EDITORIAL STAFF Publisher Tom Poberezny Vice-President, Marketing and Communications Dick Matt August 1993 Vol. 21, No.8 Editor·in·Chief Jack Cox Editor Henry G. Frautschy CONTENTS Managing Editor Golda Cox Art Director 1 Straight & Level/ Mike D rucks Espi e "Butch" Joyce Computer Graphic Specialists Olivia l. Phillip 2 AIC News/ Sara Hansen Jennifer Larsen compiled by H.G. Frautschy Advertising Mary Jones 4 Type Club Notes/ Associate Editor compiled by Norm Petersen Norm Petersen 5 Vintage Literature/ Feature Writers George Hardie, Jr. Dennis Parks Dennis Parks Page 9 Staff Photographers Jim Koepnick Mike Steineke 9 Aircraft Tiedowns Carl Schuppel Donna Bushman And Control Locks/ Editorial Assistant Harold Armstrong Isabelle Wiske and H.G. Frautschy EAA ANTIQUE/CLASSIC DIVISION, INC, 13 Partnership Aeronca/ OFFICERS

H.G. Frautschy President Vice·President Espie 'Butch' Joyce Arthur Morgan 18 Dwain Pittenger's 604 Highway SI. 3744 North 51st Blvd. Madison, NC 27025 Milwaukee, WI 53216 A ward Winning Bamboo Bomber/ 919/427-0216 414/442·3631 Norm Petersen Secretory Treasurer Steve Nesse E.E, 'Buck' Hilbert 21 Vintage Seaplanes/ 2009 Highland Ave. P.O. Box 424 Albert Leo, MN fH:IJ7 Union, IL 60180 Norm Petersen 507/373-1674 815/923·4591 23 Pass it to Buckl DIRECTORS John Berendt Robert C. 'Bob' Brauer E.E. " Buck" Hilbert 7645 Echo Point Rd. 9345 S. Hoyne Connon Falls, MN 55009 Chicago, IL 60620 25 AlC Calendar 507/263-2414 312/779-2105 Gene Chose John S. Copeland 26 Mystery Plane/ 2159 Carlton Rd. 28-3 Williamsburg Ct. Oshkosh, WI 54904 Shrewsbury, MA 01545 George H ardie 414/231-5002 508/842·7867 Phil Coulson George Daubner 28 Welcome New Members 28415 Springbrook Dr. 2448 Lough Lone Page 21 Lawton. M149065 Hartford, WI 53027 29 Vintage Trader 616/624-6490 414/673-5885 Charles Hams Stan Gomoll 3933 South Peoria 1042 90th Lone, NE P.O. Box 904038 Minneapolis, MN 55434 Tulsa, OK 74105 612/784-1172 FRONT COVER ... One of the joys of partnership with the right partners ­ 918/622·8400 Glenn Frels. EI Campo TX pilots the 1940 Aeronca 65-TC he shares with Max Dale A. Gustafson Jeannie Hill Barbee and Craig Howell. EM photo by Carl Schuppel. Shot with a Canon 7724 Shady Hill Dr. P.O. Box 328 EOS-l equipped with an 80-200mm lens. 1/250 sec. at f5.6 on Kodak Indianapolis, IN 46278 Harvard, IL 60033 317/293-4430 815/943-7205 Kodachrome 64. Cessna 210 photo plane piloted by Bruce Moore. Robert Lickteig Robert D. 'Bob' Lumley 1708 Boy Oaks Dr. 1265 South 124th St, REAR COVER ... From the Radtke collection comes this shot of Waldo Albert Leo, MN fH:IJ7 Brookfield, WI 53005 Waterman's NO. 3 Arrowbile. The photo was most likely taken at Cleveland. 507/373-2922 414/782-2633 the site of most of the Radtke photos now in the EAA collection. Look Gene Morris George York carefully in the background. and you can see a Waco ZVN-8 as it zooms 115C Steve Court, R.R. 2 181 ~oboda Av. down the runway . This Arrowbile was painted white. with red trim. EAA Roanoke, TX 76262 Mansfield, OH 44906 817/491-9110 419/529-4378 Collection/Radtke 1035. S.H. ' Wes' Schmid 2359 Lefeber Avenue Copyright © 1993 by the EM 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 Ihe Experimental 414/771-1545 Aircraft Association and is published monlhly al EM Aviation Cenler, 3000 Poberezny Rd ., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Second Class Postage paid at Oshkosh, Wisconsin 54901 and al additional mailing offices. The membership rate for EM Antique/Classic DIRECTOR EMERITUS Division, Inc. is $20.00 for currenl EM members for 12 monlh period of which $12 .00 is for the publicalion of VINTAGE AIRPLANE. Membership S.J. WiHman is open to all who are interested in aviation. 7200 S.E. 85th Lane POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO Ocala, FL 32672 ADDRESSES - Please allow al least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. 904/245·7768 ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite conslruclive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. ADVISORS EDITORIAL POLICY: Readers are encouraged 10 submtt stories and pholographs. Policy opinions expressed in arficles are solely those of Ihe Joe Dickey Jimmy Rollison authors. Responsibility for accuracy in reporting resls entirely wtth Ihe contributor. No renumeralion is made. 511 Terrace Lake Rd . 823 Carrion Circle Columbus. IN 4720 1 Winters, CA 95694· 1665 Matenal should be senl to: Edilor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800. 812/342-6878 916/795·4334 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 CLUBS, WARBIRDS OF AMERICA are ® regislered 6701 Colony Dr. 1521 E. MacGregor Dr. Irademarks. THE EAA SKY SHOPPE and logos of Ihe EAA AVIAnON FOUNDAnON and EAA ULTRALIGHT CONVENTION are trademarks Madison, WI 53717 New Hoven, IN 46774 of Ihe above associations and Iheir use by any person other than Ihe above associalion is slrictly prohibrted. 608/833·1291 219/493·4724 STRAIGHT & LEVEL

July, but for the last 2-1/2 weeks the topic of discussion here at the Conven­ weather has been normal, with just a tion, with many expressing worry for little rainfall. The good side to all the the people in the affected areas. moisture is that it made the newly A number of airports have been seeded parking areas grow well, so that flooded out, including Creve Coeur, Ar­ they are in great shape for aircraft park­ rowhead, and, we understand both St. ing. With the exception of two or three Charles and St. Charles-Smartt fields are spots on the grounds we can work all under water at this time, with no date around, the field has been dry for the given yet as to when they can expect to most part. see the flood waters recede. The water is by Espie "Butch" Joyce We always have Chainnen who have said to be at the top of the hangar door served a number ofyears doing their jobs, (or higher!) at Creve Coeur. and there are times that I feel some ofthem There have been stories circulating It's been a busy past couple ofweeks, should move on to another area ofrespon­ about other airports flooded, and how they trying to get my business all set so I can sibility or retire. have been affected. I'm sure everyone's take off two weeks to help put together Then you have someone like Art Mor­ heart goes out to all those affected. Our the Antique/Classic Division's ac­ gan, our AntiqUe/Classic Chainnan of thoughts are with you, and we hope you tivities at EAA OSHKOSH. I generally Flight Line Operations. He has served in are able to come back better than ever try to be on site at Oshkosh a week in this capacity for a number ofyears, as well from this great calamity. advance of the Convention. That's as being the vice-president of your Anti­ Ask a friend to join your Anti­ necessary to make sure that all of the que/Classic Division. He really does give que/Classic Division. They surely will equipment and miscellaneous items are it a 110% effort, each and every time. This enjoy our magazine. Remember, we are in place for the volunteers. Arriving year, Art arrived at the Convention not all better together. Join us and have it early is an experience in and of itself. It looking or feeling well. Just before the all! is very interesting to see the tents going convention, on Saturday night, his wife up and all of the other activities going Kate, who is also deeply involved in help­ We'd like to help those who have suf­ on to get the Convention grounds up to ing the Antique/Classic area run smooth­ fered losses to their hangar or airplane speed for the arrival of the mass of ly, had to take Art to the hospital. After an because ofthis flood, andfrom a distance, people - everything from campers, and exam at the hospital in Oshkosh, the doc­ our options are limited, but one of the aircraft that make Oshkosh a happening. tors told Art that there was the possibility ways we can start is to help youfind what The P-6E Hawk is here this year, and he had a life-threatening illness. Art was you need So here is what we will do - if Buck Hilbert has been helping Ralph very concerned on Sunday about his you have suffered a loss to your aviation Rosanik and his crew over at the Weeks health and that he had to leave the collection, be it magazines, books, Hangar to get the airplane assembled for grounds. He returned home to Mil­ airplane parts or your airplane, we will display for everyone to enjoy. waukee, and it was really great to see how run a classified ad in a special section Everybody had hoped the airplane quickly everyone jumped in to help fill the titled" '93 Flood Losses "for two months, would be here last year, but engine void that normally was filled so well by free of charge. Perhaps then someone troubles at the last minute caused a lot Art. All of us were concerned, and on else who has what you need will be willing of disappointment. This year, the Monday we got some good news - Art had to share it with you. Send in your list, (try remarkable workofMr. Rosanikand his checked himself into the hospital in Mil­ to keep it relatively short) along with a machinists are ready for all, and it really waukee, and they found that he had a very short note ofexplanation (where you live, is a sight. We'll have more on this bad infection, but that it was not the life­ where your airport is, etc.) to E4A Anti­ remarkable project in a later issue of threatening illness the doctors in Oshkosh que/Classic Division, P.O. Box 3086, VINTAGE AIRPLANE. had feared. Art was able to retum to us Oshkosh, WI 54903-3086. Attn: '93 Wet weather had been the rule in the later in the week. A scare like that reminds Flood Losses. The ads will be added to Oshkosh area for most of the spring and us all that we have a great group of people the magazine starting with the October early summer (and for many of our in the division, and a good many dear issue, and will continue until further friends here in the Midwest), causing a friends. Glad you're feeling better, Art! notice. We hope this helps, and that great deal of concern for the conditions As I briefly touched on before, the your losses have been minimal. - HGF of the airport and grounds. The parking flooding here in the Midwest is a areas were very waterlogged until early major concern. It has been the major VINTAGE AIRPLANE 1 compiled by H.G. Frautschy

A NEW SOURCE FOR J-3 CUB Mountain at 406/388-6069, or FAX them magazines. The main body of the book FUSELAGES at 388-0170. focuses on the over 2,000 sources for modifications and upgrades for Cessna Rocky Mountain Airframe, Inc. of and Piper aircraft. To order either one Belgrade, MT has received official FAA PIPERS AND CESSNAS or both of these books, write Aircraft STCIPMA approval for the manufacture Owners Orga nization, Attn: Book of Piper J-3 fuselages. Hot on the heals of their "Standard Dept., P.O. Box 337, lola, WI 54945. Or Located in a specialized facility at the Catalog Of Cessna Single Engine call 1-800/331-0038. base of Montana's Bridger mountains, Aircraft" comes the latest project from All three books are also available the firm has long been involved in Jones Publishing. The "Standard from EAA. Call 1-800/843-3612 for providing a wide range of precision Catalog Of Piper Single Engine ordering information. aircraft components and currently holds Aircraft," compiled by Jim Cavanaugh, STCs to produce Piper PA-18 fuselages with help from PIPERS magazine editor and tail sections. David Sakrison, is a compendium of Two of aviation's greats passed away Now, with the PMA in hand for the over 500 pages of data on all of the during the past month, each a legend complete J-3 fuselage, Rocky Mountain single engine Pipers made. Published by during their lifetimes . .. is able to supply the restorer with a new, the Piper Owner Society, the book straight fuselage, or, if desired, the tail features photos, three-views, section alone of both the "long" and airworthiness directive lists and other "short" versions can also be ordered. detailed specifications, including resale Rocky Mountain can also repair your value trends. own J-3 or PA-18 fuselage under their Also being released at the same time PMA Repair Station certificate. is "Aircraft Modifications & Avionics For more information, contact Jim for Piper and Cessna Airplanes." It's Soares, Rocky Mountain Airframe, Inc., actually two books in one, the book 7093 Dry Creek Rd. , Belgrade, MT begins with a collection of articles from 59714. You can also reach Rocky PIPERS and CESSNA OWNER

OLIVE ANN BEECH 1903 -1993

Olive Beech, who co-founded the Beech Aircraft company along with her husband, Walter, passed way July 6, 1993 at her home in Wichita. She was During a rendezvous at Densel Williams airstrip in Jackson, MI, Butch Walsh of 89. Long admired for her business savvy Arrington, VA took Michael Henry on a Young Eagle flight in Butch's award winning and acumen, Mrs. Beech dedicated most 1947 Stinson 108-2, N389C. Michael, 12 years old, is from Jackson and was thrilled of her adult life to Beech Aircraft, by the experience. Our thanks to members Ray and Judy Johnson, Marion IN for serving as an officer of the company for sending in this shot. Ray also would like to remind everybody about the Fly­ 50 years. Olive served as the Secretary­ In/Cruise-In breakfast at Marion Municipal Airport, featuring the cars and planes of Treasurer and director from 1932, at the yesterday and today. Sounds like a fun event! For information call 317/674-7777. company's inception, until he r

2 AUGUST 1993 husband's death in 1950. At that time, enduring value to aviation in the United the Navy Bureau of Aeronautics and she was elected Chairman and President States. worked on propeller design. Soon of Beech until 1968, and then as The next year, 1981, saw the afterward, he showed what his terrific Chairman until 1982, when she became dedication of the Olive Ann Beech intellect could do - he developed a Chairman Emeritus. Gallery and Chapel in her honor at the system that allowed the layout of a Olive was born in Waverly, KS, and Staggerwing Museum Foundation in propeller in only half a day, instead of by the time she was 11, her mother, Tullahoma, TN. Later, she was the two weeks it used to take. With a aware of her daughter's financial inducted in the Aviation Hall of Fame full time job, he wrote back to his abilities, gave young Olive the in Dayton, OH, joining her late husband sweetheart Dorothy, and asked if she responsibility of writing the checks and in being so honored. The only other would marry him. She consented, and paying the family bills. As she matured couple enshrined in the Aviation Hall of they were lifelong partners until her and joined the work force, her abilities Fame are Anne and Charles Lindbergh. passing in 1991. as a bookkeeper were strengthened, and Mrs. Beech was known as a savvy He was later able to transfer to the by 1924, at the age of 21, she became businesswoman who insisted that the NACA , the National Advisory one of the 12 staff members of the company's airplanes uphold the quality Committee for Aeronautics, where he fledgling Travel Air Manufacturing Co. and reputation of Beech aircraft that continued to excell. The only woman on the payroll at had been their trademark since the Some of his other accomplishments Travel Air, she quickly learned about production of the Staggerwing. Those included the development of the full aviation, a business in which she had no of us who admire the fine airplanes with scale wind tunnel at Langley Field, previous experience, from the ground the Beechcraft name have Olive Ann Hampton, VA. His work at the NACA up. She handled the correspondence, Beech to share some of our thanks, due continued, with Fred publishing a maintained the books, and managed the in large part to her financial abilities and number of NACA technical papers, office. Walter Beech took note of the her attention to detail. Aviation surely including milestone work on the young lady's abilities, and promoted her is richer for her having been a part of it. ingenious NACA cowl he and his to manager and secretary to himself. colleagues at the wind tunnel developed. 1929 saw a number of changes at In last month's VINTAGE AIRPLANE Beech. Walter Beech merged the we documented his work with the W-1 , Travel Air Co. with Curtiss-Wright, and the predecessor to the Ercoupe, one of he also made one other substantial Fred's most enduring designs. change in his life. He and Olive Ann Later, he was responsible for the were married. development of an airplane specifically By 1932, the desire to manufacture designed for aerial application, the Ag-l, airplanes brought the team of Olive and engineered and built during his tenure at Walter to Wichita to found Beech Texas A&M. The basic design of the Aircraft Company, with Walter as Ag-1 would later be developed into the President and Olive as Secretary­ Piper Pawnee, after Fred went to work Treasurer. for the Piper in 1957. His first task, She would serve in that capacity begun just before his departure from throughout the war years, and also was Texas A&M, was the preliminary design blessed with the birth of two daughters, specifications for what would be the Suzanne, in 1937, and Mary Lynn, in Piper Cherokee. Based on Fred and Pug 1940. She was kept busy with her Piper's detailed specifications, John corporate duties and motherhood as Thorp did the preliminary design study Beech worked hard to produce 7,400 on the airplane, an airplane that would aircraft and a number of other become the basis for an entire line of subassemblies during the war years. modern, efficiently built airplanes that 1950 saw another drastic year of Piper would continue to produce until change for Olive Beech. Her husband FRED E. WEICK the mid 1980s. His mechanical and and partner, Walter, passed away after 1899 -1993 aerodynamic acumen came through time suffering a heart attack. Recognizing and time again. A recipient of her business abilities, the board of Mr. Fred is gone, earning a well numerous awards, Fred was also the directors of Beech voted Olive to earned rest after a long lifetime making holder of 7 different patents related to succeed her husband as President and aviation safer for all of us. His life and aircraft design. Chairman of the Board. activities literally spanned most of the It's not often that the appellation In addition to her business activities, history of modern aviation. From his "genius" truly applies to an individual, Olive Beech was also active in a number model airplane flying in 1911 with the but in this case, it not only applies, but is of philanthropic activities giving her Illinois Model Aero Club (an in some ways inadequate to fully time and efforts to art, music and organization, incidentally, that still describe his contributions to the light educational projects. exists) to his design work on the Piper airplane industry. We will enjoy the In 1980, she was honored by the Cherokee series through the '50s and fruits of his labors for many years to aviation community by two awards. '60s, Fred Weick spent his life dedicated come, and many who will never know The "Sands of Time" Kitty Hawk to aviation. his name will have Fred Weick to thank civilian award was presented to her at His career in aviation started as an for many of the advances that make the the Wright Brothers banquet of the Los engineer by laying out airmail handling of their airplanes safer. We all Angeles Chamber of Commerce on emergency landing fields. Later, after owe him our thanks. December 5. On December 12, she was taking a Federal Civil Service If you would like, you can add to presented the Wright Brothers examination for a junior aeronautical Fred's legacy by contributing to: The Memorial Trophy by the National engineer (he took the test more to find Fred E. Weick Scholarship Fund, Aeronautic Association, in recognition out what an engineer of that type was Embry-Riddle University, 600 S. Clyde of her significant public service of expected to know), he went to work for Morris, Daytona Beach, FL 32114. ...

VINTAGE AIRPLANE 3 PE CLUB NOTES

compiled by Norm Petersen

From the International Aeronca As­ the wheel, due to a very short length of the two plates. It was not determined sociation newsletter published by "Buzz" coax hanging down, the elevator was in­ which crack started first or the exact ori­ Wagner of Clark, SO (605-532-3862) operative also. Over the years, several gin of either crack. The cracks pro­ If you are involved in exporting an radios had been in and out with not gressed from the sides around the bot­ airplane to another country, be aware of enough regard to clean-up of wires, etc. tom in fatigue and up the sides to the top the regulatory requirements for deregis­ New or old planes could have some loose where the final failure occurred in over­ tering these aircraft to avoid a call from end just waiting for a mate - take a look! load. the FAA, U.S. Customs and other agen­ Charles C. Curtis, Tucson, AZ C. As can be seen from the enclosed cies. FAR Section 45.33 REQUIRES From the Cub Club newsletter pub­ photographs, the crack should have been the aircraft owner to remove ALL U.S. lished by John Bergeson in Remus, MI clearly visible. The pilot/owner for 16 registration marks from the aircraft - be­ (517-561-2393): years admits that close examination of fore export. You may be only selling it Landing Gear Cabane Failure: I had this joint had not been part of his normal to someone else who is shipping it out of a recent failure on my (1-3) Cub landing preflight. the country, BUT you must be sure this gear. Might be of interest to other Cub D. The last annual inspection was is taken care of. Section 47.41 requires Club members. The left tube of the ca­ March 1992. No cracks were evident at that AC Form 8050-3 MUST be returned bane strut failed just above the fitting for that time. to A VN-450 with the reverse side filled the shock strut attachment. E. A similar report will be sent to the out. That is FAA Aircraft Registration, The end result of this failure can be Cub Club and the EAA with recommen­ A VN-450, Box 25504, Oklahoma City, more exciting than breaking a shock dations for increased attention during OK 73125. cord. Because of an internal stop that preflight inspections in general and land­ DON'T BE SURPRISED if your me­ limits shock strut extension, bungee fail­ ing gear in particular. chanic insists that ALL required plac­ ure should be nothing more than a wing Cubs and Friends: We thank Harry E. ards are in place before signing off your drop (I've never had one). A cabane Murray for his thoughtful contribution airplane. If you should be so unlucky as failure allows a wing to drop to the to the "short subjects" section. to have the FAA do a "RAMP" inspec­ ground and could result in a ground-loop Cubs and friends are like gold - you tion to your airplane, you WILL hear if there is any forward speed. With the never know where you'll find them. about any missing placards. Aircraft aircraft on the ground, the cabane vee is About 20 years ago while riding maintenance has become so complex in tension. This keeps the gear from through the Boot Heel of Missouri, amid over the last several years that depend­ spreading under load. soybean and cotton fields, I came across ing on one's memory is no longer suffi­ I have never given this area more a very small grass strip with an open cient. With the vast amounts of data than a casual look during my preflights. hangar, a tee hangar and an open storage that must be used daily to complete even The cabane strut was replaced with a shed. It was one of those places an avia­ small jobs, that if we allow ourselves to new part from Univair, all landing gear tion buff could not pass without stop­ become complacent or overly confident, bolts replaced, new bungee cords in­ ping. The thing that caught my eye was details like placards could be over­ stalled and, of course, all fittings closely that the tee hangar held a CUB! In the looked. inspected. After all this, I will carefully storage shed was a Stearman fuselage, an Propeller - During cruise flight the inspect all landing gear parts in the fu­ assortment of wings and loads of other aircraft developed a severe vibration. ture. stuff that required a closer look. Reduced power helped and an off-air­ The following is an excerpt from the Inside the bangar was a man building port landing was made. Inspection re­ report Tom submitted to the FAA. up a set of Stearman wings from scratch. vealed no obvious damage until they no­ Tube externally in good condition. I introduced myself to him. "Dick Rice" ticed that seven inches was missing from Internal corrosion evident, however, the answered the man as he continued to one propeller blade(!) tube wall is sound adjacent to fracture work. It didn't take long to realize that From the (Cessna) International surface with no weakness or thin areas this man was a true craftsman. 180/185 Club, Inc. newsletter in George­ from corrosion. Little did I know that Mr. Dick Rice town, TX (512-863-3751): Comments: and I would develop a friendship that has TIP: Here is a maintenance tip some A. The cabane vee is built from tubes lasted through the years. He has become of you might want to look into or under. welded together in a V -shape and in turn my benchmark, advisor and mentor. A while back, just after takeoff with my welded between two plates that become About once a year, Dick and his wife, wife and two sons aboard, I found our the shock strut attach point. Both tubes Nell, come through our part of the coun­ Cessna 180 had locked ailerons and ele­ are oval shaped mechanically at the weld try. These visits have become an event vators. I was able to make a safe return joint perhaps to provide more weld con­ around here because it gives a good ex­ using throttle and a touch of rudder. tact area. This aircraft was built in May cuse for other aviation buffs and myself Upon inspection, it was found that a for­ 1938 with no log book entry or reason to to enjoy an evening of pure pleasure. gotten and unused antenna coax (cable) believe that this is not the original part. So as you can see, you never know had found its way into the chain and B. The fracture started in the tube where you are going to find a Cub and a sprocket. The first time I tried to turn walls on both sides in the weldment from friend. ...

4 AUGUST 1992 VI~TAf7~ LIT~12ATU12~

by ()enni§ J)ar-k.§~ Libr-ar-y/A.r-chive§ ()ir-ect()r- IProjectfor a Low Priced Airplane - Part 1111

On October 18, 1934, the Bureau of was unique not only because of its tailless can just take off the wings and drive this Air Commerce awarded a contract for 15 design but also because it was the only thing down the road, we'd really have aircraft to the Hammond Aircraft Com­ aircraft awarded a construction order something! " In 1932 Waterman found pany of Ypsilanti, Ml. During the course from an individual - all the others were himself with the opportunity to design of 1935, the Bureau contracted for five from existing aircraft corporations. An and build such a machine. other aircraft to be purchased. The status irony of the competition was that the Waterman set up shop in a corner of of these projects was reported in the 1936 winning Hammond design, for which 15 the then defunct Bach factory at Los An­ AIRCRAFT YEARBOOK as follows: examples were ordered, failed to meet geles. He conceived of a swept wing tail­ "The Arrow Company's Arrowplane the specifications, but the one-off non­ less configuration which would readily was still under development. The Ham­ factory Waterman was the first aircraft to adapt itself to a road vehicle by the re­ mond Y was being changed by the de­ meet the specifications. moval of the wings. It also featured a tri­ signer and manufacturer, and was about cycle landing gear with a steerable nose ready for further tests by the Bureau. The WHATSIT? wheel and a pusher engine with a de­ Waterman Arrowplane, a tailless ma­ c1utchable propeller that could be cou­ chine, had been delivered, and was under­ Announced in the May 1934 issue of pled to the rear wheels for road use. going service tests. A direct control Pit­ POPULAR AVIATION was "A New According to Waterman the tailless cairn autogiro, with chassis drive so that it Aspirant for the $700 Class." This was design had some intriguing features; that might be driven on the highway like a mo­ the canard type pusher lightplane built by by eliminating the tail structure, some re­ tor car, was scheduled for early delivery in Waldo D. Waterman of Santa Monica, duction in weight, head resistance, and 1936. The Weick machine, as rebuilt by CA. This two-passenger, Kinner pow­ cost would result. Through the reduction Fairchild to incorporate a new aileron and ered, swept-wing design was the prede­ in weight and resistance, aerodynamic ef­ flap combination, was under tests in the cessor to the Arrowplane purchased by ficiency would be gained. Though his ul­ laboratory of the National Advisory Com­ the Bureau of Air Commerce. timate goal was a flying automobile, the mittee for Ae ronautics. The Curtiss­ For many years Waldo Waterman had Whatsit had fixed wings and undriven Wright Coupe, an all-metal, two-place dreamed of developing a simple, safe, wheels. This was so that he could prove cabin monoplane had been delivered." cheap roadable airplane for the average the tailless concept first. private pilot. In his biography, WALDO, In July 1932 his low-wing sweptback WATERMAN ARROWPLANE PIONEER A VIATOR, Waterman re­ monoplane was finished. Unfortunately ported he was first intrigued by Glenn the Whatsit's flight test program would The Waldo Waterman Arrowplane Curtiss's comment in 1911 , " Now if we suffer many set backs due to accidents. The first one being when the nose wheel sank into a gopher hole on the runway, flipping the craft over on its back, result­ ing in a broken propeller, smashed wingtip rudders and a bent nose wheel. During the rebuild it was decided to increase the sweep back of the wings and, until the aerodynamics of the swept wing were mastered, add a canard. During the next test flight in August the canard flipped the aircraft over in a half loop at which time the plane stall ed and slipped back to the ground. After several weeks the plane was again ready for flight. This time the plane was moved to United Airport in Burbank where there were runways long enough for a straightaway flight. After some high-speed taxi tests, Waterman was talked into giving Eddie Anderson, a pi­ lot with a very good reputation, a chance to fly it. Anderson lost control of the plane during the takeoff attempt and the The Waterman Whatsit after being rebuilt in 1932, complete with a canard mounted craft hit the ground so hard that it ended on the nose. up a pile of wreckage.

VINTAGE AIRPLANE 5 a 'iii ~ Q; Q) c a:o c5 1J ... ~ (Above) Waldo Waterman cuts a dashing figure with his driving cap and pipe in the cockpit of the Arrowplane.

(Left) Secretary of Commerce Rope and Assistant Secretary Jonson look into the Arrowplane after John Geisse (right) had just landed at Washington's airport after his transcontinental flight.

By now Waldo was broke and had no The Arrowplane was turned over to "The unusual characteristics of the more money to put into the project. the Bureau of Air Commerce in July landing gear were impressed upon me However, Mel Oliver, who had helped on 1935. John Geisse, Chief of the Bureau's very early in the trip at Lordsburg, New the project, volunteered to re build it. D evelopment Section took delivery of Mexico. This field has a n elevation of Meanwhile, Waterman obtained a job the craft in California and with only 35 4,200 feet and was also somewhat soft. flying for TWA. While Waterman was hours of flying experience flew it to With practically no wind and approxi­ flying with TWA and the Whatsit was be­ Washington, DC. Waterman was a little mately a full load I was unable to get off ing repaired, E ugene Vidal announced concerned about Geisse's lack of experi­ the field but in my attempts to take off I the proposal for the $700 airplane. ence but was told by Eugene Vidal, "If was able to use practically the e ntire Though Waterman figured that Vidal John Geisse can fly and successfully han­ length of the field without any fear of a was naive to think an airplane could be dle the airplane, that alone is sufficient crash following an unsuccessful attempt built for the cost of a car, he perceived a proof of its meeting our goals." On Au­ simply because the brakes could be fully close parallel to what he had been work­ gust 12 he completed the transcontinen­ applied at any time. ing on with the Whatsit. tal flight without the slightest difficulty. "In the third attempt to take off the In late 1933 Waterman took leave from Geisse reported his flight in the NA­ sudden application of the brakes at the TW A to work full time on hi s airplane. In TIONAL AERONAUTIC MAGA­ edge of the field togethe r with a very early January 1934 Whatsit was taken to ZINE for September 1935. slight wash placed too much of a load on Rosamond Dry Lake in the Mojave the relatively frail landing gear and my Desert. During testing at Rosamond Wa­ JOHN GEISSE'S first landing gear fa ilure occurred. After terman and his crew had a problem in de­ TRANSCONTINENTAL FLIGHT this damage was repaired I again made termining the center-of-gravity when mov­ many attempts to take off, using the en­ ing the canard. To solve this problem they "The landing at Washington was made tire fi eld but without success and was fi­ took ordinary machine shop vises a nd after a thirty-one hour flight from Cali­ nally able to make it by using two sides of moved them back and forth along the front fornia, spread out over a period of ten the field, making a turn during the take boom. Permanent corrections were made days, equaling, as I was informed on my off. With a conventional gear I would not by installing lead we ights in the fuselage. arrival, a transcontinental record set in have considered trying a turn during the Successful tests flights were made but about 1914. However, it may be stated take off. Waterman felt that the low wing did not that the time required for the entire trip " In landing the airplane with this type work with the high thrust line of the was not a limitation set by the airplane of undercarriage, with two wheels back of pusher engine. So an entirely new design but by the pilot. In this trip across the the center of gravity and one wheel in the using a high wing configuration was laid Continent, which was my first transconti­ nose, a wide latitude of landing attitudes is out. The plans for the new aircraft were nental trip alone and which included available. The plane can be glided straight submitted to the Bureau of Air Com­ landing on many strange fields and my on into the field without any leveling off merce during 1934. Waterman received a first night landing, I was impressed by whatever if so desired and the shock of contract to build one of his new design several features of this airplane. such a landing is not particularly bad. If it called the Arrowplane. "Probably the most striking feature is is desired, the customary tail down land­ that associated with the three-wheel ing also can be made. In making the latter ARROWPLANE landing gear which permits almost any type of landing, or any other for that mat­ kind of landing and the immediate and ter, there is no tendency of the airplane to The Arrowplane was completed in full application of the brakes at any time. bounce back up into the air. May 1935. Still not a flying automobil e, The other features were the excellent vis­ "The feature peculiar to the Water­ its flight characteristics were good ibility and the fact that the airplane could man airplane is, of course, the lack of the enough to give Waterman cause to now not be stalled even with the control in a customary tail. In such airplanes the think about adapting roadable features. full back position. problem of longitudinal stability may be

6 AUGUST 1993 a serious one and everyone who has flown "The undercarriage is of the three sold more cheaply on its initiative when this airplane has been pleasantly sur­ wheeled type with the main wheels to the there are dozens of manufacturers of am­ prised by its longitudinal stability. On rear, to prevent ground loops and nosing ple experience doing this already on pri­ most of the transcontinental trip the air­ over. It has a top speed of 114 miles per vate initiative. plane was trimmed for a given speed and hour. Its simplicity of construction makes "To date I am not Impressed with the the rest of the flying done almost entirely the Waterman particularly adaptable to Department's results as all I have seen is with the rudder." production in quantity with prospects for the revival of the pusher type plane which a low sales price and maintenance cost. we found, over twenty-five years ago, was WATERMAN'S "Partly to demonstrate that the craft is highly unsafe and undesirable from many NEW FLYING WING one which may be flown cross-country standpoints. I do not believe it offers a safely and efficiently by an airman of lim­ single desirable feature for the private The November 1935 issue of POPU­ ited experience, Mr. Geisse, a novice as owner. I also venture to predict that the LAR AVIATION provided coverage of far as present day types of airplanes are cheap, safe, private owner plane will the Arrowplane after its arrival in Wash­ concerned, went to California to accept come from the industry and not from a ington, "As the Waterman Tailless air­ delivery of the ship and fly it to Washing­ government department." plane came to a landing at the Washing­ ton. As the pilot stepped from the ship he ton, DC airport, at the conclusion of a patted the nose, which is the windshield ARROWBILE flight from California, it marked the near and remarked, 'She's a good girl and end of man's long struggle, since the first can't be fooled.' Later on in the day, Once the airworthiness of his Arrow­ days of flying to find a flivver plane that while in a more formal mood, he said, , plane tailless design had been proven, could be manufactured cheaply enough The Waterman airplane is almost fool­ Waterman turned to the task of adapting to let every average working man own proof and is very close to being abso­ the design for road use. Thus late in 1935 and fly one. lutely so. In the condition in which it was Waterman incorporated the Waterman "The Waterman, a two-place mono­ flown from the West Coast, the airplane Aeroplane Corporation and set up a fac­ plane, is at present powered by a four could not be stalled or spun by any nor­ tory in a former Buick dealership in Santa cylinder inverted, air cooled aviation en­ mal or reasonably abnormal use or abuse Monica. gine of 95 horsepower. (A Menasco fur­ of the controls.' Expecting to build at least 1,000 Ar­ nished by the Bureau.) Its distinctive fea­ "And that, mild as it may seem, is the rowbiles annually, Waterman proceeded ture, of course, is the absence of a tail. reason behind many airplane factory exec­ to set up a large organization. He was Control surfaces are at the trailing edges, utives, engineers and mechanics walk also determined to use automotive mass­ and tips of the wings, which sweep back around wondering when the new low production methods. In order to keep from the nose of the fuselage. It is a priced planes that anyone can fly is going costs down he searched in D etroit for a pusher, with the engine in the rear, which to put them out of business." stock automobile engine that could be materially augments forward and down used to power the plane. He selected a from the pilot's seat. LOENING NOT IMPRESSED new engine from Studebaker in the 90 to 105 hp range. Studebaker would provide In the September 50 engines in exchange for stock in the 1935 issue of NA­ Waterman Aeroplane Corporation. TIONAL AERONAU­ Technical problems in adapting the TICS MAGAZIN E, Arrowplane for road use were monu­ Grover Loening gave mental. The landing gear required an en­ O£o his views on the Bu­ tirely new design in order to incorporate o -e reau 's program , "I do the road drive. They had to determine Q) >­'" not see the necessity of how to drive the propeller at half the this De partment pro­ speed of an automotive engine. The en­ ~ E ceeding with a some­ gine needed to be kept as low as possible « what ballyhooed pro­ for best center-of-gravity and still leave

(])~1411 .... gram of fixing up a new nine inches of ground clearance for the design of plane to be prop tips. The final decision was to posi- .------~ THE WATERMAN "ARROWPLANE." Type-Two-Seat cabin tail-less monoplane. Wings-Sack-swept high-wing braced monoplane. Wooden structure with fabric covering. Movable surfaces at the wing-tips act as ailerons or elevators. Small vertical fins and rudders at wing-tips. Rudders operated independently and can be deflected inwardly, simultaneously, to act as air-brakes. Fuse/age-Enclosed nacelle for crew of two. Underca"iage-Three-wheel type. Two main wheels behind the centre of gravity have oil-spring shock-absorbers with 12 in . travel. Small front wheel under nose of nacelle has similar springing, with 8-in. travel. Power Plant-One h.p. Menasco four-cylinder in-line inverted air cooled­ engine at the back of the nacelle and driving a pusher airscrew. Fuel tank (26 U.S. gallons) above and behind engine, with gravity feed through short pipes. Accommodation-Enclosed accommodation for two in nose of nacelle, which is designed to provide comfort and accessibility of an automobile. Saggage compartment for three suit-cases below engine. Dimensions-Span 40 ft. (12.2 m.), Length 18 ft. 6 in. (7.64 m.), Height 8 ft. (2.44 m.) Weights-Weight empty 1,310 Ibs (595 kg.), Weight loaded 1,900 Ibs. (863 kg .). Performance-Maximum speed 110 m.p.h. (176 km.h.), Cruising speed 95 m.p.h. (152 km.h.), Initial rate of climb 700 ft.lmin. (213.5 m.lmin.), Range 350 miles (560 km.).

VINTAGE AIRPLANE 7 (Above) The red and white Arrowbile No.3. This photo was most likely taken at Cleveland. (Left) The general arrangement of the final version of Waldo Waterman's flying wing, the Arrowbile.

held out high hopes for the craft, "The Waterman Arrowbile marks an impor­ tant milestone in the development of pri­ vate flying. Future historians may well rate the Arrowbile as the pioneer of a type of aircraft to revolutionize the use of small planes by the general public, for this unique hybrid auto-plane, incorpo­ rating a host of novel features, has proved thoroughly practical in extensive tests both as a road car and an airplane." The Arrowbile construction was of metal, the nacelle being of welded steel tubing covered with dural aluminum sheeting. The wings were of two spar construction with spars of routed spruce, formed dural ribs, and steel tube drag bracing, cloth covered. A VIATION listed the cruise at 105 mph and the range tion the engine very low, right above the for promoting the plane with its first pub­ as 400 miles. It had a fuel capacity of 24 rear axle and use six V -belts controlled lic appearance at the National Pacific gallons in its single fuselage mounted by a clutch pulley connecting the engine Aircraft Show in Los Angeles on March tank. drive shaft to the propeller shaft. 13. Waterman hoped to sell the plane for A total of three machines were com­ As many standard automotive parts as $3,000, a wildly optimistic figure. Materi­ pleted in time for the National Air Races possible were used. Even a standard als were ordered for ten aircraft and con­ in Cleveland. From Cleveland the three Studebaker radiator and battery were struction began on six. ships toured the eastern and central used. Other automotive parts included The Waterman was very popular at United States gathering much publicity brakes, drums, parts of differential gears, the Los Angeles show. A VIATION mag­ along the way. In fact the August 1937 is­ headlights and the steering wheel. azine said that the craft never failed for sue of LIFE donated an entire "Pho­ Legally the Arrowbile was classified as a an audience and that the display was en­ topage" to the Arrowbile. motorcycle as it had only three wheels hanced by an excellent motion picture of The fourth and fifth Arrowbiles were and weighed less than 1,450 pounds. Thus the machine, periodic lectures and a under construction when monetary prob­ they were able to use only a single head­ twice daily demonstration of the attach­ lems hit Studebaker, curtailing financial light an a small motorcycle license plate. ing and detaching of the wings. support to Waterman. Almost as sud­ Waterman set a goal to raise $250,000 Waterman received a prize for the denly as the Arrowbile had become, the - the amount calculated to produce 1,000 best display at the show and better than promising future turned bleak. With the aircraft annually. He also looked forward that, Studebaker announced at the show completion of the fifth airplane the Ar­ to the prospect of having every Stude­ that they would purchase five Arrowbiles rowbile plant was forced to close its baker dealer nationwide selling them for and display them an the Cleveland Air doors. only $3,000. Races. As part of the deal, Waterman In 1958 the six machine was modified In early 1937 the first Arrowbile would have to modify the planes to ac­ and completed with a Tucker auto en­ (X262Y) was completed and ready for cept a radiator grill matching Studebak­ gine as the Aerobile. The Aerobile was test flying. First flying the plane on ers 1938 line. flown many times before joining the February 21 Waterman was very happy A VIATION magazine, reporting on Whatsit in the National Air and Space with its performance. He then prepared the Arrowbile in the May 1937 issue, Museum collection. ...

8 AUGUST 1993 s you walk through the rows of aircraft on dis­ play at Oshkosh and other gatherings through­ A out the country, you will find quite a variety of tiedown meth­ ods. Some are good, while others leave a lot to be desired. Every aircraft owner should be fa­ miliar with the information contained in Advisory Circular #20-35C titled "Tiedown Sense." It gives excellent advice on the proper way to secure your bird so that it will not wind up "gone with the wind." Page 11 con­ tains a chart which lists the minimum breaking strengths of various types and sizes of rope. On the same page they recommend leaving about an inch of slack in the tied own; however, my opinion is that while the rope should not be excessively tightened, all the slack should be taken up. The only exception would be for hemp rope (which shrinks when wet), but this rope is not longer widely used. (It has poor weathering charicteristics.) Now for a word about chain tiedowns. I don' t like them! Some­ time ago I saw a Piper 1-5 that was se­ cured with loose chains which were anchored in concrete. After some pretty stiff winds had passed by, it was discovered that the strut attach fit­ tings had been nearly pulled off by the sharp jerking when the slack was taken up by the wind gusts. Both spars were split and ruined. Other aircraft tied with rope were undam­ aged. AIRCRAFf I use 3/8 inch nylon or poly rope of sufficient length that will provide ty­ ing to the stake, looping around the TIEDOWNS AND strut and tying back to the stake. Rather than trusting the tiedown loop, take the rope through the loop, CONTROL LOCKS around the strut and back through the loop. Some of these tiedown loops are welded on and I have seen them broken. Running them through the loop and then around the strut will by Harold Armstrong keep the rope up at the top where it Ale 746 can do the most good - if you simply tie it around the strut, it can slide down and damage the strut should a wind gust jerk the wing upwards. As you read AC #20-35C you will than tying down an aircraft. (In fact, have a good tiedown. (For more on get the impression that the FAA that is the purpose for which most are tiedowns, see Joe Dickey's tiedown doesn't like tiedown stakes that are sold.) The end the rope is secured to ideas on page 11.- HGF) driven into the ground because they is generally just a bent piece, and will Let's talk about control locks. The tend to pull out easily when it gets open up in a hard wind gust. To make most commonly used method of se­ wet. Also note that there is no men­ up a good set of stakes, use 1/2 inch curing the controls is to tie the stick tion of the screw type tiedown. After diameter steel rod with a minimum full aft or forward. Many years ago a trying them I can easily understand length of 18 inches. Make a loop of Taylor E-2 was tied down close to my why. The auger type will absolutely 114 inch rod and weld near the top, father's dairy farm. It had the stick not go into the soil with any rocks, and grind the other e nd to a point. secured forward by the safety belt. and if you do get it down, then you When driven all the way in at an an­ The E-2 is very light on the tail and have a hole full of loose dirt. The spi­ gle of at least 30 degrees from verti­ the wind managed to pull the tail ral screw type is not much better, be­ cal, make the rope tie through the stake and get the tail up high enough ing more adapted to tethering a pooch loop and around the stake. You now that the aircraft went up on its nose

VINTAGE AIRPLANE 9 This aileron bellcrank rod was broken AERONCA 7 AC CONTROL LOCK when a control lock was not used on an Aeronca Champ. A fair wind can exert a NOT TO SCALE lot of force.

STEEL TUBING OR with the wings still tied! More re­ ELECTRICAL cently, my nephew took his Champ to another airport for its annual inspec­ CONDUIT tion. After completion, the IA tied it down outside with the stick under the seat belt. The wind got up and the 1/4" ROD stick worked all the way to the left. The constant pressure and banging of the right aileron bent and eventually broke the actuator rod, leaving the aileron hanging loose. (See photo.) While working on the restoration of my son's Champ, I designed a con­ trollock that eliminates this type of problem. It clips on the front seat frame and secures the stick with both elevators and ailerons in a neutral po­ sition. The same concept could be adapted to other aircraft. (Refer to the drawings for construction details.) The rudder lock is made from a cou­ ple pieces of Masonite hardboard STRAP HINGE 6" with felt padding. One more word of wisdom- al­ ways tie down your aircraft and install ~ control locks, but DON'T FORGET to remove them before flight.

1/4 - 28 FULL THREAD WI WING NUT The control lock shown in the drawings on this page can prevent expensive damage from occurring-use control locks when­ ever your airplane is tied down.

NOT TO SCALE CLAMP IS ANGLED DOWNWARD 12°

OR BRAZE / -..:>LL..-­___-L/ FELT PADDED "U" STRAP MORE ON AIRCRAFf TIEDOWNS by H.G. Frautschy, based on the drawings and notes of Ale Advisor Joe Dickey ALL SIZES IN INCHES UNLESS OTHERWISE NOTED FABRICATE FROM DRAWING DIMENSIONS - DRAWINGS NOT TO SCALE

TIEDOWN BASE PLATES (MAKE FROM 1/8 STEEL) iedowns have always elicited a bunch of opinions, and one of my favorites is a compact set of tiedowns that Joe Dickey built up to secure his T Aeronca Champ. Joe uses WING PLATE - 2 REQD. them to supplement "permanent" tiedowns at airports other than his home fie ld, and as a sole means of constraint 9/32 DIA. (3 when he is at a fly-in. He has had good EQUISPACED) success with them, having never had them pulled out of the ground or break­ 7/8 OR TO FIT} FOR 3/8 ing. The same can't be said for the "dog 13/32 DIA. (2) "U" BOLT anchor" types of tiedowns, which have opened up and broken while Joe was tied down at a fly-in . (Remember the "big blow" at EAA Oshkosh '82?) The set pictured in the doodles on these pages have been used successfully in both rocky and loamy soil, and have proven to be very damage resistant. t Small rocks are pushed aside, and im­ pacting larger rocks or boulders results ~,.... in a resounding " ring" when the rod is ,....I struck by the hammer. When that hap­ pens, just move the tiedown. A few whacks with the hammer will straighten ! the steel stake out. Just follow the di­ mensions shown on the drawings, and remember to always tie your light plane 1-1/8 R. down - it helps when someone decides to run up a helicopter, jet or even another prop driven airplane with the wind blast pointed right at your pride and joy. Hav­ ing your tail surfaces strained through a TAILPLATE - 1 REQ. chain link fence wi ll ruin a perfectly good summer, not to mention your 11/32 DIA. (2) checkbook!

OR TO FIT BASEPLATE ASSEMBLY }----­ co ,.... l) ...... eC ~ Q) :5 .£ Q) U t: co c o I al j...... f---1 9/32 D (2) V>co .0 -1 V>

VINTAGE AIRPLANE 11 AIRPLANES WITH WELDED ON SETTING ANCHORS TIEDOWN RINGS ___ DRIVE PINS IN ANGLED ~ TOWARD CENTER.

TAKE ROPE THROUGH RING, A GOOD HAMMER AROUND STRUT AND BACK. USE RING ONLY TO KEEP ROPE FROM SLIPPING DOWN.

1\ ANCHOR PINS - 8 REQD. / / / \ -~~-~~~ 114MAKE STEEL FROM ROD / / \ THREAD TOP TO SUIT / / \ \ HARDWARE USED. / / \ \ MACHINIST'S MALLET RUN BOTTOM NUT \;I rl WITH ONE PLASTIC HEAD SNUG TO BOTTOM \ AND ONE STEEL HEAD. OF THREADS. DOESN'T WEIGH MUCH. ADD WASHER (NEED­ DRIVES TIEDOWN PINS. ED TO PULL PIN) AND PLASTIC TENT STAKES TIGHTEN TOP NUT. AND THOSE WHO PEEN OVER TO IGNORE 'PLEASE DO NOT TOUCH" SIGNS. LOCK. TO REMOVE PINS

900 POINT - SHARP­ USE HAMMER HANDLE V ER POINTS BLUNT TO GRIP TOO EASILY SLIP LOOP UNDER WASHER 450 LB. TEST NYLON CORD WORKS WELL USE ONE FOOT TO HOLD BASEPLATE DOWN, PULL STRAIGHT IN LINE WITH PIN.

IMPORTANT - SPREAD TIEDOWNS SO PULL IS NOT STRAIGHT UP! YOU'LL NEED LONGER ROPES, BUT ANGLING THIS IS A MODIFICATION OF JOE'S THE TIEDOWN POINTS ORIGINAL DESIGN BY BION MCPEAK WILL INCREASE THEIR - ELIMINATE THE "U" BOLT, AND ON RESISTANCE TO A NEW SET OF BASE PLATES, CARE­ BEING PULLED OUT FULLY RADIUS THE NEW HOLE FOR OF THE GROUND. THE ROPE TO PREVENT CHAFING. THE HOLE SHOULD BE A TIGHT FIT FOR THE ROPE. KNOT THE ROPE AS SHOWN ON THE BACKSIDE OF THE BASEPLATE. MELT OR GLUE THE KNOT TO BE SURE IT WILL NOT COME UNDONE. THIS BASEPLATE IS NOT RECOMMENDED FOR USE WITH POLYETHYLENE ROPE.

12 AUGUST 1993 GUing YOll' kkh. aemnauti­ cally speaking, can come in many forms. You can read and enjoy avia­ tion history, build static or flying models, and if your budget allows, you can fly an airplane. One of the ways you can ease the strain on the checking account is to get into a part­ nership on an airplane. It may be the most economical way for you to get airborne, and if you find the right kind of partners, it can be a very pleasant experience. Glenn Frels (AIC 7102), Max Barbee and Craig HowelI did just that to get themselves into the air with their Aeronca, N29473. How they got to that point is just the beginning of the fun. Billy Dawson had just completed his Hatz biplane and had it on display at the EAA Southwest Regional Fly­ In at Kerrville, TX. Parked next to it was his brilliant red Aeronca 65-TC Tandem Trainer, which he had re­ stored prior to completing the Hatz. The Aeronca had a "For Sale" sign on it. Glenn Frels was struck, and on his way home from the fly-in with Max, they stopped at Sequin, TX where Billy had his hangar. Glenn flew the Tandem and fell in love. Since he al­ ready had a Corben Jr. Ace, Glenn felt he couldn't afford another airplane on his own, so he headed home to see if he could round up a couple of other guys who would be willing to go into a partnership on the neat restoration. Max and Craig were interested, so Billy Dawson did something that would restore your faith in mankind, Glenn Frels (left) and Max Barbee at EAA OSHKOSH '92 with Max's sons, Clay (front, left) even if you were the most street hard­ and Clint. The third partner, Craig Howell, was unable to attend EAA OSHKOSH '92. ened urchin you could imagine - he flew the Aeronca down from Seguin to EI Campo, TX and left it for a week with Glenn and his partners, just to make sure they would really like it! Now mind you, Billy had never met Glen, Max or Craig before in his life, so it was truly an act of faith on his part. Of course, the guys fell in love with the Aeronca, and Billy had sold his Aeronca. I think the sales jobs on a wife or two had a familiar ring to them , a bit like the job done on a mother or two in the past - "Honest Mom, it just followed me home. Can I keep it? Please?" The red two-place Tandem Trainer sure was a cute puppy to bring home and keep in the hangar!

VINTAGE AIRPLANE 13 By November of 1991, the Tandem convenient to fly, and coupled with trainer, it had a number of unique fea­ Trainer had a new home. For Glenn, the lower costs, the three partners fly tures. it was not his first round of airplane more often. Flying more often trans­ First, the rear seat, to be used by ownership, but for Max, it was the first lates to a higher level of confidence the instructor, is 5 inches higher than time that he owned an airplane that and ability on their part, which means the front seat. The instructor has a flew! He has been working on his first they are safer pilots. better view of the students actions restoration project, a Cessna 120. His Glenn and Max both had time in than in other trainers of the time. A "friends" would come over and terror­ airplanes with a conventional landing vast amount of glass gives excellent ize him about finishing his project so gear, but the surprise in this three­ views all around the airplane, and a he too could come out and fly, so Max some was that Craig not only didn't skylight is standard equipment. was "easy pickins'" when Glenn of­ have any time in an airplane with a tail Another feature is the large swing fered up the idea to be a partner in the wheel, in fact, he didn't have any out door (35x40") that makes it easy Aeronca. Max wanted to be in the air, logged time at all! to get in and out of either seat. The and here was an economical way he Craig, a long time friend of Glenn, airplane uses the same tail surfaces as could do it. had always been talking about getting the Aeronca Chief, and also has Max has a job like most of us, and his license, so Glenn approached him heavy-duty wing struts. A push-pull when a rental plane was available, he with the reasoning that the Tandem rod is used for elevator actuation, and wasn't, and vice-versa. When he had would be a good airplane to learn to the ribs are built up using roll formed time to fly, the rental plane was down fly in, and here was his golden oppor­ aluminum, which is riveted together, or gone. Getting into the Aeronca tunity. Craig was smitten too, and he and then attached to spruce spars. partnership made flying a lot simpler ­ has his student's license now while he Later versions of the airplane, the he just has to check with his two is being taught in the Aeronca. 65TA series, used wood ribs and friends, and away he goes. The Aeronca Tandem Trainer was spars. With the expenses split three ways, designed by the company to be used The now standard oleo landing costs are much more affordable. Own­ in the Civilian Pilot Training Program gear developed by Aeronca on the C­ ing their own airplane makes it more in 1940. Designed specifically as a 3 series was used to great advantage

14 AUGUST 1993 c o Co ~ c .~

~ o on the Tandem Trainer, and would be (Above) A Continental A-75 used on all of the subsequent produc­ powers this 65-TC. tion Aeroncas except the 15AC (Left) The partnership Sedan. Aeronca has a Plexiglas@ You could order your Tandem covered door, as well as a Trainer with your choice of 3 engines ­ basic VFR instrument the 65 hp Continental (you could also panel. get the 50 hp Continental during the c (Lower, Left) A solar panel early days of production), the 65 hp B keeps a motorcycle battery ~ charged to run the naviga­ Franklin or the 65 hp Lycoming. Each ~ tion lights. airplane with a different engine had a c (Below) A birghtly polished designation - 65-TC was a Tandem ~ venturi supplies vacuum fo r Trainer with a Continental, a 65-TF ~ the turn and bank. had the Franklin and the 65-TL had the Lycoming. You had one more choice to make when you ordered your Tandem - you had your pick of blue, orange or silver for color. If there was one aspect that has made some people nervous it is the lo­ cation of the gas tank - it is in the fuse­ lage, directly over the front pilot's head. While the likelihood of a gaso­ line shower was pretty low, some pi­ lots objected to the tank placement,

VINTAGE AIRPLANE 15 and the configuration was never used (Right) The wide rear seat of the Tan­ again on an Aeronca airplane. dem Trainer has all the pilot comforts - a By the time war clouds were over handheld radio, headsets and the all im­ the U.S., the Army Air Corps ex­ portant shoulder harness. pressed an interest in the Tandem, which was renamed by Aeronca the (Below) All the engine controls are lo­ " Defender." The 0-58 (later desig­ cated between the two seats so that nated the L-3) Defender had a bal­ both pilots can operate them. anced rudder and some beefed up structures. Nearly 1400 of the 0-58 IL­ 3 airplanes were built and delivered to the military. Another big plus for the guys was the encouragement of their wives. Both Max and Glenn mentioned that their wives have been very supportive. Max said his wife, E ltha, didn't blink an eye when he mentioned the Aeronca - " Do it," was her reply. She was with Max as they accompa­ nied the Aeronca with a truck hauling camping supplies and other gear on its trek to Oshkosh last summer, and she thinks having her husband in the

16 AUGUST 1993 Aeronca partnership is great. Max has had his license since high school, WHAT BILLY DID ... but building time has not come easily. Here are some of the technical details on Billy Dawson's three year long restora­ Knowing how much Max enjoys fly­ tion. Billy bought the airplane from a man in Kansas, where it was nearly destroyed in ing, Eltha enjoys the positive attitude a tornado. With new spars and a lot of work with a welding torch the airplane was he comes home with after a day at the resurrected. Billy opted for the L-3 style windows on the airframe, and since the airport. She even flies on those Aeronca was intended to be flown in the hot Texas sun, he used brown tinted Plexi­ smooth, cool days when the air is glas® for the side and top windows, as well as a specially cut out panel on the door. clear, and she is now beginning to en­ The interior is neatly finished with nicely varnished mahogany trim throughout, and joy flying, something she was not too the side panels are trimmed with upholstery. The seats are covered with a combina­ keen on in the beginning. tion of vinyl and fabric, with the vinyl used on the areas that get the most wear, such The boys, Clint and Clay, enjoy the as the seat edges and the spot your thighs rest upon. fact that dad has an airplane that they A neat little feature on the rear turtle deck is a small solar panel, used to keep a can fly in, and they both are helping motorcycle size battery charged up to run the navigation lights. Radio equipment Max with the 120 project. They have consists of a handheld unit coupled with an intercom and headsets. A strictly VFR complementary skills to add to the panel rounds out the interior. A clock and compass are the two navigation tools 120 - Clint is more artistic, and is busy mounted on the panel, which guided Glenn to EM OSHKOSH '92. The entire trip figuring out a new color scheme for took 14-1/2 hours, some of which he even had a tailwind! He was able to average 80 the Cessna, while Clay is mechanically mph for a ground speed. inclined, and is the lucky soul who The airplane is covered using the Stits process, using 0-103 fabric with a Polytone gets to climb into the area that Max finish throughout. can't quite reach. Max enjoys the fact All of the sheet metal on the airplane was restored, including the metal nosebowl. Under the cowl is a A-75 Continental, a slight change from the A-65 that was origi­ that it is a project they can work on nally installed. The Continental drives an original 5-ply Sensenich wood prop. together. ..

VINTAGE AIRPLANE 17 I seldom forget a face , however, I never southwest of Amarillo. The area is called had died and it was now owned by the for­ forget an accent! And when the owner of the "high plains" country and produces mer pilot's widow, Mrs. Floyd Daniels, of a really nice looking Cessna "Bobcat," wheat, small grains and vegetables on irri­ nearby Holyoke, CO. Negotiations com­ N78UC, SIN 6185, put out his hand and gated land along with numerous cattle menced. said, "Howdy, mah name is Dwain Pit­ feedlots. Dwain had actually decided to After fair evaluations on both sides, a tenger from Hereford, Texas" - I instantly retire a couple of years back, however, his deal was struck, however, Mrs. D aniels recognized the deep voice and the (beauti­ long-time customers (who are slowly re­ strongly insisted that Dwain also accept ful) "Texas drawl." I had spoken with ducing in numbers) would have no part of her late husband's parachute, goggles, hel­ Dwain on the phone several times back in it and asked in a very firm tone of voice ­ met and other flying memorabilia to go 1991 when I was priviledged to write a please keep the company going! He does along with the airplane, affectionately re­ two-page story on his "Bobcat" in the July about 50 Annual Inspections per year ferred to by the D aniels family as "Old '91 issue of VINTAGE AIRPLANE. (used to do 100) and the number of air­ Betsy. " Here we were, standing next to his award­ craft based on the field has gone from 40 It took two weeks of diligent work to winning " Bamboo Bomber" at Sun 'N to 18. Hangars rent for about $60 pe r ready the big twin for the ferry flight back Fun '93, and learning more details than month! Dwain says he grows his own A & to Hereford, TX, but on September 25, ever about his beautiful airplane, which P mechanics from local kids who show a 1986, Dwain took off from Julesburg, will be fifty years old by the time you read real interest. flipped up the gear switch (it worked!) this (it was built in August, 1943). Dwain Way back in 1955, Dwain received his and heade d for Holyoke, where Mrs. had flown the airplane to Sun ' n Fun for multi-engine rating in a Cessna UC-78 at Daniels lived. He circled her home as she his very first visit ever, logging just over 10 Panama City, Florida. This experience stood outside waving heartily - with tears hours at a cruise of 135 kts (@ 30 gph). stayed with him over the many years and streaming down her face. When Dwain A man of considerable aeronautical ex­ eventually lead him to go looking for a arrived in Hereford some four hours later, perience, Dwain Pittenger (EAA 353900, good project that he could restore. His he learned Mrs. Daniels had called three A IC 15435) has been an ag pilot for many search brought him to the town of Jules­ times on the phone to find out if he had years, an A & P with AI for many years burg, a small town in extreme northeast­ arrived safely! Dwain immediately called and operator of a firm called Deaf Smith ern Colorado, in the summer of 1986, her with the news of his safe arrival and Aero, Inc. at the Hereford Municipal Air­ where he found the big Cessna, N64120, the fact that "Old Betsy" flew like a real port in Hereford, Texas, a town of about SIN 6185, stored in a hangar. It had been champion. It was hard to tell who was 15 ,000 located in northwest Texas, just dormant for about 15 years, the owner happier, the buyer or the seller!

18 AUGUST 1993 Q; CJ) c OJ c:::t:: c . ~ o ~

r------~~------~--_, ~::J oo

(Above right) Dwain Pittenger carefully refuels "Old Betsy." The fairing behind the engine needed a great deal of help during the rebuild. However, you can see it came out looking like new.

(Right) The new instrument panel looks first class, especially with the custom decals installed and the quality of the upholstery.

(Below) This photo of N78UC was taken at EAA Oshkosh '92 by our own H. G. Frautschy. The airplane's outstanding finish is quite evident even under cloudy skies.

VINTAGE AIRPLANE 19 The rebuild began. The UC-78 (Utility Dwain does all his own paint spraying awards at airshows! Cargo Model 78) was built in Wichita, KS with a Binks Model 7 spray gun because High points have been scored on in August, 1943, and delivered to the U. S. he likes the way it works. His advice to Dwain's use of the original Hayes ex­ Army Air Corps at Frederick, OK. It was other rebuilders is, "Don't put Imron on pander tube brakes, which work per­ in full military configuration with the 5700 top of silver dope. It doesn't get a good fectly with the standard 8:50 X 10 8-ply lb. gross weight. In January, 1945, the grip on the almost slippery feeling silver tires. In addition, each wing has an origi­ RFC (Reconstruction Finance Corp.) put finish . Instead, spray two coats of white nal working Grimes retractable landing the big twin up for disposal (prices ranged pigmented butyrate dope on the silver and light - a "plus" with any Antique/Classic from $1000 to $8,500, depending on hours then follow with the final Imron coats." A judge. The airplane sold new for $28,000 and condition). SIN 6185 went to Omaha, close look at the Bobcat reveals a superb when they first came out in 1939, a really NE where it was converted to civilian con­ finish that will hold indefinitely. pricey machine in those days of $700 new figuration. From there, it spent time in The paint scheme was finished with a cars! Reno, NV, Yuma, AZ and California be­ medium blue accent stripe that was very One other point-scoring item is a huge fore the Daniels family brought it to Col­ tastefully done along with the "N" num­ 3-inch scrapbook that Dwain has put to­ orado, where it was flown for a time by bers (N78UC) on the fuselage, the word gether on the history of the UC-78 along Floyd Daniels and then put in storage for " Cessna" on the rudder and the word with pictures and comments on the entire 15 years. "Bobcat" on each engine cowling. The rebuild effort. This book is an epic in it­ Of the approximately 5,000 twin Cess­ highlight of the trim is the brilliant shine self! To stop the problem of water seep­ nas built prior to and during WW II, only of two chrome plated spinners and pol­ ing into the fuel tanks while pa rked, 101 remain on the U. S. register today. ished Ham Standard propellers on the 245 Dwain discovered a Folger's coffee can lid To represent the type, Dwain Pittenger h.p. Jacobs engines. made a perfect cover for the fuel caps, so had SIN 6185 re-registered as N78UC - a The interior of the airplane received a he painted them in Moon Dust and labled point easily recognized by the WW II new instrument panel, specifically them like an official Cessna accessory! crowd! The actual restoration took about arranged for easier flying in today's elec­ They do their job perfectly and nobody three and a half years and required about tronic environment, plus a set of new wa­ knows the source until they are flipped 3,000 hours of diligent labor plus many ter transfer decals from Noel Allard in over to reveal the word "Folgers" pressed hours on the telephone locating necessary Chaska, MN that really added the finish­ into the metal! parts. Probably the toughest job was re­ ing touch (and pleased the FAA inspec­ On his way to Lakeland, FL and Sun moving all the ribstitches in the Razor­ tor). AI! controls and control wheels were 'N Fun, Dwain overflew the airport at back covering and then re-stitching the refurbished to where everything works Panama City, FL and looked down on the entire airplane! All new fabric tapes were smoothly - like moving your hand through very runway where he had been checked then installed and the Razorback was a pailful! of whipped cream! out in a UC-78 "Bobcat" in 1955 - nearly filled and sanded three times to bring it up All new glass in the airplane's cabin forty years ago. To look down at the field to the final color coats of white butyrate was followed by the installation of a new from his own beautifully restored "Bob­ dope and Imron "Moon Dust." Few peo­ interior which included new seats and cat" was indeed a heart pounding experi­ ple in this world have an appreciation for cushions. Special insulation in the walls ence - even the instruments were hard to the really huge size of a "Bobcat" - the of the cabin really tamed the noise level read - something about "water in the fabric covering is done by the acre instead to where Dwain says the airplane is a eyes." of by the yard! (At least it seems that pleasure to fly cross-country. To date, Blessings on you, Dwain Pittenger, and way!) the big Cessna twin has garnered seven Mrs. Floyd Daniels, and "Old Betsy." ...

20 AUGUST 1993 Cliff Evert's Travel Air A-6000-A An extremely rare airplane (one of eight remaining) is this Travel Air A-6000-A, N9966, SIN 1099, mounted on a set of Edo Y d-6470 floats and owned by veteran Alaskan pilot Cliff Everts of Fairbanks, Alaska. Powered with a P& W R-985 of 450 hp, the Travel Air is a brisk performer and will handle six or seven fishermen with ease. The photo was contributed by Cliff's friend, Merrill Wien (EAA 58226, NC 9957) of Kent, W A and son of the late Noel Wien, pioneer Alaskan bush pilot.

Dan Kallberg's Piper J-4 Cub Coupe

A resident of the Duluth, MN area for at least the past 20 years is this 1940 Piper J-4A Cub Coupe, N60J, SIN 4-1256, mounted on a set of Edo 1320 floats and owned by Daniel Kallberg (EAA 229372, AIC 16367) of nearby Lake Nebagamon, WI. Previous owners in­ clude Ray Bredle of Duluth in the 1970's and Don Summers of Wrenshall, MN in the 1980's. The original "N" number would have been N30980 according to the factory serial number. Dan KaUberg reports the side-by-side Cub is an excel­ lent performer with a C-85 up front and handy for docking with doors on both sides. In addition to a large, comfort­ able cabin, the 1-4 will haul quite a load with its 36 foot wing and USA 35B Cub airfoil. 1-4 pilots become quite adept at propping the engine from the right hand float and then flying the airplane from the right seat!

VINTAGE AIRPLANE 21 George Erickson's PiperPA-ll

If floats could talk, this set of Edo 1320's on George Erickson's 1947 Piper PA-11, N4745M, SIN 11-263, could tell stories far into the night! A retired dentist from the Worthington, MN area, George Erickson lives in New Brighton, MN and revels in the opportunity to fly his PA-11 on floats into the north country of Canada every summer, usually above the Arctic Circle! He has made the trip over 15 times to date and has pretty well covered the en­ tire Canadian far north from one end to the other. His fantastic collection of slides and movies from the many trips makes for a program you will never for­ had been converted by former owner 1000 mi. non-stop). Painted in overall get. His PA-11 features a C90-8 engine Wes Miller of Brewster, MN to "splates" yellow with dark blue trim, the PA-l1 with 18 gallon tanks in each wing for ex­ with a bit more wing area for better per­ cuts a pretty picture at George's summer tremely long range (solo). The wingtips formance and a bit longer range (nearly cabin near Ely, Minnesota.

Bellanca CH-400

This photo of a Bellanca CH-400, N251M, mounted on a set of Edo Xa­ 5400 floats was contributed by Merrill Wien of Kent, WA. It was taken in Alaska some years ago, date and time unknown. The engine appears to be a P&W 450 hp. The "N" number no longer appears on the FAA register. Perhaps some of our readers may be able to shed some light on the history of the airplane.

DeHavilland Dragon Seaplane From the EAA Archives comes this gines of 130 hp. With an all up gross of allowed the outboard sections of the photo of a De Havilland D.H.84 4500 lbs., the Dragon was rated at a pi­ wings to be folded back for storage. "Dragon," CF-AYO, SIN 6086, lot and up to ten passengers! Maxi­ The D.H.84 Dragon was also built in mounted on a set of Canadian built mum speed on floats was 120 mph with Australia as well as Great Britain. Fairchild floats. This model was a a cruise of 95 mph . A gross weight Note the (enlarged) forward sloping British built Mark 2 powered with a takeoff usually required about 30 sec­ fin which was required when operating pair of DeHavilland Gipsy Major en- onds. The double sets of wing struts on floats. ...

22 AUGUST 1993 An information exchange column with input from our readers.

been there the last 3 years, and it gets tralights, right on up to the Grumman better every year. The weather, though Goose, operated with efficiency and dis­ cool, coope rated fo r the three day patch. There were bombing and spot event, and even held off long enough landing contests, buddy rides, good ca­ for us to get back home before it broke marade ri e, and an excell ent banque t loose. It seems like this year in Illinois and awards celebration. I got some by Buck Hilbert we ought to be raising goldfish! The time in the '39 Aeronca Chief, and also in that newly restored Goose of Bill De­ (EAA 21 , Ale 5) last three years were so dry the farmers were talking abo ut growing cactus. Silvas. What a wonderful time. Next P.O. Box 424 With the o nset of F a ll '92, the we t year I'm going to have one on floats, Union, IL 60180 started and hasn't let up yet! Almost just wait and see! te n and a half inches fe ll in June, and Enough of this fun stuff, now let's get I've had a number of people ask me we've already broke n records fo r the to the technical end of the business. I how the Canadian fishing trip went. It first couple of days in July. Not just got a call from "Dobby" Lickteig, our was great! I have not been as cold and easy rain either - great big gully wash­ former NC Division President. He is in miserable sin ce Korea. We froze our ing, frog strangle r C umulo Nimbus the process of restoring a J-3. He had buns off! It's the first time I have ever REX. In other words, KING size thun­ just begun the AD inspection on the had to pick the ice off the fe rrules on de rsto rms with all the trimmings. Cub's struts and had discove red they my fishing rod. But the fish didn't know Heavy rain , hail, gusts, and even torna­ were absolute JUNK! They looked real it was snowing( !) and they were biting does. It's been a great year for text­ good on the surface, but gave way to very well. (See the photo above.) book thunderstorm study. rusty crumbles whe n poked with a We limited out and even had a day or Anyway, the Splash-In was a n un­ screwdriver. What a surprise! He called two when the weather wa rmed up into qualified success! E igh ty- th ree ai r­ to ask me to put out the word that the the low fo rties. We came home to sum­ planes and better than 2,000 people. It AD note on the strut inspection is for mer. was a safe one, too. There were a cou­ real and that this is one time the FAA is Summer means fl y-ins a nd one of ple of breathta king ai rshows as we right on! He sent some pictures and has my favorites is the Ostego Lake Splash­ watched the landings, and one Lake did gone one better on the new struts by in­ In over at Gaylord, MI. This year was some damage, but all in all the variety stalling 5/8" forks vs. the smaller origi­ the 13th si nce the event began. I have of floa t and seapl anes ranged from UI ­ nal forks. Ask him about this when you see him at EAA OSHKOSH, a nd be sure and take a good look at the pic­ tures. Giving yours a good look may cost a little, but better to pay with your wallet than with your life! The letters and the phone calls keep coming. I've had the good fortune of having Joe Juptner send me a person­ ally autographed copy of Volume 1 of the re-issued U.S. Civil Aircraft. "Little Joe," as he is affectionally known to his frie nds, has said he is going to try and make it to OSHKOSH this year. I sure hope he does. Another great that will be at OSH is Bob Whittier. Bob has authored a num­ ber of really good articles for SPORT AVIATION as well as fo r other publi­ cations. It'll be great to see him again too. Here are a couple of letters I've got­ (Above) Gaylord, MI - site of the Ostego ten recently: Lake Splash-In. Eighty three airplanes flew in and splashed down. Dear Buck, (Right) Cedric Galloway, Joe Juptner and Just a short note to let you know that Buck ham it up during the presentation of I'm still interested in any Varga parts Joe's special NAA award.

VINTAGE AIRPLANE 23 Dobby Lickteig had this unpleasant surprise when he began to inspect the struts on the J-3 he is restoring. His new struts will have the beefier fork (5/8") shown above. you still have, when you get ready to sell. I've noticed in Trade-A-Plane that the c.A.P. is selling a few off every so often. I'm still gathering parts for my 2nd Varga, and I will probably start re­ building the wings shortly. Keep me in mjnd, Dick Pedersen N6490 Cty. Rd I Tony, WI 54563

Dear Dick, I don't have any Varga parts here I'm willing to sell, but perhaps a fella or two out in our membership will be interested in selling what they have. Over to you, Buck Eugene Breiner starts his Fleet 2 with an air starter system of his own design.

Dear Buck, Recognizing the ease a Kinner starts ley, the "Smilin' Jack" cartoonist, was I have been following you and Dick on the Bendix impulse magneto, I de­ one of the many famous personalities Cutler's recent discussion about using cided to use air pressure to move the that flew that aircraft. Zack tells me the "Heywood Air Starter" technique propeller through the impulse cycle. It "Downwind" Jackson gave him dual in to eliminate hand cranking of aircraft worked! this aircraft. powerplants. The system I developed applies Keep 'Em Flying I have been in the General Aviation enough air pressure to drive the Eugene C. Breiner business for the past 50 years, and have crankshaft through two cylinder com­ 6 Beachcliff Dr. seen my share of hand propping inci­ pressions. However, it starts 90 percent Carlisle, P A 17013 dents. I learned early in my career to of the time on the first compression. consider ALL propeUers are HOT. The I made a proposal to the local FAA Dear Gene, ignition switch is always ON, it only says Flight Standards District Office to install The ingenuity ofour members never it is OFF. You must NEVER consider this system on my Fleet, and was able to ceases to amaze me! Your air starter sys­ the switch OFF. show them the starter improved the tem sounds like just the ticket for those of But as times change we must recog­ safety of operation. They awarded me us who would prefer to avoid hand nize there are many of today's mechan­ an approval with duphcation authority. propping. I'm glad to see that someone ics and pilots that are not trained to Now I am able to safely start the Kin­ like yourself, a retired FAA Principal hand start an aircraft powerplant. ner myself, with the FAA blessing. Last Airworthiness Inspector, with your A&P Therefore, it is imperative we develop a year it made over two hundred starts, and IA is still looking for ways to im­ dependable light weight starter system many of them demonstration starts. prove our existing technology. for our older powerplants. Even if it de­ The system gives me at least five starts Over to you, tracts from the original antique status of per charge for only a ten pound weight Buck our old aircraft. The common sense fact penalty. I am now working on a larger is that it makes for a safer operation. capacity system for 15 to 20 starts with a Dorothy and I are leaving for OSH Our bureaucratic FAA wiU not deny the 20 pound weight penalty. The FAA just right after the 4th of July and we will be improvement of safety. approved it. there until the last airplane leaves after After hand cranking my Fleet 2 for Enough interest has developed re­ the Convention. I'll see you there. six years, I got tired of having to depend cently to encourage me to put together Look for me out on the flight line in on help to start it. Therefore, necessity a kit of parts for the antique owners. front of the Communications building became my incentive to create a starter Enclosed is a photo of my Fleet 2, sIn where we park the photo ships. I'm fly­ system for the Kinner. A httle research 75, NC8689. It was one of Roosevelt ing the EAA Foundation's T-6, the one ruled out the electric starter. The Aviation School's training aircraft used with the Navy paint scheme and the big weight and costs were enough to dis­ on Long Island, N.Y. during the '30s. It 83 on the nose. courage it. has an interesting history. Zack Mose­ Until then, Over to You! ...

24 AUGUST 1993 The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction of any event (j1y-in, seminars, fly market, etc.) listed. Please send the information to EAA, Att: Golda Cox, P. O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date.

AUGUST 12-15 - LOCK HAVEN, SEPT. 18-19 -Hickory, NC - 8th An­ EAA fellowship; major speaker. For PA - William T. Piper Memori al Air­ nual EAA Chapter 731 Fly- ln. Contact: info call or write: R . Bottom Jr., 103 port. Sentimental Journey '93 . "Aerial Jean Smith, days, 704/396-7032 or No r­ Powhatan Parkway , Hampton , VA Mail To Lock Haven" is this years man Rainwa ter, evenings 704/328-5807. 23661 ,804/873-3059. theme. All makes and models welcome, SEPT. 18-19 - ROCK FALLS, IL ­ OCT. 2 - MT. VERNON, TX ­ especiall y Anti que and Classic air­ EAA North Central Fly-In. 708/513-0642 Northeast Texas EAA Chapter 834 Fall pl anes. Call 717/893-4200 (9am ' til 5 SEPT. 20 - ROCK FALLS, IL - Pan­ Fly Market. Franklin County Airport. pm ), Fax 717/893 -4218 or write P.O . ca ke Breakfas t in Conjucti on with the BBQ and camp out Friday ni ght. Pan­ Box J-3, Lock Haven, PA 17745-0496. North Central Fly-In. cake breakfast Sat. morning. hamburger AUGUST 15 - BROOKFIELD, WI SEPT. 25-26 - ZANESVILLE, OH ­ lunch Sat. Door prizes and awards. -Capitol Airport. 8th Annual Vintage John 's Landing Airfield , 2nd Annual Fall Transportation into town to the Mt. Aircraft Display and Ice Cream Socia!. Fly-In. Antique/Classic airplanes wel­ Vernon Countryfest will be available. Midwest Antique Airplane Club will come. Great food and fun for all. Spon­ Call Ted Newsome 903/856-5992, Tom also hold its monthly fly-in meeting. sored by EAA Antique/Classic Chapter Willis, 903/885-5525 or the Franklin For more information, call George 22. For info call: 614/453-6889. County Airport 903/537-2711. Meade at 414/962-2428. SEPT 24-25 - HEBER CITY, UT ­ OCT. 2-3 - SUSSEX, NJ - Quad­ AUGUST 27-29 - SUSSEX, NJ - Utah State EAA Sport Aviation 8th In­ Chapter EAA Fly-In, Sussex Airport. Sussex Airport. Sussex Airshow. For termountain Fly-In. Seminars, demon­ Fly/Flea Market sponsored by EAA more information call 2011875-0783. strations, aircraft judging, camping, food, AlC 7, EAA Chapters 238, 73 and 891. SEPT. 4-5 PROSSER, WA - 10th tours and fun . Heber Valley Airport Forums on welding, magneto timing, Annual EAA Chapter 391 Fly-In . (36U) Contact Russ McDonald, 8011645­ Pietenpol and Heath construction , Food, flying, tours, raffle and more. 9543. epoxy layup/vacuum bagging. For info Camping on the field. For more info, SEPT. 24-26 - CAMDEN, SC-52 nd call: Konrad Kundig, 201/361-8789 or call Thompson Aircraft at 509/786­ reunion of Southern Aviation School, pi­ Paul Styger (Sussex Airport) 201/702­ 1034. lot, Primary Flight Training 1941-1944. 9719. SEPT. 4 - MARION, IN - 3rd An­ For all Alumni, employees and all per­ OCT. 9 - TULLAHOMA, TN - Stag­ nual Fly-In/Cruise In breakfast. Mar­ sone!. Contact: Bill Hawkins, P.O. Box gerwing Museum airshow and open ion Municpal Airport. 317/674-7777. 789, Camden, SC 29020. Phone 803/432­ house. For info call: 615/455-1974. SEPT. 10-12 - JACKSON, CA - 9595. OCT.9 -10 - MORIARTY, NM­ Amador County Airport. Ninth An­ SEPT. 25-26 - WILMINGTON, DE ­ Second Annual Land of Enchantment nual West Coast National Swift Fly-In. EAA East Coast Regional Fly-In . Fly-In, sponsored by EAA Chapters of For info ca1l2091223-AERO. 3011933-0314. New Mexico. Workshops, forums, fly­ SEPT. 8-12 - GALESBURG, IL - SEPT. 25-26 - PERGAMINO, AR­ market. Antiques, Classics, homebuilts, Galesburg Municipal Airport. 22nd GENTINA - 12th National A/C Fly-In. warbirds, ultralights, gliders and Con­ National Stearman Fly-In. Contact Sponsored by A/C Chapter 12, Argentina. temporary aircraft welcome. Friday Tom Lowe, 823 Kingston Ln. , Crystal Contact: Abel Debock - CC 275.2930 San evening field activities. Saturday Lake, IL 60014,815/459-6873 or Harold Pedro, Argentina or phone 0329 24307. evening awards banquet. Camping on Canada, 370 Hawkinson, Av., Gales­ SEPT. 26 - SIMSBURY, CT - Antique field, many motels and buss transporta­ burg, IL 61401, 309/343-9850. Airplane Club of Connecticut's Antique tion available. For more info, call SEPT.U-U - SHIRLEY, NY - 30th Airplane Fly-In. Aircraft to be judged George Applebay, 505/832-0755. Annual Fly-In at Brookhaven Calabro must be present by Ipm, trophies will be OCT. 16 - N. HAMPTON, NH - Airport. Sponsored by the Antique awarded by 2 pm. Contact: Bob Martin, Hampton Airfield , Barnstormers Airplane Club of Greater New York. 87 Raymond Rd. , Windsor Locks, CT lounge. A/C Chapter 15 Annual Pump­ No entrant fees , trophies will be 203/623-1823. kin Patch pancake fly-in breakfast. awarded.(Rain Dates: Sept. 18-19) For SEPT. 30 - OCT. 3 - OWENSBORO, Starts at 0700 and ends when everyone info call: Fred Schmukler, 516/921-5447 KY. Owensboro Davies County Airport. is fed. For airport information, call or Dan Makoske 516/744-8916. Annual Convention of International 603/964-6749. SEPT. 17-19 - JACKSON, CA - Cessna 120/140 Assoc. Contact: David OCT. 15-17 - KERRVILLE, TX­ Amador County Airport. West Coast Lowe or Gil Pounds. 502/736-5392 or Fax EAA Southwest Regional Fly-In. Cessna 120/140 Club Fly-In. For info 736-2403. 915/658-4194. ca1l2091223-AERO. OCT. 1-2 - BARTLESVILLE, OK ­ OCT. 23 -24 - WINCHESTER, V A ­ SEPT. 17-19 - KANKAKEE, IL - 36th Annual Tulsa Fly-In. Special Air­ EAA Chapter 186 Fall Fly-In at the Koerner Airport. 9th Annual Midwest craft this year include the EAA replica Winchseter Regional Airport. On field Stinson Fly-In. Seminars on Stinson Spirit of St. Louis, and the original camping, trophies for winning show­ 108's and Franklin engines. FAA Safety Woolaroc, winner of the 1927 Dole planes. Pancake breakfast Sunday, rain Seminars, Sat. night banquet, Fly-outs, Pineapple race. Contact: Charlie Harris, or shine. Concessions and exhibitors. rally and performance contests. Camp­ 3933 S. Peoria, Tulsa, OK 74105918/742­ All Welcome. Contact Al or Judy ing on the field. Contact: Loran Nord­ 7311 Sparks, EAA Chapter 186. 703/590­ gren , 4 W. Nebraska, Frankfort, IL OCT. 1-3 - GLENDALE, AZ - EAA 9112. 60423. Phone 815/469-9100. Copperstate Fly-In. 602/298-3522. NOV. 12-14 - EASTON, MD - Wa­ SEPT. 11-12 - MARION, OH ­ OCT. 1-3 - CAMDEN, SC - Annual terfowl Festival Fly-In - For Fly-In info, EAA Mid-Eastern Regional Fly-In Fall Fly-In, sponsored by EAA A/C call Joe Marsh 410/822-8560. For info (MERFI). 513/849-9455. Chapter 3. Trophies, vintage films , good call 410/822-4567 or FAX 820-9286 . ...

VINTAGE AIRPLANE 25 MYSTERY PLANE

by George Hardie

This neat biplane bears the name of the Patent for such construction which signed to haul processed latex out of a famous aviation pioneer. The photo was used in the F-4 and F-5 Seabirds, South American jungles. The U.S. is from the Hardie Collection. An­ and in the BT-12 trainer built for the Navy took over the project and or­ swers will be published in the Novem­ Air Corps, but gave it up when Kaiser dered several hundred. After the ini­ ber issue of VINTAGE AIRPLANE. Steel bought out Fleetwings in 1947. tial aircraft did not meet performance Deadline for that issue is September "Budd was mainly a railroad car expectations, production was termi­ 20,1993. construction company and neither one nated. Blake Oliver, New Smyrna Beach, of their airplanes was very successful. "The remains of a Budd RB-1 Con­ FL was one of the many who had the "The only good feature of the RB-l estoga are in the possession of the answer to the May Mystery Plane. He was the aft loading ramp and flat floor, Pima Air Museum, Tucson, AZ. The writes: much like the Lockheed Hercules. It aircraft is expected to be fully re­ "The Mystery Plane for May is a was a real handful to fly, and most stored." Budd Conestoga RB-l of which Fly­ Tiger pilots hated it. The one pic­ George Wright, West Midlands, ing Tiger Lines bought 14 to start up tured may well be the one that crashed England, adds more: their operation in June 1945. Robert on Tiger's third day of operation as "The prototype RB-l Conestoga, Prescott, who flew the 'Hump' in Cur­ their first revenue flight originated in using stainless steel and fabric control tiss C-46's, secured backing from Sig­ California carrying table grapes to surfaces, first flew on October 31, nal Oil Co., who came up with the Georgia." 1943 and gained CAB certification on $401 ,000 price tag. Michael T. Jones, Miami, FL, adds October 27, 1944. Original contracts "The Budd Conestoga was of 'shot this: of 200 RB-I for the Navy and 600 C­ welded' stainless steel construction "The aircraft was ordered by the 93A for the Air Force were canceled and the fuselage skins were only 0.012 rubber Development Corporation as a with only 17 RB-l's being built." in. thick. Fleetwings Corporation had part of our wartime efforts. It was de­ Channing Clark, Burbank, CA,

26 AUGUST 1993 whose sparkling Fleetwings Seabird was constructed using the same meth­ ods, also sent along information about the RB-1, as well as a postcard that shows the Budd " Pioneer" amphibi­ ous flying boat as it is today, on dis­ play outside the Franklin Institute Science Museum in Philadelphia, PA. The Pioneer, the first aircraft con­ structed by the Budd company, was also constructed of stainless steel in 1930, and was first flown in 1931. Other answers were received from: Charley Hayes, Park Forest, IL; Steve McNicoll, De Pere, WI; Joseph c Tarafas, Bethlehem, PA; Tim Talen, ~ Springfield,OR; John McMaster, ~ Kansas City, MO; E.W. Gregory II, % ~ Springfield, VA; Wayne Van Valken­ a: . burgh, Jasper, GA; Jim Gorman, This Cycloplane is the 2-place Ground Trainer. It only had large ailerons instead of Mansfield, OH; Toby Gursanscky , wings. Clontarf, NSW, Australia; Robert Clark, Oxnard , CA, James Hays, ancy concerning the engine mounted by member Ralph Olsen. There was Brownwood, TX; I.W. Stephenson, on the nose of the Sporting Tractor. some information that was missing Menominee, MI; R alph Olsen, San John Underwood wrote in to point from the captions, which we'd like to Diego, CA; and Bob Sobotka, Anti­ out that the engine is indeed the add. First, the shot of the two-place och, TX. Lawrence B, which is identical to the CycIoplane on page 24 shows the unit For a good write up on the RB-1 Pierce model B e ngine. The engine used for ground runs only - if you Conestoga, see Joe Juptner's U.S. can be considered the forerunner of look closely at the wings in the pic­ Civil Aircraft, Volume 8, page 194. the Wright Whirlwind engine of a few ture above you'll see it really has no years later. Charles Lawrence, the wings at all - just ailerons! The first designer of the e ngine, was S.S. ground run was made with this MORE ON PREVIOUS Pierce's chief engineer. As an inter­ ground trainer. All subsequent MYSTERY PLANES esting side note, John mentioned that ground runs were made with the sin­ Pierce was from a wealthy family gle-place ground trainer shown at the In the March and May Mystery (chain grocery marke ts), which in­ top of page 25. Finally, with no ac­ Plane columns, we ran information dulged his interest in flying, at least tual dual in the air, and after the stu­ about the Pierce Sporting Tractor, for a time. He later pursued a career dent had "mastered" the Ground built by the S.S. Pierce Aeroplane as an educator. Trainer, he was allowed to fly the sin­ Company of Southampton, NY. In Also in the May issue, we high­ gle-place flying Cycloplane C-1 in a the past, there has been some discrep­ lighted the CycIoplane photos sent in series of longer and longer hops. ...

Budd RB-l Conestoga

VINTAGE AIRPLANE 27 WELCOME NEW MEMBERS

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

Timothy Aanerud Maple Grove, MN Andrew S. Heins Dayton,OH Jerry Revels Lexington, SC Gary W. Abshagen Perrinton, MI Barrie Hiern, Sr. Carrollton, GA Eric F. Robathan Redding, CA Loren E. Anderson Rosemount, MN Robert Holtaway Bedminster, NJ Jerald W. Roberson Baltimore, MD David R. Arcand Forest Lake, MN Raymond Hopper Tulsa, OK John A Schaefer Portsmouth, RI James J. Barry Paul E. Hubble Deer Park, W A Steve Schutz New Kent, V A Willowdale, Ont., Canada Willie Jeffrey Ft. Worth, TX John Seeley Scott Ft. Mill , SC Guy Beauchemin James G. Jenkins Stoneville, NC Edward Shenk Garrett, IN La Sarre, Que., Canada Gary J. Johnson Beaver, PA John Sich Vicksburg, MI Robert L. Bell Daytona Beach, FL William J. Johnson Chesapeake, V A J. Slingers Brussels, Belgium Clark Bentley Manhattan Beach, CA Grant E Jordan Cobb,CA Randall W. Snodgrass Sumner, W A Timothy Bogenhagen Dubuque, IA Jim Kaiser S. Milwaukee, WI John E. Southworth El Cajon, CA James Boldt Inver Grove Height, MN James W. Kelly Michael E. Stachelek Detroit, MI William Bond Oil Springs, Ont., Canada Malcolm Stanton North York, Ont., Canada Tom H. Kennedy Essexville, MI Orangeville, Ont., Canada Scott E. Boynton Campbell Hall, NY Brian A. Kuehn East Peoria, IL Allan Starke Helena, MT Hugh Brady APO, AE Ronald R. Lamb Sacramento, CA Ronald J. Steber Hazleton, P A David Bratager Grand Forks, ND James Harold Layman Lauderhill, FL Dale M. Stevens Jackson, MI Mark Bryant Wilsonville, OR John B. Lee Chicago,IL Jim Stevens Iowa Park, TX Ward Bryant Peterborough, NH Colin K. Lineberry Dale E. Still Tomsville, NC Carl W. Buck Pasedena, CA Corpus Christi, TX Bob Stoney Bethesda, MD Thomas J. Buscher San Diego, CA William J. Linn Coventry, cr Charles Styles Kenosha, WI Henry B. Campbell Nashville, TN John R. Livingston South Bend, IN Thomas M. Taylor Ft. Worth, TX Franklin A Cirino, Jr. Sullivan, IN Rosemary J. LoGiudice Tecumseh Aircraft Deerfield, MI Tim Cislo Waikoloa, HI New Lenox, IL David Thayer Newark,OH Philip E. Clayton Lexington, V A Mark Thomas Lokken Oshkosh, WI Donald F. Tolmie Ralph Cloud San Leandro, CA Joe B. Long San Antonio, TX Newport Beach, CA Dale Cole Durango, CO Leonard L Louden Brookfield, WI William P. Tredo Norton, MA Dennis A. Collins Alstead, NH Edward Maloney Monrow,GA Zain P. Turpin Roanoke, VA Stanley G. Compton Ada, OK Joseph F. Mancusi Abingdon, MD Claude R. Vaughn, Jr. Maumelle, AR Bob Cunningham Durham, NC Allan Mann Georgetown, KY Donald Wade Newcastle, ME Fred J. De Nuccio David R. Marrs Kiowa, CO David D. Walker Danville, WV Huntington Beach, CA John A Martino Lenox,MA James G. Ward SanTee, CA Thomas Howard Deutsch Peter W. Mastalerz Monson, MA Richard Warren Kingman, AZ Overland Park, KS Bruce McGlochlin Tomales, CA Larry D. Webb Camarillo, CA Joseph L. Dixon Malone, WI John McLaughlin Portland, OR Kenneth L. Weik Libertyville, IL James K. Dompier Honolulu, HI Scott A. McMaster T. Timothy Weitzel Columbus, IN Joseph W. Dory Austin, NV Hamilton, Ont., Canada James W. White Laurens, SC William J. Doty Winter Haven, FL Woodrow T. Merrill, Jr. Orlando, FL Mark R. Whitfield Michael Dunn Mesa, AZ Richard A Meyerhofer Wasilla, AK High River, Alberta, Canada David L. Eckmire David G. Morrow Crystal Lake, IL Leslie F. Whittlesey Saskatoon, Sas., Canada Michael D. Morten Newport Beach, CA Marc Edelstein Evanston, IL Alliston, Ont., Canada Kurt M. Wien Federal Way, WA Joel Elliott Long Beach, CA Martin J Murray Bergen, NY Dale Wilkens Independence, KS Daniel A. Ernst Maplewood, MN Ronald B. Natalie Herndon, VA Larry Y. Winn Webster, MN Keith Fleming San Antanio, TX Fredy Neely Covington, GA Glen W. Winterscheidt Gary Flynt Baytown, TX Ord Ercoupe Club Ord, NE San Diego, CA Larry W. Forsyth Rio Grande, NJ Stephen J. Palinkos Norwalk, cr Sandra G. Zane Naperville, IL Gerald Freimuth Sparta, WI Harry R. Palmer Butler, MD James M. Zeier Olahoma City, OK Gary Frey Bartlett, TN Greg E. Parker Denham Springs, LA Walter E. Fritz Indianapolis, IN Gene Patrick Carey, IL Gary G. Gabbard Las Vegas, NV Robert B. Patterson William H. Gallogly Powell , WY St. Croix Falls, WI Terence G. Gandy Wichita, KS Hendrik H. Pieterse Daniel R. Germain, Sr. Haverhill, MA Kempton Park, South Africa Howard Gill Dundee, OR Jim Platt Ada, OK Neil W. Goddard Fuquay Varina, NC Mark T. Poole Jupiter, FL Robert D. Grasse Vancouver, WA James M. Preiss Germantown, WI John M. Griffin Chicago, IL Dale Provence Prescott, AZ BeCODle A Menlber Of The BAA Antique/Classic Insurance PrograDl!

BENEFITS INCLUDE: • LowerUability & Hull Premiums Call Today! • Fleet Discounts • No Age penalty 800-727-·3823 • No Hand Propping Exclusions • No Component Parts Endorsements • A+ Company with In-House Claims ~~ service • Option to Repair Your Own Aircraft APPROVED MEMBERSHIP INFORMATION EM Membership in the Experimental Ain:taft Association, Inc. is $35.00 for one year, including 12 issues of Sport Aviation. Junior Membership (under 19 years of age) is available at $20.00 annually. Family membership is available for an additional $10.00 annually. All major 35$ per word, $5.00 minimum charge. Send your ad to credit cards accepted for membership. The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903·2591. FAX (414) 426-4873. (Plus $13 for foreign Payment must accompany ad. VISA/MasterCard accepted. members to cover air postage.) AIRCRAFT: ANTIQUE/CLASSIC 1923 Stearman NS-1- Model 73, SN9688, fuselage, landing gear, complete blueprints. EAA Member- $20.00. Includes one Glenn, 817/389-2196 after 8 p.m. (8-3) year membership in EM AntiqueICIassic Division. 12 monthly issues of Vintage Airplane and membership card. 1946 BC-21 D Taylorcraft - 1,279 TT AF, 32 SMOH, Chrome cylinders, 3 fuel tanks, Applicant must be a current EAA Scott tailwheel, new paint, rebuilt by I.A. Complete records. $12,000. 303/675·3269 member and must give EM membelship 303/675-5347. (8-1) , number. Non-EAA Member- $30.00. Includes MISCELLANEOUS: one year membership in the EAA CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Antique! Classic Division. 12 monthly ·~enny", ~s se~n o~ "TREASURES FROM THE PAST". We have posters, postcards, issues of Vintage Airplane, one year Videos, pinS, airmail cachets, etc. We also have R/C documentation exclusive to this membership in the EAA and separate hi~toric aircraft. .S~le of th?se items support operating expense to keep thi s "Jenny" membership cards. Sport Aviation not flYing for the aViation public. We appreciate your help. Write for your free price List. included. Virginia Aviation Co., RDv-8, Box 294, Warrenton, VA 22186. (c/5/92) (Plus $6 for foreign members.) lAC Fly-About Adventures and the Ercoupe - Full color, 130 pages, $17.95. Fly·About, P.O. Box 51144, Denton, TX 76206. (ufn) Membership in the International Aerobatic Club, Inc. is $30.00 annually which includes 12 issues of Sport SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d, 4130 chrome·moly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. Aerobatics. All lAC members are E Soares, Pres.), 7093 Dry Creek Rd., Belgrade, Montana. 406·388·6069. FAX 406/388· required to be members ofEAA 0170. Repair station No. QK5R148N. (Plus $6 for foreign members.) WARBIRDS GEE BEE, etc. - Scale model plans (used for Benjamin's R·2). Catalog $3.25. Vern Clements, 308 Palo Alto, Caldwell, ID 83605. (c-8/93» Membership in the Warbi!ds ofAmerica, Inc. is $30.00 per year, which includes a subscription to Warbirds. Warbird Anti~ue and CI~ssic wheel pants -Will custom build in fiberglass from original draWings, bluepnnts or photographs. Harbor Ultralights Products Co., 1326 Batey members are required to be members of EM. Place, Harbor City, CA 90710, 310/326-5609, FAX 310/530·2124. (c·10/93) (Plus $5 for foreign members.) WIN~SHIELDS - WINDOWS - CANOPIES - for all unpressurized, certified, custom or EM EXPERIMENTER expenmental aircraft. Unmatched 1/2 price replacement warranty covers damage during installation and service for 6 months after purchase. AIRPLANE PLASTICS CO., 8300k EAA membership and EAA EXPERI­ DAYTON ROAD, FAIRBORN, OH 45324.513/864·5607. (C·1/94) MENTER magazine is available for $28.00 per year (Sport Aviation not included). Current EAA members may Antique Aero Engines - formerly OX-5 parts and service. Subscriptions $18.00 receive EM EXPERIMENTER for $18.00 per year, ads free to subscribers. P.O. Box 134, Troy, OH 45373. (6·8/93) peryear. (Plus $6 for foreign members.) GAS WELD ALUMINUM - Just like the old timers. We guarantee excellence. Tools. Supplies. Instructional video tapes. TM Technologies, POB 762 NSJ CA 95960 FOREIGN 916/292-3506. (7-3) " , MEMBERSHIPS Please submit your remittance with a Sensenich Propeller - assy. mode. 74DMG·0·60, zero time since overhaul. Certified, check or draft drawn on a United States best offer cover $950.00. Contact Lou at FAX 305/227-1530. (7-1) bank payable in United States dollars. address: 1/16 and 3/32 Endess cables made. $80.00 and $90.00 ppd. Specify length. George Grubich, 443 Culver Ave., Box 36, Buhl, MN 55713, 218/258·3313. (9·2) EAA AVIATION CENTER P.O.BOX 3086 Enn-Bee Safety Belt Buckles- Exact copy of "Commercial Grade" 5·inch clasp. Nickel OSHKOSH, WI 54903-3086 plated. $150.00 per set. Riter Restorations, 716/385·4151. (8·1) PHONE (414) 426-4800 FAX (414) 42&-4828 ENGINES: OFFICE HOURS: 8:15-5:00 MON.-FRI. For sale - K-5 Kinner engine in good shape. 715/743-3969. (8·1) 1-800-843-3612

30 AUGUST 1993 COVERING SYSTEMS INTERIOR ITEMS ~ -stitS -Randolph -Cushion Sets .. ' -Ceconite ~A1r-Tech -Headliners -Seat Champions Know .. . Dopes, Fabrics, Tapes, Stits -Carpeting Slings i Primers & Accessories & -canopy Windshield Covers -Baggage Compartments FABRIC ENVELOPES I:;:::-:-~~i!";;:=:;:l Steve Lund's -stits- P1 03 and HD2X2 "AN" HARDWARE Kinner Hatz -Ceconite -101 and 102 -Bolts -Rivets QI==:­ Oshkosh '92 DROp·IN INTERIOR KITS -Nuts -Washers -Pins -Rttings -Screws ~ . Grand Champion -Antique & Classic Aircraft -Fasteners Custom Built From Plans Call for Subscribe your to And Stits Is Now Poly-Fiber FREE copy of our YIEROPLANE Over the decades~ThirtY years of 1992 ~WS this little biplan trouole-free use catalog identified Stits made Poly-Fiber Poly-Fiber aircraft the dear choice of CoIl1-800-831-2949 To order covering products_ champions and first­ Today those products time builders alike. ACCESSORIES 8 DECALS, STENCILS have a new name Now it's coupled with -Windshields -Rlters CUB 8r PLACARDS and logo, but they still a level of service and -Shock Cords -Tires tl' i . -Tallwheels -Spark Plugs ' AIRFRAME PARTS come with the best support all too rare -Tubes -Instruments -Spruce -Rr -Plywood manual and how-to theSe days_ Give us a -Wheel, Brakes & Axles -Adhesives -Nails video in the business_ call, 8 to 5 Pacific time. -Propellers -Tail Draggers -steel Sheet & -Master Cylinders -Aluminum Customer SenIice: 800.362.3490 Other Stuff: 909.684.4280 FAX: 909.684.0518 Box3084-S Rivetside, Catifomia 92519-3084

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Where The Sellers and Buyers Meet . .. Anew classified ad section in THE VINTAGE AIRPLANE 25¢ per word, 20 word minimum Send your ad and payment to . THE VINTAGE TRADER EM Aviation Center, PO Box 3086, Oshkosh, WI 54903-3086 ":AiI" Cet Your STC from EAA Unique solution to the high cost ofavgas CALL TODAY for aircraft owners using 80 octane fuel is an EAA/STC. Less expensive, readily available auto gas not only 414-426-4800 reduces fuel costs, but also adds more ext. 4843 enjoyable flying hours. When Ordering Major Credit Cards an STC have your aircraft's "N" num­ Accepted ber and serial number-engine's L - make, model and serial number-plus A_ credit card number ready. ~'" EAA pioneered the first FAA approval of an alternate to WRITE: EAA/STC expensive avgas_join EAA­ $35 annual membership. P.O. Box 3086 Oshkosh, WI 54903-3086 32 AUGUST 1993 BREAK OUT ON TOP INTRODUCING DIRECT APPROACH® 2000, SE I liNG A NEW STANDARD IN AIRCRAFT INSURANCE

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