EDITORIAL STAFF Publisher Tom Poberezny Vice-President, Marketing and Communications Dick Matt September 1994 Vol. 22, No.9 Editor-in-Chief Jack Cox Editor Henry G. Frautschy CONTENTS Managing Editor Golda Cox Art Director 1 Straight & Level/ Mike Drucks Espie "Butch" Joyce Computer Graphic Specialists Sara Hansen 2 AlC News/ Olivia L. Phillip Jennifer Larsen Compiled by H.G. Frautschy Advertising Mary Jones 4 Vintage Literature Associate Editor Norm Petersen 9 Aircraft Antennas for the Pilot/ Feature Writers Bill Butters George Hardie, Jr. Dennis Parks Page 4 Staff Photographers Jim Koepnick Mike Steineke 11 Mystery Airplane/ Carl Schuppel Donna Bushman George Hardie Editorial Assistant Isabelle Wiske 13 Fairchild 24R Project/ Norm Petersen EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS 14 Resurrecting a Waco/ President Vice-President H.G. Frautschy Esple ·Butch· Joyce Arthur Morgan 604 Highway St. W211 N1l863 Hilltop Dr. Madison, NC 27025 Germantown. WI 53022 19 What Our Members are Restoring/ 919/427-D216 414/628-2724 Norm Petersen Secretory Treasurer Page 13 Steve Nesse E.E. ·Buck· Hilbert 2009 Highland Ave. P.O. Box 424 21 Are You Legal?/Bill Claxon Albert Lea, MN 5tAlJ7 Union, IL 60 180 507/373-1674 815/923·4591 23 AlC Tidbits/ DIRECTORS H.G. Frautschy and Norm Petersen John Berendt Robert C. ·Bob· Brauer 7645 Echo Point Rd . 9345 S. Hoyne 25 Pass it to Buck/ Cannon Falls, MN 55009 Chica~o , IL 60620 507/263-2414 312/ 79-2105 E.E. "Buck" Hilbert Gene Chose John S. Copeland 2159 Carlton Rd. 28-3 Williamsbur8 Ct. 26 Welcome New Members Oshkosh, WI 54904 Shrewsbury, MA 1545 414/231 -5002 508/842-7867 Phil Coulson George Daubner 27 AlC Calendar 28415 Springbrook Dr. 2448 Lough Lane Lawton, M149065 Hartford, WI 53027 28 Vintage Trader Page 19 616/624-<>490 414/673-5885 Charles Hams Stan Gomoll 7215 East 46th St. 1042 90th Lane, NE FRONT COVER. . Champion restorer Roy Redman of Faribault, Tulsa, OK 74145 Minneapolis, MN 55434 918/622-8400 612/784-1172 MN pilots the Waco UBF-2 he restored for Jerry Wenger of Owatonna, MN. It was awarded the Silver Age Champion trophy Dole A. Gustolson Jeannie Hill 7724 Shady Hill Dr. P.O. Box 328 at EAA Sun 'n Fun '94 , as well as an Outstanding Custom Antique Indianapolis, IN 46278 HaNard, IL 60033 plaque at EAA OSHKOSH '94. EAA photo by Jim Koepnick. Shot 317/293-4430 815/943-7205 with a Canon EOS-1 equipped with an 80-200mm / 12.8 lens. 1/250 Robert Lickteig Robert D. ·Bob- Lumley at f8 / on Kodak Ektachrome Lumiere 100 film. Cessna 210 photo 1708 Boy Oaks r. 1265 South 124th St. plane piloted by Bruce Moore. Albert Lea, MN 5tAlJ7 Brookfield, WI 53005 507/373-2922 414/782-2633 BACK COVER ... "Homecoming Queen" is the title of Burt Mader's Gene Morris George York 115C Steve Court, R.R . 2 181 Sloboda Av. entry in the 1994 EAA Sport Aviation Art Competition. The acrylic Roanoke, TX 76262 Monsfield, OH 44906 painting was presented with a Merit Ribbon. Prints of the painting 817/491 -9110 419/529-4378 are available - contact Burt Mader AeroGraphics, Sudbury, MA 508/443-9225 S.H. ·Wes· Schmid 2359 Lefeber Avenue Copyright © 1994 by the EAA Antique/Classic Division Inc. All rights reserved. Wauwatosa, WI 53213 VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental 414/771 -1545 Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic DIRECTOR EMERITUS Division, Inc. is $20.00 for current EM members for 12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE. Membership S.J. Wittman is open to all who are interested in aviation. 7200 S.E. 85th Lane POSTMASTER: Send address changes to EM Antique/Classic Division. Inc.• P.O. Box 3086, Oshkosh , WI 54903·3086. FOREIGN AND APO Ocala, FL 32672 ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail. 904/245-7768 ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. ADVISORS EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the Joe Dickey Jimmy Rollison authors. Respcnsibility for accuracy in repcrting rests entirely w.h the contributor. No renumeration is made. 55 Oakey Av. 640 Alamo Dr. Lawrenceburg, IN 47025 Vacaville, CA 95688 Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903·3086. Phone 414/426·4800. 812/537-9354 707/45 HJ411 The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL Dean Richardson Geoff Robison CONVENTION, EM ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered 6701 Colony Dr. 1521 E. MacGregor Dr. trademarks. THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EM ULTRALIGHT CONVENTION are trademarks Madison, WI 53717 New Haven, IN 46774 of the abcve associations and their use by any person other than the abcve association is strictly prohibited. 608/833-1291 219/493-4724 STRAIGHT &LEVEL

by Espie "Butch" Joyce

How do you hold a party for a large pie number around 350 people! All of 15%! Contemporary aircraft also in­ number of people, when you don't these amazing people put in nearly creased in numbers. know their travel plans, and they don't 14,000 man-hours of labor over a two Towards the end of the Convention send in a RSVP card? Ifyou're one of week period. I was talking with the Chief Judges for the many EAA volunteers and divi­ We have our bumps in the road and the Antique, Classic and Contempo­ sion officers, you go to the EAA sometime we get awfully close to the rary airplanes. The quality of restora­ Oshkosh Convention "on the job ditch, but over all things run amaz­ tions continues to improve. Dan training (OJT)" for 10 to 15 years and ingly smooth. I am not laying out Knutson, Contemporary Chief Judge, then the best educated "WAG" is these large numbers to make excuses writes that"... in the two short years sometimes not good enough. for any member who was not happy we've been judging this class, we are EAA Oshkosh '94 will go down as with their visit to EAA Oshkosh '94. very pleased with the increase in the a record year for the number of peo­ We certainly understand that certain quality of the aircraft as well as the ple and aircraft parked in the An­ aspects of the camping situation were improvement overall. The owners of tique/Classic area of the Convention not optimum, and you can be assured these planes have been very enthusi­ grounds. Not only does the Parking that discussions are already taking astic in upgrading and improving their Committee have to deal with our An­ place to help change things for the airplanes. Here's to yet another suc­ tique, Classic and Contemporary air­ better. We are constantly working to cessful Convention. I'm already look­ craft, they also must deal with spe­ remedy any of our problem areas. ing forward to Oshkosh '95." I feel cialty aircraft, group parking and show Sometimes we can only correct these that Dan's feelings fairly well reflect plane camping. Show plane camping situations if we are told about it in a feelings of the volunteers who make includes all show planes (Homebuilts, coherent fashion. Anyone who has your Convention successful. Warbirds, Antique, Classic and Con­ any constructive comments, please let One important thing that will keep temporary aircraft). me hear from you - these items are the Antique/Classic Division strong is In the Antique/Classic area alone talked about. a good strong membership, so ask your during EAA Oshkosh, I have nearly The number of Antiques present buddy to join up with us. Let's all pull 60 Chairmen and Co-Chairmen who this year was just a bit higher than the in the same direction for the good of are in charge of different activities. past couple of years. The number of aviation. Remember, we are better to­ Volunteers who help these chairpeo­ classics increased by approximately gether. Join us and have it all! ... OSHKOS (3I'W.f compiled by H.G. Frautschy

EAA APPLAUDS ENACTMENT bys and a n airshow. Also pla nned are OF NEW GENERAL A VlATlON campus tours, lab demonstrations (when LIABILITY LAW was the last time you got a chance to peek ANTIQUE AWARDS into the view chamber of a supersonic Just as this issue was being readied for wind tunnel?) and a reunion for WW II Grand Champion - Tom Baker publication, we were pleased to learn that Army Air Corps cadets trained by Parks Effingham, IL, 1938 Taylorcraft BL-65 President Clinton had signed the General College. The coll ege is located near the NC29815 Aviation liability Statute of Repose bill on intersections of Illinois highways 3 and August 17, 1994. This landmark legisla­ 157 in Cahokia, IL. Reserve Grand Champion ­ tion, creating an 18 year statute of repose Gerald Hanson, Las Vegas, NV for all general aviation aircraft built with AlC ELECTION RESULTS 1942 Beechcraft G-17S Staggerwing fewer than 20 seats, is the type of law that NC21934 EAA and other aviation industry groups At the annual meeting of the An­ have been working towards for over a tique/Classic Board of Directors held Au­ Silver Age (1928-1932) decade. gust 3, 1994, all officers and board mem­ Only GA manufacturers will be im­ bers up for re-election were elected to Champion - Bill Jowett, Blue Springs, MO pacted by the new law, not those who re­ their positions. Those reelected are: 1929 Wallace Touroplane, NC276K pair or rebuild ai rcraft, and lawsuits cur­ Espie M. Joyce, Jr. (President), Steve rently on file will not be affected by the Nesse (Secretary) and Directors John Runner-up - John Woodford, Madison legislation. Berendt, Bob Brauer, Gene R. Chase, WI, 1929 Bird "C" biplane, NC876WC EAA president Tom Poberezny had George Daubner, Ill, Charles W. Harris, this to say about the signing of the new Jean Le hman Hill, Bob Lumley, Gene Outstanding Open Cockpit Biplane ­ law by the President: Morris and George York. Jimmy Rollison, Vacaville, CA " We are very pl eased that the long Our thanks to the many members who 1929 Laird LC-RW300, NC4442 fight to enact general aviation liability re­ took the time to vote in the election - over form has been successful. We congratu­ 1,000 ballots were returned. Brollze Age (1933-1941) late Edward Stimpson, president of the General Aviation Manufacturers Associa­ TYPE CLUB LISTING Champion - Ed Shenk, Garret, IN tion, Senator Nancy Kassemaum (R­ 1940 Luscombe 8A, NC28580 Kansas), Representative Dan Glickman The November issue of VINTAGE (D-Kansas), Representative Jim Hansen AIRPLANE is fast approaching, and once Runner-up - Brad Thomas, Pilot (R-Utah) and all the others who have again we will be publishing our compre­ Mountain, NC, 137 Beechcraft D-17-R worked to help pass this legislation. EAA hensive list of type clubs. I'd really like to NC35E has maintained that perpetual liability has encourage any type club who has not up­ discouraged manufacturers from continu­ dated their listing in the past few years to Outstanding Open Cockpit Biplane ­ ing to build sin gle-engine, private aircraft, take a few minutes and drop me a post­ Steve Thomas, Poplar Grove, IL and has also prevented the emergence of card with the following information: 1941 Waco UPF-7, NC32006 new designs, innovations and technologies Type Club name for general aviation. We see this measure Editor name Outstanding Open Cockpit Monoplane ­ is another step in revitali zi ng America's Address Bill Rose, Barrington, IL general aviation industry." Phone Number 1937 Ryan STA Special, NC 17368 A broader base of type certificated air­ Frequency of newsletter publication craft means a wider range of equipment Cost (both in the U.S. and foreign) Outstanding Closed Cockpit Biplane ­ and accessories available for use on our Any other details you would like, but Rocky Ridge Airpark, Whitehouse, OH vintage ai rplanes - for instance, what com­ please keep it brief. 1935 Beechcraft Staggerwing, NC14413 pany will be the first to offer a reasonably priced solid-state ignition system for certi­ 180-185 CLUB NEWS Outstanding Closed Cockpit Monoplane fied aircraft? While this legislation (or - Ron Leopold, Ottawa, OH any legislation, for that matter) should not Howard "Buz" Landry, the long-time 1940 Piper J-3 Cub, NC30629 be considered the "be all , end all, cure all " president of the International 180-185 to general aviation's ills, it's certainly a big Club dropped us a note to announce his Customized A ircraft step in the right direction. Lets all hope it retirement, and that Johnny Miller, 3958 heralds the beginning of the recovery to Cambridge Rd., # 185, Cameron Park, CA Champion - Duane Huff, Oakdale, CA that segment of the aviation industry. 95682 will be taking over the club presi­ 1944 Stearman PT-13D, N68835 dency. You can reach Johnny at 916/672­ PARKS OPEN HOUSE 2620. Our best wishes to Buz and our Runner-up - Bob and Lori Kitslaar congratulations for making the 180-185 Luxemburg, WI, 1944 Stearman A-75-N1 If you're in the St. Louis, MO vicinity club recognized as one of the largest type NC4784V the weekend of September 30 - October 2, clubs in the world. Each member is re­ stop by Parks College of St. Louis Univer­ quired to own a 180 or a 185 , a nd their Outstanding - Jerry Wenger sity during their open house and Fly-In. club is known as one of the most active Owatonna, MN, 1932 Waco UBF-2 There will be a fly-in breakfast, experi­ among organizations dedicated to an indi­ NC13027 mental and antique aircraft displays, f1y­ vid ual aircraft model. '* 2 SEPTEMBER 1994 94 AWARD WINNERS -R~~IO'- ANTIQUE CLASSIC

Transport Category Best Class II (81-150HP) - E.E. Hilbert CONTEMPORARY Union, IL, Aeronca 15AC Sedan, N1048H AWARDS Champion - Thomas Taylor Ft. Worth, TX Best Class III (151 HP and Above) ­ 1941 Grumman G-21 Goose, N87U Ray Myers, Pequot Lakes, MN Grand Champion - Lee Maples Seabee RC-3, N6328K Belle, MO, 1960 Beechcraft G18S, N9918R WW-I1 Military Trainer! Liaison Aircraft Best Custom Class A (0-80HP) ­ Reserve Grand Champion ­ Don Claude, Dekalb, IL Gary Granfors, Webster, MN Champion - E. Clay Smith, Athens, AL Taylorcraft BC12D, NC96440 1960 Cessna 172, N7758T 1941 Boeing Stearman A-75N1 N68755 Best Custom Class B (81-150HP) ­ Outstanding Customized ­ John and Kathy McMurray Sean Campell, Corona Del Mar, CA Runner-up - Greg Herrick Burkburnett, TX, Luscombe 8E 1960 Cessna 182C, N8990T Minneapolis, MN N71645 1943 Fairchild PT-23-SL, N64097 Custom Class I - Not awarded Best Custom Class C (151 HP and Replica Above) - Ron French, San Jose, CA Custom Class II - Doug Weiler Ryan Navion, N4969K Hudson, WI , 1959 Cessna 180, N5128E Champion - Tom Brown, Unity, WI 1992 Waco UBF-2, NX234Y Best 111 Type Custom Class III (231 HP and Above) ­ Not awarded Runner-up - Tom Wathen Beechcraft - Don Wall, Omaha, NE Van Nuys, CA Bonanza, N5178C Custom Multi Engine ­ 1993 DeHavilland Comet, N88XD Charles Gunderson Stinson 108 ­ Redondo Beach, CA Antique William and Meredith Whiting 1960 Piper Apache, N4373P Minnetonka, MN, Stinson Voyager 108 Custom Built - Stan V. Gomoll NC108WW Beech Single - J.D. Morris Blane, MN, 1928 Heath Super Parasol Bellingham, WA, 1960 M35 Bonanza NX2864A Taylorcraft - Ron Hoffmeyer N9736R Streamwood, IL, Taylorcraft BC12D World War II Era N96899 Beech Multi Engine - Vic Krause, St. (1942-1945) Charles, IL, 1956 Twin Bonanza, N4948B Bellanca - Fred and Vi Egli Champion - Terry Crawford, Ocala, FL Walnut Creek, CA, Bellanca Cruisair Bellanca - Mike and Sue Frost 1941 Stearman A-75, N46888 N500A Oconto, WI, 1958 14-19-2, N9848B

Outstanding Closed Cockpit Biplane - Cessna 120/140 - Rick Fields Cessna 170 -172 -175­ Layton Humphrey, Dallas, TX Brookfield, MO, Cessna 140, N72379 Barry Mountain, Powell River, BC 1943 Beechcraft D-17 -S, N4HX 1959 Cessna 175, C-FKND Cessna 170/180 - Terry A. Graybeal Outstanding Closed Cockpit Monoplane Anchorage, AK, Cessna 180, N9376C Cessna 180 -182 -210­ James Marlar Lawrence Lewis, Montrose, CO N. Little Rock, AR Cessna 190/195 - Charles E. Webb 1957 Cessna 182A, N4015D 1945 Piper J3C-65 Cub, N42144 Ft. Worth, TX, Cessna 195B, N195CW Cessna 310 - Art and Patty Bastian Ercoupe - Keith Harding Newton, NJ, 1956310, N364AP CLASSIC AWARDS Flint, MI, N179G Champion Aircraft - Cliff Harkins Luscombe - Jerry Adkisson Houston, TX, 1957 Tri-Champ, N7577B Grand Champion - Roy Foxworthy Tuscola, IL, Luscombe 8F, N1499B Columbus, IN, Johnson Rocket 185 Piper PA-22 Tri-Pacer - Alan Hale NC90202 Navion - Pete and Kelli Heins, Mt. Vernon, IL, 1960 Tri-Pacer, N3457Z Ludlow Falls, OH , N75PM Reserve Grand Champion ­ Piper PA-24 Comanche ­ John Preiss, Germantown, WI Piper J-3 Cub - Lloyd McCloud Robert Lock, Jr., Guntersville, AL Cessna 195, N2JP Fergus Falls, MN, NC88186 1959 Comanche 180, N5661 R

Best Class I (0-80HP) - John Monnett Piper - Others - Richard Miller, California Piper PA23 Apache/Aztec - Ken Rudisel Oshkosh, WI, Piper J-3, NC6595H MD, Piper Super Cruiser, N2547M Williamsburg, MI, 1958 Apache, N4032P

VINTAGE AIRPLANE 3 VI~TA(7~ LIT~l?ATUl?~

by [)ennis Va,-k.s ~ Lib,-a,-y/4.,-chives [)i,-ect(),­

Saga of the Big Fish

Thanks to John Whitney of Ft. this winter, according to P. L. Free­ the West Coast. Two Curtiss H-S sin­ Wayne, Indiana, some new light has man, Sales Manager of the America gle motored planes have been con­ been shed upon a little know event in Trans-Oceanic Company, who has just verted into six-passenger ships and are air passenger operations from the win­ returned from an extended trip to that in operation for coast work from Palm ter of 1919-1920. The "Big Fish" was a state, covering all points on the East Beach to Miami, Palm Beach to Jack­ Curtiss H-16C twin-engined flying boat and West Coast as well as the interior. sonville and from Palm Beach to Bell­ that had been purchased from the Navy "At Palm Beach, where the princi­ aire on the West Coast. by David H. McCullough, for America pal station of the America Trans­ "Mr. Freeman made the latter trip Trans-Oceanic Company, which began Oceanic Company is located, this firm from Miami to Bellaire on the West passenger operations between Miami, is operating a converted Navy Curtiss Coast, a distance of 325 miles, with one Florida and Bimini, in the Bahamas, H-16 two-motored flying boat which stop at Fort Meyers for gas and lunch on February 24,1920. carries twelve passengers including pi­ in about six hours. Other means of lot and mechanician. transportation requiring the better FLYING POPULAR IN FLORIDA "The H-16 is being used very suc­ part of 24 hours. cessfully for overseas passenger flights "Not only is the coastal and over­ (Aerial Age Weekly, March 8, 1920) such as from Palm Beach to Nassau seas business good, according to Mr. "Transportation by aeroplane is enjoy­ and Bimini in the Bahamas, to Long Freeman, but dealers in Orlando, ing a tremendous patronage in Florida Key, Key West, Havana and points on Lakeland and Fort Meyers are doing a

E ::J «.c iD' .E E ~ C .t:: ....,o E g o '0 .t:: ~~----~~~~------~~--~------~ ~ Gateway to America Trans-Oceanic Operations at Miami. Bookings were done at the Bimini Bay Rod and Gun Club which was a strong supporter of operations to the Bahamas. The flying boat was so large that it had to be anchored in the bay and passengers were rowed out to the aircraft.

4 SEPTEMBER 1994 View of the flying boat being assembled. The hull has been set in place on the dolly which was used to put the aircraft in the water. The two Liberty engines are in position with their square radiators in front. The center section of the upper wings is in place and the short stubs of the two lower wings. Note the wing panel just beyond the nose of the flying boat. splendid business. A number of land­ ers are making a number of short pas­ tion employing a large machine. It has ing fields have been established by the senger flights up to 100 miles distance. been watched with interest, a nd ac­ latter within a radi us of 60 miles of "The operation in Florida of the H­ cording to Mr. Freeman, is not only these points, and in addition to making 16 type is really the first experiment in practical but successful to operate a great many joy hops, the inland deal­ this country of a transportation opera­ these large planes at a rate of 30 cents

E :;) ;a:D >­ Q) E E ~ c .<:: ....,o E .g o .<::o ~::l...___...J ~ View showing two windows in the sides of the hull. Five passengers sat in the forward cabin which was lighted by the forward window. Farther back is the window of the aft cabin where five passengers were also seated. There were also seats for two passengers in the bow of the aircraft.

VINTAGE AIRPLANE 5 "In all overseas operations it is nec­ essary to obtain clearance papers for the flying boats the same as those re­ quired by steamships and all passen­ gers must have passports. This obstacle has been reduced by the Company so that the entire formalities can be dis­ pensed with in less than one hour; that is , a passenger's photograph made, passport obtained and clearance pa­ pers for the flying boat properly filed."

PROHIBITION

What is omitted from the above arti­ cle about the popularity of flying in Florida was prohibition. The unpopular law made the Bahama Islands and Cuba a mecca for thirsty Americans. View from the aft cabin looking forward. A) Windshield, two hinged sections of America Trans-Oceanic was only which are shown open. B) Two steering wheels. C) Instrument panel. 0) Side one passenger service formed to meet window in forward cabin. the new demand for transportation to the Bahamas. Others included Chalk's, per air mile per passenger. ties to accommodate fifteen machines. Aero Limited and Florida West Indies "A notable feature of the trans­ Seven machines are now there, includ­ Airways (later Aeromarine Airways). portation business, and one that will be ing Mr. E.R.Thomas' four-passenger The Bimini Bay Rod and Gun Club was particularly interesting to the aeronau­ Curtiss Flying Boat. formed by some wealthy Miamians, os­ tic industry, is the fact that a number "A regular schedule is maintained tensibly to provide a fishing and shoot­ of people have repeated taking long from the Company's hangars at Miami ing club on Bimini Island, only 50 miles flights, showing that it is not purely for to Bimini. Four trips a week are made off-shore from Miami and in British novelty, but rather both enjoyable and to this point and members of the An­ Territory. To this end the club built a permitting quick communication be­ gier Fishing Club of Miami have found 100 room clubhouse on the island, sup­ tween points. it very convenient as it enables them to ported the America Trans-Oceanic fly­ "At Palm Beach, the America leave Miami early in the morning; en­ ing boat operations and put into service Trans-Oceanic Company has estab­ joy a whole day's fishing at Bimini and a 150 foot steam yacht for transporta­ lished a mammoth hangar with facili­ return about six o'clock. tion to the island.

View of the "Big Fish" as it would look when you were rowed out to it to make a flight. Being so large the plane was not brought up to shore and slid up on the ramps as were the smaller Curtiss flying boats. The man seated on the left is the pilot. He is resting his right elbow on the windshield behind which can be seen the control wheels. In back of his head is one of the propellers, in its water proof cover.

6 SEPTEMBER 1994 Passenger steamer as seen in a view out the port side window of the rear passenger compartment on a flight from Palm Beach.

AMERICA TRANS-OCEANIC at Port Washington, Long Island, and sembled and converted into a 12 pas­ COMPANY Palm Beach, Florida. During 1916, op­ senger ship. When the conversion was erations were carried on for pleasure completed, an unusual decorative It has been he ld tha t most of the and sport purposes, but the demand scheme was devised for the craft. It commercial flying companies in the was not sufficient to warrant expansion took the form of a fish with scales and United States date from the spring of even if the war had not intervened. a large gaping, tooth-filled mouth, and 1919. One notable exception was the Soon after the end of the war, the and was named the "Big Fish. " America Trans-Oceanic Company, company, many of whose flyers had The H-16 had a wing span of 95 feet which was formed in 1916 when Glenn served in Naval Aviation, took over a and a hull length of 43 feet. Power was H. Curtiss and Rodman Wanamaker number of Curtiss flying boats and re­ supplied by two 12-cylinder Liberty resurrected their plans to cross the At­ built them into passenger planes. In engines of 350 hp. However, notes in lantic that had originated in the con­ the fall of 1919, a war surplus Curtiss the album of John Whitney indicated struction of the flying boat"America." H-16 was shipped from Philadelphia to that new domed type pistons were in­ Early after solving the problem of West Palm Beach. The aircraft was as­ stalled raising the horsepower to 400. takeoff from water, Glenn Curtiss had bee n convinced that the Atlantic would be crossed by airplane. There had been discussions of the possibility with Rodman Wanamaker at the Aero Club in New York and with Lieutenant John Towers, Naval aviator number three. Wanamaker put up $25,000 for the construction a flying boat capable of flying the Atlantic. The aircraft, the c­ largest flying boat of its day and the o first twin-engined flying boat was n ~ (5 called the "America." An order for o two machines was placed in August Qi 1913. Completed in the summer of en ui 1914, the machine was put through its ~ paces and was in place for an Atlantic E crossing in August 1914 when the start ~ o of the war in Europe put an end to the (5 .c project, but not the dream. 0.. Formed in 1916, with the idea of eventually providing overseas passen­ i ~------~ ger service, America Trans-Oceanic Curtiss flying boat "America," ancestor to the large H-16 "Big Fish," operating from Company established seaplane stations Lake Keuka, Hammondsport, NY in the summer of 1914.

VINTAGE AIRPLANE 7 ing boat NC-3. The crew of the "Big Fish" was George A. Page and Randy Baldwin. The two had earlier worked together in the A .S. Heinrich airplane fac­ tory. During the war, Navy Sale of Seaplanes Page joined with Curtiss in his booming flying A large quantity of seaplanes, spare parts and accessories are offered for sale by the NAVY at boat business and Bald­ fixed prices. This is an unusual opportunity and should be given careful consideration by everyone who is interested in aviation. win moved to the Naval Aircraft Factory. Thus PLANES ARE NEW- NEVER HAVE BEEN FLOWN when they were hired and most of them are still crated as received from the makers. They have been wel l taken care of and are in by McCullough, Page as excellent condition. We advise immediate action, as orders will be accepted and filled in the order in which deposits are received. The following are offered: a pilot, and Baldwin as a mechanic, they were HS.2.L TYPE FLYING BOATS-pusher H·16 TYPE FLYIN G BOATS (Pletured F·5·L TYPE FLYING BOATs-....nUall1 bipwe, one Llberty engine of 300 H.P., abon)-tudor biplane. two LibertJ' en­ KIlle as H·16 (lot 2) 1Jut luller, win, well versed in the lore wtna spre.&d. (upp8l' plane) H ft., toL&l rtnea of 330 H.P. each, wlDg spread 95 ft., aprea.d 10' fl., total ana 1.391 aQ.. ft., supporUnC surface 80S sq. tt.. maximum total win&' surfa.oe 1,184. SQ.. ft., maxlmum ml..X1mum speed of 87 mllea per hr. speed. 85 mUes per hr. Sale price, $6,160. speed 95 mllea per hr. Sale price, $II,OS3. Sale price, $ 12.400. of flyi ng boats. AEROMARIN E TYPE 39-B SEAPLANE The H-16 flying boat MODE L 4Q FLYING BOAT5-Pusber bl· -tractor bl.j)lane. Curtias 100 HoP. eDline, BOEING SEAPLAN E6-In.etor biplane, plane, one Cort1u 100 H.P. engine. w1D& wln& spread 41 fL, total are& 4.a4. sq. fl, ODe Hall-Scott 100 lLP. englne, win, operated for two sea­ rpTea.d apprO%. U ft., total area 504. SQ. ma.x1mum speed 12 mlJes per hr. spread « ft.. tolal wing ..rea 495 sQ. ft.. ft., 1D&%1mum speed ot 70 mUea per hr. Sale prJ.., $3,000 ma%1.mum speed of 13 miles per hr. sons in Florida before Sale prJ .., $4,000. Bale price. $2,000. This we consIder our besL bU1. Eodoraed returning north in the CU RTISS GN OME SPEED SCOUTS--eom. by NAVY ftJenI I., the eared. and most TYPE "R" KITE BALLOONS-Used f or plell with Gnome enetne 1nsta.lled.. NeYer eull7 operated. aeaplana. A. m&Dutaeturer observation .. n d inatrueUoD p urpo... summer of 1921 where Hown. Packed. 1.n or1clna1 cues. 1a m.&rllettnc .. set of wbeela and taU at:1d Towed by veasel!; and alao Down from land. Sale price. $2,000. "bleb. substituted tor the pontoon, con· Bale prJe., $2.500. it engaged in passenger verts tbla Into a IIUccesatul land plane. work in upper New Those who follow aerial affairs closely, no doubt noticed a recent newspaper item which told of a record breaking Hight from Miam~ Fla., to Bimini, Bahama Islands, by a seaplane, carrying sixteen and baggage. The York state. As a result plane making this record was a type H-16 flying boat (lot 2) purchased from the NAVY and was originally designed to carry four persons. The sketch shows how it was converted to carry SIXTEEN PERSON S AND of a hard landing on the BAGGAGE at a cost of about $1,000 for the necessary alterations. You can do the same. Hudson River, the bot­ tom of the hull gave away. The aircraft was beached and then stripped. This was the end of the America Trans-Oceanic's big fly­ ing boat operations. They carried on with smaller planes for a few 5% OF PURCHASE PRICE-BUYS A PLANE more years. Just .end to the Bureau of Supplies and Aecounts. Navy Department, 5% of the amount of your order, with your order, and the (Gods an yours, IIlbjeet, of courle, to prior sale. Thi. deposit can be by certified check or mone,. order drawn to the order of the During five years of Pa.ymaster General of the Navy, or the bond of a. surety company acceptable as sureties on Federal Bonda. Tbe baJa.nce shall be paid within 30 days after acceptance of Jour order. operations the company had carried over 5,000 ENGINES AND SPARE PARTS passengers approxi­ mately 300,000 miles without a single acci­ dent harming passen­ ORDER FROM THIS ANNOUNCEMENT AND AVOID DISAPPOINTMENT gers or crew. Quite a start to commercial ser­ vice in America. UNITED STATES NAVY * * * * * BUREAU OF SUPPLlFS AND ACCOUNTS The photos illustrat­ WASHINGTON, D_ C_ ing the operations ofthe "Big Fish" were taken from an album ofJohn Whitney. Whitney was an employee of Curtiss Conversion for passenger use between Miami and Bimini, pioneered who was sent to Palm Beach to help placed two seats in the bow compart­ scheduled overseas airline transporta­ with flying boat operations. He pro­ ment and nine in the hull in two sepa­ tion from America. At a rate of $25 vided public relations, advertising and rate areas. With a fuel capacity of 235 each way, passengers could dash over operational support. The pictures re­ gallons, the flying boat could operate to Bimini in a little more than half an produced were taken during early at a speed of 75 mph for about 5-112 hour. The "Big Fish" departed from 1920 and the captions provided came hours. The first flight with passengers Miami at 2 p.m. on Wednesdays, Fri­ from information in the album. We to Bimini was made on February 24, days and Sundays, returning on the are fortunate that his son, John Whit­ 1920. While the "Big Fish's" flights same hour on Thursdays, Saturdays ney of Fort Wayne, IN, was consider­ between Florida and the various is­ and Mondays. The flying boat opera­ ate enough to loan the album so that lands of the Bahamas were essentially tion in Florida was under the direction some of the photos could be repro­ barnstorming ventures, they served an of David McCullough, who was one of duced for this article and for our historic purpose, the tri-weekly flights the pilots of the Navy transatlantic fly­ photo archives. ...

8 SEPTEMBER 1994 Aircraft Antennas For The Pilot

by Bill Butters, Technical Coordinator Advanced Aircraft Electronics, Inc.

Most of us spend a lot of time study­ ing large ripples of your own. This self In another case, if a wake from an­ ing, selecting, planning, budgeting for generated interfe rence is many times other boat passes by us (this wave has and finally buying our avionics package. stronger than the incoming ripples and much larger distances between crests The extent of our final selection can can mask the signal you need to detect and thus a low frequency), our boat re­ range from a handheld transceiver to a from the fish. Your float (like your an­ sponds with expected up and down full IFR suite. In all cases, the radios tenna) now sees mostly your own rip­ movement. will require an antenna to transmit and ples (noise). Equate your trolling mo­ What's illustrated here? The princi­ receive information, In most cases, we tor with ignition noise, strobe noise, ple tha t to best d e tect the incoming select the antenna much like we'd select alternator noise, and similar self gener­ waves, we should have a sensor or an­ a tire or spark plug - we pick the one ated static. tenna that is designed to respond to the with the best price and quickest deliv­ frequency of the waves. ery. This discussion is presented to of­ Polarity In your aircraft your antennas are fer the owner/rebuilder insight into the sized (electrically tuned) to respond to VHF antenna world and thus help him To continue the analogy, let's de­ certain frequencies. Smaller antennas to better select the antennas. scribe polarity. are best suited for higher frequencies Let's briefly decipher the mysteries When the ripples radiated outwards and as the frequencies become lower, of a radio communication system. from the source, they passed by the the corresponding wavelength is longer float which responded. We notice that and the antennas become longer as Wave Generation the up and down ripple action causes well. At some point, the size of the low an up and down float action. frequency antenna becomes too large During transmit, antennas are used What if you used a float that only to be practical, so electrical devices are to convert radio frequency e lectrical could move right/left (imagination used to lengthen the antenna's electri­ current that is developed in the radio stretch is required he re). The ripple cal equivalent size in order to keep its system to electric and magnetic waves moves by this new float and it hardly physical length within reason. Know­ which radiate in the air (remember the moves; in fact, it will only move slightly ing this, you realize that the transpon­ old term "airwaves"?). During receiv­ if the wave is quite large compared to der antenna (small) cannot be used as a ing, these electric and magnetic waves the fish ripple. This response is similar communication antenna (larger). (call them EM [electromagnetic] waves) to the situation found in the VHF com­ are intercepted by the antenna and are munication and VOR navigation sig­ Impedance Matching converted to RF e lectrical current nals and is termed polarization. which the radio can recognize. In the world of antennas the com­ If you liked the fishing analogy, you'll A reasonable analogy is to imagine munication antenna is always vertical love the next one! Think billiards. that you're sitting in a small boat on a a nd so all communication signals are We'll use this analogy to illustrate quiet pond and have your fishing rod polarized in the vertical plane. This Standing Wave Ratio (SWR). SWR is a with a float in the water. Somewhere, means that the ante nna responds best measurement used to describe how ef­ out of sight, a fish splashes and ripples to RF waves that oscillate in th e fective the antenna is when converting radiate outwards. Sitting in your boat up/down direction. For VOR naviga­ incoming RF radiation to electric cur­ you notice that the float moves up and tion the antennas are horizontally po­ rent and how well it converts outgoing down slightly. If the fish is too far away, larized to match the horizontal polar­ radio current to RF radiation. the ripples are too small and you never ization of the signals. They mostly We're at the billiard table and the 8 see any float movement. respond to RF waves that oscillate in ball is analogous to the RF energy we Likewise, imagine that you're in your the direction parall el to the Earth. want to leave the antenna and broad­ airplane cruising smoothl y along. Some­ cast (travel) out away from us. T he cue where, someone call s Flightwatch look­ Tuning ball is like the radio's electrical energy ing for weather information. His E M that is still inside the radio and is to be waves radiate out in all directions and if When the fish splashed and created transmitted. The cue ball has electrical you're within range, the signal is strong ripples, the fl oat responde d to th e energy and contains voice information, enough to be picked up and you receive waves passing by. But you a lso real­ but it isn't in the proper electrical form the transmission. Your antenna and ized that while sitting in the boat you to broadcast. The laws of physics tell the float have closely related functions. didn't feel movement. In this case we us that maximum e ne rgy transfers know that the boat length compared to when impedances of two systems are Noise t he high ripple frequency (space be­ matched. System one is our radio with tween waves or wavelength is re lated electrical currents circulating internally Back at the pond, all is well until to the freque ncy) was too large to re­ (radio is the cue ball). System two is yo u put a n oar in the water o r start spond to the rapid interval of the wave the antenna (the 8 ball) with its ability your trolling motor. Now you are mak­ crests. to launch or broadcast RF.

VINTAGE AIRPLANE 9 Cue Ball 8 Ball 8 Ball Moving (Left) A well matched pair of billiard balls illustrates the concept of proper impedance in an electrical circuit.

(Below) Using a tennis ball in our bil­ Radio ~ liards analogy shows how a poorly IAntenna I matched antenna and radio will re- I~ Signal sult in a poor transfer of energy.

We key the mike and send electrical current along the 50 ohm coax cable (in Tennis Ball 8 Ball 8 Ball Moved our analogy, the "radio" cue ball rolls to the " antenna" eight ball and hits it straight on). The electrical current flows in the antenna and the RF radi­ ates out in all directions (in the analogy the cue ball information hits the 8 ball antenna and stops dead while the 8 ball Radio I~ IAntenna r-v rolls away and drops in to the pocket ­ L...-___....J Coax Signal all of the energy from the cue ball is ~ ----. transferred to the 8 ball). Here we have maximum transfer of energy, electrical in the radio, and mechanical in our anal­ ogy, but similar in their action. Now, set up the same billiard condi­ VSWR mission and reception. So, if you have tion but substitute a tennis ball for the an effective antenna for transmission cue ball. When we transmit the electri­ SWR (Standing Wave Ratio) is one then it follows that the same antenna cal energy the radio energy (tennis ball) specification that tells you how well the will be effective for reception. hits the antenna (8 ball) and the tennis antenna performs. The industry stan­ We now know that we must have an ball bounces back at you while the 8 ball dard for impedances on our radios is 50 antenna that is designed for the required dribbles forward a small distance. This ohms, so the closer we match to this frequencies of our radios and that the is a classic case of impedance mismatch, value, the better the antenna performs. lower the SWR value, the better the with the resultant poor transfer of en­ The connection to the radio is made performance. We also learned that the ergy. with coaxial cable because this style of communications antenna should stand Now look at the third case where the cable efficiently supports RF propaga­ mostly upright and the navigation an­ solid 8 ball is replaced with a second tion. We use RG 58 A/U which has an tenna should be mostly sideways. tennis ball. Now the total radio energy impedance of 50 ohms and thus pro­ But you say, when I practice steep (tennis ball No.1) can be transferred to vides a good impedance match when turns or fly knife edge cross-country I the antenna (second tennis ball No.2) connected to the radio. still receive both communication and when the two collide. With the two The table on the left gives an indica­ navigation signals . Good point - but identical balls, the match requirement is tion of how much power can be reflected nothing in this discussion of antenna satisfied and total energy transfer oc­ back into the radio when the SWR (im­ wizardry is absolute. Like the ripples curs. pedance match) isn't what it should be. on the water, the waves are there and if A similar condition is happening in The antenna can be a design that has we're within range we'll receive them; the radio system when impedances don't a poor SWR but still is tuned to the de­ sometimes strong, sometimes weak. match well. If the match is poor be­ sired VHF frequencies. When transmit­ In Part II next month, I'll cover a few tween the antenna and the radio system, ting, the antenna system is trying to re­ antenna types and their installation in the outgoing radio energy is reflected spond to the RF signa ls being aircraft. ... back into the transmitter. In some cases, transmitted but because of the poor this condition could be damaging or SWR, much of the energy is reflected Bill Butter's company, Ad­ could cause self-protect circuits to acti­ back into the radio transmitter. A rem­ vate and shut down the radio. The min­ edy for this condition is to place small vanced Aircraft Electronics, imum consequence is that your trans­ ferrite rings around the coaxial cable Box 4111, Florissant, MO missions are garbled and lack range. out near the antenna. These rings act as 63032, 800/758-8632, manufac­ chokes or electrical barriers which ab­ tures and markets a series of sorb the unradiated energy and reduce TSO'd dipole antennas. SWR % Reflection the amount of RF energy that could be Because we have seen a num­ 1.1 5 reflected back into your radio. The re­ ber of their antennas used in sult is that your transmission and recep­ vintage airplanes, where they 1.3 13 tion is weak, but the quality of the infor­ can be hidden from view but 1.5 20 mation is less garbled. Your antennas a re reciprocal d e­ still efficiently transmit and 1.9 32 vices. This means that all of the electri­ receive, we invited his explana­ 3.0 50 cal terms that describe its operating tion of antenna theory and 4.4 63 characteristics are valid for both trans­ design. MYSTERY PLANE by George Hardie

This unique design will cause some wi ll be published in the December 1994 mystery to many readers. Boardman C. head-scratching among the experts! issue of Vintage Airplane. Deadline for Reed, Somervill e, CA had this to say: The photo was submitted by Robert F. that issue is October 25, 1994. "The June Mystery Plane is the J-5 Pauley, Farmington Hills, MI. Answers The June Mystery Plane was not a powered ' Monocoach' . The ' Mono­

June's Mystery Plane, the sole remaining Monocoach as captured on Kodak 616 film in 1970 By Pete Bowers at Vancouver, WA. Five years later, Pete saw the airplane registered in Canada as CF-AAT.

VINTAGE AIRPLANE 11 coach' was a 1928 designed 4-place ship seen front-mounted Scintilla mags, a Other answers were received from built by the Mono Aircraft Co., Moline, stand-off recognition feature of all J-5s. Jim Barton, Oshkosh, WI; Charley IL far better known for their famous I suspect the NACA cowling was a later Hayes, Park Forest, IL; Steven P. McNi­ and popular 'Monocoupe'. addition. Before the war I flew quite a coli, Depere, WI; Herbert G. deBruyn, "The Great Depression cut into the few J-5s." Bellevue, WA; John Beebe, White production of the 'Coach' and unfortu­ Lennart Johnson, Eldsberga, Sweden Stone, V A; Frank Abar, Livonia, MI; nately not too many were built. A few adds this: Lynn Towns, Brooklyn, MI; Doug had the 225 hp Wright J-6-7. The proof "The specimen in the picture, NC Rounds, Zebulon, GA; Wayne Van that the ship in your picture is powered 8953, was the third Model 201 built. It Valkenburgh, Jasper, GA; Peter Bow­ by a J -5 - the (once) world famous 220 was owned in 1932 by R. A . Purcell, ers, Seattle, W A. hp Wright Whirlwind first made popu­ 1315 S. Union Av., Alliance, Ohio and More on the Monocoach can be lar by Lindbergh in his ' Spirit of St. in 1936 by W. P. Barnum, Crandal Av., found in U.S. Civil Aircraft by JosePA Louis' - the proof is the pair of clearly Youngstown, Ohio." Juptner, Vol. 3, pages 9-11 . ...

12 SEPTEMBER (Above) At some time in the past, a re­ ally competent metal worker made a replica exhaust manifold for the Ranger engine. Roy says the rust is only super­ ficial and should clean up nicely.

(Left) That's a semi-smiling Roy Trilla on the right with his hand on the wooden prop with his uncle on the left. The rea­ son for the smirk is the thought of all the $$ that will be needed to get the old girl flying again. Note the unusual tread on the main tires that almost have an " im­ plement" look to them.

A " high tech" engine crane was made to lift the big Ranger 440 cu. in. engine from the fuselage. That's Roy's uncle on the FAIRCHILD 24R PROJECT " come-along" and Richard Macaferty guiding the engine from the firewall with the end of the crankshaft. by Norm Petersen Some folks live right! EAA member An investigation revealed the Ranger­ Roy Trilla (EAA 422597, A/C 19955) of powered Fairchild, which was registered Berkeley, CA, bought a Fairchild 24R way in Argentina as LV-AFH, has about down in Argentina, sight unseen, with the 1900 hours total time on the airframe and help of his uncle. The uncle flew the had last been used to haul parachute Fairchild to his farm where it was tied jumpers in the late 1960's. Roy hopes to down outside for most of two years. In restore the airplane to flying condition April of 1994, Roy made the long trip to and possibly fly it to EAA Oshkosh '95 Azul, Argentina, about 150 miles (his 40th birthday). We wish Roy and his south/southwest of Buenos Aires to crew the very best as they restore this arrange for disassembly and crating of the beautiful cabin Fairchild to flying condi­ airplane for shipment back to California. tion. *' (Left) With a platform to fasten the engine to, the Ranger is tipped to the vertical, complete with oil tank and engine mount, and readied for shipping to the U. S. That' s Richard Macaferty smiling at the accomplishment. Note the round oil cooler with its at­ tendant air inlet from the nosecowl and exhaust on the righthand side of the engine cowling.

Carefully placed on a flatbed truck, the fuselage and engine, complete w ith cowling, are ready for transport to the seaport in Buenos Aires where the entire Fairchild was fitted into a 20-foot container for shipment to California. We look forward to seeing Roy and his "jewel" at Oshkosh!

VINTAGE AIRPLANE 13 , . esurrectl ~ by H.G. Frautschy

l "y W,ng" ,nd Roy R,dm"" of Min­ nesota have combined talents to put to­ gether one of the prettiest Waco UBF-2's seen in recent years. It had been a long time since NC13027 had seen any use ­ since 1946 in fact. But Jerry's desire and capability to own a rare open cockpit bi­ plane, coupled with the extraordinary tal­ ents of Roy Redman and his crew at Roy's Aircraft Service in Faribault, MN , re­ sulted in an all out effort to put a real bas­ ketcase back together again. Finished at the Waco factory in Troy, OH on June 29, 1932, Waco UBF-2 NC13027 was delivered to Joe Cannon, Jr. of Charlotte, NC. A few years later, it wound up in the Midwest, and after the war, in 1946, a fellow named Archie Towle had an unfortunate and fatal accident with this particular F-2 in the Wausau, WI area. Years later, the Towle family gave the remains of the airplane to John Hatz of Gleason, WI. John had intended to keep the airplane as a project he could work on after he retired, but as many AIC members will recall, John lost his li fe in a truck accident in 1989. Forrest Lovely and Roy Redman both knew John, and were aware of the projects and bits and pieces that John had gathered over the years, and so when the Hatz family let it be known they were interested in selling John's projects, the timing would be right for another set of circumstances to come together. Another friend of Roy's, Gary Under­ land, a well-known restorer and mechanic for Buzz Kaplan, introduced Jerry to Roy and Forrest. After some preliminary dis­ cussions, Roy and Jerry put a program to­ gether that allowed Jerry to buy the Waco project and Roy to restore the airplane. The project was begun in early 1992, and there was a lot to be accomplished. John Hatz had begun the process of re­ pairing the bent fuselage, and that's where Roy got started. Using factory blueprints, as he did during the restoration and re­ construction of many of the parts and pieces needed, Roy built up the fuselage for the Waco a nd the n started on the wings. Tom Flock did the work on re­ skinning the ailerons, which were in rough shape. The Waco UBF-2 was the first air­ plane built by Waco with aluminum ailerons, and the workmanship by Tom, a well-known Waco restorer, is exemplary. The love these Waco aficionados have for the aircraft is evident in the workmanship shown in each of the parts they work on. The wings presented another challenge to the capable ha nds of Roy Redman. Armed with a full set of Waco blueprint copies collected from various other hob­ byists and the Smithsonian Air and Space

VINTAGE AIRPLANE 15 Museum's collection, he dove into the conspicuously on the top of the wing cen­ ities on antique instrument repair. Roy process of rebuilding a very rough set of ter section is a GPS antenna, since Jerry points out that it pays to be patient, since wing panels, most of which were only planned on flying the airplane cross-coun­ the demand for Phillip's services is great, good for patterns. The wing center sec­ tryon a regular basis. and he therefore always has some back­ tion was also rebuilt, along with a pair of The cockpits were another area that al­ log. The restoration takes time as well, 20 gallon fuel tanks. Jerry Brown, yet an­ lowed Roy to show his restoration with time often needed between steps dur­ other well known and talented Waco re­ prowess. Sometimes, restoring an air­ ing the rebuilding process. It pays to pre­ storer was able to come up with a couple plane means knowing when to send some­ plan the instrument panel at the beginning of neatly machined acrylic fuel gauge thing out to an expert, and Roy certainly of the project, rather than waiting until blanks that Roy could use to rebuild the understands that point. The instrumenta­ the end of the airplane's restoration. fuel gauges. Here's an interesting side­ tion, a full set of period instruments, was The panel itself was constructed using light to the fuel gauge restoration. For sent out to Philip Kraus Vintage Aero in factory blueprints. As you can see in the years I wondered what type of paint had Westport, NY one of the foremost author­ accompanying photos, Waco went to the been used to highlight the fuel gauge trouble of mounting all of the instruments markings that were completely immersed from the back of the panel, so that none of in gasoline. On the Waco, you can see the screw heads would be showing, and the red indicator, made out of cork, is Roy followed the factory plans to the let­ painted bright red, and on many other ter. A neat panel overlay made out of alu­ gauges, black markings are made on a soft minum is also added to the panel, and it is aluminum faceplate riveted to a rotating set into an 6463 extrusion that Roy had to drum. When I asked Roy what type of have specially made per the factory blue­ paint he has been using all these years to prints. To get the aluminum extrusion, color the indicator, he answer seemed Roy had to have a set of dies machined, both obvious and surprising all at the and then take to dies to an aluminum same time - butyrate dope! Plain old foundry, where an entire production run straight-from-the-can butyrate dope, of the special shape had to be run. Roy which, as Roy points out, has been fuel had to buy the entire run, so if you need a proof for years and years, with hardly any section of this extrusion, give him a call at deterioration noticed over time. The cork 507/334-5756 - he says he would be happy at the other end of the wire, floating on to sell you what you need, 'cause he has the top of the fuel, is coated with plain old plenty! shellac. Around each of the instruments is an The center section also has the densest aluminum bezel, to professionally finish wood you can find on the aircraft - the off the panel, just as it was done at the fac­ stiffeners on the bottom of the fuel tank tory in 1932. Black crinkle finish enamel section are made of oak, and are var­ is used for both the front and aft cockpit nished to a high gloss. Also mounted in­ panels. The forward panel has two well

16 SEPTEMBER 1994 executed glove boxes, complete with orig­ dustry in a lot of ways. They tried to make correct for this airplane, has been in­ inal style latches. The latches come from these things look like cars. They painted stalled. an obvious but often ignored source ­ the fuselage, put the color on the fuselage, Jerry Wenger's involvement in the they' re made from cabinet latches. fin and rudder." The rest of the airplane Waco project started much earlier in his They're the type of spring-loaded latch was painted black lacquer (struts, landing life, it just took a number of years before used on the inside of a double-doored gear, etc.) or si lver. They also painted the the desire could be satisfied. The son of a cabinet, used to hold the one door closed screw heads ("You never saw old cars successful manufacturer of music room while the other door is opened with a with shiny screw heads."). equipment and interiors, Jerry chose a dif­ knob or handle. With a little modification This particular UBF-2 was delivered ferent path. He learned to fly for free by to put the correct shape handle on the end with a black and white scheme. Jerry standing out in a pea field (or whatever of the latch, they were ready to go, and thought about that for some time before else needed spraying) with a red flag and look and function just like the original he decided he just couldn't put black and guiding a cropduster making spray passes. latch. It turns out that the latch used by white on his airplane. He want to main­ In return, he received flight instruction. Roy, and supplied to him by a cabinet tain the actual art layout, but it would just His uncles and grandfather were both pi­ maker friend who also does some wood­ have to be in other colors. He went por­ lots, but Jerry's father, who always wanted working for some of Roy's restorations, ing through the color books and decided to learn, never got around to getting in the has been in production since the 1930's, on the two-tone blue scheme you see on cockpit as a student, but he did encourage and may very well be the same basic style these pages. his son. Jerry headed off to college after used by Waco during the original produc­ The engine did not come with the pro­ getting his pilots license, but he discov­ tion of the airplanes. ject, but one was obtained that is the cor­ ered that engineering academics were not All of the sheet metal edges on the rect make and model - a Continental R670 his strong suit at that point in his life. In a glove box doors were finished as per the of210 hp. Jack Lanning, of Arlington, J-4 Cub he had rebuilt, he headed out to original, including the beading of the W A and a well-known Travel Air restorer, South Dakota, looking for more work. perimeter of the doors. Intended to add did the overhaul, and shipped the engine After spending time with Dan Wakefield some stiffness to the doors and the sheet to Roy's Aircraft. A needed Hamilton in North Dakota, flight instructing and metal panels on the exterior of the air­ Standard Ground Adjustable prop was al­ other flying duties, he went to Winter, plane, they also added a touch of class and ready on the shelf at Roy's - he had bought South Dakota and sprayed crops with Bob gave the panels a finished, professional it a number of years before, and loaned it Wiley. It was the late 1950s and the mili­ look. Waco was world renowned for their to Jerry for use on the Waco for the certi­ tary began to show an interest in young attention to detail and workmanship, and fication and the airplane's first flights. men about that time. Fortunately, a young Roy and his crew have tried to keep that Since that time, a Curtiss Reed prop, also lady also began to show an even greater in mind as they work on all of the planes they've restored. There are a couple of interesting points about the color scheme of the Waco bi­ planes, something that showed how Clay­ ton Bruckner and his craftsman paid at­ tention to each and every aspect of Waco production. The colors on most factory finished Wacos had color on the fuselage only - recall the pictures of Wacos you've seen over the years. Most had silver wings and horizontal tail surfaces, with color confined to the fuselage and vertical fin and rudder. The effect, as pointed out by both Roy and Jerry, is to draw the eye of the beholder to the fuselage. Roy men­ tioned that he was told by one of the "old­ timers" from the Waco factory that " ... they were emulating the automobile in­

(Above) The forward cockpit for the passengers has a pair of gloveboxes that are just right for keeping gloves, maps and your helmet and goggles. They're also handy for keeping your hands warm, since the heat from the engine oil keeps the air heated in that area! An intercom, visible on the lower right, makes cockpit communication possible.

(Left) The wooden stiffeners for the bottom of the fuel tank bay in the wing center section, along with the pair of visual fuel gauges on each of the fuel tanks.

(Opposite page) With a steerable, non-swivel tail­ wheel, the rudder is free to get banged around in the wind, but Roy built this nifty rudder lock. As you can see, it straddles the trailing edge of the rudder, and is attached to the tail brace wires by a couple of lengths of cord secured with a half hitch or two.

VINTAGE AIRPLANE 17 amount of interest in Jerry, and he wound with Wenger Manufacturing, including led him to Gary Underland, who intro­ up getting married. running the Owatonna, MN airport, an duced him to Roy and Forrest. Soon, he was blessed with a little outgrowth of the company flight depart­ After the ai rplane was finished , Roy Wenger to support as well, so he took a ment. Other aviation service related busi­ and Jerry flew the airplane on a ferry per­ job building log cabins up in the northern nesses came along and have since been mit to Arkansas where they did a little tier of states. One cold January morning sold as Jerry consolidates his resources. work on it at Jim Younkin's shop, as well in 1960, the man Jerry was working for an­ During all this time, aviation was never as have the conformity inspection by the nounced that he would see Jerry and the far from his thoughts. The company flight FAA's Little Rock GADO office. Then it rest of the fellow in the spring - no more department consisted of a series of air­ was on to Sun ' n Fun, where it won the work until April or May. With a wife and craft, including a Beech King Air, and Silver Age (1928-1932) trophy. Roy then child to support, Jerry gave his dad a call. later Jerry bought a Cessna P210 to carry turned over the reins to Jerry, and both His dad gave Jerry a job in his manu­ him to his various business appointments. were happy to see that Jerry hadn't lost facturing business. Jerry was pleasantly For fun and a sense of sport, he now also any of his touch with a tailwheel-equipped surprised to find he enjoyed the business, flies a Nimbus 3DM motorglider, which airplane - " ... it was like magic, the guy and found that he even had a talent for he bases in Colorado. He really enjoys took off, landed it, we went around again, many of the aspects of inventing and the gentle sport of soaring, and as time he landed and I thought 'For God's sakes, putting into production the items he and went on, he also found himself drawn to he doesn't need me!" recalled Roy about his dad's company built. He finished a the F-2 flown by Woody Woods' son the first time he sat in the front cockpit business degree in college, and later Chris. He was intrigued by the idea of an with Jerry as pilot-in-command. headed up the product design department antique open cockpit biplane, so he did It's now been to Oklahoma for the for the company. Inventing was fun, as some research and decided that the F-2 NBA fly-in, where it was given the Open was the process of figuring out how to was indeed the airplane to own - as far as Biplane Grand Champion award, and it produce the part. "To this day, I'd rather he was concerned, it was the pinnacle of also was flown by Jerry and his wife down design products than play golf!" he re­ Waco's open cockpit series of biplanes. to the National Waco Association's cently quipped. The more people he talked to, the more shindig at Creve Coeur, MO. He's enjoy­ Other businesses grew out of his work he was convinced, and his path eventually ing the cross-country capability of the UBF-2, flying at a 1,000 feet agl , enjoying the view at 100 mph. How much does he like it? He's seriously thinking of selling the . P210 - after all, he says, who needs all that hassle of IFR time when you can get where you want to go in the F-2. For him, the challenge of flying IFR has since been replaced with the joy of YFR flight with an antique biplane, going where he wants to go at a leisurely pace. He must enjoy it - he figures to have nearly 100 hours on the plane by the end of the summer flying season. "Maybe I should take it down south The corrugated ailerons on the UBF-2 wings are beautifully crafted out of aluminum. and fly it this winter," he mused during The UBF-2 was the first Waco airplane to feature ailerons made completely out of our conversation. That's the spirit, metal. Jerry! ...

18 SEPTEMBER 1994 Tom Mangan's Aeronca Champion 7CCM N2182E, SIN

It is always nice to have a pretty Aeronca 7CCM Champ on skis after we have presented the same airplane on floats! This photo proves that Tom Mangan (EAA 297907) of Brewerton, NY, also flies his Champ in the winter time. Note the seaplane door in the raised position. Mounted on Federal A-1500 skis, the Champ does a fine job in the cold winter air according to Tom and the dual exhaust (with heat muffs) makes for a warm cabin.

Don Hedeman's Pietenpol Aircamper

This photo of a restored 1932 Pietenpol Aircamper, NI2072, SIN B­ 2, was sent in by the original builder (and veteran pilot), Harold Salut (EAA 92575, A /C 1772), of Bemidji, Minnesota. The cute little parasol was restored by Don Hedeman (EAA 57678, A/C 4585) of Dubuque, Iowa. The Pietenpol was constructed in 1931­ 32 in Fargo, NO, by Harold Salut and a man named G. Bebeau and was pow­ ered with a Ford Model A engine. Harold, who admits to 78 years, says he flipped the airplane on its back on June 3, 1933, while landing in a bunch ered" in 1985. Don reports the Model ber of N120n on the tail. Present of fresh "cow pies" in a pasture. The A engine runs fine and they hope to try plans call for the Pietenpol to eventu­ remains were sold for junk, however, out the flying characteristics as soon as ally be placed in a museum in Fargo, many years later, it was "re-discov­ they put the original registration num­ NO.

later, the Meyers is starting to look like a winner and Jay's mechanic, Larry Clark, is still improving things, one at a time. As you will note from the picture, the Meyers is a very sharp looking airplane and Jay reports it makes an excellent cross-country machine. Sharp-eyed readers (with a tad of grey hair) may recognize this Meyers 200A as the being the very same air­ plane, N485C, that Peter Gluckmann (the flying watchmaker) flew 22,800 miles around the world in August and September of 1959, starting and ending Jay Martin's Meyers 200A in San Francisco, CA. Using a "wet" wing that upped the total fuel to 400 gal­ This pretty 1959 Meyers 200A, dickering, the Meyers was finally pur­ lons, Peter was able to circumnavigate N485C, SIN 253, is the pride and joy of chased in October of 1988. For the next the earth in just over 13 days - all under Jay Martin (EAA 357519) of Thousand two months, all the crew did was take F AI supervision and sanction. Takeoff Oaks, CA. Jay spotted the Meyers sit­ things apart! The next nine months weights were often 5,000 lbs., 2,000 lbs. ting quietly under the wing of a DC-3 at were spent buying bearings, skin, wiring over normal gross! The full story was Van Nuys airport. It was derelict and in and parts of all kinds including radios, printed in the February and March, 1960, need of a great deal of help! After much instruments, etc. Two and a half years issues of AIR FACTS magazine.

VINTAGE AIRPLANE 19 Charles Sylvia's Cessna 1708

The photos of this very nice 1955 Cessna 170B, N3590C, SIN 26634, were sent in by owner, Charles Sylvia (EAA 446109, A IC 21377), of Middleboro, amp alternator, El Reno spin-on oil fil­ Unique to this 170 is a set of the origi­ MA. Charles and his wife, Connie, ter, new instruments and complete new nal Goodyear brakes and wheels that have been extremely busy upgrading wiring harness using circuit breakers have the Goodyear crosswind landing the four-placer to full IFR certification instead of fuses. A Precise Flight gear installed, allowing the airplane to since purchasing the 170 in June of standby vacuum system augments the land in a crab! For new passengers 1993. Powered with a Continental 0­ venturi system. All avionics were up­ who have never experienced landing 300 engine of 145 hp swinging a Mc­ graded to IFR standards and include a sideways, it is indeed an elevation of Cauley polished propeller, the 170 has Garmin 95AVD GPS, which Charlie the pucker factor. Next on Charlie's had a new paint job on the outside and says is the answer to a navigator's want-list are a Vernier mixture con­ a new interior inside. Other amenities prayers. It uses an outside antenna trol, heated pitot and a Whelen double include new engine baffling, Jasco 50 which helps with the cabin clutter. flash beacon on the belly.

The photo of this 1947 Cessna 140, N2084V, SIN 14300, with its "Gee Bee" inspired paint scheme, was sent in by owner Don Alesi (EAA 371460, AIC 16315) of Dundee, IL. Don re­ ports the Cessna was restored over a period of eight months by his wife, Maureen, his brother, Bob Alesi and himself. The 140 was painted with the Superflite System II from Cooper us­ ing Juneau White and Rasberry Red. The color scheme was devised to make the airplane highly visible - and look fast, while standing still. Fien­ field Aviation of Lake-In-The-Hills Don Alesi's Cessna 140 Airport helped with rigging and final assembly. The first flight was May 10, Flying Service, Waukesha, WI, when merous flyers in the Waukesha area 1994, and it flew hands off! This air­ operated by the Crites' Brothers in in Wisconsin have N2084V listed in plane was " on line" at Spring City 1964. (It may be a safe bet that nu­ their logbooks!)

Class jewel, N5634A, SIN 28234. John installed a deluxe Airtex interior and added late model wheel pants that cover Cleveland wheels and chrome brakes. Tri-Pacer air vents were in­ stalled in the rear windows for im­ proved ventilation. The airframe was completely stripped with all control surfaces removed, cleaned and bal­ anced before reinstalling. The 172 was repainted with DuPont Imron us­ ing Cessna White overall with light blue and dark blue stripes for trim. The Continental 0-300 engine of 145 John Sich's 1956 Cessna 172 hp has very low oil consumption and provides 117 mph cruise at 81/2 GPH After flying this very pretty Cessna 356508 , AIC 20541) of Vicksburg, at 2450 RPM. As John says, the old 172 over 1400 hours since acquiring MS, decided it was time to send in the straight tail 172 is hard to beat once the machine in 1976, John Sich (EAA enclosed photos of his Contemporary you get it into shape. ...

20 SEPTEMBER 1994 by Bill Claxon ARE YOU Ale 17837

0 ,'hould ["y "h yo", ';'pl,", legal?" As we fly these aircraft, espe­ cially the older antiques and classics, they seem to accumulate changes and repairs as well as different appliances and equipment. But are all of these truly legal? Many owners are of the opinion that if the Authorized Inspector (AI) signs the log bO'ok certifying an annual in­ spection that all the work done is legal. It would seem that this is how it should be, but it depends upon how deeply the AI digs into the airplane and the main­ tenance records. Often, a thorough search will disclose discrepancies be­ tween what should be and what actually is. In some cases, you may find that something has been installed or a repair made and no entry in the maintenance records or Form 337 available or filed. Perhaps an Airworthiness Directive (AD) not properly complied with or en­ tered. As the airplanes get older they are more apt to have more of these dis­ crepancies. I know of aircraft that have entries in the maintenance records stat­ ing "See ACA 337 dated this day" con­ cerning major repairs or alterations but the 337s are not with the records and they are not on file with the FAA. It is evident that all 337s do not get filed as required by the regulations. Why do these discrepancies exist? There may be several reasons. Records can be lost or destroyed, or oversights by the mechanic or AI during the repair or inspection can occur, although fortu­ nately that is a rare occurrence. Records are sometimes "lost" to loose time or a major repair on an airplane. Anyone doing so is looking at the po­ tential for a hefty fine and/or certificate action by the FAA, but it has happened. Sometimes, the maintenance records are honestly lost or misplaced. How­ ever, a trace of the 337s and repair sta­ tion maintenance releases may reveal authorizations for some of the past re­ pairs or alterations not shown in the current maintenance records. Tracing all repairs, alterations, instal­ lations and appliances can be a long and expensive task if done by a maintenance facility. The paper trail on some of these older airplanes has become quite long. You, as the owner/operator, can LEGAL? do a lot of the paper trace prior to the annual and save yourself much of the You, as the owner/operator, can do a lot of the paper trace, saving yourself much of the expense involved in having this tedious job done by your AI during your annual inspection.

expense and labor costs of this tedious 337s filed with the FAA and other main­ Then see if it has been properly listed job. This is especially true if you have a tenance data right on up to the latest and approved. For instance, look at the good rapport with the inspecting agency owner, liens, etc. If your airplane is propeller make and model to determine and are doing an owner assisted annual. older than about 1956, additional infor­ if it is an approved prop for your model Why does this need to be done? The mation is available. Until about that airplane. Then look at the specifica­ airplane is flying well as it is! Perhaps time each aircraft required an applica­ tions to determine if it is within the only to be legal. I have talked with sev­ tion for a new airworthiness certificate length specifications. Measure the prop e ral insurance underwrite rs and the each year. from tip to tip to see if it does, in fact, general consensus is that if the discrep­ This required two forms: ACA 305, meet the minimum length requirement, ancy does not enter into the cause of the Application for Airworthiness Certifi­ as props are sometimes shortened dur­ accident, there is no problem. If the dis­ cate and/or Annual Inspection of an ing repairs. On run-up see if it meets crepancy is the cause or partial cause of Aircraft and ACA 305A, Aircraft In­ static RPM specifications. an accident, then it may be used to deny spection Report. Among other things, Any items not shown should be in­ full or partial payment of the claim. these reports give the total time as of spected to determine that it is an ap­ One well known underwriter said that if that date, AD compliance, engine in­ proved part. Approval data may be in the discrepancy was in existence at the stallation and time, as well as other in­ the specs, STC number, TSO number, time of the last annual and the annual formation. It is well worth the cost of locally approved, or other data. Check was signed off as airworthy, it would about $2.50 per airplane. This could be the item for airworthiness and for pay the claim. If the discrepancy came invaluable information if you are con­ proper installation. It may then be re­ into existence subsequent to the last an­ templating the purchase of an older air­ leased on a properly executed Form nual, they would not pay the claim. plane, especially if some of the data pre­ ACA 337 by stating that the item was Some companies will not pay the claim sented is lacking or suspect. A copy of found previously installed and is in air­ if any discrepancy exists. However, if all the service bulletins and letters of the worthy condition. Major repairs or al­ the airplane is not legal, if could lead to aircraft and engine could be very help­ terations may be released in the same litigation that could cost you time and ful. manner if they are not shown in the money. And that is not taking into con­ If an item is not listed in the specifi­ maintenance records and the 337 has sideration the views of the FAA and cations, there needs to be other ap­ not been filed. their stand on such matters. proval data for the particular equip­ Also look at the engine and acces­ So where do we start? First, obtain a ment. This may be in the form of a sories to see if the proper model, correct copy of the Type Certificate Data Sheet Form ACA 337, a supplemental type mags, carb, starter, etc. as those listed in and Specifications for your particular certificate, a release from a repair sta­ the engine specifications. Another item airplane. Any IA has these available tion or other agency. that needs to be reviewed is the Airwor­ and may let you copy the pages. Often The original equipment listing for the thiness Directives and service bulletins. they are available from the manufac­ airplane as it came from the factory is a We will go through these at a later date. turer or current holder of the type cer­ good starting place to determine if all While you do this inspection it is a tificate. The specifications will give you items installed are approved. This will good time to completely clean the air­ a listing of the required and optional give a listing, by number corresponding plane and do some of the routine main­ equipment, engines, propellers, and to a number for each item listed in the tenance as approved by Part 43 of the other appliances as approved under the type certificate, of items installed at the regulations. Also, take a good look at type certificate. It also has data for the time the airplane left the factory along anything that may need attention, such aircraft such as datum, gross weight, with the original weight and balance as the start of corrosion, rust, wear or center of gravity and loading limits, air sheet. From there on all items added or anything else before it becomes a costly speed limits, engine operating limits, removed should be shown in the appro­ problem. Remember, if you do not hold placards required, and other data. priate maintenance records and on a a mechanic's certificate, you cannot do Microfiche copies of your airplane's Form 337 or maintenance release. Also, any maintenance that is not included in records are available from the DOT. you must have a current weight and bal­ part 43 - only your mechanic is autho­ They are identified by your registration ance sheet. rized to do that work. number, so if you changed the number, Armed with this data, you are ready This will help you get a quick, eco­ you need to advise them of that fact to start the actual inspection of the air­ nomical annual inspection. It will also while making your request. The records plane. You can remove all the inspec­ enhance the value of your airplane, give may be obtained by writing the tion plates and cowlings so long as you you better insight into its operation, and DOT/FAA Aircraft Reg. Branch, P.O. do not have to disconnect controls or re­ perhaps save you some problems later Box 25504, Oklahoma City, OK 73125. move the prop as detailed in Part 43 of on. Happy flying! For faster service, you can order by the regulations, unless you are working phone: 405/954-3116. The cost is $2.00 under the supervision of a licensed me­ for the search and fifteen cents for each chanic. Start at one end of the airplane microfiche. This will give you a com­ and look at each item and repair. See if Next month, Bill Claxon will cover the pete history of your airplane starting the item or appliance is an approved world of Airworthiness Directives in with the test flight and the first owner, unit by model number or other data. "AD Notes and You". '*

22 SEPTEMBER 1994 Ale TidbiTs by H.G. Frautschy

A few of you have responded to my re­ quest to send little tidbits of technical in­ formation that could be of use to many others. Among th e first was Chuck Burtch, EAA 56205, an EAA designee and all around good guy , as he also helps out the EAA Aviation Foundation as an it's a bit of a pain to do - you have to instructor each summer during the EAA put the airplane on some sort of jack Air Academy prior to the EAA Conven­ and raise the gear to the point the drain tion. hole is higher than the other end. For those of us in the upper half of the I've found that a 1 pint polyethylene northern hemisphere, the cold weather is bottle with a sealed (non-vented) top but a few short weeks away. Chuck found and a supply tube extending all the way that while flying in the winter, it was tough to the bottom works best to fill the strut. to get the oil temperature up to an accept­ The one I use was bought at a surplus able level. He knew that blocking some of science supply house, and was intended the airflow over the engi ne would help to hold alcohol for cleaning or irrigating boost the temperatures back up to accept­ purposes. When you squeeze the bot­ able levels, but he was leery of overheat­ tle, fluid is pushed up the supply tube ing the cylinder heads (these covers only and out the nozzle. It looks something block air over the lower section of the like this: cylinders). With them, he was able to get A seemingly endless source of sub­ oil temps back up to around 180°F. Here's jects for mechanical repairs is the land­ a few sketches of his inlet covers - with a ing gear of our airplanes. In the accom­ bit of ingenuity, I'm sure you can come up panying photo, you can see the results with something that can cover yo ur needs. of too much taxiing on struts that had Remember, keep that cooling air flowing little or no oil left in them - a broken over those aluminum cylinder heads! coil spring. This particular landing gear, on my llCC Super Chief, was suspect when I bought the airplane. When you looked at the airplane from the front, it had a definite lean to one side, and more strut was exposed on the opposite side. When the drain plug was removed from the bottom of the strut, a small amount of gunky, thick red hydraulic fluid oozed out. Since this type of gear relies on the hydraulic fluid to dampen the shock of landings, lessening the hammering effect on the spring, I im­ mediately suspected that the spring was + broken, and after removing the gear TOP and pulling the strut out of the housing, I was greeted with the sight you see here - a fractured spring. Suspecting Trim to fit --..)( the other side was probably serviced the Nose Bowl same way, I ordered two springs and Flange took a good look at the rest of the strut. On the top of the cylinder is a graphite .E impregnated rope packing, similar to "0 C Attach with the packing used in automotive applica­ Q) al (4) 4 x 1/4" tions for a rear crankshaft seal. It keeps Screws the fluid in the strut during the up and down action of shock absorbing, but if it becomes worn, fluid is pumped out of Right Side )( the strut and the spring no longer has It's very handy and less messy than a Aeronca7AC anything to help cushion landing loads. bottle and a funnel. Try Edmund Scien­ A.65 If you have a similar type of non-pres­ tific or similar outfits for a similar bot­ surized strut be sure to inspect and ser­ tle. Medical supply houses probably vice the strut on a regular basis. I know also would carry something similar.

VINTAGE AIRPLANE 23 Engine mounts also suffer from ne­ Our Associate Editor here at VIN­ with a new $118 Delrin needle valve and glect, and if you happen to have a spinner TAGE AIRPLANE, Norm Petersen has a new "used" float, was installed and the that tracks near your cowl, you can hear also had an interesting experience with "sag off" diminished in regularity, how­ some expensive rubbing noises if the rub­ his airplane. Here's his explanation: ever it still persisted. A close inspection ber mount deforms too much. Manya of the fuel system revealed a collection of Chief nose bowl has been damaged by the Carburetor cottonwood seeds (the fuzzy kind you see spinner rubbing against the cowl. Believe Fuel Hose Replacement floating lazily in the early summer skies) it or not, the mount you see in this shot had formed a "mat" of fuzz about 1116 was only 2 years old when it was replaced. Certain "glitches" can be very difficult inch thick on top of the brass fuel strainer The small necked-down area has been ex­ to run down. My J-3 Cub with a Conti­ in the sediment bowl! Eureka! This truded out through the front of the engine nental C90-8 engine developed a frustrat­ must surely be the heart of the problem! mount, and you can also see that it has de­ ing habit of "sagging off" about 150/200 However, removal of the fuzzy mat formed so that the engine droops down­ rpm while in cruise. The slowdown was and reassembly was followed by the usual ward at rest. The quality of the rubber for accompanied by a notable engine rough­ "sag off" of the engine, although not these mounts (this one happens to be from ness, as if one cylinder was not doing its quite as frequent. Various "experts" vol­ a Continental, but the source of the job. Checking both mags during the "sag unteered numerous suggestions, such as, mounts is unknown) seems to vary widely. off" revealed nothing. Response to ap­ leaky intake manifold (we replaced all Some have been rather hard, while others plying carb heat was also normal. Hmm. four intake gaskets at the cylinder head), seemed to be a bit on the soft side. I'd Perhaps a valve was hanging up in one of and possible flopping baffle in the muf­ recommend having a spare set or two on the cylinders. Copious additions of Mar­ fler (a close check revealed nothing hand at all times and removing and in­ vel Mystery Oil changed nothing. Even loose). specting them each annual. Besides, " Surefoam" was tried in an effort to Stan Gomoll asked about the fuel hose they're cheap as well - a full set of eight loosen up the valves. No help. Maybe to the carburetor. It had not been can be had for less than $15.00. If you no­ our problem was related to the fuel sys­ changed in the nine years I have owned tice that your spinner or prop hub just tem. the Cub. We carefully assembled a new doesn't seem to line up the way they used A different carburetor from another hose with new end fittings and installed it to, it may not be the cowl that's misaligned C-90 was tried - in addition to the normal between the sediment bowl and the car­ - it could be the engine mounts. Check it sag off, the carb leaked and eventually, buretor. (Apparently the old hoses begin out! the float sunk! The original carb, along to separate between the plies and shrink internally. We cut the old hose apart and the hole in the hose was not round - it was now a very odd shape - somewhere between square and "lumpy". See the photo.) In the last 14 hours of flight, the en­ gine has only "sagged off" a couple of times. We have not totally cured the problem, but we are getting closer to a solution! Like I said in the beginning, some of these "glitches" can be a real bearcat to run down . Anybody else have any ideas?

That's this month's installment. What do you have to add to our growing list of useful tidbits? Remember, we're adding A few months ago in Andrew King's article on cable splicing we mentioned that new folks to our ranks every day, and to you would most likely have to find an old splicing clamp or make you own. Soon af­ help them along as they become more terward, we received an example of a cable clamp made by the nice folks at Wanco familiar with their airplanes, we can all Tool Company, 9840 Kings Ridge Rd., Colorado Springs, CO 80926-9639. Their do our part and teach them what we al­ Fax number is 719/540-9180. It's a spring loaded tool neatly constructed out of De1­ ready know. Let's pass it along! Send rin® plastic and stainless steel. The knurled handles allow you to hold the tool in you A /C Tidbits to H.G . Frautschy, your hand while working on your cable splice, or you can secure it in a vice. A lever EAA Aviation Center, P.O. Box 3086, lock secures the plunger so your thimble and cable can be held in place. Oshkosh, WI 54903-3086. ...

24 SEPTEMBER 1994 PASS IT TO ~~lJuck An information exchange column with input from our readers.

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

Oil, changes, and why. In a follow-up tn routed through the crankcase - that assists prime the dickens out of it and start it with­ the article in last month's Vintage Air­ with cooling the o il. An external oil tank out some pre-oiling. Even the big boys like plane, I had intended to write about how to a nd the associated lines also disperse the the T -28s a nd the B-1 7 run t he sta rte r go about doing an oil change. The more I heat. But wait a minute ! Don' t ass ume through at least two complete revolutions thought about it, the more I felt maybe I'd that COLD oil is better. All these little oil before th ey start. This assures the oil has a better talk about what the oil actually does balls work best at the normal oil operating chance to wet things up. I personally like for your engine. te mperature. Those te mpe ratures also to pull the prop thro ugh on the first pre­ Aircraft e ngine o il does a numbe r of help to vaporize accumulated moisture and fli ght of the day. I do it on the Champ and things besides leak and make your engine fu el seepage past the rings due to ove r­ the Sedan, and any other engin e I preflight. compartment dirty. It serves a number of priming. I get to feel the compression, some times purposes, and if you'll bear with me fo r a The cushion effect is best visuali zed by referred to as the "poor boy's compression bit, I'll refresh your me mory and maybe imagining how the connecting rod goes check," and I can listen to the magneto im­ give you some reason to change it once in a ba nging up and do wn a t 2300 rpm. It's pulse snap and for any unusual noises that I while. moving in two directions - both linear and can't hear if the engine is running. Basically, oil serves you and your e n­ circular, and all kinds of forces are placed So fo lks, cha nge tha t o il regula rly. gine in several functions: it lubes, it cleans, o n the jo urnals, pisto n pin, ring grooves Don't assume that since the engin e has not it helps cool the engine. It acts as a buffe r and other moving parts as well. A prope r been used for a couple months and the oil or cushions th e shocks of operati on; it seals weight oil is also hanging on like crazy and looks clean, that it is. Long peri ods of sit­ the rings and valve guides to enhance com­ effective ly sealing because it is so te na­ ting will all ow the contamina nts and the pression, and it protects the machine sur­ cious. Those little balls take quite a beat­ sludge to settle to the bottom of the case. faces even when the engine isn't running. ing. Small wonder they wear out, get dirty The first run aft er a long layoff will result The oil has to do all these things consis­ and need changing. in these contamina nts mixing it up again tently, or wear and eve ntual destructio n The protection we get for our machined and might even damage the e ngine if it will result. What say we review how the oil parts, cylinder wall s, valv e trains and the isn't changed as soon as it's noti ced. does all these things. like comes fr o m the film that clings to all Enough for now, it's over to yo u. Lubrication, friction reduction. Try to these surfaces long after shutdown. T hese visuali ze jillions of mi cro-mini little ball new formulated multigrade oil s are great! bearings everywhere in your engine. That Caution word here. Don't let that e ngine is wh at oil is. Higher viscosity, bigger little set fo r weeks and the n go o ut th e re a nd balls; simple, eh? Cleaning. The as h dispersant additives in today's modern oils hold the contami­ nants and dirt that used to become sludge in suspension. The stuff rides around and doesn't stick and hide in the corners 'cause it can't. The additives are doing the job the manufacture r made the m fo r. Look how quick the oil gets dirty. When you change oil at the manufact urer's recommended in­ terval, you're getting rid of all these poten­ ti al acid etchers and combustion associated dirt. Cooli ng takes place because the oil cir­ culates. The constant fl ow of o il is much greater than the engine actually just needs fo r lubri cati on. It circul ates and reaches places where you couldn 't possibly direct ai r o r wate r, a nd as it mixes with the in ­ coming cooler oil , the temperature is steady and constant. Even if you don't have an oil cooler, the blast of air past the case and the All the conveniences of home! Sandy and Phil Mc Kenzie of Chapter 797 in Live Oak, exposed parts carry off the excess heat. In Florida put together this little display at EAA Sun 'n Fun '94. Makes you wonder how some of the engines the inta ke tubes a re many of their fellow campers asked to use the "facilities."

VINTAGE AIRPLANE 25 The following list of coming events is furnished to our readers as a matter of information only and does not con­ stitute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, All: Golda Cox, P. O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date.

SEPTEMBER 8-11 - PAGOSA vintage Travel Airs on the west coast. 7774. Lodging, Sheraton Inn Aberdeen SPRINGS, CO - Bellanca-Champion Good food , flying events, world famous 1/800/346-3612. Club International Convention. auction and more. For info call OCTOBER 1-2 - POTISVILLE, PA 414/783-6559. evenings: Jerry Impellezzeri, 408/356­ - Schuylkill County airport. Sixth an­ SEPTEMBER 10-11- HICKORY, 3407. nual Eastcoast Bellanca/Champion so­ NC - EAA Chapter 731 9th Annual Fly­ SEPTEMBER 23-24 - MOCKS­ cial/education and service clinic. Call In. 704/328-5807 or 704/396-7032. VILLE, NC - TARA FIELD - 9th An­ Tom Witmer, 717/544-9311 or Ellie SEPTEMBER 10-11- HOBBS, NM nual Anything That Flies Fly-In. Early Thoens at 908/542-5599 for more infor­ - CAF New Mexico Wing Fly-In and arrival party and fun flying 23rd. 24th mation. Open House. Breakfast and lunch Sat­ Big Day. Events, awards, USO style Big OCTOBER 1-2 - SUSSEX, NJ - Sus­ urday. For accomodations and ground Band party Saturday night. Prize for sex Airport. Quad chapter Fly-In, Flea transportation info, contact Brad best 1940's war years costume. CLT sec­ Market sponsored by EAA A/C Chap­ Woody, 505/392-6660, or write P.O. Box tional, 2100 x 80 , apt info 122.9, auto ter 7, EAA Chapters 238, 73 and 891. 1260, Hobbs, NM 88240. fuel , land north, if possible. Private fly­ Forums on welding, mag timing, Pieten­ SEPTEMBER 10-11- SCHENEC­ in operation and attendance is at your pol and Heath construction. For info TADY, NY - Northeast Flight '94 Air­ own risk. Info 704/284-2161 or 704/284­ call Herb Daniel 2011875-7983 or Paul show. Call the Empire State Aero­ 2107 . Styger at Sussex airport, 201/702-9719. sciences Museum for more information, SEPTEMBER 23-24 - BARTLES­ OCTOBER 9 - TOMAH, WI - 518/399-5217. VILLE, OK - Frank Phillips Field. 37th Bloyer Field. EAA Chapter 935 5th an­ SEPTEMBER 10-11- MARION, Annual Tulsa Regional Fly-in. For info nual Fly-In breakfast. Call John Brady OH 29TH MERFI - EAA Regional call Charlie Harris, 918-622-8400. at 608/372-3125. Fly-In. Call 513/849-9455. SEPTEMBER 23-24 - NORTH LAS OCTOBER 12-17 - TULLAHOMA, SEPTEMBER 10-11- BAYPORT, VEGAS, NV - Sixth Annual western TN - 1994 Staggerwing - Travel Air­ NY - Brookhaven-Calabro Airport. Waco Assoc. Reunion. Largest Waco Twin Beech Convention, sponsored by 31st annual fly-in hosted by the Antique gathering in the western U.S. Contact the Staggerwing Museum Foundation. Airplane Club of New York. Rain date: Jon Aldrich , 209/962-6121 for more Howard, Spartans and Twin Bonanzas Sept. 17-18. info. are also welcome. Membership in the SEPTEMBER 7-11 - GALES­ SEPTEMBER 24 - RANGER, TX ­ Staggerwing Museum required - for BURG, IL - Galesburg Municipal air­ EAA Chapter 956 3rd Annual Classic more information, call 615/455-1974. port. 23rd National Stearman Fly-In. Antique Fly-InlLunch. 817/647-5308 Pre-registration by Oct. 1 is also re­ Contact: Tom Lowe, 823 Kingston Lane, SEPTEMBER 24-25 - ZANES­ quired. Crystal Lake, IL 60014. Phone 815/459­ VILLE, OH - John's Landing Airfield. OCTOBER 14 -16 - KERRVILLE, 6873. 3rd Annual Fall Fly-In. Sponsored by TX - Kerrville Municipal Airport. EAA SEPTEMBER 16-18 - ARAPA­ EAA Antique/Classic Chapter 22 of Regional Fly-In. Camping, Forums, and HOE, NE - Antique Airplane Fly-In. Ohio. Antique/classics welcomed. Food awards banquet Saturday night. For Call 308/962-5240 for more info. - Friends - Fun. For information call more information, call the Kerrville SEPTEMBER 16-18 - FORT Virginia at 614/453-6889. Chamber of Commerce at 800/221-7958. WORTH, TX - Alliance Airport. The SEPTEMBER 24-25 - BINGHAM, OCTOBER 21-23 - AUGUSTA, GA All American Sport Aviation Fly-In , ME - 25th Annual Gadabout Gaddis air­ DANIEL FIELD - Boshears Memorial sponsored by EAA Chapter 34. A wide show and fly-in. Pilot contests, Booths, Fly-In. Phone 7061736-9512 variety of aviation activities are planned. Displays, Demonstrations and lots of NOVEMBER 10-13 - MESA, AZ ­ Call 817/572-1205 for more information. food. Contact Maine White Water at 1994 Copperstate Regional EAA Fly­ SEPTEMBER 17-18 - ROCK 207/672-4814 for more information. In. Williams Gateway Airport. 1­ FALLS, IL - 8th Annual North Central SEPTEMBER 29 - OCTOBER 1­ 800/283-6372, Fax 602/827-0727. NOTE: EAA "Old Fashioned" Fly-In. Pancake CAMDEN, SC - AnnuaJ Fall Fly-In for NEW DATE AND LOCATION! breakfast on Sunday. Call 708/513­ Antique and Classic Aeroplanes spon­ DECEMBER 3 - 4 - LAKELAND, 064l. sored by EAA A/C Chapter 3. Awards, FL - Lakeland-Linder Municipal Air­ SEPTEMBER 18 - TUNKHAN­ vintage films, speaker. Good EAA fel­ port. A gala fly-in Christmas party, NOCK, PA - Skyhaven Airport (76N). lowship. For info contact Ray Bottom, hosted jointly by Florida Sport Aviation Annual Fly-In Breakfast sponsored by Jr., 103 Powhatan Pkwy, Hampton, VA Antique And Classic Assoc. (FAACA), Shkyhaven Pilot's Assoc.. Camping 23661 or Fax at 804/873-3059. Florida Ercoupe Club, Short Wing Piper with modern facilities, come Friday or SEPTEMBER 29-0CTOBER 2­ Club, Cessna 170 Club, J-3 Club Florida Saturday and beat the traffic and fog! CHURCHVILLE, MD - Harford Aero Club, et al. The party will be held For more info, call Steve Gay at County Airport (OW3). 19th Annual on the Sun 'n Fun grounds, with the 717/836-4800. Convention Fly-In of the International party and dinner in the FAA building, SEPTEMBER 22-24 - EXETER, Cessna 120/140 Association. Contact: and fly-in HQ at the AlC building. Con­ CA - 12th Annual West Coast Travel Howdy McCann, Jr., 2432 Plesantville tact Don Russell at 813/676-0659 for Air Fly-In. Largest annual gathering of Road, Fallston, MD 21047. 410/877­ more information. ..

26 SEPTEMBER 1994 WELCOME NEW MEMBERS

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

Jon Abts Washington, VT C. R. England Dallas, TX Todd Owens Eden Prairie, MN Steve Adams El Cajon, CA Marty Ann Falin Avon Park, FL Kenneth J. Parkes Middleburg, NY Troy N. Alford Mc Comb, MS John L. Flick Cerritos, CA Jeffrey E . Paulson Portland, OR Tom Amberson Chicago, IL Beat Galliker Luther W. Poynter Mountain, AR Anthony C. Ambrose Mentor,OH Emmenbruecke, Switzerland Mike Pristash Mentor, OH Todd K. Andersen Minneapolis, MN Terence G. Gandy Wichita, KS Kenneth P. Radabaugh Edward L. P. Aniskewicz David W. Garber Waynesbaro, VA Snellville, GA Milwaukee, WI G.H. Garrett Grand Junction, CO Richard C. Rank Excelsior, MN Eugene E. Anklam Catoosa, OK Kl ein S. Gilhousen Bozeman, MT Tom W. Raphael Burbank, CA Robert James Armstrong Kenneth C. Gooch Peter Rasmussen Columbus,OH Belgrave, Ontario, Canada Klamath Falls, OR Scott M. Reetz Clintonville, WI Robert W. Bailey East Moline, IL Danny Grayless Orfordville, WI Mary A. Roser Poplar Grove, IL Robert V. Bashforth Ron L. Greenough Robert T. Rudd Argyle, WI Camano Island, W A Surry, British Columbia, Canada Jack W. Ryan Leon Basler Sky Ranch, SD Frank Gropler Saskatoon, Sask, Canada Yves Belanger Bainsville, Ontario, Canada Richard L. Sacco Medford, MA Mont-Joli, Quebec, Canada Loren E. Hansen Des Moines, W A Jim Sacks St Louis, MO Robert Bell Alexandria, V A Paul Havill Ed Schrufer Redwood City, CA Frederick W. Beseler La Crosse, WI Tawa, Wellington, New Zealand Eric J. Secrist Sonoma, CA John C. Blackwell Mosinee, WI Michael Hazlewood Cordova, TN Gary Sigvaldsen Cary, NC Michael G. Bockelman Douglas Hilgendorf Welcome, MN R. L. Slaughter Vidor, TX Lees Summit, MO Merton E. Hill Naples, FL Steve Sloan Collierville, TN W. G. Boeck Camarillo, CA John P. Hines Bowling Green, KY Robert M. Smith, Jr. Wichita, KS Judd Boies Wilton, CA Claude C. Horton Spartanburg, SC J. Lawrence Smith Greenville, SC Jon W. Bowden Daytona Beach, FL Robert Hufford Cynthiana, KY Kenneth W. Smith Great Mills, MD Bernard P. Bower Jersey Shore, PA Edward Jamison Mt Carmel, IL Robert L. Solosky Geneva, IL Daniel M. Breon Lousiville, TN H. Jack Jella Salinas, CA Carl J. Squires Bob Briscoe Ozark, AL Russell D. Johnson Lakewood, CA Waterloo, Ontario, Canada Sam P. Broady Tampa, FL Donald Kilpatrick Markyate, England James R. St. Julien Stockbridge, GA Neil D. Brundidge Snata Ynez, CA Anthony King Vancouver, W A John Stedman Granada Hills, CA Curtis Burns Bryan, TX Jerry N. Kirby Westmoreland, TN Ronald Strac Tabernacle, NJ Sean S. Campbell J. Scott Kleppe Wheeler, IN Keith M. Strong Northport, MI Corona Del Mar, CA John R. Kleppe Wheeler, IN Daniel J. Sullivan West Jordan, UT Robert F. Carey Pompano Beach, FL Larry R. Kolar Barstow, CA Thayer Syme New York, NY Enid Carlson Thomas J. Krueger Salem, OR Takasi Tajiri Red Lake, Ontario, Canada Paul J. Kubik Lapeer, MI Kikuyo, Machi, Kikuchi Gun, Japan Lloyd D. Carr Boulder, CO Frank W. Langrell Wilm, DE Jerry Terman Bodega Bay, CA Richard Carscallen Philippe Lewis Harold L. Terry Tucson, AZ Manhattan Beach, CA Aylmer, Quebec, Canada David R. Toews Sam E. Cochran Swanton, OH Eugene M. Litz Eldersburg, MD Winnipeg, Manitoba, Canada Jon Cockes Citra, FL Gerald W. Looney Brentwood, TN John S. Torvik Vacaville, CA Thomas F. Constantino Rosellen Loye Auburn Hills, MI Luther S. Turner Perry, FL Satellite Beach, FL Eric G. Malzer Irving, TX Richard Ungerecht Detroit Lakes, MN Alan A. Copse Patrick B. Manning Watertown, cr Edward F. Urbanowski Paxton, MA Oakham, Rutland, England Jon D. McCoy Austin, TX Robbie C. Vajdos Louise, TX Claude C. Crawford Annapolis, MD Bradley J. Mears Dallas, TX Leland L. Wainscott Chloride, AZ Bill E. Crummy Topeka, KS Jerry Allan Miel Tucson, AZ Joseph Warren Charleston, SC Edward J. Cryer Downers Grove, IL William B. Miles Barrington, IL Gary V. West Marshalitown,IA J ames Darrah Round Rock, TX Mickey Mishne Medina, OH Ronald Westphal Aurora, IL Michael L. Delmonico Norwich, NY Richard W. Moreus John E. Whatley, Jr. Plano, TX Tommy Diossy Palatine, IL Sunfish Lake, MN Johnny C. White Morrow, GA Roger L. Doherty Stuart, FL Butch Morris Chandler, AZ Robert W. Whiteside Whiteland, IN Jeannie Heckendorf Dunlap Jeffrey L. Morris Jeff B. Whitford Alpharetta, GA Vacaville, CA Rathnew, County Wick low, S. Ireland John H. Wish nick Scarsdale, NY Charles Dysart Deer Park, W A Phyllis A. Natanek Bartlett, IL D. Eugene Zeigler Swanton,OH Robert D. Elder Bronx, NY Timothy Orton Walker, MN Richard P. Zolnowski Edgerton, MO

VINTAGE AIRPLANE 27 MOVING?

IS THERE A NEW LOCATION IN YOUR IMMEDIATE FUTURE?

Be sure that your membership 35¢ per word, $5.00 minimum charge. Send your ad to The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086. . . . and VINTAGE AIRPLANE ... Payment must accompany ad. VISAIMasterCard accepted. follows you. Let us know at least two months in advance AIRCRAFT: of your move. 1938 WACO AGC·8 for sale -Originally owned by TWA with a very interesting history. Phone Ivan Trofimov 513/884-7172 or write 7700 Countyline Road, N., Brookville, Ohio Send your change of address 45309. (9-1) (include membership number) to: MISCELLANEOUS:

SUPER CUB PA·18 FUSELAGES - New manufacture, STC-PMA-d, 4130 chrome-moly VINTAGE AIRPLANE tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry Creek Rd., Belgrade, Montana 59714. 406-388-6069. FAX P.O. BOX 3086 406/388-0170. Repair station No. QK5R148N.

OSHKOSH, WI 54903-3086 (NEW) This & That About the Ercoupe, $14.00. Fly-About Adventures & the Ercoupe, $17.95. Both books, $25.00. Fly-About, P.O. Box 51144, Denton, Texas 76206. (ufn) or call 1-800/843-3612 GEE BEE - R-1, R-2 super-scale model plans used for WolflBenjamin's R-2. GB "Z", "Bulldog," "Goon," Monocoupe, Culver, Rearwin. Updated, enlarged (113, 114, 116-1124). PLANS on SHIRTS/Capsl Catalog/News $4.00, refundable. Vern Clements, 308 Palo Alto, Caldwell, ID 83605. (c-9/94)

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ, Cub, Taylorcraft, Stearman, etc. Military reconditioned, $5.75 to $9.75.404/478-2310. (c-11/94)

Popular Aviation, Aero Digest, Aviation, Sportsman Pilot and other vintage aeronau­ tical magazines from 1920s, 1930s and 1940s. Have several thousand available. Also other 1915-1950 plane and pilot items. Buy - sell - trade. 44-page catalog airmailed to you, $5. Jon Aldrich, Airport Box-9, Big Oakflat, CA 95305, phone 209/962-6121. (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg. Ctr, Inc. 414/235-0990. Oshkosh, Wisconsin. (c-6/95)

BABBITT BEARING SERVICE - Cam shaft grinding, piston rings, piston pins, camfol­ lowers ground. For shipping instructions: 1·800-233-6934. Jack Bunton, Machinist, VINTAGE ENGINE MACHINE WORKS, N 604 Freya, Spokane, WA 99202. (9-1)

DO YOU SAVE Old Rhinebeck Aerodrome - Cole Palen Memorial - Foundation introduction and missing man formation flight - VHS format, 41 min. An indelible moment in time. $20.00 SPORT AVIATION? plus $3.50 shipping & handling. Check or Money order to: Airborne Adventures Inc., 6229 If you're like many EAA members, you save Poolsbrook Road, Kirkville, NY 13082. (12-4) your back issues of Sport Aviation as a personal resource library. But how many times have you searched through a mile-high Wheel Pants - The most accurate replica wheel pants for antique and classics available stack of magazines looking for one article only on the market today. 100% satisfaction guaranteed. Available in primer gray gelcoat. to find that issue damaged or, worse yet, Harbor Ultra-Lite Products Co., 1326 Batey Place, Harbor City, CA 90720, phone missing! End your worries and organize your 310/326-5609 or FAX 310/530-2124. (ufn) Sport library with these new EAA Sport Aviation binders. Store a complete year's worth of Sport Aviation, without worry. ENGINES These attractive, high-quality binders are extremely durable and are available in deep TAILDRAGGER AND BIPLANE LOVERS! NEW HIGH QUALITY VIDEOS FROM ENG­ blue with gold-colored lettering. LAND! A TAILDRAGGERS AND FARMSTRIPS. Piper's J-3 and J-5 'CUBS' display BINDERS: $9.95 each; 3 for $27.95; tailwheel flying and short field landing techniques. From grass runways and farmers fields 6 for $52.95. (plus shipping) take an aerial tour of rolling English countryside. A TIGER'S TALE tells a fascinating story Wis. residents add 5% sales tax. of the classic 'TIGER MOTH' featuring Christopher Reeve - a must for those who love To order, call open cockpit flying! Only $19.95 eaCh plus $3.75 S&H for one tape and $1 for second tape. 1·800-770·0747. Mail: VC Marketing, 40 Kitty Hawk East, Richmond, TX 77469 (Tx. 1-800-843-3612 Res. and 7-114% tax). ASK ABOUT OUR "PREVIEW TAPE" FEATURING 25 EXCITING or write: AVIATION VIDEO PREVIEWS. (c1094) Sport Binder, P. O. Box 3086, Oshkosh WI 54903-3086.

28 SEPTEMBER 1994 Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation. Custom quality at economical prices. • Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets When it goes on display again, the Spruce Goose • Baggage compartment sets will be sporting tough new fabric control surfaces by • Firewall covers Poly-Fiber. The AirVenture Museum people want • Seat slings them to last... and Poly-Fiber will . On the Goose, • Recover envelopes and dopes and on your airplane, too. Watch for announcements Free catalog of complete product line. of future Poly-Fiber builder workshops. F"md out how Fabric Selection Guide showing actual sample colors and easy it really is to do it yourself. styles of materials: $3 .00 . The Benchmal'k 01 Aircraft labric (overing Systems aiR~AODUCTS' INC. Customer Service: 259 Lower Morrisville Rd ., Dept. VA 800-362-3490 Fallsington, PA 19054 (215) 295-4115 Other Stuff: 909-684-4280 Post Office Box 3 129 Riverside, California 925 19 -Aircraft C<>atings LEXANDER __ EROPLANE COMPANY,INC. UTLIT'J SEAVa "Our Main Product is Service" p.o. box 468 madison, north carolina 27025 • Hardware (919) 427-0216 • Airframe Parts • Interiors & Covering Materials • Presewn Fabric Envelopes

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VINTAGE AIRPLANE 29 us and 4-426-48(0) 24-hour FAX: 414-426-4873 credit cards accepted. ·Wis. residents add 5"10 sales lax. AVIATION UNLIMITED AGENCY

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