EDITORIAL STAFF Publisher Tom Poberezny Vice-President Marketing & Communications Dick Matt November 1995 Vol. 23, No. 11 Editor-in-Chief Jack Cox Editor Henry G, Frautschy Managing Editor CONTENTS Golda Cox Art Director 1 Straight & Level/ Mike Drucks Espie "Butch" Joyce Assistant Art Director Sara A.Otto 2 AlC News/H.G. Frautschy Computer Graphic Specialists Olivia L Phillip Jennifer Larsen 4 Aeromail Advertising Mary Jones 5 Vintage Literature/Dennis Parks Associate Editor Norm Petersen 8 Unintentional Spins/ Feature Writers George Townson George Hardie, Jr. Dennis Parks Page 13 Staff Photographers 10 What Our Members Jim Koepnick Mike Steineke Are Restoring/ Carl Schuppel Donna Bushman Editorial Assistant Norm Petersen Isabelle Wiske 12 Mystery Plane/ EAA ANTIQUE/CLASSIC DIVISION , INC. H.G. Frautschy OFFICERS 13 Bucker2 - President Vice-President Espie 'Butch' Joyce Arthur Morgan Betcha Can't Fly Just One!/ P.O. Box 35584 Germantown. WI Greensboro, NC 27425 H.G. Frautschy 910/393-0344 Secretary Treasurer 18 Norseman Festival/ Steve Nesse E.E. 'Buck' Hilbert John Parish 2009 Highland Ave. P.O. Box 424 Page 18 Albert Lea. MN 56007 Union. IL 60180 21 Aero Commander 560/ f'fJ7/373-1674 815/923-4591 Norm Petersen DIRECTORS John Berendt Robert C. 'Bob' Brauer 7645 Echo Point Rd. 9345 S. Hoyne 23 Calendar Cannon Falls. MN 55009 Chicaw. IL 60620 f'fJ7/263-2414 312/ 79-2105 24 Pass it to Buck! Gene Chase John S. Copeland 2159 Carlton Rd. 28-3 Williamsbur8 Ct. E.E. "Buck" Hilbert Oshkosh. WI 54904 Shrewsbury. MA 1545 414/231-5002 f'fJ8/842-7867 25 Welcome New Members Phil Coulson George Daubner 28415 Springbrook Dr. 2448 Lough Lane 28 Vintage Trader Lawton, MI 49065 Hartford, WI 53027 616/624-6490 414/673-5885 Page 21 Charles Harris Sian Gomoll 30 Antique/Classic Merchandise 7215 East 46th St. 1042 90th Lane. NE Tulsa, OK 74145 Minneapolis. MN 55434 918/622-8400 612/784-1172 FRONT COVER AND BACK COVERS.. . Dale A. Gustafson Jeannie Hill 7724 Shady Hill Dr. P.O. Box 328 The Grand Champion Antique of EAA OSHKOSH '95 is Woody Woodward ' s Indianapolis, IN 46278 Harvard, IL 60033 BOcker BO 133C Jungmeister, restored by Joe Fleeman (who also happens to 317/293-4430 815/943-7205 be doing the flying In this photo) . This Jungmeister carries SIN 1001. and is the Robert UCkteig Robert D. 'Bob' Lumley first production copy of the "C" model. It spent most of its service life with the 1708 Bay Oaks r. 1265 South 124th St. Swiss Air Force. Alberf Lea. MN 56007 Brookfield. WI 53005 On the back cover is Woody's BO 131 Jungmeister, also recently restored by 507/373-2922 414/782-2633 Woody. It has a firewall forward LOM engine installation engineered and built Gene Morris George York up by Joe Krybus of Krybus Aviation, Santa Paula, CA. 115C Steve Court. R.R. 2 181 Sloboda Av. EAA photos by Mike Steineke. Shot with a Canon EOS-l n equipped with an 70­ Roanoke. TX 76262 Mansfield, OH 44906 200 mm lens. 1/250 sec @ flO on Kodak Lumiere film. Piper Lance photo plane 817/491-9110 419/529-4378 flown by Ed Lachendro. S.H. ' Wes' Schmid 2359 Lefeber Avenue Copyright © 1995 by the EAA Antique/Classic Division Inc. All rights reserved. Wauwatosa. WI 53213 VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental 414/771-1545 Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic DIRECTOR EMERITUS Division, Inc. is $27.00 for current EM members for 12 month period of which $15.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. S,J, WiHman 1904-1995 POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AN D APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive ADVISORS criticism and welcome any report of inferior merchandise obtained through our advertiSing so that corrective measures can be taken. Joe Dickey Jimmy Rollison EDITORIAL POLICY: Readers are encouraged to submn stories and photographs. Policy opinions expressed in articles are solely those of the 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. Phone414/426-4800. 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 EAA ULTRALIGHT CONVENTION are trademarks Madison. WI53717 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

October 1995 marked another and doing whatever they could to dealing with damage done to their long-standing "happening", the fAA make the attendee's stay more en­ aircraft because of their hangars joyable. There are some other air­ collapsing due to strong winds or Antique/Classic Chapter 3 Fall Fly-In. port authorities who could take a heavy snow loads. We need to do lesson from these people. an annual inspection of our hangars This year, Chapter 3 moved their All in all, it was a great time and as well as our airplanes. Some annual fly-in from Camden, South from what I have heard, years ago I had my pride an joy, a Carolina to the Darlington County Antique/Classic Chapter 3 will be 1953 Beech 35, sitting outside of airport, located close to Hartsville, back there next year. There seems my workshop while I was doing Sc. The move was made, for the to be a great number of fly-ins dur­ some minor work to the airframe. most part, because of the promo­ ing the months of September and Beside my airplane was an old tional efforts of the Darlington October each year. I have heard windmill, approximately 40 feet County officials who actively re­ that the Copperstate Fly-in held at high. One morning I showed up cruited Chapter 3 to come to their the Williams Gateway Airport in and this windmill had fallen over, airport. The airport is an old WW Mesa, Arizona was a great success. just missing my aeronautical II auxiliary training field with the This was their 24th annual event sweetie by only a couple of feet. three triangle runways. There are and as soon as we have any infor­ The supports going into the ground many of these airports located in a mation on the Antique, Classic and had rusted completely through, but number of different areas through­ Contemporary attendance, it will that windmill had been there since out the southeast United States. A be passed along to you. I was a kid and it never crossed my number of them have not been well In this part of North Carolina mind that it would ever fall over. maintained by the local govern­ the fall colors are just beautiful Not only did I almost lose my air­ ments, causing a great many to be­ this time of year, but sadly it is plane, I did lose myoId landmark come unusable. The fly-in airport also a sign that the warm weather that I miss every time I go to my this year was not in this class! It's flying will soon be over. This workshop. been well maintained; in fact, it has means that for some of us the sea­ One other area of concern is that been upgraded and is in great son will be totally finished, while we still have people letting air­ shape. There was a grass runway for others it will entail a com­ planes get away from them when and plenty of grass parking for the pletely different approach to oper­ they are hand propping their air­ almost 250 aircraft attending. ating your aircraft. Changing your I would guess that approxi­ craft. Hey, guys, a piece of rope is mode of operation as the seasons mately 90% of the airplanes that cheap when compared to a per­ change can be as unsafe as having flew in were an Antique, Classic, sonal injury or the repair cost to stored your aircraft for the winter Contemporary or Experimental. your airplane or worse, your There was no air show, but plenty and then bringing it out in the buddy's pride and joy. of buddy rides. Dr. Ed Garber was spring. I want to ask everyone to I am writing this just before the there with his Fairchild 22 which he be extra careful when changing fall meeting of your Board of Di­ has just completed, including an your habits. We seem to have a rectors. In the January issue of overhaul of his Menasco engine. greater number of accidents when VINTAGE AIRPLANE I will He won the Antique Grand Cham­ pilots re-start flying in the spring, bring you up to date with regards pion award. There were a number and this is also true when pilots to this meeting. Your EAA An­ of other award winners who were first start flying in a winter e nvi­ tique/Classic Division is doing also deserving. On Friday night ronment. A number of these acci­ great; ask a friend to join up so the County Airport Authority dents could be avoided if you they can also enjoy being a mem­ hosted a free "pig picking" barbe­ would take a moment, just stand ber. Let's all pull in the same di­ cue for the early arrivals. The Air­ back and ask yourself, "If I do this, rection for the good of aviation. port Authority had a presence all what is going to be the result?" Remember we are better together. during the fly-in, hauling people We continue to have owners Join us and have it all! *'

VINTAGE AIRPLANE 1 of Bob Hoover" fund headed by EAA the end of WW II, and airplanes, air­ President Tom Poberezny. A com­ plane, airplanes. You'll also meet vari­ plete overview of the three year long ous personalities, including race car dri­ effort by Bob to regain his medical ver Rusty Wallace (a big Stearman fan, certification is published in the No­ we ' re told), Air force pilot Scott Ale vember issue of EAA Sport Aviation, O'Grady, who was shot down over starting on page 5. Bosnia and then dramatically rescued by a joint services SAR mission, and NEWS Hoot Gibson and the Space Shuttle PILOT LICENSING CHANGES crew, fresh from their rendezvous in space with the Mir Space Station. If A reminder that you have until De­ you're not going to be home, figure out compiled by H.G. Frautschy cember 11, 1995 to get you comments in how to set your VCR and tape it - it's and Norm Petersen regarding your support of the self-certi­ one hour of television you'll really want fied medical and removal of the 50 mile to see! limitation on the recreational pilot's certificate. A full description of the THUMB'S UP ON NPRM can be read in last month's EAA ADULT AIR ACADEMY HOOVER'S MEDICAL! Sport Aviation. Please be sure and drop a note in the mail. Make it as sim­ Basic aircraft maintenance, building R.A. "Bob" Hoover has been issued pl e as a handwritten postcard or as a and restoration skills will be the sub­ a restricted second class medical certifi­ typed letter. Each of you needs to send jects of the EAA Adult Air Academy cate by the FAA, allowing him to re­ in an individual letter, since form letters during the first session, scheduled for sume his airshow schedule here in the with multiple signatures count as one February 19-23, 1996. The experienced United States. letter. staff of the EAA Air Acade my will The restrictions to his medical re­ Address you letter, in triplicate, to share their aviation knowledge and ex­ quire Bob to undergo yearly medical the Federal Aviation Administration, perience in many of the basic skills re­ exams as well as neuropsychological office of Chief Council, Attention: quired to successfully restore, build and and neurological tests, which will be Rules Docket (AGC-I0), Docket No. maintain aircraft. The $800 registration taken by Bob at the Mayo Clinic in 25910, SOO Inde pendence Av., SW, fee provides accommodations, meals, Rochester, MN. The other restriction Washington, DC 20591. local transportation, classroom supplies prevents Bob from carrying passengers Be sure and send copies of you let­ and necessary materials during the five for hire. He has been given unrestricted ters to your congressmen and senators, day session. Third class privileges as part of his med­ as well. The EAA/ZENAIR Aircraft Build­ ical certification. ing Academy, scheduled for February Bob's reaction to the news given to 24 - March 3, 1996 is the first presenta­ him on October]S during a call from EAA OSHKOSH '95 TV SPECIAL tion of its kind for the EAA Air Acad­ Dr. Bob Poole of the FAA, speaking emy. The goal of this academy will be on behalf of Federal Air Surgeon Jon Get out your pencils and mark your to construct an all metal ZENAIR Zo­ Jordan, was understandable elation. calendar - ESPN will air a one hour spe­ diac CH 601. The $800 registration fee He is grateful to the multitudes of cial all about EAA OSHKOSH '95 on provides accommodations, meals, local EAA members and other aviators November 27, 1995 at 9:00 p.m. transportation, classroom supplies and who expressed outrage at the FAA's What will be included? Here's just necessary materials during the five day handling of the entire affair, and also the short list: The Golden age of Air session. for the contributions to the "Friends racing, the Great Cross Country Air Further information and registra­ Race, the spectacular tion materials for these two sessions of Tribute to Valor, the Academy are available from the commemorating the Education Office of the EAA Avia­ 50th anniversary of tion Foundation by calling 414/426­

PIPER AVIATION MUSEUM NEWS

The Piper Aviation Museum Foundation has announced the appointment of Frank P. Sperandeo III, of Fayetteville, AK to its board of directors. In addition to his engineering background, Frank also has some fundraising experience, which he will put to use as the board works to fund and con­ struct a museum dedicated to Piper aviation history in Lock Haven. Frank has also made arrangements to donate his prize winning Piper PA-20!22 Pacer, "Miss Pearl" to the Piper A viation Museum. ("Miss Pearl" was selected as the winner of the "Best In Show" trophy at the Southwest Regional Fly-In in Kerrville, TX.) In the photo above, Bill Piper, Jr, (left) and Frank pause for a moment in front of "Miss Pearl" during Sentimental Journey '95.

2 NOVEMBER 1995 4888 or by writing P .O. Box 3065, Oshkosh, WI 54903-3065. Space is limited, so please make your decision to attend as early as possible, and avoid being disappointed.

GREEN GRASS AT EAA OSHKOSH '96

If you've been one of the members who have expressed concern over the fact that a grass runway has been un­ available at EAA OSHKOSH during the past two years, you'll be happy to know that a new grass runway has been established on the east side of the northlsouth taxiway (runway 18R/36R during the Convention). It's exact loca­ tion will be detailed in a later issue of Vintage Airplane. Surface grading and ground work has already been com­ pleted, and the new runway should be ready to use during EAA OSHKOSH BILL BRENNAND INDUCTED INTO THE '96. WISCONSIN AVIATION HALL OF FAME

AERONCA STRUTS In a very prestigious ceremony at the Goldwater Conference Center in EAA Headquarters, Oshkosh, WI, on October 21,1995, Bill Brennand (EAA Univair Aircraft Corp. announces 13078, A/C 4061) was one of four inductees into the Wisconsin Aviation Hall of that it now has FAA/PMA approved Fame. The other three were Jim Conn, Libby Parod, and (posthumously) Her­ sealed wing struts for the man "Fish" Salmon. Aeronca/Champion 7 series and 7 se­ Bill Brennand was born in Oshkosh, WI, in 1924 and made his first solo ri es Citabrias. These new seal struts flight in November, 1943, in a Taylorcraft BC-12. As an employee of S. J. are structurally and dimensionally the (Steve) Wittman from 1943 to 1950, Bill added a Private (1944), a Commercial same as the original equipment parts (1945), CFI (1946), and Multi-engine (1949). He then earned his A & P ticket except that they are sealed to the envi­ in 1951, his IA in 1955 and Seaplane Examiner rating in 1957. ronment and treated with a preserva­ For two years, 1950-52, Bill was a corporate pilot for Marathon Oil Com­ tive oil on the inside. This improve­ pany, flying a Beech 18 and a Lockheed Lodestar. He then returned to the ment prevents moisture from getting Oshkosh area and operated a Fixed Base Operation in Neenah for the next inside the strut and thus eliminates the forty years, specializing in used aircraft and antique aircraft restorations. Per­ concern of corrosion from within. The haps his most widely known project is a Stinson Trimotor, NC11170, SIN 5023 , new struts range in price from $209 to which he restored with Chuck Andreas and Byron Fredericksen. It has been $267 per strut. For more information, active on the airshow circuit for quite a number of years, giving many their first please contact Univair Aircraft Corp., taste of travel during the Golden Age of Aviation. 2500 Himalaya Rd., Aurora, CO 80011. During the heyday of the Goodyear Races, 1947 to 1950, Bill flew the 305/375-8882 or fax then at 303/375­ Wittman "Buster" racer under the tutelage of Steve Wittman, the old master, 8888. and was nearly unbeatable (at 105 Ibs.) at Cleveland, Miami, White Plains, Chattanooga and Reading. In addition, Bill flew the Pitts Racer "Lil' Mon­ ster" in '51 and '52. VALDEN C. BALTZ The Brennand Seaplane Base at Oshkosh was developed and improved over 1910-1995 a forty-five year period by BilJ Brennand, giving a home to one of the largest seaplane fly -ins in the world. Recently, the base was sold back to the Vette One of my favorite aviation "o ld­ family from which it was purchased in 1948 and has been renamed the Vette timers" has passed away, and I've asked Seaplane Base. his good friend Joe Dickey to write a few Congratulations to Bill! words about our friend Va l. - HGF

While still in his teens, Val Baltz Val was recruited by Aeronca specif­ joined Ge ne ral Electric and retired started his career in aviation with a ically to build the tooling for the Low from their Cincinnati Engine facility. large hammer in one hand and a star Wing Aeroncas. Val was recruited by Of all his successes in his long career, drill in the other. He sank many of the Aeronca in 1934 as a result of his expe­ Val was most proud of the team he as­ holes used to anchor machinery to the rience with complex wooden wings. He sembled to create the first civilian hi gh concrete floor of the new Fokker fac­ was hired by Aeronca specifically to volume aircraft assembly line to build tory in West Virginia. Drilling holes in build the tooling fo r the Low Wing the 7 AC Champion. (In early 1946 a concrete proved to be an employment Aeroncas. production rate of 25 airplanes per day application test. If you could swing a Over the next 12 years, his expertise was achieved!) Thousands of pilots con­ hammer for three days without com­ led him to become vice president of tinue to enjoy the product of that post­ plaint, you got a job building wooden Manufacturing, the position he held war effort. Our condolences to Val's airliners. when he left Aeronca in 1947. H e daughters and his many friends. ...

VINTAGE AIRPLANE 3 VINTAGE Aero Mail

... given the choice, you're ter the September is sue of Vintage Air­then rollin g into th e turn for final ap­ better offchanging your pattern plane was printed, we received a call from proach , picking up a crosswind as the turn Zac Howard , tell ing us that his wife and progresses. But in many cases, including (for instance, right traffic instead partner for so many years, Doris, had our approach to the southeast here at Pio­ of left) and taking a headwind on passed away. Doris was one of the most neer Airport, terrain , airport layout or a base leg, then rolling into the turn enthusiastic " aeronautical spouses" 1'd populated area that is noise sensitive may ever met, and I really enjoyed meeting and require a base leg with a tailwind. (We for final approach, picking up a talking with her at Sun 'n Fun '95. Our can only fly a right-hand pattern for th e crosswind as the turn progresses. condolences to Zac and his family. southeast runway at Pioneer Airport, due to potential traffic conflicts with airplane DOWNWIND TURNS operating on run way 9-27 at Wittm an Field.) In that case, prudent operations HAMMOND 100 ADVENTURES Dear H.G., with attention paid to th e factors as ex­ plain ed in Capt. Hill' s article ca n heLp Dear Sir, T hanks for printing the articles con­ minimize the ri sks in vo lved . - H.C. cerning pil ot techniques. I would re­ Frautschy I enjoyed reading the article in the mind pilots that they were written for Sept. '95 issue, page 16 on the restora­ the pilots participating in the activities STINSON RELIANT HISTORY tion of an antique I used to fly , the at Pioneer Airport. Hammond 100. T hey do pertain to all types of flying Dear Mr. Frautschy, I called Zac Howard in Ypsilanti, MI and my note in parentheses in the Oc­ and confirmed that this was the same tober article does not mean that the Having e njoyed Hal Coonley's ac­ Hammond a t Ann Arbor, MI in 1941. downwind techniques do not apply to count of the restoration of his Gullwing While instructing in the CPT program, tri-gear airplanes - the note was for the Stinson Reliant in Vintage Airplane of I would fly the Hammond on weekends pilots who needed to practice for the September 1995, I am sending a little hauling passengers and towing banners short fie ld landings at Pioneer airport more information on its British career, around the U of Michigan football sta­ in tailwhee l equipped planes. (Or for taken from the recently published book dium. One day the Kinner started act­ anyone with an usua l pa ttern flown "Fleet Air Arm Aircraft 1939 to 1945" ing up and I had to jettison the banner. with tailwheel airplanes.) by Ray Sturtivant. It landed in the parking lot and broke This type of approach and landing is USAAF serial 42-46770 was one of a six windshields. Remember those old also very common for runway 18 at batch of 250 AT-19's transferred to banne rs were made out of bamboo Oshkosh. At least a couple of accidents Britain under the Lend-Lease scheme. poles and lead weights. have occurred during Convention while As RAF serial FK944 it was allocated To see pictures of this graceful old using runway 18 with a quartering tail­ to the Royal Navy 's Fleet Air Arm and bipla ne flying was like seeing an old wind. was at Royal Navy Air Station, (RNAS) friend recuperated from the hospital, Quite often the wind shifts or in­ Stretton in February 1944. In Novem­ better than new with the modern mate­ creases in velocity before a runway ber 1944 it went to the Station Flight at rial and such. change can be made. M a ny landings RNAS Yeovilton which housed No. 12 The Hammond is located in Florida are made on runway 18 with a north­ Naval Air Fighte r School (NAFS), and enjoying year 'round flying. east wind. This is a very dangerous where it carried the code "Y9D." ON condition and the "hints" in the article 12 September 1945 it was flown by the Sam Burgess definitely apply. That's for all aircraft ­ Auxiliary Air Transport ferry organiza­ San Antonio, TX nosewheel, tailwheel and Cubs to jets. tion to RNAS Evanton, from where it went to RN Air Repair Yard, Donibris­ Editor's note: Sam's homebuilt Bucker Sincerely, tie, then on to RNAS Abbotsinch on (which has flown in each of the 50 states ) Richard C. Dick Hi ll New Year's Day 1946. When returned is on display in the EAA Air Adventure ATP CFI-MEI-II to the USA, it became USN serial 11469 Mu seum in Oshkosh . His second Bucker for record purposes only, before being powered by a Allison T-250 turboprop en­Editor's note: Member Michael Coles stricken on 30 April 1946 and trans­ gine holds the World Time to Climb (3,000 of Sh elter Island Heights, NY wrote for ferred to the War Assets Administra­ meters) record for turboprop aircraft. His clarification regarding the choice of taking tion for disposal on 6 June 1946. record stands in two categories, Class C­ a pattern with a base to final turn that has I hope that this is of some interest. IB and C-IC. He climbed to 3,000 meters a tailwind. Michael is correct that given (9,842 ft.) in 2 minutes, 47 seconds. the choice, you're better off changing your Sincerely, An additional, sadder note mu st be pattern (for instance, right traffic instead Vic Smith added to the Hammond 100 stan;. Just af­of left) and taking a headwind on base leg, Uxbridge, Middlesex, England

4 NOVEMBER 1995 VINTAGE LITERATURE Classic Early American Aviation Magazines

by Dennis Parks EAA Library and Archives Director

The advent of powered flight saw the Capt. Thomas Baldwin. The first issue Flying Boat. Some examples from early rise of the aviation magazine, "the earli­ had 24 pages, but by June it was up to 1920 were: Supermarine Flying Boats; est successful one being the English 46 pages. the Sopwith Transport Plane; and the weekly FLIGHT, which began in Jan­ The covers of AERIAL AGE had B.A.T. "Baboon." For its time period, uary 1909 and continues to today. reproductions of black and white pho­ Aerial Age is the best source of descrip­ The earliest American aviation pub­ tographs of aircraft and provide a good tions for new aircraft and its coverage lication to last was AERIAL AGE, source of pictures of early aircraft for resembles that later provided by AERO which began in 1915, followed by A VI­ historians and pioneer era aircraft en­ DIGEST. ATION in 1916, which continues to this thusiasts. Some of the cover shots in Technical topics were also covered. day as A VIATION WEEK & SPACE 1915 were: The Curtiss Flying Boat; the Neil MacCoull M.E. had a series of arti­ TECHNOLOGY. Another long sur­ Thomas Military Tractor, and a Martin cles describing new engines and acces­ vivor was AERO DIGEST, which com­ Tractor. The June 28,1915 cover had a sories. There was also a series of menced publication in 1921. The Aero picture of Glenn L. Martin with Mary reprints of NACA reports featuring Club of America began its own bulletin Pickford from the movie "The Girl of topics such as the choice of wing sec­ in 1912 which grew into the magazine Yesterday. " Unfortunately, in July tions and the strengths of laminated FLYING. 1915 the illustrated covers stopped and wing spars. Translations of foreign liter­ Here is some information about these they only listed editorial contents. With ature also appeared, an example is the early publications which will shed some the U.S. entry into World War I the article by A. Betz of Gottingen on the light on their history and content. cover photos reappeared. During 1922, theory of the screw propeller. AERIAL AGE. New York. the covers featured aerial photographs The growth of the aircraft industry Monthly. Mar. 22, 1915-July 1923. Ab­ from around the U.S. These included over the period of the first World War is sorbed FLYING (New York) Aug. 1, downtown shots of Chicago, New York reflected in the growth of the size of the 1921. Title changed from AERIAL and Washington. Some of the pictures AGE WEEKLY Aug. 1922. came from the Fairchild Aerial Camera AERIAL AGE was the only avia­ Corp. tion weekly to survive beyond the first Some of the regular features were: World War. It was published from news of the week; foreign news; recent March 1915 to July 1923 by the aero patents; books on aeronautics; and AERIAL AGE Company of New York. "Aeronitis." "Aeronitis" was a series of The founding editor was H. Chadwick quips and quotes either new or reprinted Hunter, who was followed in April 1915 from other sources. "Aeronitis" was de­ by G. Douglas Wardrop. He remained fined as a pleasant infectious ailment editor until the publication ceased to be. that made people "flighty." For an ex­ Contributing editor was Henry Wood­ ample, one of the stories told goes, house, who was also editor of FLYING, "Lady: 'What do you call the man who the Aero Club of America's magazine, attends to your airplane?' Aviator: 'I re­ which was absorbed by AERIAL AGE gret, but I never use profanity in the in 1921. presence of a lady." The first issue of March 22, 1915 was Most issues had a feature on a new announced as taking the place of AERO aircraft. These articles consisted of two & HYDRO as the "American Aeronau­ or three pages and provided descrip­ tical Weekly." AERO & HYDRO had tions, specifications, and a three-view ceased in November 1914. AERIAL drawing. Some of the aircraft covered AGE boasted of an initial subscription in 1915 were: The Heinrich Tractor; the list of 10,000 and listed among its first 25 Burgess-Dunne Convertible tail-less subscribers were Katherine Stinson and land and waterplane; and the Jannus

VINTAGE AIRPLANE 5 cer in the Aviation Section of the Army lin , AI Williams, General William Signal Corps. Mitchell and Rear Admiral Moffett. Later Frank Tichenor became presi­ Articles by these authors not only talked dent and provided an entertaining edi­ about technology and flying but about torial column " Air - Hot and other­ the impact and future of aviation. wise." An important source of aircraft in­ The magazine's strongest suit was in formation was the journal's " Annual its descriptions of individual aircraft. Digest of American Aircraft." This an­ Also covered were technological ad­ nual series, which began in April, 1935, vancements, record flights, history, per­ was preceded by an irregular feature sonality profiles, air races, and foreign "Descriptions of approved type air­ activities. It was profusely illustrated planes and engines," which first ap­ with photos and three-view drawings. peared in April, 1931. The descriptions The April 1928 issue provided arti­ were a third of a page each and pro­ cles and descriptions on 18 different air­ vided two photos and a three-view draw­ craft. Among the aircraft covered in ing plus specifications for each aircraft. this issue were the Taylor "Chummy," The first appearance in 1931 covered 90 Bellanca 6-passenger monoplane, aircraft from the Aeronca to Zenith. Alexander Eaglerock, Avro "Avian," The annual directory appeared as the and the Fokker F-I0 Super Trimotor. March issue from 1935 to 1956. magazine and in the number of advertis­ There was also a three-page article on The size of the issues of AERO DI­ ers. The first issue of March 22, 1915 the Cierva Autogiro. GEST reflected the growth of the avia­ had 24 pages, and four aircraft compa­ The journal not only kept track of tion industry and the interest it gener­ nies; Curtiss, Gallaudet, Burgess and developments of light aircraft such as ated. In the early 20s, the issues Martin had full page ads. The expecta­ the Taylor "Chummy," it helped to fos­ consisted of 50 to 80 pages. After Lind­ tions of the post-war era is shown by the ter their development through the bergh's flight, the total jumped to 150­ March 3, 1919 issue which has 112 pages AERO DIGEST Trophy. This trophy 180 pages. The size continued to grow with 7 full page and 3 double page ads was awarded to the winner of the speed from there, with the peak coming in from aircraft companies. The double­ and efficiency race for planes with un­ September, 1929, with an issue of 366 page ads were by Curtiss, Wright-Mar­ der 80 cubic inch displacement at the pages. The last issue published with a tin, and Standard. The issue had over 1925 New York Air Races. cover date of December, 1956 had only 100 display ads and the editorial ex­ Not only were the articles and no­ 48 pages. pounded on "American Aeronautics' tices on aircraft informative, but so were AERO DIGEST was published by Great Future." the advertisements; many of which were the Aeronautical Digest Publishing Cor­ Unfortunately, American's aeronau­ full page. poration of New York. As mentioned tical future was brighter than the future AERO DIGEST prided itself on the before, its second president, Frank of AERIAL AGE. In the June 2 final amount of aeronautic advertising. It Tichenor, provided an editorial column issue of 1922 the editor announced that stated that it provided a "greater variety called "Air - Hot and Otherwise." for the journal would cease publication as a of advertising than any other aeronauti­ several years. weekly and with the August issue it be­ cal publication." The May 1929 issue Publishing History: came a monthly magazine. One of the was a good example with over 340 ad­ 1) World's Board of Aeronautical offers made to boost circulation was giv­ vertisers. Commissioner's Bulletin 1921 (4 issues) ing away a war surplus propeller along A large proportion of its advertising 2) Aeronautical Digest 1921- March, with a two-year subscription, aU for $10. was by aircraft manufacturers. A com­ 1924 One year later, it ceased publication al­ parison of a 1929 issue of AERO DI­ 3) AERO DIGEST April, 1924 - De­ together. By that time A VIATION had GEST with one of AVIATION shows cember,1956 In April, 1945, it absorbed expanded into a weekly and AERO DI­ that 38% of Aero's advertising was for Air Pilot and Technician (formerly GEST had become well established. aircraft while AVIATION had 25%. Sportsman Pilot). AERO DIGEST. Washington. Thus AERO DIGEST is a very good A VIATION. New York. Monthly. Monthly. Oct. 1921-Dec. 1956. First source for aircraft manufacturer's infor­ Aug. 1,1916 to date. Title changed four numbers issued as official bulletin mation. from AVIATION AND AERONAU­ of the World's Board of Aeronautical Though not noted for its cover art TICAL ENGINEERING Nov. 1920; Commissioners; title changed from work, as most of its covers were duo­ from AVIATION AND AIRCRAFT AERONAUTICAL DIGEST Apr. tone, AERO DIGEST did have some JOURNAL Jan. 1922. 1924. full color ad inserts. The most colorful AVIATION was published from Jan­ AERO DIGEST is the premier avia­ of these were from the Berryl Brothers uary 1922 through June 1947. It is a fol­ tion journal for those students of air­ Paint Company. These full page, full low-on to a title that began in 1916 and craft from the Golden Age of Aviation color ads featured fanciful finishes for is the predecessor of AVIATION in the United States. Foremost in its well-known aircraft of the day to give WEEK. The Gardner, Moffat Com­ field, this journal covered all aspects of them the appearance of birds. Aircraft pany of New York was the first pub­ civil and military aviation. AERO DI­ such as the Eaglerock and the Buhl lisher and Ladislas D'Orcy the first edi­ GEST began in 1921 as AERONAUTI­ Airsedan were finished to represent tor. McGraw-Hill became the publisher CAL DIGEST was indeed a slim, 8 birds such as bald eagles and macaws. in March 1929 with Earl Osborn as edi­ page, digest of current news. By the end A dozen of these ads appeared on a tor. of 1922 it had turned into a true monthly monthly basis starting with March, 1929. In the first issue's editorial it was aviation journal. Its founder, President Another valuable feature of AERO stated that it was the magazine's inten­ and first editor was Charles J. Glidden. DIGEST is its roster of important au­ tion to give the readers the kind of in­ He was a financier involved in the tele­ thors. Names appearing in the table of formation which "will enable him to phone industry, a balloon pilot and contents included Giuseppe Bellanca, form for himself a clear view of ... air­ served during the World War as an offi­ Charles Lindbergh Clarence Chamber­ craft in civil and military pursuits." The

6 NOVEMBER 1995 editor believed to accomplish that result now published by Hachette. The first to flight and later carried 13 passengers it was best to give the "salient facts" carry the name was published in New aloft for a gross weight of 1,439 Ibs. E. even at the sacrifice of "sundry aero­ York in 1912. Renaux carried a passenger with him on nautical news." It was founded, published and edited a 1,073 mile circuit of Europe including This the journal did. Its specialty was by Henry Woodhouse. Mr. Woodhouse crossing the English Channel. All quite in reporting technical news about air­ was born in Italy in 1884 as Mario remarkable when you realize practical craft and data on aircraft production, Casalegno, and while traveling in Eu­ aviation in Europe was only in its third distribution and marketing. A VIA­ rope he developed quite an interest in year during 1911. And on the soaring TION is thus a treasure trove of statis­ aeronautics. His arrival in the United front, Orville Wright set a record flight tics of the industry in the '20s and '30s. States in 1904 coincided with a growing of 9 minutes and 49 seconds at Kitty This data was presented in monthly demand for articles on aeronautics. Al­ Hawk in a 55 mph gale. manufacturers' aircraft specifications most immediately he became a contrib­ Stuart Benson had an article on the and in annual statistical issues. utor on aeronautics to magazines such first three years of the Gordon Bennett The "Manufacturer's Specifications" as Collier's and McClure's International Aviation Trophy. The covered both aircraft and engines in Other founders of Flying were first contest at Rheims in France was tabular form. Data was given on dimen­ Robert J . Collier, editor of Collier' s won by Glenn Curtiss who covered the sions, powerplants, propellers, weights Weekly and Henry A. Wise Wood. As 20 kilometer course in 15 min. 50 sec. and performance for production aircraft managing editor, Woodhouse prophe­ for an average speed of 47 mph. The by manufacturer and model. The statis­ sied the development of military aero­ second contest, held at Belmont Park in tical issues presented data on produc­ nautics, the employment of aeroplanes New York, was won by Claude Gra­ tion and licensing of aircraft. Some is­ as mail carriers, and the development of hame-White in a Bleriot monoplane. sues even gave registration in each state the hydroaeroplane. As aeronautics The distance had been increased to by make and model of aircraft. Other was in its infancy, fatal accidents numer­ 100 kilometers and the winning speed data covered airports, aviation schools, ous, and the general public skeptical of was 62 mph. For 1911 the course was on military and naval aeronautics and air the practicability of aviation, he was the Isle of Sheppey, England. The dis­ transport. Some interesting information told he was ahead of his time and that tance was now 150 kilometers and comes to light by studying the statistical he should suspend publication of his Charles Weyman representing the Aero issues. For example, in 1930 three states magazine. Club of America won in a Nieuport had 33% of all the aircraft registered. Mr. Woodhouse lost his partners but monoplane with an average speed of 78 New York had the most with 951 regis­ continued to publish Flying at his own mph. tered, followed by California with 876 expense. His faith in aviation unabated, Mr. Henry Wise Wood, one the mag­ and Illinois with 479. Nevada and Woodhouse started publishing an avia­ azine's founders, had an article in the Alaska had the least with four each. tion weekly, AERIAL AGE in 1915. first issue on marine flying. He believed The most popular new aircraft regis­ He later authored a few books including that since Curtiss had put water flying tered in the last three quarters of 1929 Textbook of Naval Aeronautics (1917) on a practical basis, enough had tran­ was the Curtiss Robin followed by Wa­ and Textbook of Military Aeronautics, spired to "permit us now to form a cos and Travel Airs. These three ac­ 1918. somewhat correct estimate of the possi­ counted for 31 % of new registrations in The first issue of January, 1912 had bilities of the marine aeroplane. He saw the time period. The newness of the air­ 54 pages, 8 articles, 9 full page drawings, that there were two types of "hydro­ craft industry in 1930 is shown by the fact news from the Aero Club of America, aeroplanes," those with double hulls or that 92% of the aircraft registered were for which this was their official publica­ follow the example of the boat than the less than four years old. The evapora­ tion, and over 30 photographs. The lead catamaran and that the marine aircraft tion of surplus military engines is demon­ article in the first issue was "The Evolu­ should not be a "floating aeroplane" but strated by the decline in the percentage tion of Aviation in 1911" by Mr. Wood­ a "flying boat." of new OX-5 powered aircraft regis­ house. In this article he thought that It was his opinion that a comfortable tered, from 66% in 1927 to 6% in 1930. the previous year had shown "tremen­ "air-and-water," long-distance passen­ Besides excellent data on the indus­ dous developments - better machines, ger carrier was in sight and that the try, AVIATION provided good graphic abler aviators, bigger purposes, all in details about aircraft construction with great volume, confirming the advent of their "Sketch Books." The February aviation as " ... an industry. " 1911 had 1940 issue included detailed drawings of seen 1,000 new pilots added to the 500 the flap mechanism and tailwheel as­ already certificated and these pilots had sembly of the Fairchild 24 and a cut­ made no less than 200,000 flights. Such away of the Ryan ST. flights were being regularly made that AVIATION is a good source of tech­ would have been a sensation the year nical and statistical data on the aviation before flights of 3 to 5 hours in duration industry. The EAA Library has a bound at 8 to 10 thousand feet altitude. The set from 1922 through 1931 and loose is­ world record for duration had risen to sues from 1931 to 1947. 447 miles and a little over 11 hours. He FLYING. New York. Monthly. Jan saw as especially significant the tremen­ 1912-July 1921. Title changed from dous development in cross-country AERO CLUB OF AMERICA BUL­ races with about 30 being held around LETIN Oct. 1912; absorbed by the world. Some were the Paris-Madrid AERIAL AGE WEEKLY Aug. 1, race over the Pyrenees Mountains, tht' 1921. Paris-Rome race over the Appennin{ About one dozen aviation journals Mountains, and the transcontinenta have had the title "Flying." The most flight in the U.S. of Cal Rodgers. popular and longest running is the cur­ Also interesting was the increase iJ rent FLYING started by Ziff and Davis passenger carrying flights. Roger Som in 1927 as POPULAR AVIATION and mer carried 5 people on a cross countr

VINTAGE AIRPLANE 7 world " may shortly expect to see arise heavier-than-air structures that will ri ­ val the Zeppelin in longitudinal dimen­ sions, and far surpass it in carrying ca­ Un intentional pacity." Another article in the first issue was a review of the third annual "Salon de l'Aeronautic" held in Paris during December 1911. The author, G. F. Campbell Wood, thought that the exhibit gave a clear idea of the state of the art of aeronautics. He said the show not only revealed the expected progress SPINS in design and construction over earlier shows, but that it stood " head a nd shoulders" above previous shows in its by George Townson " practical" aspects. For the first two NC #9519 ••• years the craft displayed were crude and the crowd mainly consisted of cu­ riosity seekers. By the time of the 1911 exhibit the idea of flying had become fami li ar, the crowds were more intellec­ tual and the aircraft more practical. He reported the show contained no In 1938 I was flying for a fix e d the cockpit that the stude nt occu­ startling innovations, but also it con­ base operator in Camden, New J er­ pie d . The instructor up front had tained no "Freaks," and the progress re­ sey. The airport is now lo ng gone no ne. This was pretty much stan­ vea led was of a sound evolutionary kind a nd a shopping center occupies the d a rd in those days. The controls rather than revolutionary. He remarked space. were duplicated in each cockpit. T he on the tremendous stride forward in We had an interesting "stable" of communication system between the workmanship and of sound design. It airplanes. The most luxurious was a instructor and stude nt was abso­ was also said that it "is of no secret to five place Waco cabin mode l CUC lutely basic. The "microphone" was state that but a few months ago the ma­ with a 300 horsepower Wright R-975 a plastic funnel that was connected chines of certain manufacturers ... re­ with a ll the customer comforts that to a plastic tube. This was connected vealed astonishing ignorance of the pri­ were available in 1938. The next to a se t of " h eadphones" at the mary laws of construction engineering." down the line was a Fairchild FC-2. pupil's ears. T he above giv es some id ea of the This, too, was a five-place type with T he Chinese person was a cook in types of articles carried in Flying. Some a 220 horsepower Wright J-5 engi ne. a restaurant in Philadelphia. H e of the other authors in 1912 were, Glenn This certainly had a "coach" type in­ worked nights and finished work in Curtiss, Wi lbur Wright, Grover Loening, t e rior. The s li g htly upho lst e r e d the early morning, using a bus to and Dr. A. F. Zahm. The journal pro­ seats could be folded against the trave l from Philade lphia across the vided thoughtful articles about the state side walls when carrying cargo. bridge to Central Airport. His ar­ of aeronautics and contemporary events T he re was a " modern" Curtiss­ rival was usuall y about 9:00 a.m. in aviation. It did not cover the technical Wright Trave l Air Mode l 12Q, an He took fairly well to his training. aspects of design or develop like other open cockpit two seater with the pi­ After th e appropriate amount of journals, but is very useful in providing lot usua ll y in the rear and the pas­ learning, his performance could be an overview of events and trends in fl y­ senge r in th e front. This had a d escribe d as good except the most ing and aviation until it ceased in Au­ Warner 125 ho rsepower engine; an important part of th e flight - the gust, 1921. The EAA Library has a set o lde r model Trave l Air 4000 with a landing. covering 1912 to 1921. ... Wright J-5 engine, the same as the H e was able to taxi, make the Fairchild FC-2. There was a sporty takeoff and fly the pattern well. Be­ two place cabin Monocoupe with a cause this airplane, as many of the 125 horsepower Warner engine. T he aircraft of that day, had no flaps, he two persons in this were seated co­ had to "sideslip" the aircraft to lose A\{lAI1QN zi ly side-by-side. altitude when he was too high on his The most unpretentious was a approach. He had done a number of Fairchild 22, high wing, open cockpit these at the a ppropriate time a nd monoplane using a four-cylinder, in­ with sufficient skill. H e could also line engine offering 90 horsepower. recognize that he was too low, if that T he wing was m o unte d on s truts was the case, and a pply power to about three feet above the fuselage. bring him up the threshold. Then in The ailerons ran the full le ngth of either case he could continue a each wing, meeting each other at the proper approach to the ground but center. he didn ' t seem to know whe n t o On April 27, 1938, a young Chi­ "round o ut. " I could depend on my nese gentleman came to the flight service to obtain flight training. The (Right) Fairchild Model 22 of the type best aircraft in the flee t , and the ~..:~~~.... described in the story. Notice the sharp least expensive to rent for flight leading edge on the wing and the two ~.~~.... ~...... :;;::::-..-;:. ;;;.~.;;:; -=:--~ training was the Fairchild 22. A ll the full span ailerons meeting each other at instruments in the airplane were in the center of the w ing.

8 NOVEMBER 1995 pupil to take off, fly the pattern and broken or bent. as he could, the 22 would just fall off almost land, but not flare - he never I taxied back to the hangar. My to one side or the other and spiral. seemed to do it at the proper time. pupil paid his bill and departed, never On another attempt he entered the On May 12, 1938 he seemed to be to be seen again. clouds by accident or purposely. doing well on one of the approaches, I tried to analyze what had caused When he tried a spin this time, the but one which seemed high. I knew this unwanted maneuver. I had flown craft spun beautifully. that he would do the proper thing. about 30 makes and models of air­ When this aircraft was examined He performed a left-hand sideslip. planes up to this date in my career. I after landing, it was found that the I had the "microphone" resting on had flown and instructed in a leading edge had taken on a triangle my knee 'til his sideslip displaced it Fairchild 22 before, but it had a Rover shaped strip of ice the full span. Prob­ and it fell on the floor. When I ably it got wet when he was in the reached down for it, my head went cloud. The temperature was low below the cockpit rim. While I was " I felt a sensation like enough, at least at that altitude, to down there for a few seconds, I felt a someone cut the string freeze the "wet" to ice. A strip of sensation like someone "cut the wood in this triangular shape was string" that was holding us up. I felt that was holding us up. made and attached to the leading the airplane "fall" out of the air. I felt the airplane fall edge in the exact place that had been When I got my eyes above the cockpit occupied by the ice . Flights were cowling again, oh, my goodness! The out of the air. When I got made and the spins were easy to en­ approach end of Central Airport was my eyes above the ter and recovery was normal. rotating under our nose. cockpit cowling again, Back to the analysis of MY adven­ I guess my Oriental pupil was con­ ture: The pupil had, at the proper fused (I can't say "disoriented," can oh, my goodness! spot, executed a sideslip to the left I?) when I "firewalled" the throttle, The approach end of (stick to the left) to put the wing pushed the stick forward and moved down, at the same time rudder to the the rudder against the direction of Central Airport was right to cause a "skid" (in this case a the spin. The rotating stopped, ironi­ rotatmg. un d er our nose. " sideslip). As he did this I had to go cally, with the aircraft on runway below decks to recover the mouth­ heading. piece for my communication device. Most of my flying had been in air­ engine instead of the Cirrus that was He made his recovery from the planes with the luxury of an airspeed in this one in which I had almost sideslip while I was down there. When indicator. I was quite able to recog­ shortened my career. I looked out, the airport was spinning nize almost the proper airspeeds from I remembered I had heard that the around. certain clues, like wind in my face, Fairchild test pilot was testing the When my pupil had moved the some part of the airplane vibrating or Cirrus powered Model 22 and he was stick to the right to recover, his speed cowling making a whistling noise. trying to do the spin tests for the De­ must have been a bit slow. The full I held the nose down as long as I partment of Commerce Type Certifi­ span aileron stalled the left wing and dared. As I slowly pulled back on the cate. It was an overcast day and he the spin began. Never was the re­ stick, the nose did rise. There was not was scarcely able to get high enough quirement for maintaining proper air­ quite enough control to get the tail to perform the six-turn spins that speed on final more graphically illus­ down as we slowed up when I raised were required, with safety. Starting trated than that inadvertent spin entry the nose. We hit hard but nothing got the spin entry as close to the overcast on short final in 1938. *'

VINTAGE AIRPLANE 9 WHAT OUR MEMBERS ARE RESTORING ------by Norm Petersen

parts. It had last flown in 1969 and was consid­ ered a hopeless case. With the help of an A & P friend and the skeptical encouragement of his wife, Andrew launched into the project. The wings and engine were sent out for major re­ work, but the rest was all done locally. In 347 days, March 4, 1995, the straight tail 172 flew for the first time in 26 years! Andrew and Kathy have flown the pretty blue and white Cessna about 85 hours to date and have enjoyed every minute. Congratulations on a fine piece of restoration work and the saving of one more Con­ temporary airplane from the scrap heap.

Andrew Aurigema's Cessna 172

These two photos of a 1958 Cessna 172, N3968F, SIN 36868, taken "before" and "after," were sent in by first time rebuilder, Andrew Aurigema (EAA 486347) of Titusville, Florida. The first photo, right, reveals the very sad condition of the airplane when Andrew brought it home on several trailer loads in April, 1994. That's Andrew's wife, Kathy, wondering if the deal was so smart. The fuselage had never been wrecked, but most of the major components had been stolen over the years. The engine was not in much better shape. The "deal" came with several Cessna 170 wings and

in Grandby, CO, in July of 1994. The air­ plane had been totally recovered in 1988 and had been hangared ever since. The early photo was taken way back in 1971! (Note the turbine Grumman Mallard in the back­ ground.) Brian reports the Tri-Pacer fills his needs perfectly and he is pleased with the support given by the Short Wing Piper Club. He would also enjoy hearing from anyone who had previous experience with N3319A, either as an owner or pilot. Write him at 3715 Banyan Court, Loveland, CO 80538.

Brian Thomas' Piper PA-22 Tri-Pacer

From Loveland, Colorado, comes this set of photos featuring "before" and "after" the upgrade of Piper PA-22-150, N3319A, SIN 22-1595, that is the pride and joy of Brian Thomas (EAA 484417, AIC 24417) of Love­ land, CO. Brian reports he purchased the TriPacer from a gentleman (Marion Bricker)

10 NOVEMBER 1995 Alan Kasemodel's Piper PA-ll

The photo, left, of this nicely restored Piper PA-l1 Cub Special, N4991H, SIN 11­ 884, was sent in by owner, Alan Kasemodel (EAA 420219, A/C 21783) of Billings, MT. The airplane was completely restored in 1994 by Alan's father, Albert Kasemodel, of Renner, South Dakota, who had purchased the airplane in 1977. Alan made his solo flight in this airplane on his 16th birthday in 1981 and has since flown the Cub over 1,000 hours. The PA-ll spent most of its years in South Dakota, many as a sprayer. The re­ build mods include 36 gallons of fuel (18 each wing), swing out left window, enlarged baggage, metal headliner, PA-18 front seat, HD gear with Cleveland wheels and brakes, 8:50 X 6 tires and Scott 3200 tailwheel. The fabric is Stits finished in Poly tone. The C90­ 8 engine was overhauled and it pulls a Sensenich 76AK-2-42 metal prop. All sheet metal was replaced including a new nose bowl. Note the tiedown rings on both the front and rear struts and the squared-off wingtips and splates that were installed on the airplane in the 1960's. Alan reports the long range tanks are nice when flying all day on skis in the winter. Empty weight is 847 Ibs. and normal cruise is 90 mph.

Rodney Anderson's Piper PA-ll

Pictured, above and right, by his Piper PA-ll Cub Special, N4528M, SIN 11-32, is Rodney Anderson of Lake Preston, South Dakota. Rod­ ney flew his pretty bird into the MAAC Fly-In at Brodhead, WI, where these photos were taken. The PA-ll is powered with a Continental C90-8 engine of 90 hp swinging a 74 X 42 Sensenich metal prop, which makes for very quick takeoffs. The original paint scheme of yellow and deep metallic blue has been faithfully adhered to and the original 8:00 X 4 wheels, brakes and tires are retained. The photo of the cabin and instrument panel reveals the nice workmanship in the aircraft rebuild. With wheels in the summer and skis in the winter, Rodney says the PA­ II is the ideal machine for having fun year around.

Jim Sweet's Aeronca 7AC Champ

Photographed in fron t of his very nice Aeronca 7 AC Champ, N2627E, SIN 7 AC-6209, at the annual fly-in of the MAAC at Brodhead, WI, is James M. Sweet (EAA 501436, A/C 25039 ) of Eagan, Minnesota. Finished off in the original paint scheme, which was chrome yellow and international orange, the Champ features a nice set of wheelpants, a brightly var­ nished wood prop and a Continental 75 hp en­ gine. What appears to be an extra set of tires in the rear window is actually a sleeping bag used for overnight camping!

Working on a project? Send your photos and a short story on your airplane to: Attn: H.G. Frautschy EM Headquarters P.O. Box 3086 Oshkosh, WI 54903-3086

VINTAGE AIRPLANE 11 open up. Powered with an 80 hp French Anzani six-cylinder twin­ row radial engine, the Aircoupe had side-by-side seating for two under a hard canopy beneath a parasol monoplane wing, an arrangement that inspired the name Aircoupe. "An oddity apparent in the accompanying side iew photo is the similarity of the underlined script word Aircoupe on the side ofthe fuselage with the word Monocoupe in the same style and location on the contemporary Monocoupe built by Mono Aircraft, fnc. , of Moline, lL. "The Aircoupe was the last airplane built by Elias. In the ab­ sence ofsignificant airplane production orders, the firm had been able to sur i e by building such military hardware as bomb racks for the armed ser ices. After the Aircoupe, references to Elias dis­ appeared from the a iation press." by H.G. Frautschy A surprising fact came to light while the Mystery Plane letters were read and filed - there still exists an Elias Aircoupe ... "I was pleasantly surprised to open my copy of Vintage Airplane This one is a tough project for you aeronautical sleuths. We do and find the Elias EC-1 Aircoupe was this issue's Mystery Plane. not have a positive identification here at EAA HQ - if you are "The Mid Atlantic Air Museum own the Elias, X3981, sin 401, able to pin it down, please be sure and mention your documenta­ which was completed January 12,1928 after a fi e month tion when you write. The answer will be published in the Febru­ design/build period. The EC-J was one of two built by G. Elias ary 1996 issue of Vintage Airplane. Answers for that issue of Vin­ and Bros., at Buffalo, NY; howe er only one aircraft had 'papers' tage must be received no later than December 25,1995. while both carried the same numbers. (The Elias was marketed as a August's Mystery is well known to many members who are also con ertible, so the company built a second aircraft, the open cock­ modelers as the Elias EC-1 has been the subject of a few models in pit 'Airsport' without the model 'A ' roadster looking enclosure and recent times. painted it identical including the same number, X3981, on the tail.) From Peter Bowers of Seattle, WA we have the first note The Air~port burned in a fire in the late '50s; howe er the 'Air­ about the August puzzler: (Continued on page 23) "The August Mystery Plane is the one and only Elias EC-J 'Aircoupe' built by G. Elias and Broth­ ers, fnc ., of Buffalo, NY. The General manufactur­ ing firm was founded in 1881 and didn't get into a i­ Elias EC-l "Aircoupe" ation until after the end of World War f. The brothers then built a number of experimental and small-production designs for the U.S. Army and Na y in the early 1920's. "Their first commercial design was a liberty-pow­ ered mailplane for the U. S. Post Office'S 1925 fly­ off mailplane design contest that was won by the Douglas M-J . The Aircoupe was designed late in 1926 to meet a percei ed need for a light two-seat sportplane - the cheap war surplus models were wearing out and the market for new personal designs was expected to

12 NOVEMBER 1995 Biicker2

by H.G. Frautschy Air to Air photography by Mike Steineke

Woody Woodward of Franklin, TN, knows he is a lucky man. Many an aer­ obatic pilot dreams of owning a Biicker of one type or another. Just one, just once. Woody's been lucky enough to own four of the nimble aerobatic mounts, and in 1995, he owns two of them. In the past he has owned two others, but nothing in his past has pre­ pared him for the absolute joy he ex­ presses about the two biplanes he now flies, a Bii 131 Jungmann and Bii 133.

Betcha Can't Fly Just One!

VINTAGE AIRPLANE 13 E, th' "bi, im," (th' 757 "d 767) The remainder of the engine cowl was for Delta is a great job, but it has a finite built up out of sheet aluminum, intending end - Woody's 60th birthday. As he looked to look as much like an original cowl as beyond that date, he decided that he possible. Currently, there are three of the wished to take an interesting tack in aero­ LOM powered Jungmanns built up and batic flying - antique/classic aerobatics! are flying, and they are looking forward to A soaring pilot who was deeply into competitive non-powered flight, he served at one time as a V.P. of the SSA (Soaring Society of America) and as the chairman Bli131Jun of the contest board. By the mid-1980's This Jungmann was built up aviation had something else in store for him - the Antique/Classic airplanes he saw as a custom airplane, but with were very attractive, and he wanted to be an eye towards maintaining a part of it all. A number of airplanes we might consider standard fare, including a an original "look. " Cub, Cessna 170 and a couple of Fleets have been on his hangar floor at one time installing the engine in as many more air­ or another. planes as possible. Nothing was like the two other biplanes Joe also makes up the beautiful wheel he would own and fly. Built under the spats that look so nice on the airplane and Blicker name, they proved to be worthy of give it a definite "Blickery" look. The their reputation as possibly the world's leather strut boots also contribute to the most nimble aerobatic biplane during the overall look, along with a simple color 1930s and '40s. scheme that is also reminsient of the origi­ Woody has been fortunate to find both nal Bli 131's. a Bli 131 Jungmann (Young Man) and a Rebuilding the airplane from a basket­ Bli 133 Jungmeister to restore. The Bli case didn't present many difficulties to 133 was restored by talented, award win­ Woody. Three out of the four wings were ning craftsman Joe Fleeman (A/C 20349) in good shape, although one did need to of Lawrenceburg, TN. We'll get to a de­ be completely rebuilt. Fortunately, the scription of that airplane later. The Bli fittings could be reused. 131 Jungmann was to be Woody's own The fuselage was cleaned up, sand­ personal project. He would be responsi­ blasted and painted with epoxy primer. ble for its restoration, and he dove into From that point, each component was _,...... :-.."...---.....r-:­ the project with gusto. cleaned, rebuilt as needed and then In one respect, the two airplanes would installed with new hardware. A new be substantially different. On the one set of flying wires was ordered from hand, the Jungmeister would be restored Macwhyte, and all the control cables as closely as possible to its original condi­ were replaced. tion . The Jungmann, it was decided, One of the keys to making an aer­ would be built up as a custom airplane, obatic airplane perform is to keep it but with an eye towards maintaining an as light as possible. Attention paid to original "look." little weight details pays off in better This particular Blicker Bli 131 was ac­ performance. The trim tab on the el­ tually built during 1947 in Czechoslovakia evator, for instance, is just a bit lighter an Aero Praha Aero Z 131, SIN 85. Its without fabric, and besides, it looks first engine was a Walter Minor, and that neat in its clear varnish finish . The installation is the first place this airplane wing walk area also has a clear finish, has been changed, albeit slightly. The with a non-skid area added where new engine is a Czech built LOM 332 AK your feet need to be. The fabric and aerobatic engine, a derivative of the old Walter engine. The new version of the Walter puts out a supercharged 140 hp while weighing 225 lbs. The entire installation has been put to­ gether by Joe Krybus of Krybus Aviation in Santa Paula, CA. He has developed and built the new engine mount for the LOM to mate it to the Jungmann. The new engine does have some added fea­ tures that were not present on the older The cockpits of the Jungmann are built for Walter Minor - a starter and generator, aerobatic fun. The rear pit (above) includes plus the supercharger. It also has a full in­ a comm radio and a GPS. You can also see verted oil system. Joe developed the new the sidewall material added between the cowl from the original nose bowl, building stringers, to help prevent cracking the paint when the Hooker harness is inadvertently it out of fiberglass. bumped into the fabric.

14 NOVEMBER 1995 (Below) Woody Woodward, the proud owner of both the Jungmeister and Jungmann. (Below, right) The LOM 332 AK engine, a derivative of the Jungmeister's original Walter Mi­ nor, fits neatly in the cowl on the mount designed and fabricated by Joe Krybus of Krybus Aviation, Santa Paula, CA.

(Above) One of the most noticeable outward signs that a different engine has been mounted are the straight ex­ haust stacks, exiting the cowl on the left side. The LOM engine has a gener­ ator, starter and is supercharged, putting out 140 hp.

VINTAGE AIRPLANE 15 finish is Stits (now PolyFiber, Inc.) Poly­ tone, with a coat of clear Aerothane to top it off. The colors are Stinson Maroon and a khaki tan that Woody mixed himself, with a bit of gold outline trim around the letters. The covering process was quite an education for Woody. A man to whom the details all seem to add up, he had fin­ ished covering the fuselage when he stood back, decided he could do a better job, and proceeded to get out a razor blade and cut off all the fabric. H e knew he could do a better job and, by golly, he didn't want to look at a spot in later years a nd wish he had done it better. H e needn' t worry now - he can be proud of his effort. In the cockpit, a complete Hooker har­ ness has been installed. To protect the finish on the outside, a simple set of what looks like soundproofing has been added by Woody between the stringers. The fab­ (Above) The engine mount and firewall are all accessi­ ric gives the cockpit a finished look, and ble, as are the controls and forward part of the cockpit. prevents the harness from dinging the The side and bottom panels are easily removed, as is paint from the inside out. A trio of gauges the split cowl. are mounted up fro nt, and the e ngine The rudder effectiveness (right) is enhanced through tachometer is built into a fairing on the the use of gap seals. The elevator hinge point allows upper right of the forward cockpit rim, so the forward edge of the elevator to act as an aerody­ it is visible from both cockpits. namic balance. All up, it weighs about 950 Ibs, even Joe Fleeman didn't care for the way the original control cable exit fairing would crumple and wrinkle over time. with the added engine accessories and a His fix consisted of a wire screen mesh being glued to GPS, comm radio and hydraulic brakes. the inside of the fairing after it had been formed, and But if a custom Blicker is not your cup of then covering the screen with felt. The resulting fairing tea, perhaps yo u need ... should last quite a while, and look good as well. (Below) The engine instruments are placed One of the nicest aspects of the restora­ on the right side of the panel, and in the cen­ tion was the fact that the airplane had re­ ter at the top is a beautiful compass, which mained virtually intact throughout its life­ has a circular heading "bug" built right into time, so that few parts needed to be hunted it, with a thumbwheel at the top to allow you to adjust it to your desired heading. The in­ down. It also had little total time on it ­ strument panel did need to be completely re­ just a little more than 900 hours. built, but nearly all of the original instruments The wings did need to be completely re­ were still there - only the clock was missing. built, but all of the fittings were OK. The A metric sensitive altimeter is installed, and rest of the airframe was in very good condi­ it is believed to be the same altimeter used tion, again requiring an extensive cleanup by Swiss pilot Walo Horning during his com­ and painting with an epoxy finish. The petition flights during the Zurich Interna­ wood stringers and fairings needed to be tional Flying meet at Dubendorf Airfield on replaced, but again, since the airplane had August 1, 1937. Horning placed third flying this same exact airplane. been intact right up to the point it was put (Right) Master Craftsman, Joe Fleeman. in storage, every part was still there, ready to be reproduced if need be. The Siemens SH14-A engine did need a bit of work, and in one of those fun little coincidences that seem to happen in sport aviation, the engine rebuilder turned out to .I ft,,, pmduo'to" Bti 133e. be none other than Delton Perry, the gen­ sin 1001. This isn't just any Jungmeis­ tleman who had the restored Tri-Pacer ter (as if it could ever be "just another mentioned earli er. A few internal parts did old biplane") but the very first exam­ need to be replaced, but for the most part ple built of what would become the it was in good shape. With no internal oil­ most popular aerobatic competition ing for the gear train, you get pretty adept machine until the advent of Mr. Pitts' at pulling off the split cowl - the rocker little biplane. Built as one of the air­ arms must be greased every 25 hours, and planes that would be used by the Swiss the pushrods (which don't require cowling Dornier works as they set up the pro­ removal) have to be greased every 5 hours. duction line fo r a run of 50 Bli 133C's, Still, with its myriad needle and roller bear­ it spent most of its life as one of the ings, the Siemens is still highly thought of advanced trainers for the Swiss Air by many pilots and mechanics. Force. In 1968, it was mustered out of The bump cowling and the other sheet the service, eventually being sold metal on the airplane was beginning to across the English Channel for air­ show the wear and tear of 900+ hours, and show work, registered as G-AXNI. Joe estimates that 80 percent of it was re­ By 1979, it had made its way to placed during the restoration. Each of the Phoenix, AZ via Woodson K. Woods. wing root fairing was replaced, and all of The airplane continued to be flown until it the remaining sheet metal spent a lot of was put into storage. By 1992, Woody time under a hammer or English Wheel. Woodward had convinced Woods to part The covering is the Superflite II process, with the project, and it was brought back with the finish coats in Randolph butyrate to Tennessee. dope. One of the most durable parts of the The Jungmeister required a master airplane was still able to be reused. Each craftsman to put the airplane back to­ of the brass zippers used to gain inspection gether, and do it right, with all of the de­ access was in perfect shape, and were sewn tails just so. Woody knew where to go, for in place on the fuselage covering. in Tennessee there's a fellow who does just Looking back on the restoration, Joe that type of work - Joe Fleeman of says he continues to be impressed by the Lawrenceburg, is known for his meticulous engineering put into the Blicker designs by restorations, and his reputation grows with chief engineer Anders J. Andersson and each restoration. AIC members probably his staff. The entire structure is designed recall the Piper PA-22 Tri-Pacer he re­ to be "self equalizing," in that each of the stored for Delton Perry. That airplane was structure fittings ends in a machined ball or the Reserve Grand Champion Classic at socket, allowing the structure loads to be EAA OSHKOSH '92, and the Best of Type centered when the flying wires were tight­ at Sun ' n Fun '93. He also had done a ened. The airplane exhibits few problems Blicker restoration in the past, the Bli 131 with regard to areas that are always need­ Jungmann belonging to Ralph Lerch of ing to be fixed or reinforced. While its Boone, NC. heyday ended in competition when the Pitts Special was able to show off with bet­ • ter vertical penetration, the Jungmeister is Jungmelster still revered around the world for its finely balanced control harmony. Certainly One of the nicest aspects of the Woody Woodward feels the same way. His restoration was the fact that the only difficulty is in picking which one he wants to fly . When the time comes to leave airplane had remained uirtually the Delta cockpit and retire, it looks as intact throughout its life. though Woody will have plenty to do. ...

VINTAGE AIRPLANE 17 The Norseman Float Plane FESTIVAL Red Lake, Ontario, Canada by John L. Parish

Gold was struck at the annual Norse­ sary (1935 - 1995). On hand for the cel­ 185 on amphibs and Charlotte and I in man Float Plane Festival at Red Lake, ebration was Robert Noorduyn, the our Cessna 206 on straight floats. We Ontario, on July 14, 15 and 16, 1995. son of the original designer, Robert were directed to the new government Red Lake is the most northern commu­ Bernard Cornelius Noorduyn, and Phil docks where parking assignments were nity in Northwest Ontario served by Capreol, son of the first Norseman test made at private docks around the bay. road and its history dates back to a pilot, Leigh Capreol. Many fine exam­ Docking chairman Dave McLeod ran a gold mining boom that started in the ples of this outstanding airplane were smooth operation. Parking at private 1800's. Today, it is a "bush plane" cen­ flown in from central and western docks in the bay allowed us to make ter which services the vast wilderness Canada along with one example from many new local friends. area north to the Hudson Bay. Minnesota. This was my second trip to Red At EAA, we say, "If you like air­ The town of Red Lake goes all out Lake. Several years ago I visited the planes, EAA is the place to be." How­ for this event. The waterfront has been area trying to find the remains of a ever, if you like floatplanes, Red Lake renovated, the entire community Staggerwing Beech which had operated is the place to be, especially in mid­ spruced up and the people take on the out of Red Lake for many years. While July. most friendly attitude of any hosts we this is another story, I was successful in The Noorduyn Norseman was the have ever had the pleasure of meeting. finding some remains of the airplane, first Canadian designed airplane of the Ron Robinson, the event chairman, both in the lake and along the shoreline 1930's to serve the vast areas of the and the Festival Committee were very where the airplane was abandoned. Canadian bush country. To this very well organized, in fact , Ron day, the Norseman still plays a vital mentioned that they patterned role in bush transportation and Red their high standards after Lake had labeled itself the "Norseman Oshkosh! The place was Capital of the World" and rightly so ­ clean. many still operate on a daily basis from We arrived at Red Lake in this northern base. three f1oatplanes; Steve and This year, 14 Norseman of the re­ Susan Dyer, Denver, CO, in ported approximately 30 still flying in their Cessna 185 on amphibs, the entire world, were on hand to cele­ Jimmy and Leen Hunt, brate this great aircraft's 60th Anniver­ Nashville, TN, in their Cessna

Standing in front of Norseman CF-BTC, which is believed to be the only remaining Model IV, are Phil Capreol, left, the son of Leigh Capreol, Noorduyn's first test pilot and Robert Noorduyn, son of R. B. C. No­ orduyn, designer of the Noorduyn Norse­ man.

An ambitious youngster takes his turn in the Norseman Float Pumping Contest held on the main street of Red Lake, us­ ing an old pontoon from a Norseman.

18 NOVEMBER 1995 (Left) Mounted on a pedestal overklooking the bay at Red Lake is Noorduyn Norseman, CF-DRG, beautifully restored in its operating colors by Red Lake Seaplane Service and many, many volun­ teers. The colloquial name coined for this air­ plane during its working years was "Dirty Rotten Dog" - from the DRG registration letters.

(Right and below right) From Selkirk, Manitoba, this Norseman, CF-IGX, was flown to Red Lake by Bob Polinuk, Gary Polinuk and Dave Lindskog of Selkirk Air, a charter operation located just north of Winnepeg, Manitoba.

(Below) One of the prettiest Norseman restora­ tions was CF-SAN, all done up in a yellow and green paint scheme and nicknamed "Buffalo Joe." Restored by Doug and Lisa Johnson (left in photo) of Solor Aviation in Edmonton, Alberta, the big floatplane was restored for Buffalo Joe McBryan, owner of Buffalo Airways, Yellowknife, NWT, seen here on the right. The center person is Dave From, who rebuilt the P & W R-1340 engine.

(Below) Now flown by Red Lake Airways, this Mark V Norseman, C-FJIN, was an integral part of the Red Lake celebration. This particular Norse­ man attended the Oshkosh seaplane fly-in in 1985 and '86, flown by Ron Newburg (EAA 42328) of Orillia, Ontario, and was featured on the front cover of the September 1987 VINTAGE AIRPLANE.

(Left) Creativity abounds in the great north, as evidenced by the beautiful quilt work inspired by the Norse­ man. The cultural impact of this air­ plane on the lives of the Canadians who reside where the airplane is a main source of supplies extends far beyond the the airplane itself.

(Right) The event organizers said they were so impressed by the high standards shown by EAAers at EAA OSHKOSH that they wanted pattern their event after the Convention. The "Biz Clean-Up Patrol" was part of that effort.

VINTAGE AIRPLANE 19 Children were given plenty to do at the Norse­ man Festival. Here, (above) the kids get to try their hand at "fishing" for steel tools in the lake with a magnet on a string.

(Right) The Red Lake Norseman Festival Chair­ man and Economic Development officer, Ron Robinson.

Even the little tykes had their own Norseman to fly. (Below) This little PIC is about to board while her smaller companion enjoys some­ thing universal amongst children - splashing in the puddle along the curb.

There was literally in a motel. Camping facilities are avail­ something for every­ able and some in the community offer one at this festival. rooms at their homes. The local cham­ Our wives had a great ber of commerce is quite efficient and I time at the quilting suggest you give them a phone call. center, local museum, The Norseman Festival was such an and shopping at the enjoyable experience that we are going arts and crafts shops. back next year. In fact, if you want to The street activities join us in ' 96, let us know. We will ran the full gamut leave from Ely, Minnesota (float plane from "float pumping parking can be arranged) and Ely also contests, good food, has an excellent land airport. Thanks to 1. B. Blaszczyk (EAA Indian crafts, kids fishing for tools in If you are on floats, we can spend a 265308, A/C 24845) and others, we have the lake with a magnet, model float­ day or two, half way between Ely and preserved this bit of aviation history plane flying and rescue demonstrations Red Lake, for some fishing at our re­ plus developed some fine friendships. by huge C-130 Hercules. mote camp. Just give us a call at 615­ J. B. is an avid EAA member who rel­ For those looking for a new flying ex­ 455-8463 in Tullahoma, TN, or 218­ ishes his Super Cub PA-18-95, CF-ZRL, perience, we suggest you consider Red 365-4091 in Ely, MN. on floats which he flew to Oshkosh this Lake, Ontario next year. The town is We struck gold in Red Lake, On­ year along with a friend, Steve Wall, in also served by a fine airport, however, tario, and we are confident you will a Luscombe 8F, CF-LJY, on floats. make your reservations early if staying too! ...

20 NOVEMBER 1995 by Norm Petersen

One of the more interesting Classic restorations to come to our attention is this nicely done 1955 Aero Commander 560, N2722B , SIN 222, which is the proud possession of Joe and Desiree Radosky (EAA 492050, A IC 24590) of Ft. Lauderdale, FL. Although the pretty twin is over forty years old, it is in remarkable condition and the hard work accomplished by Joe and Desiree really shows. Built in May of 1955 at Bethany, OK, the "560" was the brainchild of noted designer Ted Smith, of Aerostar fame. N2722B was purchased new by Zantop Airlines of Ypsilanti, MI, who in turn sold it to Louis Ritt of Bellaire, MI. The next owner was Dimitri Rebicoff of Ft. Lauderdale, FL, who owned the Aero Commander for many years be­ fore Joe and Desiree became the fourth owners when they purchased the air­ plane in early 1995. They had spotted the Aero Com­ mander in the back of a hangar at Ft. Lauderdale Executive Airport, covered with an old sheet to protect the plexi­ glass windows. Upon inquiring, they

Joe Radosky's ero Commander 560

(Above left) The instrument panel shows some of the old and some of the new. Dual control yokes are hinged at the outboard ends by the cabin walls. The Stormscope is mounted in the center of the panel and the panel lighting is eyebrow lights installed above the instruments. (Left) Wow! The finished paint scheme is really looking sharp in this photo. Notice how much better the airplane looks with the wheels painted white to match the rest of the plane.

VINTAGE AIRPLANE 21 The clean, uncluttered lines of the Aero Commander 560 are readily apparent in this photo of N2722B taken along the shore of the Atlantic ocean near Ft. Lauderdale. The high shutter speed tends to make the props look like they are stopped. were allowed to remove the sheet and examine the rather neglected old air­ plane. The paint was very weather­ beaten and it had a paint scheme of yel­ lowish white, dayglo orange and brown e ngine nacelles. The interior seats were black with red, sweat-stained fab­ ric inserts and the side panels were red vinyl. The headliner was brown and the carpet was green. The control yokes were wrapped in pieces of torn rope. It truly was a neglected machine in the eyes of the Radoskys, yet it had promise of being rejuvenated with a lot of tender loving care (TLC). carefully put on by a couple of painter airplane. Joe reports the Lycoming en­ This particular airplane was manu­ friends during a three week period, was gines are running well and to date, they factured two serial numbers before basic white with black and silver stripes, have put about fifty hours on the refur­ Dwight Eisenhower's Presidential Aero all done in two-part Durathane - very bished airplane. The biggest problem, Commander 560, SIN 224, which is still striking to say the least. according to Joe, is a nice problem to extant in California. Fifteen Aero Com­ The new interior is done in gray and have - everyone who sees the airplane, mander 560's were supplied to the U. S. black to match the outside color scheme wants to buy it! Air Force for use as V.I.P. transports of and a portion of the original red accent Joe made his solo flight at age 14 in a which SIN 224 was one. The Air Force is retained to highlight the interior. In Schweizer 2-33 glider some twenty three designation was L-26B. addition, some new avionics were in­ years ago back in Pennsylvania. He has The Radoskys were able to negotiate stalled (GPS and Stormscope) to update since added, Private, Commercial, In­ a purchase with the owner who was in the aircraft's capability. strument, Multi-e ngine and CFI ratings his eighties and had not flown the air­ Joe and Desiree operate an aircraft and has logged over 1800 hours to date. plane for nearly four years. The owner's cleaning service on a full-time basis. However, the sheer joy of flying the pilot took the Radoskys for a ride in the Their company is called Executive Ae­ beautiful Aero Commander 560 is above six-place twin and they were "sold" on roclean and they often display the Aero and beyond all previous airplanes. the spot. The stable, powerful machine Commander to show details of their Congratulations to Joe and Desiree literall y sold itself. The airplane had a work. On the weekends, they use the Radosky on completing a much needed total of 3156 airframe hours and the two aircraft to visit the Florida Keys, the restoration on a 1955 Classic airplane. Lycoming GO-480-1B engines of 295 hp Caribbean and take frequent trips to We look forward to seeing the pretty a nd three-bladed Hartzell props had Disney World. With six seats in the big Aero Commander twin on the flight line 745 hours total. twin, their many friends often get to at future fly-ins. *' For the next three months, Joe and share the experience. Desiree worked every night and every Cruising at an weekend to completely refurbish the easy 180 mph, the aircraft. They performed an extensive Aero Commander annual inspection on the newly acquired uses about 25 gph, twin, recovered all the seats, replaced which is quite re­ the carpet and readied the big twin for a markable for a six­ new paint job. The new paint sc heme, place executive twin

(Left) The beginning of the new paint job started with mask­ ing off the props and spinners. Note the original dayglo or­ ange stripe and vertical tail along with the brown engine na­ celle. (Above) With the white basecoat all completed, the masking is begun for the black and silver gray trim. A good steady eye is necessary when laying out the long stripes along the length of the airplane.

22 NOVEMBER 1995 Mystery Plane

(Continued from page 12)

coupe'sur i es and is presently being prepared for restoration by Fly-In the museum. "The Aircoupe has not flown since 1935 when its six-cylinder Anzani engine was remo ed for 0 erhaul, and the Long Island shop caught fire, destroying the engine. The engine was ne er re­ placed and the aircraft went into storage. ------­ "The Elias was ne er certificated by the CAA, thus the 'X' regis­ tration number. Various engines were proposed and tried. The

original 80 hp (Brownback) Amani, the Cirrus, ABC Hornet and Jim NewmlJn finally the Kinner K5. The last factory sales material indicates the 94 Kinner K5 and Anzani were optional powerplants. (At about this same time the Anzani was remo ed from the go ernment's ap­ pro ed foreign engine list.) Calendar "The EC-1 was painted 0 erall yellow with black fuselage from the rear of the doors forward. The landing gear and wing struts were also black. The fabric wire wheel co ers were also yellow. on the side of the fuselage in large black stylish script are the words The following list of coming evetlts is furnished to our 'Elias Aircoupe Buffalo NY.' The remo able 'coupe' top was tan readers as a matter of information only and does not can as 0 er wooden bows. constitute approval, sponsorship, involvement, control "Designer Joseph Kato of C. Elias and Bros. had designed or direction of any event (fly-in, seminars, fly market, three aircraft pre ious to the EC-1 hence the serial number 401. etc.) listed. Please send the information to EAA, Att: . Elias also had contracts with the military to perform modifications Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. to existing aircraft in military in entory at the time. Information should be received four months prior to " Though the company dates back to the 1800's as a lumber the event date. dealer, nothing can be found past ]929 on the Aircoupe or the com­ pany, though the 1930 edition of the Aircraft Yearbook lists C. Elias and Bros. as suppliers ofaircraft wood. NOVEMBER 11-12 - GRIFFIN, GA - Alexander Aero­ "The museum is interested in locating an Anzani engine, prefer­ plane Co. Builders' Workshops. For info call 1-800/231­ ably the impro ed 'Brownback' ersion for the Elias Aircoupe. I 2949. would appreciate any information readers could pro ide which NOVEMBER 18-19 - LEAGUE CITY, TX - Annual could lead to the acquisition ofan engine so this 'little beauty' could Gulf Coast Fly -in and Expo. Call 713/486-7762 for info. appear at OSHKOSH in the future." DECEMBER 3 - FT. MYERS, FL - EAA Chapter 66 Russell A. Strine Pancake Breakfast. For info call 9411947-1430. President, Mid Atlantic Air Museum DECEMBER 3 - ARCADIA, FL Hadden A IC Aero R.D.9, Box 9381, Reading, PA 19605 Club Fly MarketlPancake BreakfastlBarbecue lunch. Ron Rex, Ocala, FL mentioned in his letter 941/494-5131. DECEMBER 9 - PUNTA GORDA, FL - EAA " . .. An interesting feature of the Aircoupe was the fact that Chapter 565 Pancake Breakfast Fly-In. 8131575-6360. most ofits parts were interchangeable. This included the right and FEBRUARY 10, 1996 - MERRITT ISLAND , FL­ left control surfaces and irtually all the other right and left parts Merritt Island airport. Aviation Day '96, sponsored by except the wings and landing gear Vees. " Alpha Eta Rho, Sigma Alpha chapter, Florida Institute Many of those who answered mentioned seeing the EC-1 in of Technology. Aircraft rides and tours with F.I.T.'s the new book by Joseph Juptner entitled "T-Hangar Tales.' NIFA precision flight team, the Falcons, as well as land­ Shown on page 23, the Aircoupe is only one of many stories and ing and bomb drop competitions. Call 407/242-4949 for anecdotes about the early days of aviation collected by Joe and more info. put together in an entertaining and informative fashion. I highly FEBRUARY 24-25 - MINNEAPOLIS, MN - recommend it! T-Hangar tales is published by Historic Aviation, Minnesota Sport Aviation Conference and Flight Expo, 1401 Kings Wood Rd. , Eagan, MN 55122, phone 612/454-2493. Minneapolis Convention Center, 9 a.m. - 10 p.m. Other answers were received from Ralph Nortell, Spokane, Saturday, 9 a.m. - 6 p.m. Sunday. Aviation speakers, WA; Robert Wynne, Mercer Island, WA; John Beebe, White exhibits, workshops. Sponsored by the Minn. Office of Stone, VA; Frank Goebel, Joliet, IL; Vic N. Smith, Uxbridge, Aeronautics, FAA and Minnesota pilot groups and Middlesex, United Kingdom; Mike Cilurso, Allentown, PA; Dave Kingman, Ft. Walton Beach, FL; Bill Mette, Campbell, CA; associations. Call 612/296-8202. William Rogers, Jacksonville, FL; and Charley Hayes, New MAR CH 6-7 - NASHVILLE, TN - Tennessee Mid­ Lenox, IL. South Aviation Maintenance Seminar. Contact TN Dept. of Trans., Office of Aeronautics, P.O. Box 17326, Nashville, TN 37217. Call 6151741-3208. AIRCOUPE SPECS APRI L 14-20 - LAKELAND, FL - 22nd Annual Sun 'n Fun EAA Fly-In and Convention. 813/644-2431. Wing span . ...28 ft, 1-1/2 in. Gross WI...... 1388 Ibs AUGUST 1-7 - OSHKOSH, WI - 44th Annual EAA Length ...... 21 ft, 1 in. High speed ...... 90 mph Fly-In and Sport Aviation Convention. Wittman Re­ Wing Area ...... 192 sq. ft Cruise Speed ...... 80 mph gional Airport. Contact John Burton, EAA, P.O. Box Empty WI...... 810 Ibs Range ...... 400 miles 3086, Oshkosh, WI 54903-3086. 414/426-4800.

VINTAGE AIRPLANE 23 Anticipating an eventual need for a replacement of the C-145 in number one son's Cessna 170A or even more so the Sedan, we had acquired a C-145 core and did a complete Major. Now it was time to do the switch. PASS 1 call ed H .G. a nd told him what I was up to and was pleasantly surprised when he offered to help. We set a date and went for it! The old engine came off and the new one went on. 1 won't say it was a "no sweat" (the four mount bolts were a bit frustrating for a little while! - HGF), but it db actually was fairly easy, and we accomplished the bulk of the operation in a day and a half. While we were at it we did the annual as well, so that took another day or so. At EAA OSHKOSH '94 I had seen an oil filter installa­ tion by Aviation Development Corporation out of Seattle, WA. Comparing it with the filter system from EI Reno that number 1-1/2 son had on his Cessna 170B, this one seemed to have some extra features I liked. The adapters were much the same, but the ADC unit offered a firewall mounting and reusable filter screen. The price slowed me down a little as it was about a $150 higher. I stalled making a decision. As often happens, 'OSH '95 came up before 1 could fin­ ish the project. I again went to ADC's display booth and by E.E. "Buck" Hilbert BUCK my decision was made for me when I found they were offer­ ing an " Oshkosh Special " at about $100 off the regular price. It was still over five hundred bucks, but figuring the numbers 1 had spent on the new engine and considering the EAA #21 • Ale #5 • P.O. Box 424 • Union, IL 60180 reusable filters offsetting the costs of the spin-on ones, I went for it. Especially when they told me they'd eat the "I guess it's time!" was my only thought when 1 did an­ shipping costs. other oil change on the Funny farm Aeronca Sedan. It's When I got home from OSH, true to their promise the still making metal. The C-145 only had 335 hours on it since unit followed me home. I looked over the installation draw­ new, and it had been back at the factory in 1948 to comply ings and did it! 1 had to have a field approval for the STC with a mandatory A.D. It had been remanufactured and because this was a first on an Aeronca 15AC, and I won't go given a new factory logbook at that time, so in reality it only into the details of taking a three week delay for that, but it's had 301 hours on it. done and we 're ready to run. The previous owners, Pam and Paul Workma n had Now ADC's instructions and literature are specific in "topped" it when it came o ut of long term storage, and how this thing is installed and works. The cleaning process shortly before they sold it to me, it ate up a piston. The pis­ in very si mple and the 3 micron screen catches it all. When ton parts were expunged from the case, the screen and all the screen does its job there is a little warning light installed came out squeaky clean, but, there were little particles each on the panel that will light as the bypass function comes into time the oil was changed. This made for some un easiness play. Hey, cl ean the screen and you're off and running on my part even though it ran smooth and seemed to have again. no outward symptoms of internal distress. It was time! And "WOW," does it work! Read the letter I wrote to the company, and look at the install ation pictures. If you are in the market for an oil filter, give this one some consid­ eration.

Dear Gordon, et ai,

I was amazed! I finished the filter installation on my Aeronca 15AC Sedan with the newly major overhauled Continental C-145 and did the first run. The filter warning

Here are couple of shots of the ACC filter installation in the Sedan. The STC'd/PMA'd unit works exceptionally well, and helps cool the oil a bit as an added benefit. An electrical switch in the unit is wired to a amber lamp on the panel, warning the pilot if the oil filter is bypassed, should the filter become clogged. A bypass light earlier than you come to ex­ pect, after the engine has been broken in, could be an early indication of abnormal wear or failure.

24 NOVEMBER 1995 light came on after only six or seven minutes, actuall y the first time I took the RPM up to about 1700. The light went out when I dropped the RPM back down to 100, and then a minute or so later it came on again and this time, it stayed on. When we pulled the screen, I was flabbergasted! The contam­ inates were right there in the screen and readily visible. Lint, gasket particles, a few small flecks of various metals, and maybe A EROPLANE a few pieces of rubber from the hoses and O-rings. To think we normally run an engine for sometimes a much as 2?~'U'D-"~AL... LoA 'S;<""e-:pt""""91"-h"""&=1Ot"'"h--':'I ' ~~ Oshkosh WI ten hours before we do the first oil change. Wonder of wonders, Two hands-on days of theory and practice. Oct 21st & 22nd: there are all the contaminates right there to see without any fur­ Introductory Course - $149. Excellent Tulsa OK overview ofdesigns, materials, & basic skills. N~~k!~~n~ ~T: ther ado. No can to cut open, no rag to slosh in a bucket - the Intermediate Courses - $199 each. Nov 11th & 12th: screen lays it all out for inspection. Fabric Covering: Cover an actual wing. Griffin GA Installation of the unit following your more than adequate Composite Baszes: Fabricate a real part. Reservations & Information Sheet Metal: Assemble a rypical piece. drawings and instructions was easily accomplished. The only ex­ Welding: Learn how to handle a totch. 800-831-2949 ception was that the engine mount was in the way, preventing a straight-in house connection to the adapter. It was was neces­ s~smhy ==' LEXANDER and .. EROPLANE COMPANY, INC. sary to rotate the adapter about 45 ° to clear the engine mount Alexander Aeroplane Box 909, Griffin, Georgia 30224 member, with one line and then a 45° elbow was used to direct the hose over the engine mount tube. Relocating the oil temperature probe involved some machine work as per your instructions, but was accomplished with a mini­ mum of stress. All in all, my lA, W.D. "Dip" Davis, who happens to head up the Superflite stick and rag department (formerly Cooper), and r were quite impressed with the efficiency of your filter, the ease of servicing the unit, and the fact that all the contaminates as so easily viewed and immediately evaluated that we will recom­ mend yo u unit to any and all who will listen.

Over to you fellow AIC people,

f'( ~ ~t(d

Raphael C. DeChambenoit Sam Miklos, Jr. Kirkersville, OH Abidjan, Ivory Coast H. Jay Miller Islamorada, FL John S. Dodge San Lorenzo, CA Rodolfo Montiteagudo Hatillo,PR Ryan B. Doyle Apple Valley, MN Donald R. Morris Nashville, TN Dale R. DuFay Naperville, IL Glenn W. Mount Modesto,CA Larry Frattini Victorville, CA John Muhlig Langhorne, P A Robert Gard Lauderdale, Tasmania, Australia Dayton Murdock Carson City, NY Lorenzo Gariibaldi San Ysidro, CA Bob Murra Derby, KS Truman Geouge Miami, OK Kerry O'Day Spring, TX Walter A. Gester Riverside, CA Thomas P. Paiement Woolwich, ME Marcia K. Gietz Houston, TX Robert J. Petrie Nashville, TN Michael P. Greco Winston-Salem, NC Charles T. Pitman Memphis, TN Edward G. Greskovic LaPlata, MD James V. Pleasants St. Simons Island, GA New Robert Hall Ormond Beach, FL Donald G. Powell Newton, TX James L. Hiatt Havana, FL Steven Powell Houston, TX Members Robert G. Hiland De Kalb, IL James E. Ritter San Antonio, TX William C. Hoyt Trimble, MO William H. Robbins Sanford, FL Per Kare Johnsen Molde, Norway Mark A. Rowe Midlothian, TX Lance J. Johnson Salt Lake City, UT Doron A. Salomon Newburgh, NY Glen Abrahamson Fairmont, MN Barton F. Jones Colorado Springs, CO James B. Sayers Edison, OH Ken Adams Neosho, WI Richard P. Keida WilIow,AK Robert B. Schmidt Janesville, WI Joe T. Bailey Church Hill, TN William J. Kelsall Coatesville, PA Hugh Schoelzel Litchfield, CT Joye Baker Denver, CO David H. Kenyon E ugene, OR Edward W. Seal . Fond du Lac, WI Edwin S. Barland Marietta, GA Roy Lee Kirgan Jefferson City, MO William R. Shank Sandusky, OH Jack Reid Bell Lithia Springs, GA Tim F. Klein Cheektowaga, NY Harold S. Snow Saranac Lake, NY Nelson K. Bell Shreveport, LA Edward S. Lanan Byron, IL Mrs. L. P. Soucy Louisville, KY Jake A. Bilstad Plano, TX Lars Larson Seattle, WA James L. Taylor Rogers,AR Dennis W. Burns Twin Lake, MI Dean H. London Hartland, WI Galen ~heobald Pierre, SD Tom Byfield Indianapolis, IN Larry B. Long Candor, NC Theodore P. Tuttle Lake Elsinore, CA Call Air Foundation Afton, WY Edward Lynch Independance, KS Gale Walker Ft. Lauderdale, FL David R. Carlson Hay Springs, NE Donald E. Marlatt Atlanta, MI Michael L. Walker Fredericksburg, TX Douglas J. Cartledge Brecksville, OH Jim J. Martin Sudbury, Ontario, Canada C. Paul Wilcox Jacksonville, FL David L. Clouser Weston, MO Glenn R. McGowan Hamilton, NJ Michael Douglas Wilde Leicester, NC Harold E. Colson Jacksonville, FL Robert McGrath Griswold, CT Ralph W. Witt Genoa, IL James Dempsey Aloha, OR Douglas Menick Encino,CA Edward S. Wyka Clifton, NJ

VINTAGE AIRPLANE 25 CJ7i€ C{assics Nitrate/Butyrate Dopes From An Old Friend Fly high with a quality Classic interior

[)eturn with us to those both in the air and on the Complete interior assemblies for do·it·yourself installation. thrilling days of yesteryear, ground, and they're also Custom quality at economical prices. back to when airpl anes had kind to the environment. those gorgeous satin finishes The icing on the cake is • Cushion upholstery sets that looked a foot deep. that they cost le ss th an • Wall panel sets You can still have those other similar products. • Headliners same gorgeous finishes with Classic Aero is made here • Carpet sets our Classic Aero nitrate/ in America by Poly-Fiber, • Baggage compartment sets butyrate dopes. Our new whose only business is air­ • Firewall covers formulas follow the original craft coatings. • Seat slings Mil Specs to the letter. Your classic airplane • Recover envelopes and dopes Classic Aero finishes have deserves a Classic Aero been exhaustively tested dope finish. Free catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00. CL.//} ..•~A... •, '. ". fa~ 0~ePO ' •• ' , fA I3~ I { {OAT 11'II6S A'r c ref.Coe"~" . Qin~RODUCTS' INC. 800-362-3490 • FAX 909-684-0518 259 Lower Morrisville Rd ., Dept. VA PO Box 3129 • Riverside, California 92519 Fallsington, PA 19054 (215) 295-4115

NOOKDUYN NORSEMAN Diamond Jubilee Commemorative Issues

Recognizing the 60th Anniversary of the famous Canadian bushplane and WWII utility transport rated by Peter G. Masefield in 1943 as /lin a class by itself" among the world's top 20 aircraft. Commemorating the anniversary gathering of 16 of these Vintage aircraft at Red Lake, Ontario, Norseman Capital of the World, in july, 1995.

COMMEMORATIVE SILVER COIN - $175.00 US. COMMEMORATIVE NBS COIN - $8.00 US. NORSEMAN FLOATPLANE FESTIVAL POSTER - $9.00 US. NORSEMAN FLOATPLANE FESTIVAL VIDEO - $24.95 US. Please send cheque or money order to:

Norseman Festival Committee P.O. Box 131, Red Lake Ontario POV 2MO PH: (807) 727-2809 FAX: (807) 727-3975 All prices include Sh ipping & Hand ling. Canad ian Residents add 30% exchange and 7% G.S.T.

26 NOVEMBER 1995 The Vintage Weekend & Fly-In Awaiting you is a welcoming cocktail party in a private home on Friday evening, followed by a day-long celebration of cars, boats and planes, a genuine Maine lobsterbake, and an evening with our special guest, Maine humorist Tim Sample. On Sunday morning, an awards and farewell breakfast concludes the festivities. Concours d'Elegance I--~ ofAutomobiles Antique & Classic Antique & Classic Yacht Rendezvous Airplane Fly-In

The Board of Directors of Ocean Reef Club Key Largo, Florida cordially invites you to attend this exceptional event December 8, 9 & 10, 1995 honoring classic conveyance by land, sea and air. The Club's facilities include 270 guest rooms and villas. two i8-hole golfcourses, a Lawn & Tennis Center, a i 75­ slip marina, twelve restaurants and lounges. a shopping village and a 4,000' airstrip. Our location is 55 miles south ofMiami International Airport on the northern tip ofKey Largo.

OCEAN REEF CLUB"

RSVP to Lesa Crayne 305-367-5896 by December 1st. Because Ocean Reef Club is a private club, the Vintage Weekend and Fly-In is open only to invited guests staying in our Inn or Marina. Participation (exclusive of lodging) is $150.00 per person. MEMBERSHIP INFORMATION I .' EAA Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues ofSPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annually. All major credit cards accepted for membership. ANTIQUE/CLASSIC Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part. .40¢ per word, $6.00 minimum Current EAA members may join the Antique/ charge. Send your ad and payment to: Vintage Trader, fAA Aviation Center, P.O. Classic Division and receive VINTAGE AIR­Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your VISA or MasterCard PLANE magazine for an additional $27 per year. number to 414/426-4828. Ads must be received by the 20th of the month for EAA Membership, VINTAGE AIRPLANE mag­ azine and one year membership in the EAA insertion in the issue the second month following (e.g., October 20th for the Antique/Classic Division is available for $37 per December issue.) year (SPORT AVIATION magazine not included).

lAC ated airport in Illinois." 250 pp - 133 pho­ Current EM members may join the Intemational ENGINES tos. $19.00 includes shipping and han­ Aerobatic Club, Inc. Division and receive SPORT dling. This is an excellent Christmas gift Lawrance 5 Cyl. Radial Engine - 37 hp AEROBATICS magazine for an additional $35 for those who love nostalgia, history and at 4000 rpm. Conversion information per year. good flying stories. (11-1) EM Membership, SPORT AEROBATICS maga­available. Must send your engine picture zine and one year membership in the lAC first. George Copland, Route 2, Box 12, Plans - Ragwing Replicas - Ultralight Division is available for $45 per year (SPORT Duncan, OK 73533. (11-1) AVIATION magazine not included). legal Pietenpol, Pitts, Heath, Church Midwing. Plans $70. Brochure $3. 312 WARBIRDS Gilstrap Drive, Liberty, SC 29657. (9/96) Current EAA members may join the EAA MISCELLANEOUS Warbirds of America Division and receive WAR­ SUPER CUB PA-18 FUSELAGES ­ BIRDS magazine for an additional $30 per year. Collector's Item - G2 Gyrocompass New manufacture, STC-PMA-d, 4130 EAA Membership, WARBIRDS magazine and System (Navy) with tech data plus chromoly tubing throughout, also com­ one year membership in the Warbirds Division is 28VDC/115VAC inverter. Make offer. plete fuselage repair. ROCKY MOUN­ available for $40 per year (SPORT AVIATION Frank Mamrol, 361 E. Main Street, magazine not included). TAIN AIRFRAME INC. (J. Soares, Pres.), Lansdale, PA 19446. (11-1) 7093 Dry Creek Road, Belgrade, EAA EXPERIMENTER Montana 59714, 406/388-6069, FAX Ultraflight Magazine - Hear our "FAST 406/388-0170. Repair station No. Current EAA members may receive EAA ACTION CLASSIFIEDS." Call 1-800-411­ QK5R148N. EXPERIMENTER magazine for an additional $18 per year. 0042. Buy, sell, trade, kit built, fixed EAA Membership and EAA EXPERIMENTER wing, powered parachutes, rotor, (NEW) This & That About the Ercoupe, magazine is available for $28 per year (SPORT sailplanes, trikes, balloons and more. $14.00. Fly-About Adventures & the AVIATION magazine not included). Stories galore! Sample issue $3.00. Ercoupe, $17.95. Both books, $25.00. Annual subscription $36.00. INTRODUC­ Fly-About, P.O. Box 51144, Denton, FOREIGN TORY OFFER OF ONLY $24.00. Texas 76206. (ufn) MEMBERSHIPS Ultraflight Magazine, 12545 70th Street, Please submit your remittance with a check or Largo, Florida 34643-3025. 813/539­ FREE CATALOG - Aviation books draft drawn on a United States bank payable in 0814. (11-1) and videos. How to, building and United States dollars. Add $13 postage for restoration tips, historic, flying and SPORT AVIATION magazine and/or $6 postage "Carwell" Bubbleface Compass ­ entertainment titles. Call for a free cat­ for any of the other magazines. Recent overhaul, as new - $395. alog. EAA, 1-800-843-3612. "Kollsman" Bubbleface Compass ­ EAA AVIATION CENTER Excellent Condition - $325. "Chelsea" Curtiss JN4-D Memorabilia - You P.O.BOX 3086 A.S.S.C. Aircraft Clock, 1918 - $450. can now own memorabilia from the OSHKOSH, WI 54903-3086 Zenith "Hight" Altimeter, 1918 - $395. famous Curtiss "Jenny," as seen on PHONE (414) 426-4800 American Optical "Pursuit" Flying "TREASURES FROM THE PAST." We FAX (414) 426-4873 Goggles, 1930, Excellent - $155. 01' Jon have T-shirts, posters, postcards, OFFICE HOURS: Aldrich, Airport Box 706, Groveland, CA videos, pins, airmail cachets, etc. We 8:15-5:00 MON.-FRI. 95321. (11-1) also have R/C documentation exclu­ 1-800-843-3612 sive to this historic aircraft. Sale of Flying Field - by James Haynes can be these items supports operating MEMBERSHIP DUES TO EAA AND purchased by mailing your check to expenses to keep this "Jenny" flying ITS DIVISIONS ARE NOT TAX Robins Nest Company, 21 Sunset Ln. , for the aviation public. We appreciate DEDUCTIBLE AS CHARITABLE Bushnell, IL 61422-9739. Flying Field is your help. Send SASE to Virginia CONTRIBUTIONS. about the historic Monmouth, Illinois air­ Aviation, P.O. Box 3365, Warrenton, port. It is "the oldest continuously oper­ VA 22186. (ufn)

28 NOVEMBER 1995 Dr. John Nordt

His father started as a pilot with Eastern Airlines in 1942, which influenced John's aviation desire. Began Hying in 1966 Member of EAA and Antique/Classic Division Member of AOPA Now owns a Ryan PT22 just like his father used to have. -Flying this plane brings bock all the good memories that Dad and Ihave together.• Dr. John Nordt flying his Ryan PT22.

"AUA has been my aircraft insurer for AUA's Exclusive EAA six years now. In that time, I have had Antique/Classic Division AUAis Insurance Program one claim on my Ryan PT22. AUA Lower liability and hull premiums gave me an excellent response and Medical payments included was very thorough . My claim was approved. Fleet discounts for multiple aircraft carrying all risk coverages settled quickly with fantastic service. No hand-propping exclusion Best of all, AUA is affordable." To become an No age penalty - Dr. John Nordt No component parts endorsements EAA Antique & Discounts for claim free renewals carrying all risk coverages Classic Division You can experience the best in aircraft

insurance service and rates, too. Give Member call Remember, AUA a call - it's FREE! We're Setter Togetherl 800-843-3612 800-727-3823 Fly with the pros .. .fly with AUA Inc. AVIATION UNUM IrED AGENCY

To order or for more information call: 1-800-843-3612 (Outside the US and Canada 414-426-4800) 24 hour FAX: 414-426-4873 or write EAA, Dept. MO, P.O. Box 3086, Oshkosh, WI 54903-3086 Major credit cards accepted. *WI residents add 5% sales tax. *Plus shipping and handling.

(Above) This sturdy natural cotton duck baseball cap has a brown leather brim and the colorful (blue, hunter green or maroon) NC logo. One size fits all, adjustable leather strap . .•...... ••...... •••. .$12.00*

(Above, left) You'll be warm and toasty with your fleece shirt/jacket, trimmed with the NC logo. 100% polyester Polartec®, it has zippered slash pockets and a zippered cowl neck. It's available in navy blue. Sizes M-2Xl ...... $52.95*

(Above) The Antique/Classic sport shirt looks great whether at the airport or the golf links. Made of 100% combed colorfast cot­ ton, it is available in royal blue with teal trim, fuschia with blue trim and black with fuschia trim. Sizes M-2Xl ...... $28.95*

(Right) This pinstripe oxford shirt is as classic as the airplane you fly. Antique/Classic logo is embroidered above the pocket. Made from a high quality 60/40 cotton/poly blend. Available with bur­ gu ndy or blue stripes. Short sleeve only. Size 1 5 - 1 71 /2 ...... •.•..••.... (Above) You'll be covered front to back w ith your favori te Antique, Class ic and Contemporary airplanes on these bright 100% pre-shrunk cotton T-shirts. Eac h is topped off w ith the NC logo on the sleeve. Ava ilable in these pastel colors: cream, fuschia, blue, green and orange. Sizes S-2Xl ...... •• ..•...... $15.95*

(Above, left) Keep wa rm w ith thi s th ick fleece-lined sweatshirt neatly embroidered w ith the Antique/C lass ic logo. Made of a 70/30 cotton/poly blend. Cowl neck, w hite w ith black and gold logo, grey trim. Sizes M-2Xl ...... •...... ••.. . ..• ...$33.95*

(Left) Ju st ri ght for th ose warm summer afternoons spent at the air­ port, the scoop neck 100% pre-shrunk cotton tee features the embroidered Antique/C lass ic logo in the shi rt color. Available in I ight green or cranberry. Sizes S-l ...... • . •• ...... •$12.95 *

(Below, ri ght) If you need a little more warmth (say, when you're doing a little open cockpit flying!) you' ll need the Antique/Classic hooded sweatshirt. Ava il able in oatmeal fleece w ith accent stripes of burgundy, navy blue and fores t green on the shou lders. Made of a 70/30 cotton/poly blend . Blue and burgundy NC logo. Sizes M-2Xl ..•.•...... •. ..$38.95*

(R ight) The 100% pre-shru nk cotton ribbed scoop neck tee is fem inine yet casual. It also features the NC logo embroi­ dered in a glossy th read in the same color, and is avai lable in blue or rose. Sizes S-l ...... $12.95*

(Left) The Antique/Classic Division's colors have never been brighter! Made of 100% pre-shrunk cotton, the A/e golf shirt is avai lab le in jade green, turquoise, navy blue and cranberry, with matching color logo. Sizes M-2Xl .....•26.95* ORDER NOW!

32 NOVEMBER 1995 (Above) Embroidered caps have Antique/Classic logo stitched in metal­ lic gold thread. Poly blend fabric and broad brims make these hats comfort­ able and durable. One size fits all. Avai lable in teal or blue with red brim ...... $ 10.95*

(Right) 10 oz. ceramic mug shows the logo of the Antique/Classic divi­ sion. Dishwasher safe...... $8.95*

(Above) This heavy, fleece lined sw eat shirt has the EAA Antique/Classic logo embroidered with silver, forest green and metallic gold stitching. You'll enjoy the warmth and comfort of this long-wearing, machine washable, 50/50 cotton/polyester shirt. Si ze M -2XL ...... $32.95*

(Right) Keep the essential tools ready with this heavy canvas tool roll. Features 14 pockets for wrenches, screw drivers, pi iers or any other tool you'l l never want to be without. (tools not included) ...... $12.00* (Left) No flight bag shou ld be without a Mini Maglite. Uses two AAA batteries and can be adjusted from spot to flood with a twist of the wrist. Available in green, blue, black or red with Antique/Classic logo ...... $19.95*

(Lower left) Compact barrel bag is made from heavy can­ vas and is the perfect size. Measures 12" x 7" and features the Antique/Classic logo. . . .• ...... $10.00*

(Below) This lightweight jacket is perfect for the flight line or the golf course. 100% nylon shell. Machine washable. Avai lable in navy, teal, eggplant and forest green. Sizes M-XL $34.95 2XL ...... • ...... $36.95*

VINTAGE AIRPLANE 33