142642, AIC 19751) ofLowell, In diana, and his lovely wife, Mary Lou. Painted in a medium light blue paint scheme with black trim, the Waco features a Waco emblem carefully painted on the top side ofthe center section along with a full bump cowling and wheel pants. The Continental R-760 engine of220 hp swings a ground adjustable Hamilton Standard propeller that Bud located in Florida. The "basket case" UPF-7 was found in a swamp near Norwood, MA and hauled home in bits and pieces. It was restored over nine years. Ed Sampson, Belview, MN, rebuilt the wings and Bud had much help from Dan Vermuelen, Jim Overland, Nick Kuck and Dick Cain. The covering was done in Stits with final coats in Aerothane. That's Mary Lou and Bud kneeling in front ofthe pretty Waco.

VINTAGE AIRPLANE 27 Dominick J. Fazio Smithtown, NY Daniel F. Neuman, Jr. Tucson, AZ Salvatore Filippone Irving, TX Floyd D. Newton Phoenix, AZ Robert C. Finley Washington, OK Herman Noort The Netherlands Robert D. Fitts Independence, OR Patrick O'Neill Las Vegas, NV Fred Fortin Peacham, VT Leon E. Olds Scarboro, ME John D. Fradet Sheridan, WY Lee R. Oliver Amarillo, TX Howard J. Fulton Batavia, IL Lawrence G. Olson Joseph D. Gauvreau Glenn Dale, MD Palos Verdes Penn, CA John J. Gifford, Jr. North Bellmore, NY John J. Palesh North Tonawanda, NY Jim Griffin Lebanon, OR Leonard A. Palmer Port Ludlow, WA C. A. Hair McKinney, TX Robert D. Patrick Coleman, TX New Gary L. Hall Fayetteville, GA Boyd T. Payne Blairsville, PA James c. Hamilton Orcas, WA Edward L. Peterson Hummelstown, PA Bob Hansberger Phoenix, AZ David H. Pflegl Oregon City, OR Members Todd Harders Wood River, NE Paul J. Phelps Fredericksburg, VA Ron Harris Cedar Rapids, IA James A. Pittman, Jr. Birmingham, AL Thomas Hatton Hopatcong, NJ Graeme Charles Planck Ed Hemmingson Albany, OR Warregul, Victoria, Australia Thomas T. Hinshaw Tucson, AZ James W. Pugh Mineola, NY Michael J. Holm Glendale, AZ Dagley M . Reeves Fountain Hills, AZ Moses J. Acee Westmoreland, NY Ray N. Hopkins Scott Depot, WV Dan G. Reid Klamath Falls, OR Ted R. Apeland Belfair, WA Ronald E. House Mesa, AZ Lester F. Reinig Sun Lakes, AZ William T. Arnesen Olympia, WA Wayne A. Huser Morton, IL Christopher P. Renkel Fairview Park, OH Gerald F. Arnold Sun City West, AZ Bobby J. Irby Paris, TN Clark C. Rice Newtown, PA Janis M. Babcock Walnut Creek, CA William H. Jacobs Boulder, CO Gordon T. Richardson Burns, WY Frank Baccelli Elk Grove, CA T. E. Jaggers Woodinville, WA Robert W. Robinson Lebanon, TN John E. Baker Brookings, OR David C. Johnson Cheyenne, WY Willard Ray Rosvall Fillmore, UT Walt Baldwin Brighton, CO Wilbur Johnston Port Angeles, WA Harley V. Sargent Strong, ME Walter Barke Seattle, WA Herbert B. Kaehler Fairfield, CT LeRoy Seidenspinner Deer Park, NY Harry O. Barker, Jr. West Milford, NJ Christopher J. Kalishek Madison, WI Steven H. Shockley Marietta, GA James Bartolome Albany, CA Robert Katz Encino, CA David B. Sirota Tucson, AZ Robert J. Bastin Hopkinsville, KY Gordon E. Kaye Garrison, NY Karl Smalley Dearborn, MI Jim Bentley Lopez, WA Dennis E. Kelsey Connell, WA Hugh E. Smith Groveland, CA L. William Benton Batavia, NY James Killian Lexington, IL Sandy G. Sowders Knoxville, TN William Bihrle, Jr. Jericho, NY Paul Kimball Exter, NH Allen J. Starr Erie, PA Russell C. Bingley Chico, CA John W. Knight Jackson, MI Dennis J. Steed Salt Lake City, UT William N. Blatt Sedona, AZ Robert Knight Albuquerque, NM John J. Steele Coraopolis, PA John Bonvin Vucherens, Switzerland Mark Kohl Fairborn, OH Tom Steers West Hills, CA Richard J. Bovey West Pawlet, VT Richard Kornhiser Centerville, MA Bobby Stender Jacksonville, AR John G. Braband Medford, NY William P. Lambing Greenwood, IN C. D. J. Strachan Waterbeach, England Victor Bravo Milpitas, CA Calvin Laughinghouse Columbia, SC Timothy B. Styles Orangevale, CA R. J. Britton Tukwila, WA Richard L. Leighton Spokane, WA David Swagler Aurora, CO David C. Brunner Colden, NY Thom Les lie Unionville, Ontario, Canada Malcolm Sykes South Windham, ME Calvin A. Bugbee Issaquah, WA George Levin Seattle, WA Thomas T. Tabar Pittsgrove, NJ Gerry Bukurak Edward R. Lindgren Guifford, CT Dennis R. Tabler Knoxville, TN Colonsay, Saskatechewan, Canada Gary E. Livesay Lizella, GA James W. Tarbox Sanford, ME B. T. Bullion Memphis, TN John C. Lorenz Tijeras, NM Roland E. Taylor Sun City, AZ Robert L. Burke Fontana, CA William J. Losey Cochranville, PA Burton H. Tekippe, Jr. Mason City, IA James P. Caire Hillsboro, OR Raymond A. Marineau Gales Ferry, CT Jay H. Theder Coppell, TX Michael R. Carpenter Desoto, TX Joseph Marlo Walnut Creek, CA Alan N. Timmerman Tucson, AZ Thomas S. Carr Hillsboro, OR John W. Mattingly Pueblo West, CO Michael E. Todd Mc Kenna, WA Robert D. Chambers Springfield, TN Tom Mayo Fredericksburg, TX John S. Tokar Pompton Plains, NJ Thomas B. Cochran Lake Worth, FL Wally Menckel Sun City, AZ Richard Toler Moberly, MO Morton Collins Princeton, NJ John H. Metzger Grand Island, NY A. G. Tomson Prescott, AZ Lee A. Coltrin Westminster, CO William J. Meyerriecks Ridge, NY Keith D. Trombly Plattsburgh, NY Bruce L. Curran Bristol, CT Dr. John D. Miller Seattle, WA Guy N. Ullman Narberth, PA Jack L. Curtin Lewiston, ID Chuck Milton Independence, OR Frank Varnum Roseburg, OR Don B. Davidson, Jr. Rome, NY George E. Mitchell Bayport, NY Lee V. Way, Jr. Perkins, GA Ricky Davidson Evergreen, CO Stuart Mitzel Tyth Valley, OR Wayne R. Weiker Clyde, OH Vernon S. Davies Deerfield, NH William A. Monroe San Diego, CA Earnest F. Weiser Erie, PA Kenneth Davis Flushing, MI Patrick J. Mooney, Sr. Gilbert, PA Marshall Welch Williamsport, PA Thomas A. Decker Kirkwood, NY C. Wesley Moore West Chester, PA James Wendt Durango, CO H. A. Dier Poway, CA Clifford Moore Dallas, TX Donald A. Westerberg Bellevue, WA Howard A. Dillon Sutherlin, OR Thomas L. Morris Martinez, CA Kathleen A. Wilson Page, AZ John T. Dove Missoula, MT Hugh A. Murray Murrysville, PA Gene Wolstenholme Warminster, PA James S. Elder Windham, ME Arthur R. Myers Camp Hill, PA Paul N. Woodruff Salt Lake City, UT Orlo Thomas Ellison Lakewood, CO Morris R. Nacke Louisville, KY Glen Word Anthony, NM Don B. Erchinger Seattle, WA Jim Nelson Vacaville, CA Curtis Wyborny Sand Point, ID Thomas F. Ewing Woodridge,lL Norwood Nelson New London, NH Frank H. Youngquist Tucson, AZ

~~28 JANUARY 1996 A/C NEWS~~

~~(Continued from page 4)~~

MINNESOTA SPORT AVIATION other regionally and nationally recognized AIR SERVICE CARAVAN CONFERENCE speakers. A pilot safety seminar hosted by Chas Harral will take place Saturday For many years, a company known as The eighth annual Minnesota Sport evening. Air Service Caravan of New Bedford, Aviation Conference and Flight Expo wi ll A large display area will be set up fea MA supplied copies of o lder aircraft be held February 24-26 at the Minneapoli s turing aircraft, commercial exhibitors and manuals and other aircraft maintenance Convention Center in downtown Min other displays. Open to all pilots and the material that have been out of print. neapolis, MN. Dedicated to recreational public, admission is $5 per day. Call the That company had closed it doors in the flight of all sorts, its motto is "Flying is Minn. DOT, Wayne Petersen if you need recent past, and a new firm, Air Cara Fun." more in formation. 612/296-9853. van of New Bedford has now acquired There will be sessions of general inter the company and is now open for busi est as well as seminars on homebuilding, MONTANA AVIATION ness. A large library dating back to the Antique/Classic, aerobatics, hot-air bal CONFERENCE 1920's is avai lable. You can obtain a looning, sailpl anes, ultralights, skydiving, printed li st for $2.00 (refundable with helicopters, the '99s and aviation youth February 28-March 2 are the dates for an order over $10) by writing Air Cara activities. A three hour long Cockpit Re the Montana Aviation Conference at the van of New Bedford, P.O. Box 50727, source Seminar wi ll be held, as will a four Colonial Inn, Helena, MT. There wi ll be New Bedford, MA 02745-0025. They hour Teledyne-Continental engine semi workshops, seminars, nationally recog are in the process of compiling their list nar. Speakers include NASA astronaut nized speakers and a trade show. For of General Aviation manuals, so if you Pamela Melroy, Cirrus Design president more information, contact the Montana don't see what you are looking for, give Alan Klapmeyer, original Tuskegee air Aeronautics Division, Box 5178, Helena, them a specific request and they'll look man Col. Kenneth Wofford, and a host of MT 59604, or call 406/444-2506. to see what they have.

Fly-In calen~a~r~~ The following list ofcoming events is furnished to our readers as a matter ofinformation only and does ------notcontrol constitute or direction approval, ofany sponsorship, event (fly-in, involvement seminars, , fly _~Z~=~~i:~~~~~~iiiiii~~~~~~~ market, etc.) listed. Please send the information to fAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date.

FEBRUARY 4 - KINGSLAND, TX - EAA Flight Expo, Minneapolis Convention Aeronautics, P.o. Box 77326, Nashville, Chapter 889 Spot Landing Contest. Center, 9 a. m. - 70 p.m. Saturday, 9 a.m. TN 37277. Call 675/741-3208. 975/388-3397. - 6 p.m. Sunday. Aviation speakers, APRIL 14-20 - LAKELAND, FL - 22nd An FEBRUARY 10, 1996 - MERRITT ISLAND, exhibits, workshops. Sponsored by the nual Sun 'n Fun EAA Fly-In and Conven FL - Merritt Island airport. Aviation Day Minn. Office of Aeronautics, FAA and tion. 813/644-2431. '96, sponsored by Alpha Eta Rho, Sigma Minnesota pilot groups and associations. JUNE 12 - KINGSLAND, TX - EAA Chapter Alpha chapter, Florida Institute of Tech Ca ll 672/296-8202. 889 Spot Landing Contest. 915/ 388 nology. Aircraft rides and tours with FEBRUARY 25 - WARROAD, MN - 18th 3397. F.I. T. 's NIFA precision flight team, the Fal Annual Ski-Plane Fly-In/ Breakfast. JUNE 30-JUL Y 1 - SHERBROOKE, QUE., cons, as well as landing and bomb drop 27 8/386-7 8 78. CANADA - 2nd Conseil Regional RAA competitions. Ca ll 407/ 242-4949 for MARCH 1-3 - CASA GRANDE, AZ - 38th Quebec Convention - Grass and Daisy more info. Annual Cactus Fly-In, sponsored by the Roots aviation event. FEBRUARY 24-25 - RIVERSIDE, CA - EAA Arizona Antique Aircraft Association. For AUGUST 1-7 - OSHKOSH, WI - 44th Chapter 7 Annual Open House/Fly-In. more information ca ll John Engle Annual fAA Fly-In and Sport Aviation Flabob Airport. 25th Anniversary of the 602/830-9670 for more information. Convention. Wittman Regional Airport. Marquart Charger. 909/686-7378. MARCH 6-7 - NASHVILLE, TN - Tennessee Contact John Burton, fAA, P.O. Box FEBRUARY 24-25 - MINNEAPOLIS, MN Mid-South Aviation Maintenance Semi 3086, Oshkosh, WI 54903-3086. Minnesota Sport Aviation Conference and nar. Contact TN Dept. of Trans. , Office of 414/426-4800.

~~VINTAGE AIRPLANE 29 MEMBERSHIP INFORMATION~~

EAA Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annually. All major credit cards accepted Something to buy, sell or trade? An inexpensive ad in the Vintage Trader ~~y be for membership. just the answer to obtaining that elusive part. .40¢ per word, $6.00 mInimum charge. Send your ad and payment to: Vintage Trader, f AA Aviation Center, P.O. ANTIQUE/CLASSIC Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your VI SA or MasterCard number to 414/ 42 6-4828. Ads must be received by the 20th of the month for Current EAA members may join the Antique/ insertion in the issue the second month following (e .g., October 20th for the Classic Division and receive VINTAGE AIR December issue.) PLANE magazine for an additional $27 per year. EAA Membership, VINTAGE AIRPLANE mag azine and one year membership in the EAA Ultraflight Magazine - Hear our "FAST Antique/Classic Division is available for $37 per AIRPLANES ACTI ON CLASSI FI EDS ." Call 1-800-411 year (SPORT AVIATlON magazine not included). 0042. Buy, sell, trade, kit built, fixed wing , 1939 STINSON SR-10 (Reliant) - 10434 powered parachutes, rotor, sailplanes, lAC TT, 598 SM OH, 265 SPOH, KX 175B tri kes, balloons and more. Stories galore! Trans., KI208 OBS, KT-76A Xponder, ELT. Current EAA members may join the International Sample issue $3.00. Annual subscription Call John Hopkinson 403/637-2250, FAX $36.00. INTRODUCTORY OFFER OF ONLY Aerobatic Club, Inc. Division and receive SPORT 403/637-2153. (3-3) AEROBATICS magazine for an additional $35 $24.00. Ultraflight Magazine, 12545 70th per year. Street, Largo, FL 34643-3025. 813/539 1943 G-44 WIDGEON - 3000 TT, 200 EAA Membership, SPORT AEROBATICS maga 0814. zine and one year membership in the lAC SFOH , 200 SPOH, Oshkosh "Outstanding Division is available for $45 per year (SPORT Achievement:" Award winner. John SUPER CUB PA-18 FUSELAGES - New AVIATION magazine not included). Hopkinson & Associates Ltd ., 403/637 manufacture, STC-PMA-d, 4130 chromoly 2250, FAX 403/637-2153. (3-3) tubing throughout, also complete fuselage WARBIRDS repair. ROCKY MOUNTAIN AIRFRAME 1938 MILES MAGISTER - Fine collection INC. (J . Soares, Pres.), 7093 Dry Creek Current EAA members may join the EAA piece in perfect flying condition. For sale or Road , Belgrade, Montana 59714, 406/388 Warbirds of America Division and receive WAR trade. Call 5461-445089, FAX 5461-272059 6069, FAX 406/388-0170. Repair station BIRDS magazine for an additional $30 per year. or 54623-44007, or write Mario Cardama, No. QK5R148N. EAA Membership, WARBIRDS magazine and Alem 202, (5577) Rivadavia, Mza, Argentina. one year membership in the Warbirds Division is (1-1) available for $40 per year (SPORT AVIA TION (NEW) This & That About the Ercoupe , magazine not included). $14.00 . Fly-About Adventures & the 450 STEARMAN PROJECT - Includes Ercoupe, $17.95. Both books, $25.00. Fly ribs, wing and center section wood , engine, EAA EXPERIMENTER About, P .O. Box 51144, Denton, Texas flying surfaces, ailerons, etc. Add some 76206. (ufn) Current EAA members may receive EAA elbow grease and few bucks and you'll be EXPERIMENTER magazine for an additional $18 flying! $24,500.00 or trades considered on FREE CATALOG - Aviation books and per year. small taildragger, flying or project. Greg videos. How to, building and restoration EAA Membership and EAA EXPERIMENTER Davis 803/882-5900 days or 803/882-5255 tips, historic, flying and entertainment titles. magazine is available for $28 per year (SPORT evenings. (1-1) Ca ll for a free catalog. EAA, 1-800-843 AVIATION magazine not included). 3612.

_FOREIGN MISCELLANEOUS Curtiss JN4-D Memorabilia - You can MEMBERSHIPS now own memorabilia from the famous Babbitt Bearing Service - Camshaft re Curtiss "Jenny," as seen on "TREASURES Please submit your remittance with a check or grinding - cam followers reground - piston draft drawn on a United States bank payable in FR OM TH E PAST. " We have T-shirts, ri ngs - piston pins - valves . For shipping posters, postcards, videos, pins, airmail United States dollars. Add $13 postage for instructions: 1-800 -233-6934. Jack H. SPORT AVIATION magazine and/or $6 postage cachets, etc. We also have RIC documen Bunton, Machinist, Vintage Engine Machine for any of the other magazines. tation exclusive to this historic aircraft. Sale Works , N. 604 Freya, Spokane, WA 99202 . of these items supports operating expenses (1/alt) EAA AVIATION CENTER to keep this "Jenny" flying for the aviation P.O.BOX 3086 public. We appreciate your help. Send Flying Field - by James Haynes can be SASE to Virginia Aviation, P.O. Box 3365 , OSHKOSH, WI 54903-3086 purchased by mai ling your check to Robins Warrenton, VA 22186. (ufn) PHONE (414) 426-4800 Nest Company, 21 Sunset Lane, Bushnell, FAX (414) 426-4873 IL 61422-9739. Flying FIeld is about the historic Monmouth, Illinois airport, "the old WANTED OFFICE HOURS: est continuously operated airport in Illinois." 8:15-5:00 MON.-FRI. And , does it ever have good stories! 250 pp Wanted - A usabl e, serviceabl e, or - 133 photos. $19.00 includes tax, shipping 1-800-843-3612 rebuildable wooden center section for and handling. An excellent gift anytime of Fairchild PT 19/23/26 Type Aircraft. Chris the year. (1-1 ) MEMBERSHIP DUES TO EAA AND Polhemus, 41 2/966-7719. (1-1) ITS DIVISIONS ARE NOT TAX DEDUCTIBLE AS CHARITABLE Plans - Ragwing Repl icas - Ultralight CONTRIBUTIONS. legal Pi etenpol , Pitts, Heath , Churc h Midwing. Plans $70. Brochure $3. 312 Gilstrap Drive, Liberty, SC 29657. (9/96)

~~30 JANUARY 1996 What's A Comet Made Of?~~

~~Fly high with a quality Classic interior~~

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~~"Out of the clear blue of the western sky... "~~

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Jingle tape price .$24.95 (a content .summary for each volume i.s available upon reque.st). Complete collection (16 tape.s/64 epi.sode.s) price .$.355.95-Jave over .$40.00. Major credit card.s accepted.

VINTAG E AIRPLANE 31 THE H\STORY SECOND Of SEAPLANES BEAVER CHANCE \n the ""ake COUNTRY of ""ings ADVANCED What's invo\Ved in ""ONDERfUl SEAPLANE An in-depth look at c.onverting an air- from the first take ""ORlD Of fly\NG the f\oat flying c.har- plane from wheels off by Henri fabre to flOATS ac.teristic.s of the to floats. Join Norb today's use as a The sequel to WON- popular DeHav\\\and O'Keefe as he C.on rec.reationa\ aircraft. fUmed at Jack DERfUl WORlD Of Beaver. lhis fi\m verts a Cessna 180 V\\s video fo\\oWS Browns seaplane flOAlS, this videO to a float plane. the history of one of inc.\udes historiC Steps inc.\ude se\ec. the worlds most ver base in beautiful takes yoU to the footage of the e Winter Haven, next level of deve\- deve\o~t of this \ion and purc.has , sati\e means of oping your seaplane restoration and C.on transportation. lhe florida. "fhis tvIIO great north WoodS hour c.omprehensive flying ski\\s. lopic.s mac.hine. pilot Norb version to floats. History of seaplanes program c.overs inc.\ude salt and o'Keefe explains l60 minutes) features rare footage every aspect of float tidal water tec.h- the tec.hniques used of early curtiSS sea plane flying from niques. produc.ed in 21-36963 planes, the Nlartin n to handle the Cubs to a cessna 206 c.ooperatio with Beaver in the air priCe S29.95 Mars, PB't and turbO. Jack instructs EDO corporation at dozensof~ and Brown's Winter and on the water. tag and c.ontempo 'nc.\udes bea'l.Vful e fly a ave ,~~- rary aircraft on plane base. features air-to-air footage. plane. Great for the (60 minutes) floats. experienc.ed float- Nlark futc.h flying a l30 minutes) plane pi\ot or the Nlau" and lerry ~. ~oh\er's lurbO ~ se. l120 l80 minuteS) 21-36139 Price S29.95 21-38019 Pric.e S29.95 "In the last ten years, I have completed AUA's Exclusive EAA Antique/Classic Division two different coast-to-coast flights. With Insurance Program

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