EDITORIAL STAFF Publisher Tom Poberezny Vice-President, Marketing and Communications Dick Matt October 1994 Vol. 22, No. 10 Editor-in-Chief Jack Cox Editor Henry G. Frautschy CONTENTS Managing Editor Golda Cox 1 Straight & Level/ Art Director Espie "Butch" Joyce Mike Drucks Computer Graphic Specialists Sara Hansen 2 AlC News/ Olivia L. Phillip Jennifer Larsen Compiled by H.G. Frautschy Advertising Mary Jones 3 Aeromail Associate Editor Norm Petersen 4 A.D. Notes and You/ Feature Writers George Hardie, Jr. Dennis Parks Bill Claxon Page 6 Staff Photographers Jim Koepnick Mike Steineke 6 Aircraft Antennas Carl Schuppel Donna Bushman for the Pilot ­ Editorial Assistant Part WBill Butters Isabelle Wiske EAA ANTIQUE/CLASSIC DIVISION , INC. 9 Something Old, Something New· OFFICERS EAA OSHKOSH '94/ President Vice-President H. G. Frautschy Espie 'Butch' Joyce Arthur Mor\lan 604 Highway St. W211 Nl1863 Hilltop Dr. Madison. NC 27025 Gemnantown. WI 53022 20 Like Father . . . / 919/427-0216 414/628-2724 H.G. Frautschy Secretary Treasurer Page 9 Steve Nesse E.E. 'Buck' Hilbert 2009 Highland Ave. P.O. Box 424 Albert Lea. MN 5tl:XJ7 Union.IL 60180 25 Mystery Airplane/ 507/373-1674 815/923-4591 George H ardie DIRECTORS John Berendt Robert C. 'Bob' Brauer 25 Pass it to Buckl 7645 Echo Point Rd. 9345 S. Hoyne Cannon Falls. MN 55009 Chica~o. IL 60620 E.E. "Buck" Hilbert 507/263-2414 312/ 79-2105 Gene Chose John S. Copeland 2159 Carlton Rd. 28-3 Williamsbur8 Ct. 28 Welcome New Members Oshkosh. WI 54904 Shrewsbury. MA 1545 414/231-5002 508/842-7867 29 AlC Calendar Phil Coulson George Doubner 28415 Springbrook Dr. 2448 Lough Lane Lawton. MI 49065 Hartford. WI 53027 30 Vintage Trader Page 20 616/624-6490 414/673-5885 Charles Hanris Stan Gomoll 7215 East 46th St. 1042 90th Lane. NE FRONT COVER . . The winner of the Grand Champion Antique Tulsa. OK 74145 Minneapolis. MN 55434 Lindbergh trophy at EAA OSHKOSH '94. this is Tom D. Baker. Jr. and 918/622-8400 612/784-1172 his 1941 BL-65 Taylorcraft. EAA photo by Jim Koepnick. Shot with a Dale A. Gustatson Jeannie Hill 7724 Shady Hill Dr. P.O. Box 328 Canon EOS-1 equipped with an 80-200mm I f2 .8 lens. 1/ 250 at f81 Indianapolis. IN 46278 Harvard. IL 60033 on Kodak Ektachrome Lumiere 100 film. Cessna 210 photo plane 317/293-4430 815/943-7205 piloted by Bruce Moore. Robert liCkteig Robert D. 'Bob' Lumley BACK COVER ... The only Curtiss Robin on Edo M-2665 floats of the 1708 Bay Oaks r. 1265 South 1241h St. Albert Lea. MN 5tl:XJ7 Brookfield. WI 53005 same vintage was awarded the first-ever G rand Champion 507/373-2922 414/782·2633 Seaplane Lindy. The Robin was flown to Oshkosh by its owner. R. Gene Morris George York W. "Buzz" Kaplan (EAA 70086. A/C 8609) of Owatonna. Minnesota . 115C Steve Court. R.R. 2 181 Sloboda Av. EAA photo by Norm Petersen. Shot with a Canon Elan camera Roanoke. TX 76262 Mansfield. OH 44906 equipped with an 80·21Omm/ f4-5 .6 lens. 1/ 250 at f5.6 on Kodak 817/ 491 -911 0 419/529-4378 Ektachrome Lumiere 100 film. Piper Cub photo plane flown by Mike Weinfurter. 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. Willman is open to an 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 surface mail. 904/245-7768 ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. ADVISORS EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the Joe Dickey Jimmy Rollison 55 Oakey Av. 640 Alamo Dr. authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. 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 707/451-0411 The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM. SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL Dean Richardson Geoff Robison CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered 6701 Colony Dr. 1521 E. MacGregor Dr. trademarks. THE EM SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EM ULTRALIGHT CONVENTION are trademarks Madison. WI 53717 New Haven. IN 46774 of the above associations and their use by any person other than the above association is strictly prohibited. 608/833- 1291 219/493-4724 STRAIGHT &LEVEL

by Espie "Butch" Joyce

Each year during the last weekend went back to England and when he re­ past Convention to help us determine of September, the North Carolina De­ turned, everyone was gone. For many what things can be done to make partment of Transportation Division years a play, "The Lost Colony," has EAA Oshkosh '95 even more enjoy­ of Aviation, in cooperation with the been staged during the summer able for our membership. Any items FAA, hosts a North Carolina coastal months to dramatize what might have that need correcting, from a grounds air tour. In the past, I'd never flown happened to the colony. Years ear­ or physical plant (buildings, etc.) on this tour. With the Fall weather lier, my dad told me that he knew standpoint need to be taken care of here in the Carolinas having been so what had happened to them - the early, because of the long winter sea­ nice , I decided we would do it this mosquitoes carried them off! son in Oshkosh. year. We departed Saturday morning fly­ Another item of interest to the We loaded up the Baron and de­ ing in trail down the beach side of the membership up for discussion at the parted the afternoon of September 23 outer banks. Board meeting will be our dues struc­ for Manteo, NC. After landing at The State and FAA had cleared the ture. Your dues at this time are $20.00 Dare County Airport we registered restricted areas and MOAs in the area per year. In 1993 it cost the An­ with the group and drove over to our for us. Nearly 100 airplanes flew in tique/Classic Division almost $25.00 hotel at Nags Head, located on the trail down the coast. We all landed at to service each member. We have outer banks of North Carolina. Nags Beaufort, North Carolina where we been able to offset this extra expense Head at one time was a pirates hang­ were on our own to track down lunch. because of the advertising income out. Blackbeard and his crew, among Beaufort, is an old whaling village dat­ from VINTAGE AIRPLANE and others, harbored there on the inlet ing back to the 1740s. Lunch on the the merchandise sales during the year, side. The town was called Nags Head water there was great and a walking most of which occurs at Oshkosh at because they would hang a lantern tour of the historical area was fun. each year's Convention. We are now around the head of an old nag and We then departed Beaufort for starting to lose ground, because of walk it up and down the sand dunes Wilmington, North Carolina for a stay printing expense, postage and other along the beach. Ships would see this overnight. We all had dinner on the items. We've been advised that we light bobbing up and down and, think­ fantail of the battleship USS North should expect as much as a 6 percent ing it was another ship, they would Carolina with a speaker program after increase in the cost of paper right come over to follow in trail, only to the meal. away with another increase later next run aground. The local pirates would We returned home to Shilo airport year. To top that off, the US Postal carry off the ship's goods once it broke on Sunday satisfied with a great week­ Service is revising the non-profit up. For a while it was a lucrative way end. If you're in the local area next postage rates this year, eventually for the pirates to make a living. year, you may want to check with the eliminating the lower rates for non­ Just north of Nags Head is the town North Carolina Department of Trans­ profit associations. of Kill Devil Hills of Wright brothers portation to find out when the coastal Should anyone have any good ideas fame. The imposing memorial there is air tour will take place. along this line, I would like to hear well worth the visit. There is a hard On the business side, your Board from you. runway within walking distance, oper­ of Directors will be meeting in For now you can help your Divi­ ated by the National Park Service. Oshkosh the first weekend of Novem­ sion by asking a friend to join the An­ On Friday night we went over to ber. Should you have any items that tique/Classic Division. Let's all pull in Fort Island, where Sir Walter Raleigh you feel we need to address, please let the same direction for the good of avi­ landed on the shores of America with me know so we can add it to the ation. Remember, we are better to­ the first colonial settlers. Sir Walter agenda. We will be discussing this gether. Join us and have it all. ....

VINTAGE AIRPLANE 1 compiled by H.G. Frautschy

NEW ARTWORK FOR gating the possibility of putting the air­ VINTAGE AIRPLANE plane back into production. You can contact them at 206/639-1446 or fax at You may notice as you peruse the 206/639-0332. pages of this month's VINTAGE AIR­ PLANE that there is some new artwork gracing the pages of Mystery Plane, Wel­ CESSNA 170 STC come New Members and the Fly-In Cal­ endar. Long time EAA and member Jim Barnstormer Aviation, who has al­ Newman , who has volunteered his ser­ ready obtained STC approval for alter­ vices in the past for EAA, has graciously nator installations in the Aircoupe and consented to work up some drawings for Cessna 12011401140A has announced the us when we could use his deft pen and availability of an STC for installation of ink touch. His first efforts were directed a 60 amp alternator on the Cessna towards sprucing up the heads of a few of 170/170A/170B. For more information, our columns, and next month, you'll see contact Fred Lagno at Barnstormers NASM NEEDS HELP the fruits of his technical illustration Aviation, 911 Sportsman Neck Rd. , TO DISPLAY labors. Many readers may recall the in­ Queenstown, MD 21658 or call 410/827­ BETTY SKELTON'S PITTS tricate drawing of the Laird Super Solu­ 7896. tion for EAA's book on the creation of Curators and volunteers at the Smith­ the Solution replica - it too was the cre­ sonian's National Air and Space Museum ation of this talented man. Jim's voca­ KEEP LORAN GOING! are working to prepare Betty Skelton's tion is as an artist, and he excels at tech­ Pitts Special for display. The Pitts, nical illustration, a form of industrial art The U.S. Coast Guard is considering dubbed "Little Stinker" was the airplane Jim has been working at for most of his the termination of the Loran C system, used by Betty to win the National Aero­ long career. If you think your company which would leave a large number of batic Championships in 1948, '49 and could use someone as talented as Jim for users holding the bag with useless equip­ 1950. It is the second Pitts Special built your project, you can contact him in Ho­ ment. Aviation, marine and and many by Curtiss Pitts in 1946 and sold originally bart, IN at 219/942-2571. His volunteer other users find the Loran C system to to Jess Bristow, who had Curtiss' friend efforts for the Division are appreciated! be perfectly adequate for their needs. Phil Quigley fly the biplane in airshows The Wild Goose Association collected during 1947. When bought by Betty in over 4,500 signatures on a petition sup­ 1948, she immediately started to use it for HEllO COURIER TYPE porting the Loran C system at EAA her own airshow and competition work, CERTIFICATE SOLD OSHKOSH '94. EAA, while certainly and in doing so she set the world of aero­ recognizing that GPS will be the naviga­ batics on its ear. The small biplane would Helio Enterprises, Inc. of 17644 SE tion system of the future, supports the dominate the world aerobatic scene for 293rd Place, Kent, W A 98042 has pur­ continued maintenance of the Loran C many years to follow. chased the type certificate, drawings, en­ system. You can address your comments When first built by Curtiss, the second gineering data and production tooling about Loran C to: Mr. Frank Kruesi, As­ Pitts had a Continental C-85-8F5 engine. for the complete line of Helio aircraft. sistant Secretary for Transportation pol­ Later, she had a Continental C-90-8FJ Helio is currently putting a plan together icy, U.S. Department of Transportation, fuel injected engine installed (the same to support the approximately 250 Couri­ 400 7th Street SW, Washington, DC engine as in an Aeronca L-16) swinging a ers still flying. They also plan on investi­ 20590. McCauley IB90/CM7148 prop. When donated to the NASM, both the engine and prop were missing. If you can supply either a C90-8F or 8FJ (the NASM has EAA OSHKOSH '94 VIDEO the correct fuel injection system, so the engine does not have to come with one) It was a great one, that's for sure, and you can relive the and/or a 1B90 McCauley prop, please action of the 1994 EAA Fly-In and Convention with a contact either Rick Leyes, Aero Propul­ copy of "Destination: Oshkosh" the outstanding produc­ sion curator or Dorothy Cochrane, the tion by the EAA Video staff that chronicles the entire NASM's General Aviation curator, at spectrum of events during the Convention. Included is 202/357-2515. Neither the engine or the footage of the Antique/Classic area and aircraft, the prop needs to be in airworthy condition, Apollo astronauts reunion, Concorde, and many other although I'd imagine they would need the fascinating parts of the Convention. Order your copy prop to be relatively undamaged. You today by calling EAA's toll-free order number: 1­ can write to them at: National Air and 800/843-3612. The 60 minute show is available for Space Museum, MRC 312, Room 3308, $19.95 plus $3.00 shipping and handling. Smithsonian Institution, Washington, DC 20560. ...

2 OCTOBER 1994 MAIL

DART NOTE agonizing for awhile, Al Mooney said to that had the retractable landing gear like put undrilled bosses in the wing and line the Bellanca. I don' t think they were Dear Editor, drill them. Of course that worked. ever used; someone correct me if I'm My first job was to make the wing root wrong. I left the company about that The article in the July issue of SPORT fairings, which are about five feet long time in 1940 but not before we built and A VIA nON about Allen Johnson's Dart and full of compound curves. That's tested the new Culver Cadet. I made the was most interesting to me. While I was when I started to learn a little about mov­ first nose cowl for the Cadet by pounding a student at Parks Air College (now part ing sheet metal around. I never did get two pieces of .040 2S0 aluminum into a of St. Louis University) in 1936-'37 and one as good as I wanted. female form, then welded the two halves '38, I was given the job of forming new The " D" windows on Allen's Dart together and then I pounded some more. cylinder head baffles for Monocoupe. were not original but they are a nice ad­ I also made gear leg fairings that looked The new ones directed the airflow down dition. He surely did a beautiful job good and almost enclosed the gear when toward the rear spark plugs where the restoring this historic airplane. retracted. Didn't help the speed a bit, so thermocouples were located on Lambert One open cockpit Dart was suspended we didn't use them. engines. No doubt this was one of Al from the ceiling of Foster Lane's part of The Cadet had some bad spins at aft Mooney's ideas. Also while a student, a the hangar. It had a lop-eared jackass CG. On one test flight the pilot had to group of us saw the twin Monocoach at painted on the tail with a halo around its deploy the spin chute to stop the spin. It the Monocoupe factory. At that time we head. Wonder what became of it. stopped the spin ok but tore off part of didn't know who Al Mooney was. Al Mooney was a wonderful guy but the plane and came floating down over a After graduating from Parks in 1938, had a short fuse at times. One time Speed prison. Caused quite a little excitement! Oliver Parks got me a job with Dart Mfg. Wycoff, our part-time salesman and test On another flight, or maybe the same Co. in Columbus, Ohio. They wanted pilot, said the public would like to see one, the vertical fin spar broke right at someone who could do sheet metal work. certain changes in the Dart. Al said, "To the base but stayed in place. The pilot There were 12 to 15 of us in the whole hell with the public! We build good air­ landed safely and shut it down way out factory: Al and Art Mooney, Bill McMa­ planes. The public can take it or leave on the field. We towed it in so the public hon, Charlie Jamieson, Karl Repple, Bob it! " wouldn't see what happened. Hale, myself and a few others. Charlie, We put a 165 Warner in one special The reason I quit Culver in 1940 was Karl, Bob and I were all Parks graduates. built clipped-wing Dart. It also had a peg to increase my income. I was being paid Believe me, each Dart was handmade. leg landing gear. We built the special $75.00 per month. I went to work in One particular one gave us a real prob­ wings in one week. It still wasn't as fast Tuscaloosa, Alabama, helping maintain a lem ; the bolt holes in the fuselage for the as the clipped-wing Monocoupe we found fleet of Stearmans and CPT planes. In wing spar didn't line up with the holes in out one day during the race at Columbus. the meantime, Culver got the contract for the big aluminum boss in the spar. After We also built a pair of wings for the Dart the PQ8s and moved to Wichita. In early 1941 they called me and offered me a fabulous salary of $200.00 per month to come to Wichita as foreman of the sheet metal department; I made the move. There were about 30 sheet metal workers in that department. I soon found out what my job was. The company had a large number of PQ8s completed but the military wouldn't buy them because no two metal parts would interchange. Fi­ nally got it all straightened out. After that we built thousands of planes. At one time we were completing seven planes a day! I feel that I was fortunate to have been able to work with Al and Art Mooney and Bill McMahon. Allen, take good care of that Dart!

Sincerely,

Bill Riedesel, EAA 240009 Mentone, AL 35984 ...

VINTAGE AIRPLANE 3 held liable, many are no longer in exis­ tence. It is sad to see so many of the old companies go by the wayside, but the real­ ities of economics sometimes dictate their demise. Normally, most of these older aircraft have had most, if not all of their A.D.S outstanding ADs complied with, but some do slip through the cracks, and occasion­ ally there are some ADs coming down the pike as age catches up with them. It is interesting to note that on many of these older airplanes most of the ADs were small and inexpensive, compared to the notes issued on the modern airplanes. I have wondered about this and found a part of the answer. High Performance! Some of this is a result of the pursuit of ever higher performance envelopes. To accomplish this, the manufacturers have had to make compromises. One of these is a reduction in weight which has resulted in a reduction in strength in some areas. As pilots push the airplane ever closer and closer to the edge of the operating en­ velope (and sometimes beyond) we are stressing the airplane. But these operat­ ing envelopes are the desires of the poten­ tial customer, so the manufacturer tries to oblige. AD notes are one of the results from these fulfilled desires, and are being paid for in part by increased and expen­ sive ADs. A clear example is the con­ stant-speed propellers used on many mod­ ern general aviation aircraft. If you look at the older Hamilton Standard props on the "more experienced" aircraft you will be hard pressed to find AD notes. But look at the modern props and you will see an abundance of expensive AD notes. Why? The manufacturers are calling for lighter weight props to help enhance the performance of their new aircraft. These lighter props are blessed with lower TBOs and more bulletins. Just a part of the cost of high performance! Most of these newer aircraft have a fairly good set of maintenance records when compared to some of our antiques and classics. This a function , in part, of time in service and methods of mainte­ nance record keeping. Many of these air­ planes go back decades and some of the records have been lost or destroyed in­ cluding the records of AD compliance. Are the ADs really complied with? When? How? What do the maintenance records say? Do they say it all? Lets take ,YOU a look. by Bill Claxon Part 39.3 of AFR states "No person will operate a product to which an Airworthiness directive applies except in Airworthiness Directives these the cost of resolving their mistakes. By accordance with the requirements of that words tend to send a chill up the spine of and large the owner must pick up the tab airworthiness directive. " some airplane owners and indeed some for these bills and some of them can run cringe at the thought. ADs can be costly. into thousands of dollars.The older air­ Subpart B - Airworthiness Directives It is my opinion that the manufacturer planes with hundreds, even thousands of should pick up the tab on the ADs of the hours and decades of existence and use 39.11 Applicability newer airplanes. They have design flaws, are another story. This subpart identifies those products in but the companies seem to be immune to Even if the manufacturer were to be which the Administrator has found an un­

4 OCTOBER 1994 AD NOTES COMPLIANCE RECORD

Page _1_ of _1_ Date 2:3 Mar 86 Tach 1104 T.T. 12:36 Registration No. N94017 MakelModel ErcQupe 415C SIN 14:30 AlC Certification Date 9-46 Engine Model Cont. C-75-12 Prop Model ___ SIN 1579-6-12 S/N ______

0 :D AD# Rev Applicable Date & ::l

safe condition as described in &39.1 and as go with them, particularly if the part does list of all ADs for all of the items on the appropriate, prescribes inspections and not have it's own serial number (compo­ list. They are available at most FBOs, limitations, ifany, under which those prod­ nents such as carburetors and magnetos authorized inspectors, or other sources. ucts may continue to be operated. " have their own serial number). There are Get a copy, if possible, of all the applica­ also instances where the owners have ble ADs for your airplane. This will tell 135.439 Maintenance recording re­ "borrowed" parts to comply with an AD you what is required, serial numbers af­ quirements - Paragraph 2 (v) and then removed the part after the an­ fected, and all information needed for The current status ofapplicable airworthi­ nual. Ercoupes have AD 59-25-05 that compliance. ness directives, including the date and calls for an inspection or reinforcement of The FAA has suggested a format, but methods, and ifthe airworthiness directives the rudder ribs. On one airplane I saw, does not mandate this; however, it is a involves recurring action, the time and date the logs show the rudders were reinforced comprehensive format and works well. when the next action is required." and signed off at an annual. However, an An example of such a record is at the top inspection revealed that only one rudder of this page. Most maintenance records are not per­ was reinforced. There are several reasons Look at the particular part that the manent by regulation. Those that are not that ADs are not always complied with AD pertains to and determine if the AD are items such as inspections. These and/or the maintenance records are in er­ has been complied with and the method records may be discarded when super­ ror. In this case, it appears the AD'd rud­ of compliance. Note this in your compli­ seded or after a given period of time. der had been replaced with one that had ance record. If the AD is a periodic in­ ADs are not in this category. These regu­ never been reinforced. spection AD note the total time, tach lations are saying that ADs are mandatory The FAA is cracking down on AD com­ time, and time that the next inspection is and that the compliance data is a manda­ pliance! This means that the AIs and rep­ due. Also, note the Service Bulletin that tory part of permanent records of the air­ utable shops are spending more time and this AD pertains to if applicable. Some­ plane, usually the "log books." more of your money researching to insure times a service bulletin will precede an Some ADs apply only to the engine, all ADs are complied. I know of instances AD and the AD is complied with during propeller, accessory, or appliance. In the where shops repeat a 5 year inspection the compliance with a service bulletin. years of operation and maintenance these (Piper strut punch test) each year to pro­ You can fill out the chart except the au­ items may have been changed out for new tect themselves - this over compliance only thorized signature and number. or used components. The replacement cost you money. Some of the research can AD compliance or inspections do not may not have had the AD complied with, be done by you as the owner/operator, as always coincide with the annual or have yet the airplane maintenance records will we discussed in last month's article. This the recurring inspection come due be­ show the AD as complied. Years ago the can save you a lot of time and money at tween annuals. You, as the owner/opera­ logs would state, "All ADs C/W" at the the time of your next annual, and may tor and pilot-in-command, are responsi­ periodic (annual) inspection but not tell even prevent a violation. Last month we ble to ascertain that the aircraft is in the date or method of compliance. This discussed the check of the airplane to be airworthy condition prior to flight. An has been carried forward and inadver­ sure that all the items installed are in com­ airplane that does not have all ADs com­ tently the maintenance records are in er­ pliance with the specs or other data. This plied with is not an airworthy airplane. ror. Occasionally you will find an AD would also be a good time to check out If you have a good rapport with the logged as complied with when it was not. AD compliance. You can check the com­ mechanic or AI you may be allowed to do I know of instances where the owner or pliance of the ADs, as well as the method a large amount of this research, helping maintenance personnel has "undone" of compliance. You can also do a lot of cut the costs of your maintenance and compliance by changing out parts. These the work to get your airplane in compli­ even improve the airplane. Get into com­ discrepancies show up often when the air­ ance under the supervision of an A&P, but pliance and enjoy safe and happy flying. plane has been out of service for a number you cannot sign off the ADs. of years and cannibalized for parts. When Use your list of the make, model and Next month, we'll discuss carbure­ those parts have been used on another air­ serial number of the airplane, engine, ac­ tor ice, and ways to prevent its oc­ plane their maintenance history may not cessories and appliances. Then obtain a currence. ...

VINTAGE AIRPLANE 5 Aircraft Antennas for the Pilot PART II

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

Antenna Types becomes progressively less. All the radio Aircraft skin energy has to go somewhere, so when us­ Let's take a look at the types of an­ ing the small er ground plane the energy Inside the tennas that you might select for installa­ is reflected back to the radio (remember Airframe tion in an airframe. There are two basic impedance matching). In receive, it re­ types that are practical, so we'll highlight flects back into free space and is lost. these. The first type is called the quar­ In a composite, fabric or wood air­ ter-wave ground plane and the second is craft it becomes apparent that the stan­ Antenna the half-wave dipole. Each has features dard quarter wave antenna won't work which lend themselves to certain types well because there isn't much metal to of installations. mount the antenna. We solve this prob­

FIGURE 1

FIGURE 2

Aircraft skin Dipole Antenna

o , '­-­__~O The drawing (Figure 2) shows the , ' same radiation but notice that there isn't --­ a ground plane, with its phantom quar­ , "I , ter-wave image. The antenna itself is complete and operates as a stand alone '. \ Imaginary Antenna system, not requiring the additional ", ,\ , and Wave metal. This feature makes the dipole an ideal candidate for any structure without , ' \ " , a metal skin. ' "' . Why not build our own antenna? It ' " seems like a si mple matter to route our coax feed to some convenient spot and Ground Plane Antenna lem with the installation of a ground connect to two le ngths of metal that plane, which is about one antenna length have been cut to the quarter-wave This is the traditional antenna that in radius. length. Some people do this, but recall mounts outside on our aluminum air­ Sometimes, when we try to use an the discussion about SWR and imped­ frames. It requires a metal base to add-on ground plane, we aren't satisfied ance match. The impedance of such an mount on and to work against. The il­ with the results. This could be because antenna does not match the 50 ohm ra­ lustration (Figure 1) shows that as the the ground plane is too small to fully al­ dio system. When the coax connection RF energy interacts with the antenna el­ low the "phantom" or mirror image an­ is made at the antenn a the impedance ement, small amounts of skin currents tenna currents to develop. Sometimes mismatch is large and the resultant SWR flow in the ground plane. What is often the electrical connection between the ra­ value goes up, while antenna efficiency ignored is that not just the local area un­ dio and the ground pl ane is poor and is goes down. To overcome the poor per­ der the ante nna works as the ground restricting the currents. Even in all formance the small rings of ferrite are plane - the total ai rframe responds to metal airframes, corrosion at the an­ installed around the coax and the an­ these ground plane currents. tenna mount can cause similar problems. tenna seems to work better (Figure 3). If the ground plane is made progres­ Simply put, this style of antenna is sensi­ But there is a better way to use a di­ sively sma ll er, the radiation capability tive to ground plane mounting. pole. The two elements can be designed

6 OCTOBER 1994 in a way that combines both the required frequency tuning and the intrinsic im­ FIGURE 3 pedance for this frequency. The an­ II tenna's impedance shouldn't be 50 ohms however, because the impedance of the air is closer to 377 ohms and we must maintain the impedance match every­ where (even to the free space) to main­ tain antenna efficiency. Antenna people design their radiat­ ing elements to have the required 377 ohms impedance. They combine the electrical properties of the antenna ele­ ment with the insulating properties of its nonconducting base.

Balun I Introducing the Balun. This device is Signal Out an impedance matching transformer that .. is connected between the 50 ohm coax I lead and the 377 ohm radiating element Reflected Signal and thus preserves the impedance match. Now with the antenna matched to the radio and to free space (Figure 4) we are Patterns tern. Imagine that an inflated round able to mount it anywhere we have air­ balloon represents the amount of energy frame space to fasten it down. In fact, Get ready for another concept in an­ your radio can transmit, and that the an­ the mounting can be done with adhesive, tenna characteristics, called radiation tenna is in the center of the balloon. duct tape, Velcro, tie wraps or anything patterns. In certain applications like The shape of the balloon represents the that isn't metal. This design now offers radar, for example, the antenna must shape of the antenna pattern. Such an possibilities for hot air balloons, ultra­ radiate and receive with a highly direc­ antenna is called isotropic in that it radi­ lights, antiques, even under the roof of tional beam. In our aircraft, however, ates equally in all directions. the home or wooden hangar. the antenna must radiate and receive If we want to tune the antenna to Now that we are conversant in the quality well in all directions. The 360 have the beam concentrated more in basics of antennas, let's take a look at its degree map of the antenna's sensitivity one direction we adjust the antenna ele­ installation in the airframe. Recall that is the description of the beam charac­ ments accordingly. This is like squeez­ for optimum performance, we try to teristics and is called the antenna pat­ ing the balloon down on one side to maintain the correct polarity orientation tern. bulge it out the other. In other words, for the type of signal to be transmitted Lets bring in another analogy to illus­ there is a fixed amount of air (RF en­ or received. trate a characteristic of the antenna pat- ergy) and if we emphasize the balloon shape (pattern) in one direction, we'll reduce it somewhere else. FIGURE 4 For our communications we normally like to have the ability to transmit and receive equally around the aircraft. To do this we mount our antennas in the up and down configuration - remember this i& polarized mostly in the vertical plane. The pattern looks something like that shown. In three dimensions the pattern looks more like doughnut with the hole, or minimum sensitivity area, directly above and below the aircraft. This pat­ tern exists for both the quarter-wave and the half-wave antennas. To receive the VOR signals we take either the half-wave or the dipole an­ tenna and rotate it 90 degrees to the horizontal position. The illustration shows that the pattern rotates with the antenna and this also presents a region of minimum sensitivity off of the wing tips. To fill in these gaps we bend the dipole antenna element at its center so that it now looks like the letter "V." Notice how some of the energy, or pat­ tern, is removed from one area to fill in the ends. This is the typical "rabbit ears" VOR antenna. Installation currents, which are circulating on the and the distance between the float and ground plane, microscopic high resistance wood. If the two are close, the wood Now we get to the good part, installing paths play havoc with the antenna opera­ "shadows" the wave from the float. If the antennas. tion. The embedded screen wire or foils the float is positioned farther from the For you metal airplane drivers, the in­ which depend on only mechanical contact wood, the waves begin to effect the float stallation is straightforward. The com­ for continuous electrical conductivity can (diffraction in the EM world). munication antenna goes up and down easily degrade to a group of wires with It is a similar situation with your an­ and the VOR antenna goes sideways. random electrical conductivity. tenna in the composite aircraft. There is Remember, however, your metal skin is a main source of RF signal that is seen by the ground plane which has RF currents Locating the Dipole the antenna and then there are weaker flowing as part of the antenna's function. sources that reflect and diffract from the This ground plane requirement is much The location of the dipole in the air­ various metal things in the airframe. larger than most people realize and this frame requires some thought and plan­ Items like control cables, metal tubing means for best operation the mounting ning because the various metal conduc­ and wires which are close (15 inches to 25 surface must be large, as flat as possible, tive components scattered around cause inches) and parallel to the antenna have and have good continuous RF continuity. the antenna to perform in unpredictable a more pronounced effect on the opera­ Non-metal aircraft people have differ­ ways. tion than those things which are not par­ ent options for their antenna installa­ Back to the fishing pond again we find allel or are far away. tions. There are numerous locations another analogy. Your antenna (the Each installation requires planning within the airframe which work well. float) sits there waiting for a ripple to and a little trial and error. One feature First don't use a ground plane an­ pass by. Nearby the float is a chunk of of internally mounted dipoles is that they tenna. It isn 't necessary. It doesn't work wood. As the ripples pass by they strike can be temporarily mounted in the fin­ as well as a dipole. It doesn't look good. both the float and the wood. The float ished airframe with tape and then tested It can degrade with time. sees now the original ripples and the re­ in flight. If the operation is unsatisfac­ Why isn't it necessary? The dipole flected ripples from the wood. Depend­ tory, they can be moved until the opera­ doesn 't want to work with a ground ing on the location of the wood and the tion is optimized. plane. It is its own self-contained system. origin of the splash the ripples add in Why doesn't it work as well? You phase for a strong signal or become gar­ Bill Butters is Technical Coordinator can't install a foil, sheet metal or wire bled as the two series of ripples mix rip­ for Advanced Aircraft Electronics, inc., mesh ground plane large enough to sup­ ples. This effect is due to phase interfer­ manufacturers ofdipole antennas. He can port all of the circulating skin currents. ence. be reached at 1/800/758-8632. What happens with time? Certain met­ If the chunk of wood is between the Reference: Antennas, Chapter 2, John als interact with other material systems splash and the float several results are D. Kraus, Second ed. 1988, McGraw­ and corrosion occurs. In the world of RF seen depending on the size of the wood Hill, inc. ...

8 OCTOBER 1994 EAA OSHKOSH '94 certainly had alot to offer the Antique/Classic member when it came to awide spectrum of aircraft. You can see in the photo above one of the modern era's symbols of advanced technology, the supersonic Concorde, zipping past the middle of the Antique/Classic parking area. Once again, we were fortunate to have at least two one-of-a-kind antique airplanes in attendance, and we certainly wish to extend our thanks to all of you who flew into this year's Convention. The Division officers and volunteers would like to extend abig "Thank You" to those of you who parked in the "deep South " for your patience and understanding as EAA and the Division work towards providing more services to arapidly expanding part of the Convention grounds! In the next 11 pages, you 'll see some of the highlights of this year's Convention.

(Left) The Reserve Grand Champion An­ tique - Gerald Hanson's Beechcraft G-17S, was once the Beech corporate airplane as­ signed to Walter Beech himself.

(Right) William Jowett of Blue Springs, MO taxis past in the Silver Age Champion, his 1929 Wallace Touroplane, the last of its kind. With folding wings and a 100 hp Kinner engine, the Touroplane was set up to carry three people in its elegantly appointed cabin. This particular example is SIN 12, and was + >­ .J::: built by Wallace in Chicago, Il. Later, American Ea­ U gle built a 4-place version of the airplane, the D-430, l!l powered with a Wright J-6-5 engine of 165 hp. u.~

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VINTAGE AIRPLANE 9 (Above) The winner of the unofficial "Most Unusual Pitot Tube Cover" award this year, this shark looks as though it's biting off more than it can chew on Bob and Lori Kitslaar's + 1944 Stearman . .:<: o "c c. (Right) The spectacular PT-13D oCD Stearman of Duane Huff, Oakdale, ~ CA was the Champion Custom An­ E " tique award.

+ .s::>­ o :;UJ ~ lL o ::C (Above) EAA Chapter 304 did a magnificent job of restoring the EAA's Taylor E-2 Cub, which was displayed next to the EAA Chapter house during the Convention.

(Right) The last Laird Solution - Jimmy Rollison's 1929 LC­ RW300 was awarded an Outstanding Open Cockpit Biplane trophy. Built from the last remaining parts from the Laird factory, the airplane was completed and flown for the first time in 1993.

Turner's amazing re-creation of the DH.88 Comet racer for owner Tom Wathen of Nuys, CA tucks up the landing gear as it shows off its pretty lines to the

10 OCTOBER 1994 (Above) Ronald F. VanKregten is the owner of this ex­ Howard Hughes amphibion, the Sikorsky S-43. Built in 1937, Hughes intended to fly it to set a 'round-the-world record, but the flight never took place with this airplane. + Jess Bootenhoff flew the airplane to the Convention, -'" along with crew chief Bill Bonefas and a few others. ·uc a. Q) (Left) The Silver Age Runner-up is this pretty Bird Model ~ C biplane owned and flown by John Woodford of Madi­ ~ L­______~ E son,WI.

+

(Above) Brad Thomas' Wright-powered Beechcraft D-17R Staggerwing was se­ lected as the Bronze Age Runner-up. From Pilot Mountain, NC, Brad started the restoration a number of years ago, and then had Bern "Doc" Vocke of Sandwich, IL complete the job.

(Right) Airplanes inspire all sorts of individuals. Artist Francis Hanavan of Hobo­ ken, NJ was pleased he could combine his love for painting with his enthusiasm for airplanes during his vacation.

(Below) Master Fairchild restorer Joe Denest of West Chester, PA just com­ pleted the rebuild of this Fairchild PT-23-SL for Greg Herrick of Minneapolis, MN. It is the Runner-Up in the WW II Military Trainer/Liaison antique category.

+ + -'" ·uc a. Q) ~ E ~

VINTAGE AIRPLANE 11 + + >­ L U .'!l OJ l" u. ci :i L"o.:;;...... ;_....:::1iiII Classics­ (Above, left) Young John Leupp, of South Bend, IN came to Oshkosh in his dad's Cessna 140. He spent a little time perched up on the fuselage to watch the afternoon airshow.

(Above) They' re rare, but they are still out there! This 1947 Bonanza owned and flown by Andrew and Marcell Bink of Marysville, OH has never been restored - it still looks this good af­ ter being continuously maintained for 47 years!

(Above and right) John and Kathy McMurray, Burkburnett, TX are the lucky owners and restorers of this Luscombe BE, which happens to be the prototype E model. It was presented with the Best Custom Class B Classic trophy. It too has been in continuous use (except, of course, while it was being restored) since it was first built in 1946.

(Below) Polished aluminum airplanes are an eye magnet, and Jerry and Delores Adkisson of Tuscola, IL always turn heads when they travel in their Luscombe BF, awarded the Best Luscombe plaque at the Conven­ tion.

+ -'" ·uc ~ o L-______~ :.::~ E

12 OCTOBER 1994 + c .9 E o f3. c . ~

~ ~

(Above, left) A spunky Commonwealth Skyranger belong­ ing to David Cohn of Cambridge, MA was parked in the "south 40" showplane camping area.

(Above) E.E. "Buck" Hilbert brought home the Classic Best Class II Lindy for his 1947 Aeronca 15AC Sedan. It was re­ stored by Paul and Pam Workman of Zanesville, OH.

(Left) Frank Sperandeo III, Fayetteville, AR did a masterful job on all the details of his Piper PA-22120 Pacer. He was + given a Special Recognition award for the spotless work in the Pacer's engine compartment.

(Below and left) Parked way up in the homebuilt area was this 1946 Thorp T211 , now completely restored and flying by Richard Eklund of Lockeford, CA.

+

VINTAGE AIRPLANE 13 (Left) Gary Granfors of Webster, MN recently became one of the owners of this outstanding 1960 Cessna 172, selected as the Reserve Grand Champion Con­ temporary.

(Below) This pretty 1960 Cessna 182C was judged to be the Outstanding Customized Contemporary air­ + plane at EAA OSHKOSH '94. It was brought to the -'" Convention by Sean Campbell, Corona Del Mar, CA. ·co a. Q) (Below, left) The Contemporary Custom Class II win­ ~ ner was this slick looking 1959 Cessna 180 belonging E .. to Doug Weiler of Hudson, WI. ~ ~------~

+ -'" ·co a. Q) o ~ E ~ ~------~ (Below) This is what expanding the Antique/Classic Division parameters is all about - encouraging the + restoration of aircraft from 1956-1960 that otherwise -'"o ·c would never get another glance. The outstanding a. restoration of this Beech G18S by Lee Maples won it Q) ~ the Grand Champion Lindbergh trophy in the Con­ E temporary Category. ~------1 ~

+ -'" ·co a. Q) o ~ E ~------~------..----~~~~~~------~----~..--~~ ~ 14 OCTOBER 1994 + .c>­ &l "5 u.~ _____ Io

(Above) "Crash and Burn Freddie' (aka Fred Sopko) of Flag­ town, NJ entertains some of the boys and girls on the Con­ vention Taxiway. "Freddie" came to us from EAA Chapter 643 in Flemington, NJ. I wonder if he dresses that way for the Chapter meetings?

(Left) George Mesiarik , vice-president of LP Aero Plastics show how it is done in his seminar on installing windows and windshields, held in the tent next to the AlC Red Barn.

+ .c>­ u .l!l u.~ o I

(Right) The Miller Electric Company brought their new mobile demon­ stration showroom to the Antique/Classic area so members could try their new "Econotig" arc welding system. It proved to be a very popu­ lar exhibit.

(Below) The Type Club tent once again proved to be a popular spot for members to congregate. One very active group is the Short Wing Piper Club. Dedicated to the enjoyment of the "short wing" series of Pipers, including the Pacer and Tri-Pacer, plus the Vagabond and Clipper. The club publishes a bi-monthly newsletter about the size of Reader's Digest, chocked full of maintenance and flying information.

+ .c>­ u !II "5 u.~ o I

VINTAGE AIRPLANE 15 - by Norm Petersen Antique/Classic airplanes take 3 out of 4 seaplane awards!

The "Best ofthe Best" seaplanes at the 1994 EAA OSHKOSH "Splash-In" were domi­ nated by vintage aircrafi with three out offour awards being garnered by "oldtimers." One merely had to look closely at the outstanding workmanship exhibited by these air­ planes to realize the hard-working judges had done their job well.

Enhe first time in history, a 1994 the original colors of orange and yel­ Grand Champion Lindy was awarded low with silver floats, the Robin was in the seaplane classification. It was flown to Oshkosh by its owner, R. W. won by a beautifully restored 1929 "Buzz" Kaplan (EAA 70086, Ale Curtiss Robin, NC292E, SIN 130, pow­ 8609) of Owatonna, Minnesota, a vet­ ered by a Wright J6-5 engine of 165 hp eran seaplane pilot of many years ex­ bulkheads for each float with the help· and mounted on a set of Edo M-2665 perience. of a 500-ton press at Wipline Floats in floats of the same vintage. Painted in Close behind, in Buzz's Cessna Car­ Inver Grove Heights, MN. Once these avan on floats, was his chief mechanic, parts were put in place, 100% of the Gary Underland (EAA 43898), along exterior aluminum was replaced with with support personnel Tony Seykora new metal and carefully riveted to­ (EAA 221020) and Jim Haney (EAA gether. Nobody, but nobody, can 156277). This crew has more aviation imagine how many thousands of rivets experience between them than anyone there are in a set of floats - and Gary cares to admit! Underland drove everyone, save for a The Robin had previously earned a few hundred where he was unable to Lindy at EAA OSHKOSH '91 when it reach both sides by himself. The end + was awarded (on wheels) the Silver result is typical of Gary's workmanship c Age Trophy. The complete story of - they don't leak and they absolutely ~ that achievement is related in the Oc­ look like factory new floats, right down a;CD a. tober, 1991, VINTAGE AIRPLANE, to the black nose bumpers! E pp. 19. What hasn't been told, was the FAA certification of the floats was a (; z huge task of totally rebuilding the old bit sticky because no record could be Edo floats that had corne with the found of M-2665 floats being installed Gary Underland (left), chief mechanic f o r R. W. " Buzz" Kaplan (EAA 70086, Robin project back in 1974. on a Robin. Both 2550 and 2880 floats Ale 8609) of Owatonna, Minnesota, en­ Gary Underland competely disman­ were recorded, but no 2665, although joy the relaxed atmosphere of the EAA tled the floats (built in November, these floats carne complete with Cur­ Seaplane Base. 1931) and began by making three new tiss Robin rigging, all in very service­

+ c CD l!! a.~ oE z

16 OCTOBER 1994 Arnie Procyshen of Kakabecka Falls, Ontario, Canada and his richly deserved Best Fabric Seaplane award. able condition! After going around for amphibian, NCI94M, and a 1936 Waco nearly a year, FAA finally relented ZKS-6 on Edo 3430 floats, N330TC, and issued the airworthiness certificate ex. CF-BBQ (nic-named "Old Bar-B­ for the combination of Robin and M­ Que" in Canada). That's pretty nice 2665 floats. The FAA inspector's final company! words were, "I'm on call this weekend. Ifyou fly the Robin on floats this week­ end, I don't want any phone calls! " Buzz Kaplan lifted the Robin (and + floats) off the dolly at the Owatonna Le Best Fabric Seaplane Award c Airport and headed for the lake where was taken home by Arnie Procyshen of .,~ a; he made a near perfect landing. The Kakabecka Falls, Ontario, Canada, Q. old girl flies like it was built for floats with his magnificently restored 1947 oE and Buzz says it does a very creditable Piper PA-ll, C-FPNL, mounted on a _ ...~ Z job. He is quite amazed at the econ­ pair of Edo 60-1320 floats. Arnie, omy of the 540 cu. in. engine as he flew whose surname is of Ukranian origin replacing, considerable welding was non-stop to Oshkosh with plenty of Gust like Poberezny), is most unique in needed elsewhere and every "mod" fuel to spare. The Robin chugs along that he has logged over 5,000 hours on that was available was added. The at 80 mph on floats and burns about 12 floats in about 75 different floatplanes lefthand door was engineered into the gph. About the only change being con­ over 15 years of flying. His total air­ rebuild and a large baggage compart­ sidered for the Robin is the addition of craft damage dU,ring all those hours is ment was installed along with an an oil cooler (antique brass) to help one bent spreader bar from high STC'd Super Cub control system on keep the temps in the green on warm waves! He has endured no less than 17 the yoke. days. engine failures during those years and The Continental C90-8 was sent out Hearty congratulatons are extended managed to put the floatplane down for major overhaul to Douglas Aero to Buzz, Gary and crew for the stub­ safely each time. Incidentally, Arnie's Engines in Winnipeg, Manitoba. They born tenacity to finish the total rebuild total time on wheels is just over 100 found a cracked case and four cracked of both airplane and floats and bring hours and all of his flying has been cylinders! Many $$$$ later, a zero the pretty seabird to Oshkosh. To done with a map and compass! time engine returned, ready for work. date, it is the oldest floatplane to visit After buying the PA-ll on floats Bolted to the engine is a 74 X 41 Mc­ the Vette/Brennand Seaplane Base about ten years ago, Arnie flew it in Cauley seaplane propeller that lets the since EAA moved their convention to his minnow business for a number of engine crank 2450 on the "step" for a Oshkosh in 1970. The Robin joins two years before he knew a rebuild was really short takeoff. Arnie is quick to other famous seaplanes in the Kaplan imminent. A complete teardown note that he has tried nearly all types stable: a 1930 Savoia Marchetti S-56B found troubles. The longerons needed of floatplanes, but the one that he likes

VINTAGE AIRPLANE 17 Heinz Peier's Grumman Goose was picked as the best Amphibian at EAA OSHKOSH '94.

+ C

D­ *E zo

(Left) Harold Dee, one of the Co-Chairman of the Seaplane Base, gets to wear many hats, like most EAA Chairmen. Here, he's on lagoon patrol to help move pilots and supplies to their airplanes.

plete the job. All joints were sealed The Goose was flown to Chino, with PRC compound and zinc chro­ CA, where Heinz went to work on a to­ mate tape. He is especially pleased tal restoration of the old girl. It would with the floats, despite the long hours take three and a half years and many, of rebuilding, because they are really many $$ to complete the job! The in­ tight and perform better than ever. terior of the hull had major corrosion What was the toughest job? Ac­ in many places, especially where previ­ cording to Arnie, it was waiting ner­ ous repairs had been (poorly) made. vously during the award ceremony at Approximately 90% of the sheet metal the Theater-In-The-woods and when had to be replaced along with several t )Jl his name was called, the old knees start­ thousand rivets. ::J ing shaking as he walked up the stairs Both Pratt & Whitney R-985 en­ I 01 (/) and his throat and mouth felt like they gines were majored with all new parts :.J _IrI': were full of cotton. However, he says it and the three-blade Hartzell props was worth every heartbeat and the joy were sent out for overhaul. A "wet" the very best is the P A-11 on 1320's. of taking the award home for the Best center section was installed in the wing He says it will get into and out of really Fabric Seaplane at EAA OSHKOSH which holds 150 gallons of fuel, making small ponds, yet cruise at 97 to 98 mph '94 was the highlight of his life. Con­ a total of 370 gallons - sufficient for a on 5 gph. He also has a set of Federal gratulations, Arnie, on a restoration cruising range of nearly 2,000 miles. A WB-1500 wheel skis for winter time job well done. The interior was completely re­ use on the PA-1I. done with seating for 10 people, com­ The airplane was covered with Ce­ plete with an on-board restroom. The conite and R andolph dope using two cockpit was restored to full IFR capac­ coats of clear, two silver, one white and L e award for the Best Amphibian ity as Heinz is a retired airline pilot then two coats of colored urethane in at EAA OSHKOSH '94 was taken from Switzerland and flies IFR on a yell ow with red trim. Arnie did his home by Heinz Peier (EAA 439289) regular basis. He mentions that the own covering job and a close inspection of D aytona Beach, FL, and his out­ new interior along with the over-wing reveals the touch of the a rtist. It is standing 1944 Grumman Goose, exhaust makes for a fairly quiet air­ nicely done! The toughest part was set­ N848HP, SIN 1153. Viewing the pretty plane, which is especially welcome on tling on a paint scheme according to cream and green painte d Goose at long trips. Having amphibious capa­ Arnie. EAA OSHKOSH '94 with its lawn bilities is icing on the cake. N848HP is In order to rebuild the floats, Arnie chairs situated in a neat circle to watch one of 64 Grumman "Geese" remain­ took them through a basement window the airshow, it was difficult to imagine ing on the U.S. register. (one at a time) where he could rebuild that in 1989, Heinz purchased the Congratulations to Heinz Peier for them in the warmth of his house. All Goose in Long Beach, CA, as a "flying winning the Best Amphibian Award side me tal was re placed and many, piece of junque" - to put it in Heinz's among approximately 75 amphibians at many rivets were driven home to com­ words. EAA OSHKOSH '94.

18 OCTOBER 1994 , . . , , The inhabitants o~ this once -a- yea~ . ,- ., . . , -, .­ and caps with three letters and a small gold members across the cou ntry. and blue airplane emblem. but their collec­ tiDe work is no less magical than the mysti-

VINTAGE AIRPLANE 19 e Father. • •

Jim Koepnick ...

EAA's Grand Champion An

Growing up in an aviation-minded aU his effort and research, Tom's neat-as­ family usually means one of two things ­ a-pin two-place airplane was awarded the you either mature to become an airplane Grand Champion Antique Lindy trophy. "maniac" like your mom or dad, or you Taylorcraft NC29815 was bought new never want to see another airplane in by the Springfield Aviation Company for your life. Fortunately for those who love use in the expanding Civilian Pilot Train­ Taylorcrafts, the former is true for Tom ing Program. The airplane flew as a Baker, Ir. of Effingham, IL. Tom's dad trainer for the Springfield outfit until the Lowell (who everybody calls Tom) is a end of the War, when it was sold into pri­ long-time EAA member who had been vate hands. From that point, it went coming to the annual Convention since through a few owners, but it never left the 1961. He finished his first airplane, a Stits centrallllinois area. Eventually, it wound Playboy, when Tom Ir. was five years old, up in the hangar of the local mechanic, so for as long as he can remember, full Dave Winship at the airport in Effing­ size airplanes have been part of the ham. Tom Baker was a fresh-faced high Baker household. school kid from town who was just getting Now out on his own and building his started in working for his money, and he own life, young Tom has continued to spent many hours working under Dave's keep an airplane as part of his household. supervision. Later when Winship left the A 1941 Taylorcraft BL-65 was completed aviation business, he took his Taylorcraft just before EAA OSHKOSH '94, and for home to his garage. Already dissembled

20 OCTOBER 1994 his dad's newly restored BC-12 Taylor­ for the later model D-windows, BC-12 craft, which was featured in a cover arti­ wingtips and wing fuel tanks were just a cle in the May 1990 issue of SPORT AVI­ few of the parts Tom could use to trade ATION. for needed parts. He also found time to work into a job After discovering the airplane was first flying a Piper Warrior on pipeline patrol, delivered with a 55 hp Lycoming, Tom as well as patrolling buried telephone ca­ made the decision to convert the airplane bles. How do you inspect a buried tele­ back to a Lycoming, and since the 55 and phone cable? You look for signs of con­ 65 hp models don't have any external dif­ struction in the cable right-of-way - a ferences, he opted to build up a 65 hp Ly­ break in a major AT&T fiberoptic cable coming for installation in the Taylorcraft. can cost the company as much as $10,000 A bunch of horse trading for the mount per minute! A pilot and plane flying a and extra engine parts finally resulted in survey a few times per month is cheap in­ enough airworthy components to make surance against something so catastrophic up a good engine. as a cable disruption or a pipeline break, All of the sheet metal that came with which could also cost mi llions of doll ars in the airplane was pretty rough, and cer­ cleanup costs and EPA fines. tainly bad enough to require replacement. On a part-time basis, Tom also works Even the nose bowl was in bad condition, at "mechanicing" at the local airport in so Tom sent the original to John Neel of Effingham, IL when he's not out fly ing a Georgia Metal Shaping. John crafted a patrol. During the rest of his time, he's new nose bowl usi ng an English Wheel dedicated himself to restoring the Taylor­ and sent it up to Effingham. Later, Tom craft. needed to add a slight "reveal" around 'Uefor 1994 Originally, Tom had thoughts about the oil dipstick hole. He remembered" . . converting the airplane to the c1i pped­ . I had to make up a die to stamp that in wi ng model fo r aeroba tics, but as he there. That's one nervous moment when looked into it deeper, he realized he had a you got a $165 nose bowl there and you're fo r a rebuild, the airplane would remain very original airpla ne to restore. Oh, getting ready to hit it with a hammer .. . so for almost 10 years. Anothe r fe llow there were a few changes here and there, hoping everything comes out right! " bought it, but never moved the project with an extra fuel tank added and a Con­ Tom and his dad have since bought an out of Dave's garage. Finally, Tom, now tine ntal A -65 re placing the 55 hp Ly­ English Wheel, and are now learning how a bit older and with an A&P mechanic's coming that was on the airplane when to use the tool to do more of their own license he earned while attending first produced, but most of the hard to metalwork. Belleville Area College in the St. Louis find parts he needed for an original Tom did all of the flat stock sheet area, made arra~ment s to buy the air­ restoration were already there - an origi­ metal, learning how to form the rolled plane in 1988. nal big tachometer, Taylorcraft compass edges with hard wire included in the Tom also started to learn to fly at the and round control wheels, plus the factory rolled edge. Lots of practice we nt into age of 15. His tim soW took place just af­ supplied Shinn wheels and brakes. Ieaming the painstaking process to dupli­ ter hi s 16th birthday, flying his dad's While Tom would like to do a clip wing cate the machine formed edge using hand Citabria, which he continued to fly, while T-Craft someday, this project was not go­ forming. The only other piece of pur­ earning his Private Pilot's certificate at ing to head in that direction. He set out chased sheet metal is the instrument the age of 17. He also eventually worked to restore the airplane as it was delivered panel. Tom was all ready to make up a to earn his Commercial license so he to Springfield in 1941. form block and start hammering meta{ could be paid to do some high altitude Along with the project came a bunch when he discovered another Taylorcrllfit (relatively speaking!) aerial photography of other parts the previous owner had in­ restorer who had already had a form for crop surveys. In Februa ry 1990 he tended to use while he rebuilt the air­ block made up, and was willing to make earned his Certihed Flight Instructor li­ plane, but mu<:h of it would not be appro­ up a panel for Tom. cense. In fa<:t, hoe took the clleck ride in JXiate for an original restO£ation. Frames As tite word got out that Tom was

VINTAGE AIRPLANE 21 Jim Koepnick ...

(Left) Early Taylorcrafts used a pair of "flippers" for longi­ tudinal trim. (Below) The project came with this original Taylorcraft compass.

22 OCTOBER 1994 Have you ever seen a nicer example of a Shinn wheel and brake?

VINTAGE AIRPLANE 23 duck cloth that was delivered with the Taylorcraft. The rest of the interior was done by Torn Jr., including refurbishing the large tachometer. The tach itself was in re­ buildable shape, but the dial was faded and worn. What to do? Torn simply went about leaning how to silkscreen, so he could make up a new faceplate! With the internal mechanics reworked by John Wolf and company of Willoughby, OH, the centerpiece of the instrument panel was ready for the other instruments. You may notice that the instrument panel has an original style ignition switch. What is completely hidden from view is the fact that the switch handle neatly hides a modem ignition switch! The new switch is mounted behind the old switch's faceplate, and the new key is soldered into the handle. It's a very effective solu­ Jim Koepnick ... tion to the problem of replaceing older, less reliable magneto switches. Other parts that were retained in­ building up an original airplane, folks ened. Torn understands that, but says cluded the tailwheel, a Heath unit built started contacting him to help him out. the straight slots really gave him little specially for Taylorcraft. It was in pretty One of the more interesting items that ar­ trouble. He pointed out that if you are tough shape, but some machine shop rived in the mail was an original Lycoming careful, problems with slipping off are work had the steerable tailwheel ready propeller plate, sent by a man in the rare. He say you should always use the for service. Northeast who heard that Torn could use proper size screwdriver, and keep it well Finally, when it carne to covering, Torn original parts, so he mailed him one! maintained with a square, sharp tip. Pur­ used the Stits process. He did it with a The 12 gallon nose fuel tank was re­ chasing high quality screwdrivers also slight twist, however. The wings are fin­ tained, and no additional tanks were in­ pays dividends in this area. ished out in silver Poly tone, with the final stalled. Although the '41 Taylorcraft There's another aspect to the hard­ paint on the fuselage is Aerothane. Torn could be bought new with an auxiliary ware that deserves praise - the use of is to be commended for his work on the tank installed under the baggage com­ white cadmium plating instead of today's covering - we all know how difficult it can partment, few training airplanes were "gold" cad plating. be to have a silver finished airplane corne purchased with one, and this Taylorcraft Another area where the proper hard­ out looking good, but he managed to do was no exception. ware made the difference is the wind­ it. His tapes are straight and all the edges When the landing gear's time for re­ shield. Torn's Taylorcraft features a four­ are securely stuck down, with no fuzzy view carne up, Torn retained the Shinn piece windshield, with a series of edges showing. He was also specific in wheels and brakes, and was even able to aluminum strips to secure the plastic. expressing his desires for a "dope look" buy a set of original hubcaps. They were Soft aluminum round head rivets were whe n he ordered hi s Aerothane from just a bit corroded, so they could not sim­ used originally, and after a little research, Stits, (now Poly-Fiber). He told them he ply be polished out, but they painted up Torn found he could still buy the round wanted the blue to look just a bit less just fine. A crowning touch on the wheel head rivets, and used them instead of the glossy, so it would have that "sprayed but backplates was a pair of brand new Shinn more common AN 470 universal head riv­ not completely hand rubbed out" look dust covers for the brake adjusters. Often ets in use today. when it was sprayed on the fuselage. The they take on a rather beat up appearance, Small trim details are always a pain to result is an airplane that truly does look or disappear altogether as stones and duplicate, and sometimes you have to as thought it had just been delivered from other debris are kicked up by the prop look in what appears to be the most un­ the factory in Alliance. The judges must blast and tires. Torn's look as though likely spot for a lead. This time, Torn Sr. have thought so as well, for when the they were plucked off the shelf and put on was flipping through a motor horne parts points were totaled and the trophies en­ only hours before. supply catalog, and noticed a door handle graved, Torn Baker J r. 's name was en­ Often it's the little details that set off that looked identical to the door handle graved on the Lindy, honoring his BL-65 the winners from the ones right behind on the airplane. They weren't too expen­ Taylorcraft as the Grand Champion An­ them, and one that might escape some sive, so they ordered 20 of them - and tique at EAA OSHKOSH '94. restorers is the use of proper hardware what do you know, they were almost a Torn Sr. was resting under the wing of for the period. One of the little things perfect duplicate of the original door han­ the Taylorcraft one afternoon during the that made the difference for Torn was his dle! The mounting plate was even the Convention when I stopped by to say proper use of straight-slotted screws. At same, and unless you put an original and hello. As the conversation went along, I the time the airplane was made, the duplicate together, Torn says you can asked him how much of the airplane he Phillips head screw was not in common hardly see the difference. had worked on. " Very, very little," he usage on light civilian aircraft. You of­ Torn did press his dad into service on a replied. "This is his airplane!" The pride ten see Phillips head screws used on few items on the airplane. Since Torn Sr. in hi s eyes finished the rest of the sen­ restorations primarily because the is a professional upholsterer, he did the tence - he knew how well his son had chances of damage due to slipping off seat cushions and the baggage compart­ done, and was supremely happy and the fastener with a screwdriver are less­ ment. It's built out of the same cotton proud of his accomplishment. ...

24 OCTOBER 1994 York, and was then rebuilt by Tuscar Metals, Inc. Testing was resumed on April 15, 1938 and it accumulated 50 to 60 hours flying time by November 1944. Less than a year later it was to­ tally destroyed in a crash in August 1945. "More information can be found in the book 'Winged Wonders: The Story of the Flying Wings' , by E .T. Wooldridge, pages 61-64." Other answers were received from Charley Hayes, Park Forest, IL; Vic ysteryPane Smith, Uxbridge, England, Lennart Johnnson, Eldsberga, Sweden; Bill Berkley, No. Syracuse, NY; James Bor­ den, Menahaga, MN; and Roland Hall, Northfield, IL. .... by George Hardie

H re's an old timer that will send readers to the history books. The photo was submitted by the late Owen Bill­ man, Mayfield, NY. Answers will be published in the January 1995 issue of VINTAGE AIRPLANE. Deadlinefor that issue is November 25,1994. The July Mystery Plane was a puzzle to many readers, since we did not re­ cieve too many answers. Ted Giltner, Tamaqua, P A writes: "The July 1994 Mystery Plane is the Management and Research Model H­ 70-71. It was manufactured in 1937 for the U.S. D epartment of Commerce. The airplane had crashed on January 27,1938 at Floyd Bennett Field, New

VINTAGE AIRPLANE 25 ------~C'~~r.-...-- tions. I tell Matt to go on ahead, that we ,jJ/ ~J'~') ~ . "') I.• . It"\ will catch up with him. r J . .,; Dick a nd I climb into the 170 for a .. quick check-out. Did I say quick? I'll say it was. It was a very quick 270 to the right, PASS followed by a 180 to the left, followed by some very distinct exclamations by yours truly. " What are yo u trying to do? " I asked , o nl y to see an agonized look of helplessness from Dick. We a re now halfway down the runway, facing back­ wards to the way we started to taxi for dio takeoff. I straighten it out, turn it around and start talking. He tries some more and has much the same result. For almost 20 minutes we zig and zag, and swerve, and ground loop. There is NO way I'm gonna BUCK let this airplane go. Dick is just not able to handle it. I can't believe it! Then here comes Matt in the C-3. He by Buck Hilbert • EAA #21 • Ale #5 • P.O. Box 424 • Union, IL 60180 had forgotten his sunglasses and came back to get them. The germ of an idea; maybe Dick can handle the C-3, so we Tailwheels, taildraggers, conventional trip. The C-3 with its two-cylinder, single play musical airplanes. Dick takes the C­ gear? ignition engine of only 36 hp, limited 3, and since there really isn't room for two I have seen a grown man agonize trying range and 60 mph cruise, will be the most 200 pounders in it, I tell him to taxi around to taxi, let alone handle a takeoff or land­ trying. The old Swallow mail plane, a and try it out. If he feels comfortable and ing in one of the above. grand old lady, will be the one I'll fly. The is willing, maybe he would like to fly it! The scene is a ferry flight from our plan is we will fly together. H e does just fine. He taxies it up and home field, the Funny Farm, to Oshkosh. Matt will take the C-3, Dick will fly the down, spin s it aro und on purpose and I have three airplanes to move and only C-170B and, of course, I will fly the United does an admirable job. We bring it back two qualified taildragger pilots. The third Airlines Swallow because I' m the o nl y to the gas pump and top it off and make man is a wonderful glider pilot with lots of United pilot li sted as the Captain on that sure he has the 2 1/2 gallon reserve gas time in sailplanes and plenty more in air­ one. tank on the floor in the event of adverse planes with a training wheel up front. He Since Dick had a lot of 172 time and is winds or whatever. And I tell him about even professes that he had some time in a fami li ar with the type, I figured he'd have being spring loaded to the forced landing 1-3 some years back. no trouble with the 170, especially with all mode and he assures me he has everything Since we have an Aeronca C-3 and the his glider instruction time. Matt has flown under control, understands the fact that Swallow biplane to get up to Oshkosh, the the C-3 a lot, is a good stick and rudder his glide ratio ain't like his sailplane, and 170B will be our taxi ship for the return man and knows the risks and the limita­ off we go.

Daxs of yore ­ The first yerslon of the Antique/Classic Red 8arn!

26 OCTOBER 1994 (Above) The Swallow and Aeronca C-3 in the Funny Farm hangar. (Left) A worn-out and broken item number 9, the pawl, made the tailwheel on Buck's 170 unsteerable. Regular maintenance can prevent that kind of excitment for the pilot. (Below) Capt. Matt Poleski and the C-3 on the UAC ramp at O'Hare.

Matt isn' t too happy about having to some luck, e nables me to salvage it, went! After all, we fly the " BIG" ones fly the Cessna, but he does. I crank up though, and we pull up to the hangar and and these little ones are " FUN-FUN­ the Swallow and we make Oshkosh about finally take a look at the tail wheel. Since FUN," aren't they? How can they hurt a two hours and 15 minutes later. Not bad I can't handle it, there MUST be some­ guy? for a 145 mile trip. Pacing the C-3, our thing wrong with it, right! ? Well, ask John Monnett; ask a couple groundspeed was just under 60. We made It looks OK; it seems to track OK. other guys who have NOT done a thor­ it fine. Matt, get in there and work the rudders. ough preflight only to find something radi­ We all land safely, and then Matt tells The rudder moves, the tail wheel doesn't! cally wrong when it's too la te. Like me that the 170 IS a Little squirrelly on the Let's get the tail up in the air and see aileron cables hooked up backwards, or ground and maybe it isn't all Dick's fault. what's happening there. gas gauges reading empty and assuming I make some smart remark about airline Well , as it turns out there's no detent! they are full because they both read the pilots and their lack of technique in flying There is no way in the world the tail wheel same; control locks still in place, altimeter real airplanes. We all climb into the 170 can be steered with the rudder because not set, or the directional gyro not set. All with me flying and home we go. The wind when we disassemble it, we find the spring these could have been caught before trou­ isn't down the runway, but the crosswind and pawl that does the steering job bro­ ble developed with a thorough preflight isn 't that bad and I paste it on. It veers ken. Dick really wasn't that bad a pilot af­ and compliance with the check list! into the wind and with both heels on the ter all. We'll have more on tailwheels in next floor and fast losing rudder effectiveness, The " Storal of the Morey" is "pre­ month's column as well as AIC Tidbits. I'm having a hard time hanging onto it. flight! " Oh, sure, we did one; we counted No more lectures. It's Over to You with Superior skill and cunning, along with the wings, kicked the tires, lit the fire and something to think about! ...

VINTAGE AIRPLANE 27 Jack B. Hale Sunnyvale, CA Darryl L. Hall Green Lake, WI George W. Hamm Jefferson, MD William E. Hare Mission, KS James L. Harmon Toledo, OH Thomas B. Harms Bellevue, NE Jack Hartley Doylestown, PA Aaron C. Hayes Wakeman,OH Elroy E. Hilbert II Rockford, IL Bernard L. Hinman Port Charlotte, FL Ronald A. Hoffmeyer Streamwood, IL Tommy G. Howe Spring, TX Robert W. Hubrecht South Lyon, MI Earl J. Isaacs Waynesvi lle, OH Stephen Jackowsk North Huntingdon, PA Leon C. Johenning II Lexington, V A Gregory H. Johnson Lake Geneva, WI John R Johnson Carbondale, IL L. Cory Johnson Dodgeville, WI New Members Matthew Brian Judy Petersbury, AK James Kapeller Overland Park, KS Richard F. Kelso Dayton Beach, FL James R Kenevan Rolling Meadows, IL David Abel Terre Haute, IN Robert M. Corbin N. Olmsted, OH Dexter Kincaid Newberg, OR Lester R Allgor Hastings, MN John A. Couch Houston, TX Forrest L. Klies Bosin, MT Louis G. Anderson Bates City, MO Howard Cox Brookline, MA Ronald W. Koenes Roselle, IL Ken Anthony Fremont, CA Glenn H. Craver Port Angeles, W A Esa Korjula Helsinki, Finland Bob Arndt Sussex, WI William F. Crozier Des Plaines, IL R W. Kreider Newton,CT James Barnes Austin, TX Dave F. Cruickshank Robert J. Kreider Lebanon, PA RJ. Barron Milwaukee, WI Terrace Bay, Ontario, Canada Louis Kuffel Seattle, WA Timothy J. Barry Watersmeet, MI Doyle W. Curry Marshall, TX Leland P. Kyle Rensselaer, IN Patrick F. Barton Columbia, MD Peter Daetwyler Davidson, NC Stanley Lacey Montgomery Creek, CA Dr. Peggy J. Baty Columbia, IL Carl M. Dagen Shelbyville, IL Ann M. Lanzara Roanoke, VA S. Beadsworth Hitchin, Herts, England Bruce J. Dahlquist Maplewood, MN William M. Lawson, Jr. Vestavia Hills, AL Jay R Becker Santa Monica, CA Richard L. Davie Eagle, WI James D. Lea Lafayette, LA Bradley M. Becknell Woodbury, NJ Frank De Ridder Bill H. Lee Bellevue, WA David A. Belcher Abington, MA Brasschaat, Antverp, Belgium Florence Leuninghoener Fremont, NE Donald C. Belina Owatonna, MN Alex Dempster Syracuse, NY Samuel A. Lyons, Jr. Kennesaw, GA David A. Beltz Columbia City, IN Mark P. Denest West Chester, PA Russ MacFarlane Granada Hills, CA Wayne L. Benson Wurtsboro, NY Maryann Denninghoff Columbia, MO John N. Marholec Wasilla,AK Stephen V. Berardo Concord, NH George F. Diehl Attica, NY Patrick J. Marshall Holland, PA Thomas E. Berg Bonsall, CA Stephen Dunlap Cumberland, ME Mark R Martin Elk Grove Village, IL Andrew C. Black Old Lyme, CT Robert A . Erdin High Point, NC Robert Maurice Houston, TX John C. Black Baltimore, MD Mervin Ellis Esch Reno, NV Donald J. Maxwell, Sr. Middletown, NJ Raymond Bossola Virginia Beach, V A David M. Evrard Memphis, TN A. J. McCarthy Wellesley, MA Robert W. Bower Scottsdale, AZ Emil Feutz Mexico, MO David M. McClanahan Franklin, TN George W. Britt, Jr. Longwood, FL Richard A. Fields Colleyville, TX Richard W. McClellion Anderson, SC Gordon Brown New Iberia, LA Val Fish Moreno Valley, CA Lloyd R McCloud, Jr. Fergus Falls, MN Russell Brown Hebbronville, TX Lloyd F. Fisher Littleton, CO Peter J . McGonagle Braintree, MA Jack Bryant Reeds Spring, MO John J. Flynn Redding, CA Robert J. McGraw Chalfont, PA Morton Bryant Macon, GA Patrick D. Fogarty Littleton, CO David McKinley Fletcher, NC Patricia A. Budy Milwaukee, WI Geoffrey Foote Gurnee,IL John McMurray Burkburnett, TX Dana M. Bugbee Dededo, GU James M. Freeburg Port Orchard, W A Ken E. Meek North Branch, MN Hector D. Buggiano Joe Freudenberg Everett, WA William M. Meyer Newport Beach, CA La Lucila Del Mar, Argentina Tom K. Friede Kathy, WI Daniel J . Miller Afton, MN Mark D. Burken San Antonio, TX Stanley D. Friesen Meade, KS David E. Miller Goode, VA Brian P. Calen Dobbs Ferry, NY WM. K. Fudge Mequon, WI Donayon J. Mitchell Brodhead, WI Clark C. Calta Coralville, IA John A. Fuller Anderson, IN Roy Molyneux Lyle P. Campbell Paradise Valley, AZ Timothy Gburek, Sr. Oswego,IL Bellara, Bribie Island, Australia Pedro Campo Buenos Aires, Argentina Lutz Gebhardt Heusweiler, Germany Norman E. Monsen Stoughton, WI M. F. Caric McAllen, TX Louis Grabiec, Jr. Ft. Lauderdale, FL K. M. MonsonWest Jordan, UT Julian S. Carr Key Largo, FL Robert H. Graf Rochester, IN Ron Montgomery Joe Chadwick Peach Tree City, GA Kevin J. Green Blissfield, MI San Juan Capastrano, CA Robert F. Clark Jonesboro, AR Mark J. Greenfield Milwaukee, WI Jeffrey B. Moore Pendleton, IN Peter Ernest Clements David W. Gregg Lancaster, CA Maynard W. Morris St Charles, MO Newtonabbot, Devon, England Larry E. Greiner Belleville, IL Willard Morton Minneapolis, MN Charles R Cleveland Sweetwater, TN Edward V. Grogan Blasdell, NY Arthur L. Mularski Chicago,IL Archie A. Cobb Broussard, LA J. P. Gross Santa Ana, CA Thomas T. Murray Cypress, CA Lindon Cockroft Bowie, MD Robert W. Guenther Alexander City, AL Stanley A. Myers Linn, MO Ronald Cooke Corbeil, Ontario, Canada Charles M. Gunderson Dale Nelson Cedar Falls, IA Clarence D. Copeland Mount Dora, FL Redondo Beach, CA Robert D. Nelson Lavale, MD

28 OCTOBER 1994 David E. Neuser Manitowoc, WI Roland E. Schable Janesville, WI Frank L. Taylor Avon, OH Robert Norman Peotone, IL Harry William Schmitendorf Bebe Teichman Tampa, FL Pike Noyes Marblehead, MA Sunland, CA Martyn J. Thornington Bill C Oetting Tucson, AZ David Schuetzeberg Liberty Hill, TX Brandon, Manitoba, Canada James W. Oliver Hampton,GA Leroy H. Schumacher Massillon,OH Magnus Thorsteinson Akureyri, Iceland H. Drake Olson, Jr. Basalt, CO Timothy W. Sefcik Valparaiso, IN Connie Trippensee Rosamond, CA John C. Olson Elgi n, IL Thomas M Semmes Anniston, AL L. E. Trowbridge Manvel, TX Craig Ostbloom Fort Dodge, IA William Shawver Lake Station, IN Todd E. Tschida Inver Grove Hts., MN Ronald Palascak Algonquin,IL Ron H. Sherron Raleigh, NC Norman D. Tucker III Fitchburg, MA Charles Pearcy Weatherford, TX Stephen M. Shiner Houston, TX Glenn Valy New Lenox, IL Peter Petersen IV Chesterland,OH Johnny M. Shipman Denton, TX Brian L. Van Buren Mokena,IL Mike Phenix Dorual, Quebec, Canada Alex Simon Fond Du Lac, WI Robert Van't Riet Los Osos, CA Wesley A. Posch Mayer,AZ Richard W. Skeffington Topsfield, MA Frank Vanskivera Gloversville, NY Douglas E. Poulton Hayward, CA Larry Skinner Miami, FL Tom M. Vaughan Hal Preston Carrollton, TX Paula O. Skog Westboro, MA Hollywood, Ballyboughal, S. Ireland Frank 1. Punzel Wisconsin Rapids, WI Gary J. Slutz Beach City, OH Daniel R. Veltman Urbana, IL Virgil E. Rabine Pocomoke City, MD Charles E. Smith Roswell ,GA Julie V. Verrette New Franken, WI Jimmy Rae, Jr. Tulsa, OK David R. Smith St. Charles, IL Gary R. Vetterli Monroe, WI Fred Ramin Houston, TX Dennis A. Sokol Yankton, SD Ronald L. Waldron Port Richey, FL William E. Rasor Brookville, OH Stan H. Solomon Spring Valley, NY Donald A. Wall Omaha, NE Ronald W. Ray Falls Church, V A Martin J. Springer Ashby, MA Les Wallin Mountainside, NJ John C. Reib Stuart, FL Merlin F. Stevens Bellevue, NE Raymond G. Ward San Antonio, TX Randall Reihing White House, OH Michael C. Stevens Layton, UT Randolph Benjamin Waskin Ringle, WI Edmund S. Reivitis Green Bay, WI Mark W. Stewart Marshalltown, IA William R. Webster Somerset, WI Algimantas Remeika Phil R. Stiver Elkhart, IN Arnold Weiss Los Angeles, CA Kaunas Lieby, Lithuania Martin Strelow Schwelm, Germany Cody F. Welch Midland, MI David Reno Carrollton, IL Russell A. Strine Harrisburg, P A Robert Scott West Olathe, KS Vincent D. Rice, Jr. Shreveport, LA Louis A. Strom Chicago, IL Duncan W. Wiedemann Wheaton,IL Betty F. Riddle Tulsa, OK John J. Swaney Valley Ranch, TX S.J. Wolff Rimrock, AZ Lawrence J. Rooney St. Petersburg, FL James Takacs Janet S. Yoder Wichita, KS James C. Rosater Woodstock, IL Fonthill, Ontario, Canada John E. Youngblut Niwot, CO Modesto Ruiz, Jr. Frostproof, FL Charles W. Talbot Shawn R. YukI Bell e Pl aine, IA Donald Sanders Kathy, WI Mississauga, Ontario, Canada Mary Jo Zignego Hartford, WI

Fly-In calen~?~r~~ The following list of coming events is fumished to our readers as a mafter of information only and does not constitute approval, sponsorship, involve­ melli, control or direction ofany event (fly-in, sem­ inars, fly market, etc.) listed. Please send the infor­ mation to EAA, Aft: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be receivedfour months prior to the evelll date.

OCTOBER 12-17 - TULLAHOMA, OCTOBER 21-23 - AUGUSTA, GA party and dinner in the FAA building, TN - 1994 Staggerwing - Travel Air­ DANIEL FIELD - Boshears Memorial and fly-in HQ at the AlC building. Con­ Twin Beech Convention, sponsored by Fly-In. Phone 706/736-9512 tact Don Russell at 813/676-0659 for the Staggerwing Museum Foundation. NOVEMBER 10-13 PEN­ more information. Howard, Spartans and Twin Bonanzas SACOLA, FL - Aviation History Semi­ JANUARY 1, 1995 - W ARSAW, IN are also welcome. Membership in the nar/Excursion. 404/364-8383. - 3rd Annual HANGer OVER PARTY Staggerwing Museum required - for more NOVEMBER 10-13 - MESA, AZ ­ and Fly-In. 11 a.m. to 2p.m. 5 star information, call 615 /455-1974. Pre-reg­ 1994 Copperstate Regional EAA Fly­ restaurant quality road kill hot dogs, istration by Oct. 1 is also required. In. Williams Gateway Airport. 1­ chips, coffee and hot cocoa. Indiana's OCTOBER 14 -16 - KERRVILLE, 800/283-6372, Fax 602/827-0727. NOTE: biggest winter fly-in. For info call Larry TX - Kerrville Municipal Airport. EAA NEW DATE AND LOCATION! Lamp, 219/453-4364. Regional Fly-In. Camping, Forums, and DECEMBER 3 - 4 - LAKELAND, APRIL 9 - 15, 1995 - LAKELAND, awards banquet Saturday night. For FL - Lakeland-Linder Municipal Air­ FL - Sun 'n Fun '95. 813/644-2431. more information, call the Kerrville port. A gala fly-in Christmas party, JULY 27 AUGUST 2 Chamber of Commerce at 800/221-7958. hosted jointly by Florida Sport Aviation OSHKOSH, WI - 43rd Annual EAA OCTOBER 15 - NORTH HAMP­ Antique And Classic Assoc. (FAACA), Fly-In and Sport Aviation Convention. TON, NH - EAA Antique/Classic Florida Ercoupe Club, Short Wing Piper Wittman Regional Airport. Contact Chapter 15 4th Annual Pumpkin Patch Club, Cessna 170 Club, J -3 Club Florida John Burton, EAA, P.O. Box 3086, Pancake Breakfast Fly-In. 603/964­ Aero Club, et al. The party will be held Oshkosh, WI 54903-3086, 414/426­ 6749. on the Sun ' n Fun grounds, with the 4800.

VINTAGE AIRPLANE 29 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, Oahkoah, WI 54903-3086 . . . . and VINTAGE AIRPLANE ... Payment muat accompany ad. VISAIMaaterCard 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) MISCELLANEOUS: to: SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d, 4130 chrome-moly 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 VINTAGE AIRPLANE 406/388-0170. Repair station No. QK5R148N. (NEW) This & That About the Ercoupe, $14.00. Fly-About Adventures & the Ercoupe, P.O. BOX 3086 $17.95. Both books, $25.00. Fly-About, P.O. Box 51144, Denton, Texas 76206. (ufn) OSHKOSH, WI 54903-3086 GEE BEE - R-1, R-2 super-scale model plans used for Wolf/Benjamin'S R-2. GB "Z", "Bulldog," "Goon," Monocoupe, Culver, Rearwin. Updated, enlarged (1/3,1/4,1/6-1/24). PLANS on SHIRTS/Capsl Catalog/News $4.00, refundable. Vern Clements, 308 Palo or call Alto, Caldwell, 10 83605. (c-9/94) 1-800/843-3612 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) Old Rhinebeck Aerodrome - Cole Palen Memorial - Foundation introduction and missing man formation flight - VHS format, 41 min. An indelible moment in time. $20.00 plus $3.50 shipping & handling. Check or Money order to: Airborne Adventures Inc., 6229 Poolsbrook Road, Kirkville, NY 13082. (12-4) Wheel Pants - The most accurate replica wheel pants for antique and classics available on the market today. 100% satisfaction guaranteed. Available in primer gray gelcoat. Harbor Ultra-Lite Products Co., 1326 Batey Place, Harbor City, CA 90720, phone 310/326-5609 or FAX 310/530-2124. (ufn) Restoring? Building? - Professional metal polishinglbuffing. Props, spinners, struts, etc. Reasonable rates. Let us save you time. G. Murphy, 317/552-8104. (10-1) DO YOU SAVE VIDEOS - TAILDRAGGERS AND FARMSTRIPS. Piper J-3 and J-5 CUB display tailwheel flying and short field landing techniques. $19.95. A TIGER'S TALE. Fascinating SPORT AVIATION? story of the Tiger Moth biplane featuring Christopher Reeve flying with the exclusive If you're like many EAA members, you save 'Tiger' Club in England. $19.95. THE GEE BEE AIRPLANES. Documentary of rare film your back issues of Sport Aviation as a interviews of the Granville brothers, Bob Hall and Pete Miller. Extraordinary footage of personal resource library. But how many Lowell Bayles crash and Jimmy Doolittle winning the Thompson Trophy. $24.95. WAT­ times have you searched through a mile-high stack of magazines looking for one article only SONVillE FLY-IN. Outstanding antique and classic video featuring Stearmans, Wacos, to find that issue damaged or, worse yet, Stinsons, Ryans and many more beautiful aircraft. $29.95. Order any 3 videos and receive missing! End your worries and organize your a 10% discount plus our90 min. preview tape FREE! $4.75 S&H for one tape, $1 for each Sport library with these new EAA Sport add'i tape. Call 800-700-0747. Mail: VC Marketing, 40 Kitty Hawk East, Richmond, TX Aviation binders. Store a complete year's 77469. (TX. Res. add 7-114% tax.) (c-12194) worth of Sport Aviation, without worry. These attractive, high-quality binders are WACO OWNERS - Tighten up that loose tail wheel with new bronze tail post bushings extremely durable and are available in deep - WACO Part #8101 - set of 2 postpaid $65. Also available engine mount bushings for blue with gold-colored lettering. pre-1937 WACO's - Part #12611 - set of 16. Postpaid $115. Also interested in buying BINDERS: $9.95 each; 3 for $27.95; or trading WACO parts. Jon Aldrich, Airport Box-9, Big Oakflat, CA 95305, phone 6 for $52.95. (plus shipping) 209/962-6121. (11-2) Wis. residents add 5% sales tax. WANTED: To order, call Wanted - Heywood starter system or any part thereof. Will even accept the manual. 1-800-843-3612 215/257-0817. (10-1) or write: Wanted - Complete, serviceable prop hub for Ken-Royce 7-G Radial. Gene 303/279­ Sport Binder, P. O. Box 3086, 5782. Oshkosh WI 54903-3086.

30 OCTOBER 1994 5DrucingUp 1heGoose Fly high with a quality Classic interior

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