EDITORIAL STAFF

Publisher Tom Poberezny Edltor·in·Chief September 1996 Vol. 24, No.9 Jack Cox Editor Henry G, Frautschy Managing Editor CONTENTS Golda Cox Art Director 1 Straight & Levell Mike Drucks Espie "Butch" Joyce Computer Graphic Specialists Olivia L Phillip Jennifer Larsen 2 AlC NewslH.G. Frautschy Mary Premeau Associate Editor 3 Aeromail Norm Petersen Feature Writer 6 Curtiss Challenger Enginesl Dennis Parks Hank Palmer Staff Photographers PageS Jim Koepnick Mike Steineke 8 The Bugatti 1001 Carl Schuppel Ken Uchtenburg H.G. Frautschy Advertising/ Editorial Assistant Isabelle Wiske 10 Stearman Reunion· Part III Richard T. Hansen EAA ANTIQUE/CLASSIC DIVISION , INC. 15 65 Years Is A Long OFFICERS

Time To Wait/Earl Root Presidenl Vice·President Espie "Butch" Joyce George Daubner P,O, Box 35584 2448 Lough Lane 19 The Wittman Legacyl Greensboro, NC 27425 Hartford, WI 53027 H.G. Frautschy 910/393-0344 414/673-5885 Secretory Treasurer Sieve Nesse E.E. "Buck" Hilbert 22 What Our Members Are 2009 Highland Ave. P.O. Box 424 Page 15 Albert Lea, MN 56007 Union, IL60180 RestoringlNorm Petersen E1J7/373-1674 815/923-4591 24 Pass it to Buckl DIRECTORS E.E. "Buck" Hilbert John Berendt Robert C, "Bob" Brauer 7645 Echo Point Rd. 9345 S. Hoyne Connon Falls, MN 55009 Chicaw, IL 60620 26 Mystery Plane/H.G. Frautschy E1J7/263-2414 312/ 79-2105 Phil Coulson John S. Copeland 28415 Springbrook Dr. 28-3 Williamsbur8 CI. 27 Calendar Lawton, MI 49065 Shrewsbury, MA 1545 616/624-6490 508/842-7867 27 Welcome New Members Charles Harris Stan Gomoll 7215 East 461h St, 1042 90th Lone, NE Tulsa. OK 74145 Minneamlis, MN 55434 30 Vintage Trader 918/622-8400 61 /784-1172 Dole A, Guslolson Jeannie Hill Page 19 7724 Shady Hill Dr, P,O.80x328 Indianapolis, IN 46278 Harvard, IL 60033 317/293-4430 815/943-7205 FRONT COVER .. The Wittman Hangar at EAA's Pioneer Airport was dedicated May Robert UCkteig Robert D. "Bob" Lumley 1708 Boy Oaks r. 1 1, 1996. Steve Wittman's legacy will live on in a se ries o f displays and 1265 South 1241hSt. Albert Lea. MN 56007 Brookfield, WI 53005 photographs exhibited in the new building, constructed to resemble Ihe hangar E1J7/373-2922 414/782-2633 used by Steve's 'Wittman Flying Service: the FBO he founded on the airport in Dean Richardson Geoff Robison Oshkosh, WI. A pictorial essay on the new hangar can be found starting on page 6701 Colony Dr. 1521 E. MacGregar Dr, 19. Photo by EAA's Chief Photographer, Jim Koepnick. Madison, WI 53717 New Haven. IN 46774 608/833-1291 219/493-4724 BACK COVER . 'Schools Out Early' is artist Kristin Hill's oil painting of a barnstomer's disruption of Ihe school day al a rural one room schoolhouse. She was awarded a Gene Morris George York 11SC Steve Court, R,R, 2 181 SlobodaAv. Merit ribbon in Ihe 1996 Sport Avialion Art Competition for her work, You can Roanoke. TX 76262 Mansfield, OH 44906 reach Kristin at her studio, 1782 Colonial Manor Dr. . Lancaster, PA 17603, phone 817/491-9110 419/529-4378 717/394-9419. S.H. OWes" Schmid 2359 Lefeber Avenue Copyright © 1996 by the EAA Antique/Classic Division Inc. All rights reserved. Wauwatosa, WI 53213 VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA Antique/Classic Division, Inc. of the Experimental 414/771-1545 Aircraft Association and is published monthly at EAA Aviation Cenler, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid al Oshkosh, Wisconsin 54901 and at addilional mailing offices. The membership rate for EAA AntiquefClassic Division, DIRECTOR EMERITUS Inc. is $27.00 for current EAA members for t2 month period of which $15,00 is for the publicalion of VINTAGE AIRPLANE. Membership is open S.J. Willmon to all who are interested in aviation. 1904-1995 POSTMASTER: Send address changes to EAA AnliquefClassic Division, Inc.• P.O. Bex 3086, Oshkosh, WI 54903-3086. FOREIGN AND AiPO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any producl offered through the advertising, We inv"e constructive ADVISORS criticism and welcome any report of inferior merchandise obtained through our advertiSing so that corrective measures can be taken. Joe Dickey Roger Gomott EDITORIAL POUCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely Ihose of the 55 Oakey Av. 3238 Vicaria St. N authors. Responsibilny for accuracy in reporting rests entirely w"h the contributor. No renumeration is made. Lawrenceburg, IN 47025 SI Paul. MN 55126 Material should be senl to: Ed"or, VINTAGE AIRPLANE, P.O. Bex 3086, Oshkosh, WI 54903-3086. Phone 4141426-4800, 812/537-9354 612/484-2303 The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL Steve Krog CONVENTION, EM ANTIQUE/CLASSIC DIVISION , INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered 930 Taro HL E trademarks. THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EM ULTRALIGHT CONVENTION are Irademarks Hartford, WI 53027 of the above associations and Iheir use by any person other than the above association is slrictly prohibited. 414/966-7627 STRAIGHT & LEVEL

by Espie "Butch" Joyce

weather could go sour in the North At­ port during the Convention. The lantic rapidly, and then you might be restoration of this Waco is the effort of stuck for a week or more, so they had Mark Grusauski, North Canaan Avia­ best be on their way. One leg that they tion, Canaan, Connecticut. The collec­ flew would take them over some 1500 tive work of Mark, Mayflower Moving miles of water, cold water I might add. and Storage, and your Antique/Classic Torquil found when he arrived home Division made it possible for this air­ that the award for Bronze Age Out­ craft to be present for everyone to view. standing Closed Cockpit Biplane had After talking with Mark, I'd bet we'll be been given to his pretty DeHavilland. hearing again from this young man. • In attendance this year was a 1926 Joe and Julia Dickey report that we Laird Commercial, NCIlO, belonging to had some 26 type clubs at the An­ Doug Fuss of Arlington, Texas. This tique/Classic Type Club Headquarters Once I've returned from the EAA aircraft was very well done; everyone (TCHQ) this year and a lot of activity Oshkosh Convention, there always was wondering if Doug used up half of during the week. seems to be a letdown. This year's his TBO flying to Oshkosh and would The Antique/Classic area of the "coasting down" period seemed all the use the other half returning home! Oshkosh Convention is run almost to­ more acute because of all of the activi­ Doug's dedication to the Wright J4 en­ tally by volunteers, the exception being ties that we had in conjunction with the gine on the Laird was exemplary - he re­ the year-round maintaining of the Antique/Classic Division's 25th An­ ally kept a close eye on its needs. grounds that is done by the full-time niversary. We were so busy enjoying • The only OX-5 powered aircraft in EAA maintenance staff, plus some indi­ everything that coming home to our our parking area this year was the 1929 viduals who are your year-round volun­ regular everyday work was tinged with a Command Aire, NC538E , owned by teers - a few who come to Oshkosh al­ bit of disappointment. Art Knowles of Jacksboro, Texas and most every weekend. These people are What a great time we had. Overall, it restored by Tom Brown of Unity, WI. working on the buildings, grounds, air­ seemed to be a very smooth running He said that this aircraft cruised at 65 craft projects, or at the Pioneer Airport. event. mph and stalled at 65 mph. This aircraft For those who don't live close We were issued some 940 mugs to is also a rare unit; I was wondering how enough to Oshkosh to spend a weekend give to people who registered their air­ much of his TBO he used up on his trip. or two, they turn to their local Chapters craft for the show. On the next to the • Two people who are consistent at­ to find out how they might help by do­ last day, we ran out of the mugs and had tendees are the Blankenburgs, who hail ing Chapter work and other EAA re­ to start taking people's names so they from Pine Mountain Lake in California. lated projects. This volunteer work be­ could be mailed to them at a later date! Kent and Sandy are really into polished ing done year-round all over the Each day we do a "head count" of aluminum airplanes; for a number of country, and internationally, and it's airplanes in our area during the air years they would arrive early with their very important to your Antique/Classic show; the numbers showed we were in polished Lockheed 12. Last year, they Division. The guys at your local airport line with the aircraft attendance figures came to the show flying their polished who help a person with their personal we 've had in the past. It was a good Cessna 195; this year they showed up project also are showing the volunteer showing, considering the three or four with their polished 1939 Spartan Execu­ spirit. I have friends who have helped days of bad weather surrounding tive 7W. It's great seeing them each me with projects; sometimes I felt they Oshkosh just prior to the opening of the year and we could all take a lesson from were putting in more hours than I was, Convention. The quality of aircraft them on how to re lax at Oshkosh. and they never asked for anything in re­ restorations continues to improve each Maybe one day Sandy will write us an turn. I do not know how you can put a year; this keeps the judges on their toes, article on how to keep a fleet of pol­ value on these people, except to say and the judging system keeps the indi­ ished aircraft looking so good. they are priceless. viduals who restore their aircraft on Out of the 62 awards given to differ­ Your Antique/Classic Director, Gene their toes as well! ent individuals for their aircraft restora­ Chase, has chosen to step down as a Di­ Some of the interesting highlights of tion, 15 awards were given to Texans rector. Gene has been a long-time sup­ this year's event include: and nine were carried back to Califor­ porter of the Antique/Classic Division • Our newest Antique/Classic mem­ nia. It was great to have the American and we: thank him for his support. Gene ber to join at Oshkosh was Torquil Nor­ Navion Society located in our area this will still be around to help out, but he'll man from London, England. He trav­ year during the 50th anniversary of the help as a member in the future. Dean eled to Oshkosh by flying his 1936 Navion. Richardson has moved up from the A/C DH-90 Dragonfly, G-AEDU, from Eng­ We looked out one day and a cabin Advisory board to fill Gene's position. land, by way of Bowling Green. (You'll Waco really caught our eye; the unusual Please join us in welcoming him to the have to wait until the article for the full thing was that it was covered 100 per­ Board, where I'm sure his expertise will story on that one!) Although he cent with clear Mylar®. This ship was be of great benefit. planned on staying the full week, he and parked out front of the Antique/Classic You can help out by asking a friend his copilot had to leave on Saturday be­ Headquarters so that all could see how to join up with us. Let's all pull in the cause the weather picture was just right a tube and fabric airplane is assembled. same direction for the good of aviation. for their return trip back to England. I'd wager that airplane was probably the Remember we are better together. Join Torquil remarked to me that the most photographed aircraft on the air- us and have it all! ....

VINTAGE AIRPLANE 1 A/C NEWS

compiled by H.G. Frautschy

EAA OSHKOSH '97 DATE sive knowledge concerning these air­ Russians, so they had to make a deci­ CHANGE craft, and is an excellent source to net­ sion. To their credit, they decided to After speaking with many members work with for assistance. ship the Cub home, and continued and others during the past month, their tour of Japan. While it's a shame EAA President Tom Poberezny has C-85jO-200 they didn't complete their circumnavi­ announced that the dates for the 1997 CONVERSION STC gation of the globe, their personal jour­ EAA Convention will be shifted one Aircraft Specialties Services has ney, a trip taken just for personal plea­ day. Based on the arrival patterns of come up with an interesting STC - Con­ sure as goodwill ambassdors of the our members, as well as other factors, vert your Continental C-85 to an " 0­ U.S., and not to set any records or gain next year's event will start on Wednes­ 200" by replacing the crankshaft, rods publicity, certainly can be labeled a day, July 30. The format of the activi­ and pistons. The STC comes with success. A tip of the 01' flying helmet ties will remain the same over the FAA certification and STC paper­ to Bob and Diane Dempster, Vashon seven day long Fly-In Convention. work, and parts needed for the change Island, W A for their fortitude and per­ The Major Aircraft Awards and An­ are available from Aircraft Specialties. sistence in pursuing their dream of an nual Meeting of the EAA membership Call 1-800/826-9252 for more informa­ around the world journey in a light will occur on Monday, August 4. The tion. If anyone does this conversion in plane! Convention will conclude with an air­ the coming months, please drop us a show on Tuesday afternoon, August 5. line here at EAA HQ and let us know AIRCRAFT PARTS how it went. Call 414/426-4800 and ask IDENTIFICATION WORLD WAR I AIRPLANE for the Vintage Airplane editor. As many of you know, the FAA has ENTHUSIASTS been concentrating on combating the One of the best references for World THOSE TRAVEL'N DEMPTSERS use of unapproved parts on certified War I airplane enthusiasts is Leonard Remember Bob and Diane aircraft. They have issued an Advi­ Opdycke of World War I Aeroplane, Demptser, the Piper Super Cub pilots sory Circular, AC 20-62D, "Eligibility, Inc., 15 Crescent Rd., Poughkeepsie, who have been making their way Quality and Identification of Aeronau­ NY 12601, phone 914/473-3679. around the world (slowly) in the now tical Replacement Parts." Copies are Leonard has two magazines that he " not quite so new" Cub? Well, they available from the FAA, AFS-340, 800 publishes, both known to many An­ headed off to Australia to finish their Independence Av., SW, Washington, tique/Classic members. They're World journey this past June, and did just fine DC 2059l. War 1 Aero - The Journal ofthe Early on their journey to Japan, right up to For those of us with older airplanes, Aeroplane and Skyways - The Journal of the time they tried to get permission to obtaining parts is a critical issue, espe­ the Airplane 1920-1940. Both magazines fly to the Russian Kamchatka penin­ cially when the holder of the Type Cer­ are excellent references, professional in sula. The Russians denied them a per­ tificate no longer exists or supports appearance and would be of great help mit, simply saying that there was no their product. to anyone interested in this category of avgas on the peninsula. No amount of To assist in the verification of gen­ aircraft. "LEO" is himself has exten­ work on their part would convince the uine parts obtained from retired air­ craft, AC20-62D provides for their use provided a "paper trail" can be gener­ GEORGE W. LEMAY ated. This is accomplished by tagging George LeMay, a Classic airplane judge at the EAA Convention for over 15 the parts, identifying them and the fact years, passed away at the age of 74 this past June in Calgary, Alberta, Canada. they were removed from a U .S. certi­ George will be fondly remembered by his fied product and attested to by an ap­ fellow judges and friends at Oshkosh, who propriately rated certificated person as placed a plaque on the EAA Memorial Wall in his honor during EAA OSHKOSH '96. to their authenticity. This process, if An officer in the Staggerwing Museum used when parts are removed from re­ Foundation, he was also a very active air­ tired for parted-out aircraft will allow plane restorer. He flew his Staggerwing reuse as they will have a "paper trail" from the U.S. to England to fly in the of eligibility. Airworthiness or the London - Victoria, Australia race in 1971 . condition of the part is a separately Members may recall the deHaviliand handled issue. Rapide flown by George and Alf Bicknell T here is no official FAA tag de­ across the North Atlantic in 1976. Flown signed for this purpose in general avia­ all the way from Coventry, England to tion, so any document made for this Oshkosh, it was picked the " Best type of parts ID is acceptable. Transport" at EAA Oshkosh '82. Pictured with George are his daughter, Using this procedure when you part Jean on the left and his wife Bonnie on the out an aircraft could prevent a lot of right. Our condolences to his family and headaches later on. If you have any friends. further concerns, please obtain a copy of the Advisory Circular. ...

2 SEPTEMBER 1996 VINTAGE AeroMail

RESTORATION CREDI T of 1994 and flew it to Oshkosh '94 where JOE JUPTNER Dear Mr. Joyce: it won WW II Military Trainer/Liaison Dear Sir, My husband and I enjoy reading Champion. He finished the Interstate What a richly deserved recognition it "Straight & Level" every month in VIN­ L-6 in July of 1995, just days before is for good 01' Joe Juptner to be en­ TAGE AIRPLANE. We are members Oshkosh! We flew it there and won shrined in EAA's Antique/Classic Hall of the Antique/Classic Division of EAA WW II Military Trainer/Liaison Run­ of Fame. He's good folks. I first made and enjoy every benefit entitled to us. ner-Up. Needless to say, we were very his acquaintance by mail back in the late After reading your article in the May excited! However, to win at Sun 'n Fun 1960's while he was still residing on a 1996 issue, I would like to point out a this year made the very long hours of farm in Tennessee. His home there few things that were brought to my at­ restoration worth it! burned, and lost in that fire was a lot of tention. You noted that both the An­ My husband has restored nine Stear­ his collection of old aeronautica. Many tique Grand Champion and the Reserve mans and 16 other various aircraft from of us would have thrown up our hands Grand Champion at Sun 'n Fun '96 were Piper Cubs to Stinsons to Aeroncas. I in despair and disgust, but not Joe Jupt­ owned by Clay Smith in Athens, Geor­ am very proud of his accomplishments, ner. He just pulled up his socks and gia. (Mr. Smith lives in Athens, Al­ especially since he is only 31 years old. forged ahead. abama.) My husband, Robbie Vajdos, I feel that sometimes the restorer Since that time it has been hard to restored both of these aircraft from the who puts many hours into making these keep up with this guy. I met him only ground up at his business, Vajdos Avia­ airplanes the best they can be, some­ once - at a Waco fly-in at Hamilton, tion, in Louise, Texas. times gets forgotten. Ohio. He seemed genuinely delighted The Interstate L-6 was featured in an I appreciate your time and look for­ to see me, and went out of his way to article by Norm Petersen in the January ward to your next article! visit my place a day or so later at the 1996 issue of VINTAGE AIRPLANE. Sincerely, rural Kentucky airstrip where I then Robbie finished the Stearman in March Dina M. Vajdos lived in a log cottage. Here came 01' Joe in a tiny little camper perched on one of those diminu­ tive Japanese pickups - huffing and puff­ ing up to my house. After an evening of jawboning about old time aviation, Joe insisted on spending the night in his camper parked snugly in my back yard. The next morning I whipped up some bacon and eggs for us, and the next thing I knew he was off again to another fly-in somewhere. Thanks, Joe, for being what you are. Your bottomless fund of aviation lore and quickness to help others with a photo or some obscure fact has been a boon to many another writer. Your se­ ries U.S. Civil Aircraft will long stand as the "bible" on what we hold dear - old airplanes! Edward Peck A/C 3225 CHARLES KEEN Louisville, KY In referring to the Charles Keen airplane in the May issue of VINTAGE AIR­ PLANE, my brother Charles Schricker says a Mr. Perry was flying the plane and Edward, you said it best, and there is on takeoff climbed to about 100 feet, turned downwind and lost control then. little the rest ofus can add - Joe's a na­ When EAA was still at Hales Corners I sent several pictures and one of them was tional aviation treasure, and certainly de­ of that plane viewed from behind. Enclosed is another picture from my brother's serves our thanks. - HGF collection - it is possibly the same plane with a different color scheme. John B. Schricker EAA 2759, A/C 5663 Prior Lake, MN Continued on page 25

VINTAGE AIRPLANE 3 LAA O./llKO./ll '96 Antique/Classic Awards

Antique Outstanding Closed Cockpit P.>iplane: Grand Champion: ~rad Larson.Janta Paula. CA 1939 Cessna C-165 Airmaster (tiCI9498) Alan ~uchner. Fresno. CA 1932 Vaco QDC (tiC12438) VVII E.ra Champion: Reserve Grand Champion: Larry ~eck. Canby. OR Thomas V Vright. Russell. tV, 946 Fairchild 24V-46 (tiC81369) Runner-Up: 1944 ~eechJtagger\.Jing D-17 (ti40t) Layton i=1umphrey. Coppell. TX. 1943 ~eechJtagger\.Jing D17:/ (ti4i=1X) Customized Champion: Outstanding Open Cockpit P.>iplane: Gerrard J. Dederich. Vadsworth. IL. K Myers. Ripon. VI. 1944 ~eechJtagger\.Jing DIY (tiCI6GD) 1943Jtearman (tiC33162) Runner-Up: Outstanding Closed Cockpit P.>iplane: Kent and Jandy ~Iankenburg. Pine Mountain Lake. CA DonJaunders.Jt. Albert. Alberta Canada. 1939Jpartan Lxecutive 7V (tiCI7667) 1943 ~eechJtagger\.Jing (CF-GKY) Outstanding: Outstanding Closed Cockpit Monoplane: Frank ~orman. Las Cruces. tiM. Richard Kanode. Frederick. MD, 1941 VacoJRt (tiCI2438) 1945 J3 Cub (tiC6932) Military Trainer/Liaison Champion: John A. Roethlisberger. ~eaver. PA Classic 1942 ~oeing 75 .crtearman) (tiC60810) Grand Champion: Runner-Up: Ray and Judy Johnson. Marion. lti. Dennis ~Iunt. Rockford. IL. Aeronca 11 AC Chief (tiC3469t) 1943 Fairchild PT-23 (tiC60418) Reserve Grand Champion: Transport Champion: JamesJayers. tdison. 014. John David Fields. Jr..Jan Angelo. TX. Cessna 195 (ti2197C) 1937 Lockheed 12A (tiC33RA) Golden Age Champion: P.>est Class I (0-80 hp): Doug Fuss. Arlington. TX. Ted Roman. Roswell. GA 1926 Laird Commercial (tiCll0) Aeronca 7AC (ti83460) Jilver Age (1928-32) Champion: P.>est Class II (81-150 hp): Art Knowles. Jacksboro. TX. ~ill Goebel. i=1urst. TX. 1929 Command Aire (tiC538t) Cessna 170~ (ti146m P.>ronze Age (1933-41) Champion: P.>est Class III (151+ hp): John Meyer. i=1udsonville. MI. RobertJeals. Fresno. CA 1938 Piper J3C-50Jport (tiC21646) ~ellanca Cruisemaster (ti522A) Runner-Up: P.>est Custom Class A (0-80 hp): T A. ~urmeister. Des Moines. IA Peter and Mark Rowe. Midlothian. TX. 1939 Fairchild 24V-9 (tiC20638) Aeronca llAC Chief (tiC333MR) Outstanding Closed Cockpit Monoplane: P.>est Custom Class P.> (81-150 hp): Torquil tiorman. London. tngland. Don and Deb ~Iakey ti. Little Rock. AR 1936 Di=1 90 Dragonfly (G-AtDU) J-3 Cub (ti70631) Outstanding Open Cockpit Monoplane: P.>est Custom Class C (151-225 hp): ~ill Rose. ~arrington. IL. Duane Golding. Marion. TX. 1938 RyanJTAJpecial (tiCI728) Jwift (ti3395K)

4 SEPTEMBER 1996 P.>est Custom Class D (226+ hp): Outstanding Customized: Ron andJue French.Jan j05e. CA Charles \..J. Culwell. Dallas. TX. /'Iavion Model A (/'I4969K) 1956 Dellavilland E)eaver (/'I5CC) Class I (0-160 hp): joel Miller.JoIon. IA Best In Type 1956 Ce55na 172 (/'I6910A) P.>est Aeronca Champ: Class II (161-230 hp): Richard F Charette. \..Jadsworth. IL. 7E)CM (/'184005) Pat and E)ill Doty. \..Jinter Ilaven. FL. P.>est Aeronca Chief: 1956 E)eechcraft G.35 (/'I801D) Robert Ilollenbaugh. Ilarry Pratt and Class III (231+ hp): David Morgan. Middletown. Oil (/'159654) Mike Callas.Jealy. TX. P.>est P.>eechcraft: 1960 E)eechcraft E)onanza (/'I552T) RandJingfriend.Jan Carlos. CA tl8/ (/'I929DV) Class IV (Multi engine): P.>est P.>ellanca: Dean Callan and llowardJchenck.Jouthlake. TX. Mark and judy Ohlinger. Akron. Oil. 1958 Ce55na 510E) (/'I6644E) Cruiseair (/'186957) P.>est Cessna 120/140: Outstanding In Type J. Craig Young. Iludson. \..JI. C140 (/'189221) P.>eechJingle engine: P.>est Cessna 170/180: Larry Van Dam. Riverside. CA Thomas \..J. 11011 II. Clarkston. MI. 170E) (/'I4654C) 1957 E)eech 11 55 E)onanza (/'I5478D) P.>est Cessna 190/195: P.>eech Multi engine: Charles t . \..Jebb. Fort \..Jorth. TX. 195 (/'I195C\..J) Alton Cianchette. Palmyra. ME.. Best E.rcoupe: 1959 E)eech tl8/ (/'1712'0') Jyd Cohen. \..Jausau. \..JI (/'IC94196) Cessna 170/172-175: P.>est Luscombe: john Van Lieshout. Toronto. Ontario Canada. Rollin Ilatfield, Meridian. 1[7, 8A (/'171549) 1958 Ce55na 172 (C-FDGf) P.>est /'Iavion: Cessna 180/182-210: Ron andJue French.Jan jose. CA E)obJnowden. Irving. TX. Model A (/'I4969K) 1958 Ce55na 180 (/'17505) P.>est Piper j-3: Champion: Don Curtes. Menominee Falls. \..JI /'187759) Cliff Ilarkins. Ilouston. TX. P.>est Piper (others): 1957 7FC Tri-Champ (/'I7577E) Thomas Lynn \..Jaters. Terrell. TX. Piper PA-22: PA22120 (/'I2544P) George Gallaspy. Oklahoma City. OK. P.>estJtinson: 1956 PA-22 Tri-Pacer (/'I5954P) Andrew Ileins. Dayton. OIl.Jtinson 108 (/'IC97141) Piper PA-24: P.>estJwift: Paul Fulierton.Jt. Ignace. MI. jon E)reese. Omaha. /'It. GC1E) (/'I2554E) 1959 PA-24 Comanche 180 (/'I6014P) P.>est Taylorcraft: Piper PA-23 Apache-Aztec: Tim Gregory. Lakeville. M/'I. E)C12D (/'195715) Charles Gunderson. Austin. TX. Limited Production: 1960 PA-25 Apache (/'I4575P) Pierre Labrosse. Dorval. Canada. Mooney: Dellavilland DIlC-2 E)eaver (C-iRE)L) Roy Rhodes.Junset E)each. CA Most Unique: 1957 Mooney M20 (/'I5267E) Richard Porter. Casper. \..JY, Ce55na 196 (/'I4585V) Also, special mention should be made of these Antique/Classic win­ ners judged at the VetteJeaplane Base: Contemporary Grand Champion: P.>est fabric floatplane: Richard jones. E.verett. \..JA ...... Ric Ilenkel, \..Jinnepeg, Manitoba, Canada, 1958 E)eechcraft j-55 E)onanza (/'I8570D) · ...... 1948Jtinson 108-5 (CF-KjV) Reserve Grand Champion: Jpecial Recognition: \..Jicks AircraftJupply. Ilighland. IL. · ...... Larry llarmacinski.Jouth E)end, Ind. 1960 Piper PA-22 Colt (/'I4742Z) · ...... 1950 \..Jaco ClO (/'IC656/'1)

VINTAGE AIRPLANE 5 had a friend at Parks Air College, so I wrote him and asked him to take a look at it. He did, and wrote back that it looked O.K. to him, just needed dusting off, and of course it was out of license. The So we wired the manager and asked if he would take $225 .00 for it. He wired back, "Come and get it." So we put Pete Hubert on the train, dressed in white overalls, with a seat Curtiss pack chute, and his pockets full of tools and spark plugs. Pete picked up the Fledgling, and made it to Memphis be­ fore his first forced landing. He wired us from there that he needed more money for piston rings (apparently it Challenger had some rusty cylinders). But he said that the ship was well worth the extra costs as it had "dual instruments and good tires." Well, after one or two more forced landings and "shade tree" Engine repairs, he made it to St. Petersburg. We rejuvenated the fabric as required and got it through an annual inspection. by Hank Palmer, Ale 12109 After wearing out more rings, I took Ale 19619 some used rings from a Wasp Jr. (with 118 inch larger bore), filed the ends down a bit and fitted them to the Chal­ lenger. These lasted longer than any of I have read recently about the originals. Please understand that I one or two airplanes being am not recommending this solution. restored with Curtiss Chal­ But you understand that we had almost lenger engines. I had some $300.00 in this ship by now, and we experience with Challengers were all broke. That ship was NC8698. before the war, and again in During the war it was donated to a me­ 1969 through 1973. I thought chanics school. I don't recall any prob­ that it might be of interest to lems with that Challenger, except for some of the antique buffs. the rusty cylinders. In 1939, five of us, me­ In 1968 I bought a Fledgling basket chanics with National Air­ case from Charlie Wilson who had a lines, read an ad in Trade-A­ strip south of Memphis. This ship had Plane, offering a Curtiss sat outside in the weather for 24 years, Fledgling for $250.00. The except for the wings which were stored ship was in possession of the in a shed. The engine on the ship was airport manager at Curtiss frozen up solid, but it came with a spare Steinberg Airport, East St. engine; it turned out to have a big crack Louis, Illinois. Apparently it in the rear wall of the main case which had been taken over for lack had allowed it to suck oil into the in­ of payment of hangar rent. I duction section, and thoroughly lubri­ cate the cylinders and valves, so that at least it would turn over. When I bought this ship, I thought that the engine would be the easiest part to restore, as I thought that I would find Challengers The 120 hp Curtiss Challenger and parts lying in the back of most engine displaced 441 cu. in. and every hangar. Boy, was I ever wrong was rated at 120 hp at 1800 rpm. there! I managed to get one incom­ plete engine from Andy Anderson. It was lying in the dirt in back of his hangar, and Paul Poberezny let me take one from the EAA Museum in Hales Corners, Wisconsin. Out of the 24 cylinders from the four engines, there were many cracked heads, and many rusty barrels. I rigged up a fix­ ture to hold some of the barrels while I heated the heads with a weed burning torch, and screwed them off, with a ten foot lever bolted to the exhaust and in­ take studs. Then I was able to match

6 SEPTEMBER 1996 up some of the heads that were not none of the four engines I had contained mags, which turn at 7/8 crank speed cracked, with barrels that were not too a serviceable one. They were all badly for a seven cylinder engine, or 1-118 rusty, and ended up with about ten corroded and not repairable. I made times for nine. What all this means is cylinders that were serviceable except one up out of automobile pipe elbows, that a two pole mag turns twice as fast for varying degrees of rust. I sent them welding a flange on each end, and a heat as a four pole, so you are getting a hot­ to three different shops that said that jacket around the whole thing. This was ter spark at whatever speed you can they could chrome the barrels and bore a two barrel carburetor. The later crank it. them back to standard size. In each model Challengers had a much stronger As a matter of fact, I did not even case, they studied them for a month or nose section and thrust plate of another have to crank my Chall enger, except to more, and decided that they could not aluminum alloy. pull it through to prime it. I had a do anything with them, so I got them The Challenger was reputed to be booster mag in the cockpit, and once back. I selected the best six and assem­ hard to start. In fact, the printed man­ primed, all you had to do was turn the bled the engine. ual that I had started the paragraph small crank on the booster one time, I flew it for two years, until I had on "How To Start the Chall enger En­ and the engine was off and running. It gone through all the spare "serviceable" gine," by saying, "T here is consider­ never failed. cylinders I had. Then I gave up on the able difference of opinion among pi­ I always considered the Challenger Challenger and replaced it with a Conti­ lots, as to the best procedure to be to be a rugged and reliable engine, ex­ nental W-670. I used a Stearman mount, used." To me , this translated that cept for the above mentioned early and fabricated fittings to adapt it to the "they just hadn't figured it out yet. " I magnesium nose section and thrust Curtiss firewall. I had this part ap­ don't recall any problems in starting plate. It's only fault, which is what I proved by a DER, and the local FAA the one we had in 1939-40, but I do re­ think tended to make it unpopular, Inspector issued a one time field ap­ call well that the Challenger I had in was that it was a rough running ma­ proval on the rest of it. I flew it to 1970 with the rusty cylinders was the chine. I believe the designers thought Oshkosh in 1973, and sold it to Cole easiest thing to start that I ever owned. that by putting two three cylinder ra­ Palen in '76. They flew it at Rhinebeck I include lawn mowers, cars, outboard dials back to back on a 180 degree for 17 years, and retired it in '94. motors, and motorcycles. One reason crank, they would somehow balance Back to the Challenger engine: the the Challenger was easy to start, as each other out, but this was not the early ones had some magnesium parts compared with a seven or nine cylin­ case, as anyone who has ever flown that did not hold up well. The magne­ der engine, is that it had a two pole behind one will confirm. In the later sium nose case and thrust plate just mag, which was geared to run at 1-112 models, they tried all kinds of tricks to couldn't take the stress. There was also times crank speed. Most seven and smooth them out, but as far as I know, a magnesium carburetor adapter, and nine cylinder engines use four pole nothing worked. ...

Shot in the mid­ 1930's by John Roby, there Curtiss Fledg­ lings were at the Val­ ley Stream, NY air­ port.

VINTAGE AIRPLANE 7 The Bugatti 100 Racer A hot Bugatti intended for the skies, not the road

by H.G. Frautschy

Obscure? You bet. Radical? On all deep into tbe aircraft's design and build­ butterfly tail! T he cooling air was then counts, especiall y for its time. What is ing program, construction was halted routed a short distance forward in the it? The Bugatti 100, designed and built while the airplane was redesigned to ac­ expa nde d ple num u n til it passed in France just prior to the o utbreak of cept two of the engines, each one canted through the engine radiators, and then World War II. to o pposite sides, so the drivesha fts exited the fuselage via a pa ir of lo u­ Ettore Bugatti was the son of a fa­ could be run forward around the sid es vered ducts set in the trailing edges of mous Italian silversmith and fu rniture of the cockpit to a transmission geared the wing roots. builder, Carlo Bugatti. His sons inher­ to drive a pair of counter-rotating pro­ T he t a il arra ngeme nt, which was ited the ir fa ther's a rtistic abilities. pell ers. Wh ile R embra nd t Buggati was a The engines were si tuated on either renowned self-ta ught schulptor, E t­ side of the airplane's CO., wi th the pi­ In this series of shots the remarkable lay­ tore's mechanical skills also included a lot in a semi-reclining position well for­ out of the Bugatti 100 racer is clearly sublime eye for beauty, and the auto­ ward of the wing. shown. With the wings and tail surfaces mobiles he is most fa mous for still turn Supplying cooling air for the water­ covered and finished in silver dope, the heads at Concours shows all over the cooled engin e radiators was solved us­ bare wood fuselage of the Bugatti 100 U.S. and the Continent. For aviation in g an ingenious method of inductin g awaits further restoration. The spinners enthusiasts, his most in triguing project the cooling air into a plenum chamber for the counter-rotating propellers are was a futuristic looking airplane, which in the aft fuselage. T he location of the temporarily installed in place, as is the original canopy. The deep graceful wing he expected to fly very, very fast. intake ducts? T he leading edges of the root fillets, complete with the exit louvers Intending to wi n for the engine cooling air exhaust, are in­ the De u tsch de la stalled using a large number of screws Muertbe Cup air race attaching the fairings to small machined schedul ed to be he ld aluminum disks that are set in the sur­ in Germany in 1938, face of the fuselage. In the head on shot, Bugatti had commis­ you can see the intake for the cooling air sioned well known in the leading edges of the tail. The en­ French aeronautical gine exhaust fairings are installed on each side of the fuselage for the pair of engineer Louis D de modified 4.7 liter Bugatti racing engines. Monge to layout the Only weeks away from its first flight, the remarkable aircraft. Bugatti 100 never took to the air, another Given the dimen­ victim of WW II. Just imagine it flashing sions of a Bugatti SOB by, its Bugatti Racing Blue form a blur as straight-eight engine, it roars past, the noise from the counter­ de Monge set out to rotating propellers combining with the put the minimum sort stacks of t he pair of straight-eight amount of airplane Bugatti engines to set up a racket that is heard for miles around! around the 4.7 liter powerplant. The engine was much smaller than the maximum amount al­ lowed by the rules (8 liters) so drag was to be kept as low as possible, resulting in the buried engine concept. The weight of the engine was pared even further when the block was cast out of magnesium instead of aluminum. A Roots supercharger was also fitted to boost the engine output. The entire airframe was built of wood, using a sandwich method that is strikingly similar to the modern com­ posite structures being built today - a lighter material being used as a core, which is then covered with an outer sur­ face that acts as a stiffener. With all of its technical innovation, not all was well with the project, and SEPTEMBER 1996 awarded just one of the multiple patents was not to be. The start of the Second biles he was building up. Since he really received during the design of the 100, World War in the fall of 1939 made it didn't care to keep the airframe, he sold was a butterfly arrangement (actually, unlikely that the airplane would ever be it to Dr. Peter D. Williamson of Lyme, it's technically a "Y" tail) with a sub fin raced, and although Ettore had been NH. Dr. Williamson turned the air­ extending from the bottom part of the given a contract to produce a fighter plane over to a pair of noted Bugatti au­ fuselage. The sub fin had a shock strut version of the airplane, designated the tomobile restorers, Les and Don Lef­ mounted tailwheel installed, along with nap, it would never make it off of the ferts of Vintage Auto Restorations in a rudder. drafting table. Ridgefield, CT. Les and Don worked Another concept awarded a patent The German army marched through on the project from 1975 until 1979, was the use of automatically activated central Europe on their way to Paris, when work stopped. flaps and landing gear. Using a pitot­ and as the French public struggled Dr. Williamson had donated the air­ static sensing system, the Bugatti 100 against the onslaught in June 1940, the plane to the Air Force Museum, who was able to have its flaps placed in the Bugatti 100 racer was lowered to a wait­ agreed to the donation with the under­ correct position for takeoff and landing ing truck and secreted away to a barn in standing that it would not likely be (flaps down), high speed ( slightly re­ the French countryside, where it would placed on display, but be made available flexed camber), dive brakes (both split remain for over 30 years. Bugatti never to a suitable museum. In 1996, Dr. flaps deployed), and after landing, as a saw his airplane take wing, and he Williamson, the Air Force Museum and spoiler, with the top half of the split flap passed away in 1946, at the age of 65. the EAA Aviation Foundation came to deflected upwards, exactly as you see In 1958, it was seen hidden in a barn an agreement, and the title to the one today on modern airliners. on the grounds of the Chateau d'Er­ and only Bugatti 100 racer was trans­ Whe n the proper airspeed was menonville. Having passed through the ferred to the EAA Aviation Founda­ reached with a low manifold pressure, hands of a man named Pazoli and then tion. the landing gear was automatically de­ M. Salis, it was then purchased by an Arriving just prior to EAA ployed. American, Ray Jones in 1970. Jones, a OSHKOSH '96, the smooth skinned As an airplane, the Bugatti 100 was Bugatti enthusiast, had no real interest racer was assembled and is currently on poised to break the image of the " nor­ in the airplane - what he really wanted display in the EAA Air Adventure Mu­ mal" racer, and transform it into some­ were the Bugatti engines, which he in­ seum in its partially restored state. thing entirely new and exciting. But it tended to install in a pair of automo­ Come and see it!

VINTAGE AIRPLANE 9 Stearman

Richard Hansen and his project went Reunion from this to the structure you see In the following pages in 5 years of work and parts scrounging! by Richard T. Hansen Ale 19619

Part /I - Five Years Later

From a mountainside to a hanga0 and then back in the air!

It's 6:30 in the morning on Septem­ these decisions. The first step would be Things sometimes have a way of ber 5, 1993. I'm driving to the airport in to return once again to the crash site, this falling into place, and I was very fortu­ Selma, which is a 20 minute drive from time with a metal detector to see if any­ nate to find a project that someone had my home. I'm excited, anticipating the thing had been overlooked previously. put together, hoping to build a Stear­ day and what's to follow. The Stearman Because the crash occurred in Octo­ man. For whatever reason, it didn 't is finished and I will fly it today. I am ber of 1941, I had been told that the work out and it was offered to me at a by myself this morning, with no one to Army, knowing we were going to war, very fair price. This would eventually visit with, so [ can let my mind wander. would be concerned about leaving any­ turn out to be the deciding factor, as this I think about the events of the past five thing salvageable behind; that they had project would include most of the major years that have led to this day. probably buried the engine and some of parts which I did not have. When I was I knew when I brought the airplane the larger parts nearby. This may also flying before, I had owned a 1946 out of the mountains that it would be account for why the Army said that they Aeronca Chief, and at that time, done a my hope to restore it, and put it back had dynamited the airplane and that two year restoration. The knowledge into the condition it was in when [ first there was nothing left. Skeptical of that I had gained at that time would be saw it. In my mind, I can see it sitting what I had been told, I felt that these helpful if I decided to restore the Stear­ there, ready to fly ; or with me in it , fly­ stories should still be investigated. man. Woodwork has always been easy ing above the clouds, with my leather I returned once again to the crash for me, and I felt that my trade as a cus­ helmet and goggles, and my white scarf site with the metal detector and scoured tom furniture upholsterer would, and around my neck, and the thrill that the area thoroughly. Other than a few indeed did, later, prove invaluable. would come from knowing that I had bolts, a small cowling that had been I mentioned Don Huston in the first saved it from being just some rusty old bent in half, and a large washer that part of this story. Don and I have been scrap metal on the side of a mountain. came from the engine, I found nothing close fr iends for over 30 years, and have Still, reality has a way of setting in , and I of importance; and I am now convinced shared many adventures together. Don knew before I committed myself to such that the engine was disassembled and has a shop that is big enough to hold the a major undertaking, that there would carried out, piece by piece. Because of fuselage, and offered it willingly. Don, in be many things to consider. This the steepness of the terrain, it still the beginning, was a big help in the wouldn' t be just the restora tion of a amazes me how many of the parts were restoration, and shared in the excitement complete airplane. This would mean carried out by the men. It must have with me. It turned out that there are starting with just the parts that the Army been a monumental task. One thing many people I can't th ank enough. Don had left behind, and had not destroyed. that did turn up was a broken hacksaw will be one of them. I guess, as the old Would I be able to find , or make, all the blade. There was a tube on the fuselage saying goes, if there was a straw that parts still needed? Would I have the that had been partially cut with a hack­ broke the camel's back, mine was when I knowledge? [hadn't flown in 33 years, saw. I am assuming that in doing so, saw a Stearman painted in Army colors, could I still fly ? Would I be able to fly they had broken the blade, and with no just as I had remembered it when I was this airplane? spare blades, this may have saved the 11 years old. It was absolutely beautiful, [ would spend three months making fuselage from being destroyed. and I knew (or at least thought I knew!)

10 SEPTEMBER 1996 what was ahead of me, the decision was been used, but I really wanted to use the (Above and below) The wreck is trans­ made to restore the airpla ne. T he original. After stripping the fuselage, formed into this beautiful structure by restoration was started on the twenty­ and examining it thoroughly, I was de­ Richard. His skills learned through his third of September, 1988. The first step lighted to find it was a good, sound fuse­ trade as a custom furniture upholsterer proved to be very useful during the was to strip the fuselage to the bare frame lage with only slight surface rust, and project. The all wood wings of the to fi nd out how much damage was done damage that was easily repaired. Stearman became an art form all by in the crash. There was a fuselage in the I would spend the first year combin­ themselves as they came together in project that I acquired, and it could have ing what could be used from both the the shop.

VINTAGE AIRPLANE 11 project and the wreck, always using the had been in a tail wheel airplane, and in miles. All this brown, nasty looking parts from the original when possible, order to prepare myself for the Stear­ haze was a terrible disappointment to even if it meant more work, repairing man, that is what I needed to fly. Com­ me. We have done a lot of wonderful and restoring them to new condition. ing back from a customer's house one things in the last 33 years, but what we Every part was stripped of paint, sanded day, I was near a small airport and have done to the environment is not one and then painted with a two part epoxy stopped to see if they had any rentals of them. paint that was near the original color. that would fit my needs. I couldn't be­ Jim soloed me in 4.6 hours. I think This was a long, monotonous job, but it lieve my luck when they had a Bellanca we all remember the thrill of our first was a good time to do it while the ex­ Champ which they were renting and solo, and I would have the thrill of two. citement of getting started was still new. giving instruction. I made an appoint­ I would eventually buy the Champ, and I spent a lot of time the first year locat­ ment for 8:00 the next morning. put over 150 hours on it, preparing to fly ing parts, trading for or making them, I had learned to fly in an Aeronca the Stearman. and absorbing all the knowledge I could Champ, so this would be the perfect air­ The fuselage was really taking shape from people who would share it. plane me-tail wheel, stick and tandem. now. It was on the gear with the engine It would be almost impossible for me A man named Jim Baker would give me on and was just about ready for cover. to have rebuilt an airplane, starting with a check ride. He had just returned from It was now time to start thinking about so little, without the sharing of knowl­ Alaska, where he flew as a bush pilot, so the wings. The wings were undoubtedly edge by others. One of the great things a couple more gray hairs flying with me the most extensive part of the restora­ about restoring this airplane was some probably wouldn't make any difference. tion and required the most worl5 and of the nice people I have met along the I hadn't touched the controls of an time. I was able to use probably 70 per­ way who were willing to share that airplane in 33 years and had no idea of cent of the wing hardware from the knowledge. Norris Norsegian would be what to expect. Jim sat back and let me wreck, and there was some in the pro­ one of them. Norris has been working go. I really over controlled the airplane ject I had bought, so I was off to a pretty on, or flying Stearmans, for over 50 on takeoff and was all over the runway, good start. Having seen several Stear­ years. He flew for Tex Rankin , at but I got it up with no help. As I climbed man wings in various stages of construc­ Rankin Field during the war in the Civil­ out, it all started coming back to me. My tion and one in kit form that could be ian Pilot Training Corps and has been a slow flight and stalls were surprisingly put together, I started toying with the recipient of the Charlie Taylor award, good, and the thrill was just as strong as idea of making them myself. It was at an award given once a year for having it ever had been. My landings were this time that I met Bob Lock. Bob was 50 years of outstanding aviation mainte­ sloppy and I needed help with some, but in the process of building the wings for nance experience. I really got to know I was flying again after 33 years. his Stearman; I was fascinated, and en­ Norris when we drove to Reno to pick I had mixed emotions that day. The couraged by Bob to build my wings. I up the 220 Continental engine that excitement of flying again was wonder­ thank him for sharing his knowledge would go on the airplane. We spent ful, but one of the first things I noticed with me, but I also thank him for en­ about 11 hours together in the car that was the haze and the smog. I live near day. That was a very enjoyable day, the middle of the San Joaquin Valley hearing all those wonderful stories, that with the Coastal Range on one side and can only be told by someone who has the Sierras on the other. When I flew spent a lifetime in aviation. I would dis­ before, there was never a time when assemble the engine, clean and paint all you couldn't see both ranges clearly; the parts, then stand back and watch as now you can hardly see six to eight Norris put the engine together. I have gained a tremendous amount of knowl­ Richard and Dana proudly display a well edge from Norris and I now consider deserved plague presented to the Stear­ him a good friend. man and the restorers at one of the many Harold Kindsvater was another per­ California fly-Ins. son who was very helpful in the begin­ ning. Harold is well-known for his in­ terest in restoring German airplanes, and his knowledge and workmanship is outstanding. Harold became an impor­ tant part of my restoration when he pur­ chased a Stearman project that was, at the time, in about the same stage as mine. We would not only share knowl­ edge about the rebuilding, but in our search for parts, which was now includ­ ing trips to both ends of the state, would look for parts for each other. Harold taught me how to work aluminum, and consequently, I was able to make many of the parts that I needed, including the baggage compartment door and all the top sheet metal and inspection doors. It was a very interesting and satisfying part of the restoration process. As the restoration progressed, I knew that if I was going to fly this airplane when it was finished, I had better see if I could still fly. All of my flying, before,

12 SEPTEMBER 1996 Flying over the Fresno area, Richard's Stearman is hangared and flown only a few miles away from the base it was used for train­ ing pilots during WW II. The airplane was stationed at Hammer Field when it crashed in October of 1941. Hammer Field is now called the Fresno Air Terminal, and is only three miles from Richard Hansen's current home. couraging me. I did build my wings time of his crash-landing. This is the other plane and pilot, Richard N. Long, from scratch. Bob gave me some origi­ story that unfolded. On the 24th of Oc­ from Connellsville, Pennsylvania, were nal Stearman spars for patterns. I took tober in 1941, a series of events began to never found. the spar material to a planing mill and unfold that would eventually lead to the Occasionally you will talk to some­ had them trued on one side. story of my airplane. Nineteen P-40s, one who has searched for the airplane I made a jig so the spars couldn't from the 57th pursuit group, left from or hear the rumors that follow a story move while in the saw; and using a March Field in Riverside, California like this. Still, 53 years later, the fate of smooth cut blade, the spars were cut out bound for McLellan Field in Sacra­ Lt. Long, and the location of his air­ and the wings were started. Norris gave mento. Problems began when the flight plane, is still unknown. This would not me some original Stearman ribs and ran into storm clouds over the be the end of the tragedy, though. The wing tip bows for patterns; I used the Tehachapis at 15,000 feet. The first air­ remaining group, after reaching same materials that were originally used. plane to be lost from the group, was the McHord Field, in Tacoma, Washington, The spruce spar material and domestic airplane of 2nd Lt. J. H. Pease of Boise, and participating in maneuvers over the mahogany plywood were obtained from Idaho. It developed engine trouble, Pacific northwest, would lose three Aircraft Spruce & Specialty and all of forcing him to bailout over the moun­ more planes and two more pilots on the the materials were of excellent quality. I tains near Bakersfield. It was some­ return flight home. Pilots R. E. Steck­ used nails in the gussets as per original. where after this that the flight broke up, man and Thomas L. Traux were killed This was very easy for me because I with the airplanes scattering; eight land­ when their planes crashed on a peak could put the nails in my mouth, and ing safely at Smith Valley, Nevada, one near San Anselmo en route to Fresno. then use my upholsterers' magnetic tack forced down at Visalia, and five reach­ Another plane was lost when Lt. Walter hammer and use them like I would tacks. ing their destination in Sacramento. Radovich parachuted to safety nearby. They were put in the gussets in the same The tragic part of the flight would The bad weather that plagued the way, which was a huge time saver. I begin when Lt. W. H. Birrell, of War­ Sierras and central California during made the bows from the patterns, and ren, Ohio, crashed and burned on Grays this period would also cause the loss of made, and even bent, my own wing Peak near Bass Lake, with his body be­ a B-17 flying from Reno to Fresno, walks. I made my lower wings to fit the ing found nearby. There were also three when it ran into severe turbulence over ailerons so that everything Lined up with planes and pilots missing. There was a the Sierras, causing the airplane's tail a nice, even gap. It took me two years massive air search that followed, and it section to crack off. Fortunately, eight worth of spare time, but for me, the was during this time that Lt. Miles went of the nine aboard parachuted to safety. wings were the most enjoyable and satis­ down in the Stearman. Two of the miss­ Two more lives and one more airplane fying part of the restoration. I have al­ ing pilots, Lt. Jack C . West and Lt. would be lost during this time when Lt. ways loved woodwork, and to me, a Leonard C. Lydon, were rescued after L. Lathrop and Cadet Edward L. Riggs Stearman wing, when finished and var­ surviving six days in the stormy Sierras were killed in a training plane accident nished, is truly beautiful, and I am proud at the 8,000 foot level, on Barton's Peak at Woodville, east of Tulare. In a ten of the wings that I made. in Kings Canyon National Park. Flying day period that started with the ill fated As the restoration progressed, I be­ together, they bailed out when their flight of the P-40s from March Field, came curious as to the fate of the P-40s planes ran low on fuel. The wreckage of there would be 11 airplanes and five that Lt. Miles was searching for at the their planes was discovered later. The lives lost, and two men missing.

VINTAGE AIRPLANE 13 I have been working on the airplane I arrive at the airport at 7:00, meet neath, and depressing, with the sky a for four years now. The fuselage sat Bob Lock, as planned, and we jump into dirty gray. Sometimes you are lucky, idle for the two years that I had worked his Stearman and head for Sequoia though, and it will clear enough to get on the wings, so it was good to get back Field. Sequoia Field was a training base on top of the fog. The sun is bright and to work on the things that needed to be during the war, and has a long, wide warm, the sky is a deep blue, and you finished. The fuselage was almost com­ runway with very little traffic. I'm in can see the snow covered Sierras for a plete with both cockpits finished. Full the back seat, and the plan is to let me hundred miles, and your only thoughts panels in both cockpits were done; all shoot some landings, and if every­ are of the incredible beauty laid out be­ with yellow dials, genuine leather seats, thing goes according to plan, I fore you. That is a feeling that is oak sticks, and matching floorboards. will fly my Stearman later. hard to put into words. As for the bird cage, I was able to use Bob has been helping me So here I am sitting in this air­ most of the original formers and top with the airplane over the plane, wearing my dad's goggles, his rails. I put on all new stringers which last month; tying all the wings in my pocket, and Bob in the worked well, because I could line every­ loose ends together, do­ front seat. My friends and family thing up properly. I put the lower wings ing the weight and bal­ are watching. This is the moment on the fuselage before putting the wing ance, rigging the air­ I have waited for through the walks on, to make sure they fit. plane, all the paperwork, five year restoration, and The tail surfaces were all complete and checking it thor­ maybe, you could say, since I now; repaired where needed, stripped oughly, getting it ready was 11 years old. and painted, and they, along with all the for the FAA inspection. The test flight was cowlings, were then put onto the air­ Bob is another one who fun and exciting, with plane. With the exception of the center I can't thank enough. everything work­ section and upper wings, the airplane The airplane passed ing the way I had was now assembled, complete and ready the FAA inspection hoped it would; for cover. It was a great feeling looking on the 31st of Au­ the airplane per- at it and realizing that it all really was gust with flying g beautifully. going to happen. It was also a good colors. The We were up for 45 feeling to know that no engine minutes, staying close corners had been to the field , just in cut, that every sin­ case. It was a wonder­ gle part, nut and ful day, and a day I'm bolt were either sure I will relive many new, or just as times in the years to good as new. If come. At the time of there ever was a been run for this writing, I have flown question, if there six hours, and taxi tests the Stearman over 100 was a better way, had been done. Arriv­ hours. Flying it is everything I thought no matter how much ing at Sequoia Field, we it would be. It's just a great old air­ longer it took, that is the made seven landings plane, and really fun to fly. way it was done. and takeoffs, did some The airplane was stationed at Ham­ I have tried very hard during the air work, then headed back mer Field when it crashed in October of restoration to keep the airplane as orig­ to Selma for the big event. 1941. The field is now called the Fresno inal as possible. I did, however, get I know there is some concern from Air Terminal, and is only three miles away from the original when and where my wife, family, and some of my friends from where I live. The reunion for the it was necessary to improve the quality about flying this airplane; I guess with Doolittle Raiders was held there on of the airplane. I put in a starter, a good reason when you see the pictures, April 16 of this year. I was fortunate to complete electrical system, and a radio or think about the pile of junk that lay be asked to display my airplane and be panel in the back seat, which I copied on the side of the mountain, and realize part of it. As I touched down it was a from Don Massey. Don also repaired that that is the airplane I will fly today. good feeling knowing, although 53 years my fuel tank, as that was beyond my However, for me, I know that this air­ had passed, that the airplane had finally ability. Now all the parts had been plane is as close to being new as possi­ come home. cleaned and painted, the wings were ble, and for me, there is not the slightest The restoration was finished just done, and it was time to start covering. concern, only excitement. three weeks short of five years. Longer The covering really went along easily There is a satisfaction when you than I had anticipated, but not bad after for me, and here is where being an up­ build something with your own hands, talking to others who have restored holsterer was invaluable, as so many of and when it is finished, you are satisfied Stearmans. All of my attempts to locate the ways that I work material in my with the results. I have been at the air­ Lt. Miles have hit dead ends. I do know trade could be applied to the covering port every day this past week, working that he was stationed at Hammer Field of the airplane. I used the Stits (now on the airplane, and at the end of the on October 24,1941, and that his family Poly-Fiber) process entirely, and used day, I would pull up a chair, have a cup lived in Iowa. I am assuming that if Lt. Aerothane to paint it with. I have heard of coffee, and just sit and stare at this Miles had survived the war, he would a lot of people complain about the mo­ beautiful old biplane. To fly it will just probably now be in his mid-seventies. It notony of rib stitching, but I enjoyed it. be icing on the cake. A lot of people would be interesting to talk to him, fol­ I used the hidden stitch, where the knot have tried to put into words their love low where his career had gone, hear his is pulled inside to make a neater job. for flying. I think we all have our own side of the story, and maybe fill in some Maybe the reason I didn't mind the job thoughts on what it means to us. In the blanks. This is not the end of the story. so much, was because every part that winter, here in the San Joaquin Valley, It continues every day that I fly the was covered meant that I was just that for days, and sometimes weeks at a Stearman, and it just proves that some­ much closer to painting and putting the time, we are blanketed by a high fog. times the dreams of an ll-year-old boy airplane together. You can't see the sun, it is cold under­ can come true. ... 14 SEPTEMBER 1996 Is A Long Time To Wait

by Earl Root Ale 921 5

While visiting the Antique/Classic area at EAA OSHKOSH in 1987, I learned of an SM-8A Stinson Ju­ nior that might be for sale in southern Missouri. This model of a Stinson had always been of great in­ terest to me and my wife because our neighbor, Jerry Thuotte, flies a beautifully restored SM-8A from the resi­ dential air park we live on. To see his big "turkey" fly has been a great inspiration for us to find and restore this unique airplane. Our route home from Oshkosh took us to Enid, OK where our son was in pilot training at Vance Air Force Base. By chance, the Stinson or what remained of it, was located in Marshfield, MO, just seven miles off In­ terstate 44. The owners of the project were Ernie and Elizabeth Seiler. These delightful people had made a living restoring Parts are where you find them! This wrecked Stinson landed on a antique airplanes, probably more for the love of old f1y­ farm in eastern Oregon in 1943. I liberated it in 1993. VINTAGE AIRPLANE 15 ing machines than the money. After ar­ riving at their home we asked to see the Stinson, but first we had to sit in the lawn swing and have some ice water to get acquainted - southern style. After a couple of hours of "rock'n and talk'n," Ernie decided that maybe he could trust us to properly care for the Stinson. A price was later agreed to and in the fall of 1987, the project was trucked to the northwest. What we had to work with was a rusty bent fuselage, rotten wings, bent wing struts and many missing parts to an airplane that had been out of produc­ tion for nearly 60 years. Welcome to ~ the world of antique airplanes! .l'l Early in 1930, Stinson Aircraft was f purchased by E.L. Cord. Cord con­ 8 trolled many ventures, including With the wings finished, Earl Root does a little varnish touch up on the beautiful wing Auburn, Cord, Duesenberg automo­ ribs and spars. bi les, Lycoming motors, American Air­ ways, and now Stinson. The SM-8A fol­ lowed a line of successful models built by Eddie Stinson. Now with new capi­ tal, airplanes could be built on a produc­ tion line basis, thus keeping the manu­ facturing costs lower. The advertised price in 1930 was $5,775.00. Still a whopping amount to the average Joe in 1930, it was still a "low" price for those who could afford to pay, particularly since it was perceived as a much more expensive airplane. Some 250 to 300 ships were built at Wayne, MI before the slightly changed Model S Junior re­ placed it in 1931. A call to the Aircraft Registration of­ fice of the FAA in Oklahoma City re­ vealed that our airplane had been built in June of 1930 and was assigned serial number M-4107, registered as NC­ 934W. A copy of the original sales in­ voice shows that Williams Brothers Joan Root with a trial fit of all the parts prior to covering in 1992.

It flies! Earl and the Stinson SM-SA take to the air just before Christmas 1995 from their residential airstrip near Buckley, WA.

16 SEPTEMBER 1996 EAA Chief Photographer Jim Koepnick joined up with the Roots at the Northwest EAA Regional Fly-In at Arlington, WA. Their newly restored SM-SA was judged the Cham­ pion Antique at the Fly-In. Stinson dealership in Tulsa became the his registration and repaint his airplane, first owner. Records also show that two NC-934M was reserved as the new num­ months later, in August, it was involved ber. To our surprise, title to the aircraft in a hangar fire at the dealership. This was still with the long defunct Stinson damage resulted in the removal of the dealership in Tulsa. With a little re­ aircraft's registration with the CAA. search and a lot of luck, I was able to The remains were then sold as salvage. talk to a nephew of the Williams broth­ The original N number had been re­ ers. In fact, as a young boy, he had assigned to a modern aircraft, and be­ swept hangar floors for his uncles at cause the owner did not want to change their business. He very graciously pro­

~ The cabin of the Roots' Stinson Junior is beautifully done in fabric, and has all of the ~ appointments one would expect of a cabin class airplane from the 1930's. Rope as­ Ii sist straps are attached to the wall, and the plate safety glass windows on each side t: crank Clown to allow a bit more ventilation. The large laminated wood Stinson control ,~ ~ wheels, coupled with a roll response that can be termed "stately," contribute to the Stinson Jr's big airplane feel.

VINTAGE AIRPLANE 17 vided me with an affidavit stating that help with various phases of the project. Mart at the EAA Convention in his relatives had sold their dealership, Wings were built, fuselage tubing was Oshkosh. A tip from a fellow antiquer and as the surviving relative he was seIl­ welded, missing parts located, and spe­ that "a large monoplane is sitting on a ing the airplane to me. This gave me le­ cial tools and a paint room were bor­ farm in eastern Oregon" led to the dis­ gal ownership and I was ready to press rowed. The necessary networking for covery of a wrecked SM-SA that had on with the project. SM-SA information and parts led to come down on the farm in 1943. The In what turned out to be a seven year new friends all over the country. Parts plane's owner had abandoned it and restoration, an amazing thing happened. were found from Alaska to Florida. there it sat for 50 years. Many usable Some very talented fr iends offered to The tail gear was found in the Aero- parts were on the wreck. Help also came from the EAA staff Below - Here's a fitting that at Pioneer Airport with a suggestion to does triple duty on many take the toe-in of the main wheels com­ antiques - first, it's a fuel pletely out for better ground handling. gauge, with a cork on a (Bauken Noack, EAA's ace shipwright wire floating above, and an and all around mechanical genius, pre­ indicator disk attached to cisely rebuilt the EAA Aviation Foun­ the other end of the wire. dation's SM-SA [NC-1026] landing gear, Second, it serves as a fuel sump, catching water and and in doing so made a pussycat out of other contaminants, and fi­ what had been an ornery critter!). If nally, it has a drain at the any owners are not flying their Stinson bottom to get rid of the junk J unior because of "darty" ground han­ that settles to the bottom dling, I would strongly suggest the re­ of the tube. work of the main gear so that in a three point attitude the wheels have no toe-in or toe-out. You wi ll no longer be apt to see your tail tryi ng to trade places with the propeller upon landing. Covering selected was the Stits (now Poly-Fiber) process. It was painted in Boston Maroon with Diana Cream trim. Poly tone gave the desired satin fi nish of the period. With all new wings, struts, 30x5 tires, Fisher wheels and an over­ hauled 225 hp Lycoming R6S0 equipped with a 101 inch Hamilton-Standard Ground adjustable propell er, the air­ plane was ready to go. On December 16,1995, our Stinson flew for the first time in 65 years. It flew great. It rides li ke a Lincoln Town Car at 105 mph. Maybe 65 years is not too long to wait to get back out on the flig ht line. Bendix brakes and Fisher wheels, along with 30x5 tires NC-934M looks as proud as it did in really add to the ramp appeal of the Roots' Junior. 1930. It has a lot of catching up to do . ...

18 SEPTEMBER 1996 eare often in the presence of great men, and there are even The W times in our lives when we are aware of their greatness even while they are still with us. Steve Wittman was one of those great men. The ac­ Wittman knowledgement of his stature in avia­ tion was firm ly cemented when his 90th birthday celebration was held in 1994. After that celebration, a group of local Oshkosh area residents con­ Legacy ceived the "Friends of Steve" commit­ tee. Their intent was to preserve the great legacy of Steve Wittman, by building a hangar that could house a collection of aircraft and memorabilia, A Visit to The New Wittman Hangar a display that could serve as a re­ minder of Winnebagoland's rich avi­ at fAA's Pioneer Airport ation history, while inspiring others to continue his tradition. by H.C. Frautschy Text continued on Page 21

The Wittman Hangar collection includes the only remaining Pheasant H-10, test flown by Steve after it was manufactured in Fond du Lac, WI. This particular airplane was donated to EAA in 1971 by Philip Stier, Sussex, WI. In September of 1928, Steve flew a Pheasant to a 12th place finish in a coast to coast air race. He owned a Pheasant until 1934. Behind it is Buttercup, Steve's first "general aviation" type airplane built in 1937 to serve as a support vehicle for Steve's racing activities. It could do 125 hp with a 50 hp Lycoming. To its left is Witt's V, a formula Vee racer Steve built to compete in the class races for that type. After she learned to fly under Steve's tutelage, his second wife Paula soloed the "V" at their home in Ocala, FL. Both the Witt's V and Buttercup were donated to the hangar by the family members, who include Heidi Brey, Larry Anderson and Arlene Henderson Swidler. In the far right hand corner is the prototype Tailwind, N5747N, then called the "Flying Carpet." While not in its exact original con­ figuration, plans are being made to restore its triple finned tail, along with other changes. It was donated by Eugene J. Zepp, of Dearborn, MI. Also visible is the replica Hardley Ableson, as well as an RIC model of the airplane built by the Oshkosh Radio Control Flyers. It took 5 months to build and 800 man hours to finish, and it has been flown on a couple of occasions. On the left side of the hangar are a series of photos of Steve, and on the opposite side are displays detailing his life's chronology, as well as the history surrounding his work with the Civilian Pilot Training Program during WW II, and his most famous invention, the spring steel landing gear. VINTAGE AIRPLANE 19 This plaque, donated by the EAA An­ During the dedication of the hangar on May 11, 1996, EAA Founder and Chairman of the tique/Classic Division, celebrates the life Board Paul Poberezny reminisces about Steve's first attendance at a very early EAA and achievements of Steve Wittman. Cre­ meeting in Milwaukee. "Steve flew down and said he could stay for just a little while be­ ated by Oshkosh Trophy and coordinated fore he had to get back to Oshkosh. He wound up staying for the entire evening, enjoy­ by AlC Director Jeannie Hill, it shows ing the fellowship of aviation enthusiasts," Paul recalled of the visit by a man who be­ many of the aircraft that figured so prom i­ come a lifelong friend to Paul and EAA. Looking on as Paul speaks are (left to right) EAA nantly in Steve's aviation accomplish­ Foundation President Tom Poberezny, Heidi Brey, Steve's stepdaughter, and Larry An­ ments. derson, Steve's nephew. The charming little lady in front is Heidi's daughter, Madeline.

(Left) After you enter the Wittman Hangar and turn the corner, you'll first see this replica of Steve and Dorothy's office, fur­ nished with the original desks and other memorabilia from the days of the Wittman Aviation Service. Dorothy's desk is set up as though she were busy with the books and the flight schedule, while Steve must have just been sitting down to pencil in a few lines on his latest drawing.

(Right) This replica of the "Hardly Able­ son," Steve's first homebuilt airplane, complete with a Harley-Davidson twin­ cylinder motocycle engine, was con­ structed by retired EAA Museum Exhibits Designer Pat Packard, based on conver­ sations he had with Steve. Pat then drew up a series of construction drawings. A copy of one of Pat's drawings, as well as­ details of the construction of the "Hardly" were described in an article on Steve's early life in the August 1995 issue of Vin­ tage Airplane.

20 SEPTEMBER 1996 Continued from page 19 After Fundraising By The #Friends OF The hangar itself was conceived by the late Tom Meiklejohn, a longti me Steve" committee. The Wittman Hangar friend of Steve's. R etired Oshkosh businessman Henry Kimberly chaired Was Formally Donated To The fAA the committee's fu ndraising efforts, generating over $130,000 to build and Aviation Foundation On May 11, 1996. maintain the hangar, which was de­ signed to resemble some of the lines of the cement block building on 20th Street that housed Wittman Flying Ser­ vice for many years. The new hangar was designed and constructed by Wick Building Systems of Mazomanie, WI. The project manager for the job, Jeff Wick, had a special attachment for the Wittman Hangar - his grandfather's farm once occupied the site where EAA's Pioneer Airport now stands, and where the new Wittman Hangar was built. After construction, the Friends of Steve committee donated the hangar to the EAA Air Adventure Museum in ceremonies held May 11 , 1996. Present 0 were Larry Anderson, Steve's nephew, I Heidi Brey, the daughter of Steve's wife ~ Paula, and many others who had their ~ hand in creating the displays. These in­ clude several longtime friends of Steve (Above) In the far right corner of the hangar is a display of some of the various engines from the Oshkosh area, convened by used by Steve in the many airplanes he designed and flew in his lifetime, including a Cur­ tiss Conqueror and Cirrus Hermes. Just visible in the center left of this picture is a dis­ Museum Director Tom Barrett, to pro­ play detailing the work done by Wittman Flying Service in the Civilian Pilot Training Pro­ vide input to Pat Packard, and the EAA gram during WW II. Also included in this area is a chronology of Steve's life, as well as a staff who created and arranged the dis­ wall size plaque honoring the "Friends of Steve" committee and its donors. plays within the hangar. The next time you visit the EAA Air Adventure Museum in Oshkosh, be sure and take the tram over to Pioneer Airport - in addition to seeing so many historic aircraft, you can get a glimpse of a remarkable man's life in aviation, Steve Wittman. ....

(Right) Steve's workbench from his hangar at his home on Wittman Field is centered on the back wall of the hangar, along with a col­ lection of props Steve had hung on the wall of his hangar. Each prop had a story to tell, and all you had to do was point to one and ask "What's that one from?" Steve would just smile and then tell the story with a twinkle in his eye. Above it, the rudder fabric and the propeller from the 0-0 Special are mounted. The propeller rotates to serve as a memorial to Steve and his wife Paula, who died April 27, 1995.

Pioneer A i rport at the fAA A ir A d ven tu re Museum is open 7 days a week from M emorial day to Labor Oay, and on weekends during the late spring and ea rly fa ll. Ca ll the M useum at 414/426-4818 for more information. If you wish to fly in, you must land at Wittman Regional Airport. Park at Basler Flight Service and ask to have the Museum shuttle called, and we/II pick you up!

VINTAGE AIRPLANE 21 WHAT -OUR MEMBERS ARE RESTORING ------­by Norm Petersen

Robert Carr's Aeronca Chief

These photos of Aeronca Chief, NC85844, SIN llAC­ 251, were sent in by ownerlrestorer Robert Carr (EAA 287070, A/C 21203) of Severna Park, MD, who spent five years restoring the pretty two-placer. A close examina­ tion of the photos reveals extreme attention to detail in­ cluding an original"Aeronca/Sensenich" wooden pro­ peIler, a newly spun prop spinner and backplate (from original Aeronca drawings), a McDoweIl starter, and wheelpants. Besides dual ash trays and dual glove boxes, the Chief features an auxiliary fuel tank in the rear fuselage and a fancy new interior in the cabin. Robert has made up additional Aeronca Chief spinner and backplate blanks and is definitely the man to caIl if you are in need of a set. His phone number is 301-987­ 4310 in Maryland.

Robert Carr's Piper J-5 Cruiser

No sooner had Robert Carr fin­ ished the above mentioned Aeronca Chief, when he just couldn't resist jumping into an­ other project, which happens to be the Piper J-5 Cruiser pictured, N38405, SIN 5-956. The project looks fairly original and should make a dandy three-place air­ plane. Robert has enclosed a photo of the ale frame after it had been sandblasted and epoxy primed with Poly-Fiber primer. We look forward to seeing this 1941 antique when it is finished with the "Robert Carr" treatment.

22 SEPTEMBER 1996 Robert Ohlson's Cessna 170A

The photo of this sharp looking Cessna 170A, N3857V, SIN 0-300 engine, new 35 amp alternator and a new exhaust. 18744, was sent in by ownerlrestorer, Robert "Bob" Ohlson New tires, new glass and new avionics (Loran, 960 radio and (EAA 39673, A /C 789) of Edison, NJ. He reports the 1949 transponder) helped the old girl along. Finally, the 170A was model was purchased in 1965 by Bob and his father and has repainted in off-white and maroon with black trim to bring it been in the family ever since. In the late 1980's, the 170A up to its present state. Bob says it is nice to still own the same was upgraded with a new T. W. Smith chromed Continental airplane you learned to fly in over thirty years ago!

Dave Cheek's Cessna 140 Pictured in the early morning sun is a 1947 Cessna 140, N2581N, SIN 12841, that is the pride and joy of David L. Cheek (EAA 343691, A/C 14351) of Smith­ field, VA. Dave and his wife, Dianne, have owned the 140 for over four years and have obviously done a fine job of upgrading the bird. The Continental C-85-12 engine has 150 hours since major and runs clean as a whistle. Dave installed an EI Reno Spin-On oil filter which really does a fine job of keeping the oil c1ean­ and off the belly. Almost every weekend is spent fly­ ing the neat two-placer to every fly-in within range ac­ cording to Dave - and that's about as good as it gets!

Jim Innes and his Aeronca Champ

From Quebec, Canada, we have received these two photos of an Aeronca Champion on wheels and skis registered CF­ JKW, in Canada, and the proud possession of Jim Innes (EAA 611087) of Sherbrooke, Quebec, Canada. Jim reports he first saw the Champ being restored in a garage in 1986. In 1988, he was offered a chance to buy the restored Champ from the man who built it up, Richard Turcotte, a mechanic with Air Canada. With only 160 hours in nosewheel aircraft, he located a friend named Elmer Andrews, who checked him out in the Champ in 4.5 hours of dual. Jim has since flown the pretty little two-placer over 300 (enjoyable) hours on skis and wheels and says it is a dandy flying airplane. Note the lead­ ing edge landing light, navigation lights and a radio antenna, which leads us to suspect an electrical system in the Champ.

Working on a project ofyour own? Send your photos along with a short story about your airplane to: H.G. Frautschy EAA, P.O. Box 3086, Oshkosh, WI 4903-3086

VINTAGE AIRPLANE 23 PASSdh BUCK

by E.E. "Buck" Hilbert EAA#21 A/C#5 P.O. Box 424, Union, IL 60180

Hats Off To The Type Clubs at people. I had already briefed them, the manageable level. I'm keeping my fin­ Oshkosh! FAA, on some of the problems facing the gers crossed, hoping this guy will be ap­ I had the opportunity to escort the Antiques and Classics in getting paper­ pointed permanently after the elections. FAA's Assistant Administrator, Barry work through the "system," and when And now the "Rest of the Story." I Valentine, the Deputy Associate Admin­ they asked several of the Type Club gu­ was also given the opportunity to squire istrator, Peggy Gilligan, and Assistant rus about their problem areas, they got Donald Spruston around our area. He's Adminstrator Brad Mims, along with the an education! the Director General of Canadian Civil FAA Public Regulations people, through Our next stop was the flight line. The Aviation. You may have read in Tom the Antique/Classic Area. We spent con­ past Champions and the line up of beau­ Poberezny's Sport Aviation column last siderable time at the Type Club tent. tifully restored airplanes in the show month what great things this man is doing Barry and his associates were as­ plane camping area certainly impressed for Canadian airplane people. Donald tounded! The Type Club people were them. was also very impressed with the Type hospitable, informative, courteous, and As usual, schedule priorities short­ Club Tent and the people, and the line up made a great impression on the FAA ened the visit and we were somewhat of great looking airplanes. I found this rushed before they man a real breath of fresh air. I've had to could talk to every­ re-examine my list of prejudices about one, but guess what? Canadians after meeting this guy. I hope Barry took it upon he gets through to our FAA with his ac­ himself to come back tions on behalf of recreational type fly­ after his " commit­ ing. ments" and nose All in all, our Twenty-fifth year was a around on his own, great one. I can't begin to express my ap­ talk to people a nd preciation and thank all of those mem­ just e njoy our area. bers who have made the Antique/Classic Here is a man, (an Division what it is today. Not without EAA member, by the getting a ll choked up and emotional way) who is in a posi­ about it so I'll close with an " Over to tion to get the ball You" - all of you, the current, past and ro ll ing and maybe with great hopes for the future! sli m down the admin­ Over to You, t( ~t(ck. ~ istrative process to a

(Above) The FAA's Barry Valentine (center), visited the Antique/Classic area, and was escorted around the Type Club Tent during EAA OSHKOSH '96 by Buck Hilbert. In the antique area, standing next to Jack Hill's Waco UEC, Mr. Valentine, Brad Mims (left) and Peggy Gilligan, both of them also from FAA HQ in Washington, admire the many An­ tiques on display. Earlier, they had been speaking with various members of the Type Clubs, hearing of the problems and concerns we all have regarding the ongoing maintenance of our older aircraft. (Right) Here, Buzz Wagner of the In­ ternational Aeronca Association fills them in on some of the challenges presented to his organization. 24 SEPTEMBER 1996 AeroMail ence being a distributor which replaces They learned from the old heads. They one of the mags. There are other differ­ built and flew airplanes until they be­ Continued from page 3 ences as well.) Some Seabees have been came old heads. They passed on some converted to the Lycoming GO-4S0 of their knowledge and love of airplanes Ale TIDBITS RED FLAG group of engines ranging in horsepower to the rest of us. If we build and fly air­ Dear Mr. Frautschy, from 270 to 350. There are two multiple planes and pass on our knowledge and With all of these great "A/C Tid­ STC's, the most popular is by Simuflight love of airplanes to others, then Bill and bits" from Brad Hindall, there are two of Seattle, W A. The Lycoming mod has John will live as long as wire braced that raise a red flag. Both are near the higher hp, slower prop RPM (larger prop, wings and deep voiced engines rumble bottom of page 25 of the April VIN­ more thrust, less noise) but there are through the skies. TAGE AIRPLANE. CG. considerations, the engine can't be There will be epitaphs, eulogies and First is the "bad boy" that states " ... started in reverse (constant speed prop, plaques hung in buildings. These things to drill a clock spring . . . and melt the oil pressure) and high cost of the conver­ are right and fitting and I applaud them. hole through with head and friction." sion. Plus, parts are now becoming diffi­ But the true monument to Bill and John In some very limited area this might be cult to find (but not as hard as the will be complete when the sky over a usable concept. If it involves anything Franklin!). Some of the most difficult Bartlesville is dark with antique air­ remotely connected to the structure, the parts for the Franklin are the cylinder planes and every inch of Frank Phillips user had better be prepared for a metal sleeves which are no longer available. Field is covered with cloth wings and oil failure, as the area abuse this way has This leads me to my quest. It is rumored dripping from the hot radials. been annealed. As the metal flexes, it that someone may be working on match­ Enough writing. I'm going to the air­ will crack through this hole. If anyone ing Lycoming cylinders to the Franklin port to work on my project. Call me if has already used this approach, then engine case. This is believed to be hap­ you need help with yours. have it heat treated back up to spec. pening in Canada near Edmonton. Sincerely, The other one concerns drilling stain­ I find this match most interesting and John McMurray less steel. The coolant method is OK, have thought about the e ngineering Burkburnett, TX but fails to mention that the residue Ep­ possibility from time to time. I don't som salts must be completely flushed off know if this is workable, but I would ... AND A BIT MORE or the salt will attack the metal, and ac­ like to know if anyone is indeed work­ William F. "Bill" Watson celerated corrosion will follow. ing to that end. Could any of our fellow Yes, I knew Bill, and yes, his passing Without going into a lengthy expla­ EAA members shed some light on this? is a tragedy beyond description to me nation, small plane designers and me­ I'm trying to build up a spare engine personally and the aviation community chanics usually only have to concern for my Seabee and I do have many extra as a whole, but please allow me to take themselves with 300 and 400 series stain­ Franklin engine parts, but no cylinder a positive look at this. less. 300 is non-magnetic, and pretty sleeves. Is there anyone out there who Here was a man who was highly re­ difficult to work with. 400 is magnetic will help me build up a nice, tight spare spected in every phase of aviation. and is only slightly more difficult to Franklin engine for my Seabee? Any From flying antiques to executive jets or work than mild steel. The toughness of help will be very much appreciated. If rebuilding aircraft and engines, he was stainless is derived from the content of need be, I'll make up sleeves using FAR tops and all who knew him admired and nickel and chromium, plus other trace 21.303. How can I find Certification in­ respected his work. metals/compounds. If a cutting tool is formation data on Franklin engines? His prime example of his varied abili­ allowed to "idle" the metal will "work K.C Ostronik ties was his Kreider-Reisner 31. He had harden" into a real mess. P.O. Box 996473 studied and knew the OX-5 engine until So have good properly sharpened Miami, FL 33299 he had a very dependable engine. In tools, preferably with a constant feed fact, he was probably as knowledgeable device driving the cutter (not "Arm­ We hadn't heard ofthe Lycoming cylin­ an expert on the OX-5 as there is today strong"). der/Franklin case hybrid work, but that in the United States. In 300 series Stainless, it is recom­ doesn't mean some enterprisingfellow up He was always available to help when­ mended to use cobalt or Carbide cutters north ofthe border isn't hard at work with ever needed and freely gave of his time, (prefer the latter) and always keep the such a project. We 'd love to hear about it. skills and experience. This then leads us chip formation constant. A good flow As far as the blueprints for the Franklin are to think how many pilots are enjoying of coolant will reduce the metal temper­ concerned, since the company was exported flight, how many engines are faithfully ature at the point of cutting and is al­ to Poland, it's doubtful that the information running, and how many aircraft are flying ways preferable. is still here in the States, but perhaps one of because of Bill. With a legacy such as Take care of yourself, and regards to our Franklin aficionados can help in this this he will truly never leave us. all of the editorial staff. Congrats on area. Your can drop K.C a note at the above Should we not then realize this man's the content of "Vintage." address, and send us a copy as well. - HGF life touched of greatness and what an ex­ Cordially, ample he has set for all of us to follow . Ted Businger HALTERMAN AND WATSON In celebration of his life let us rededi­ Horseshoe Bend, AR DearH.G., cate ourselves to promoting safety and Aviation lost a pair of giants this pure enjoyment of flight. By so doing SEABEE ENGINE HElP weekend at Bartlesville when Bill Wat­ those of us lucky enough to have known DearH.G., son and John Halterman died in a him and received his instruction and First of all, thank you for taking the midair collision. I knew Bill by reputa­ help can in a small way keep his name time to speak with me on the phone the tion and a few seminars I attended; I and his dreams alive. other day. I enjoyed our conversation. knew John from one phone conversa­ There is a vast loneliness in the sky. As you know, I have a 1946 RC-3 Re­ tion and a chat with him at Bartlesville. Let's fill it with care and dedication in public Seabee. It is powered by an old Little time to know someone, yet I know his name. Franklin 6AS-215-BSF engine. Some the following to be absolute fact: M. C "Kelly" Viets. later model Sea bees are powered by the When Bill and John began in avia­ Lyndon, Kansas 6AS-215-B9F engine. (The major differ­ tion , they knew nothing of airplanes.

VINTAGE AIRPLANE 25 Several ofthe J-1 's were converted to a five place version for the joyriders -four in front and pilot in back. The plane pictured may be a much improved Lincoln Standard Air Coach engineered in 1924 by Swen Swanson. Charles Day later designed the beauti­ ful 5-place New Standard (J-5 powered) which resembled the Brunner-Winkle Bird series. Best Regards, Charley Hayes EAA 5171, AIC 6289

While we can't definitively pronounce by H.G. Frautschy VINTAGE AIRPLANE, June 1996 is basi­the that this particular Standard was cally the Charles Day designed J-1 Stan­modified by so-and-so, Charley's answer September brings us thoughts of dard of WW I primary trainer and barn­is certainly right on the mark. Have fun the coming fall season, and this month's storming fame. with this month's mystery! ... Mystery Plane, a shot from the EAA's Boeing Aeronautical Library Collec­ tion, shows us another biplane, this time a little number with a four cylinder Modified Standard J-l inline engine. I can't make out the logo on the tail, but perhaps it will jog some­ one's memory. I can tell you that we don't have a positive Identification on this one, so it truly is a Mystery Plane to us as well. See what you can come up with in your archives! The June Mystery Plane stumped more than a couple of you - only Charley Hayes, of New Lenox, IL wrote a reply. Charley is one of our most con­ sistent enthusiasts of the Mystery Plane, and we can always count on him to send in a note. Here's what he found:

Dear H.G., The aeroplane at the top ofpage 27 of

26 SEPTEMBER 1996 SEPT. 28-29 - ZANESVILLE, OH - John's Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio, Hog roast on the 28th, breakfast both days. Antique, classic, homebuilts, warbirds welcome. For more info call Virginia at 614/453-6889. SEPT. 28-29 - LEXINGTON, TN - Tennessee Tai/draggers 12th Annual Fly-In. 901/968-2864 or 901/968-4022 for info. OCTOBER 4-6 - REDDING, CA - Benton Field. EAA Chaper 157 Oktoberfest. Contacts: Bruce Taylor, 916/275-6456 or Armal Owens, 916/243-4382. OCTOBER 4-6 - DARLINGTON, SC - Darlington County Airport. EAA NC Chapter 3 Fall Fly-In. Ifo: Ray Bottom, Jr. 804/722-5056, FAX 804/873­ 3059. rJ'MNEWMA~ OCTOBER 9 - 13 - - SAN DIEGO, CA - Silver Wings ~ Fraternity National Convention for those who soloed over 25 years ago. Open house and Fly-In, San Diego Aerospace Museum Annex, Gillespie Fly-In Calendar Field. Pickup at Montgomery Field and Hanalei Hotel. For info call Marian Banks Prophett 619/272-7914 or 800/554-1437. OCTOBER 13 - TOWANDA, PA - Towanda airport The fol/owing list of coming events is furnished to our readers as a matter of (N27) Fly-In Breakfast - all you can eat. Eggs, sausage, pancakes, 100% pure maple syrup. 7 information only and does not constitute approval, sponsorship, involvement, control a.m. - I p.m. or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the OCT. 13 - ZANESVILL E, OH - Riverside Airport. EAA information to fAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information Chapter 425 and the ARTHRITIS FOUNDA TlON should be received four months prior to the event date. Hog Roast. 8 a.m. - 5 p.m. Contact Don Wahl at 614/454-0003. SEPT. 20·21 • BARTLESVILLE, IL - Frank Phillips Field. Temple or Peter Edmunds, Brooklands Museum OCTOBER 13 - WEYBRIDGE, SURRY, ENGLAND - 39th Annual Tulsa Regional Fly-In sponsored by EAA Trust, 01932857381 or FAX 01932855465. Brooklands Museum Fly-In. Contact: Julian C. NC Chapter 10, AAA Chapter 2, EAA Chapter 10, SEPT. 22 - AURORA, IL - Fox Valley EAA Chapter 579 Temple or Peter Edmunds, Brooklands Museum EAA lAC Chapter 10 and the Green Country annual Fly-In and Open House. EAA ' s B-17 Trust, 01932857381 or FAX 01932 855465.

Ultralight Flyers. Call Charlie Harris for info: H Aluminum Overcast" and Ford Trimotor are sched­ OCT. 18-20 - KERRVILLE, TX - Southwest Regional 918/622-8400. uled to appear, plus other antique, classic warbird Fly-In . For info call 800/221-7958. Vendors SEPT. 21·22 - ROCK FALLS, IL - Whiteside County and homebuilt aircraft. Pancake breakfast 7-noon, should call 210/914-3746. Airport. (SQI). North Central EAA "Old Fashioned" lunch from noon 'til 3 p.m. Pilots flying in with a full OCT. 18-20 - GURDON, AR - Forest Festival Air Fly-In. Fly market, camping and food on field. Call airplane receive free breakfast, and pilots participat­ Expo. Call Mary Burns at 501/353-2514 or FAX Gregg Erikson, 708/513-0641 or Dave Christianson ing in the flight demos receive a fuel discount. For 353-4348 for info. at 815/625-6556. Pancake breakfast Sept. 22 - 0700 info call Alan Shackleton, 708/466-4579. JANUARY 1, 1997 - NAPPANEE, IN - EAA Chapter - 1100. SEPT. 27-28 - SANTA YNEZ, CA - 8th Annual Western 938 5th annual New Years Day Hangar Over SEPT. 22 - WEYBRIDGE, SURRY, ENGLAND - Waco Assoc. Reunion. Call Jon Aldrich, 209/962­ Party/Fly-In. 11 :00 a.m. - 2 p.m.. For info call Brooklands Museum Fly-In. Contact: Julian C. 6121 or Barry Branin, 714/545-1476 for info. "Fast Eddie" Mil/eman, 219/546-4997. New Members

Antonio A. Acosta ...... Old Tappan, NJ Orville D. Gaither ...... Houston, TX Richard Ogg ...... 5an Lorenzo, CA Jim Block ...... Evansville, IN Henry E. Goodearle ...... Appleton, WI Paul H. Peterson ...... White Bear Lake, MN Frank E. Bregger ...... Manchaca, TX William R. Grant...... York, SC Robert W. Proulx ...... Fort Collins, CO Norman E. Brown ...... Grass Lake, MI Tamara G. Grobaski ...... Cheboygan, MI War Reese ...... Lebanon, TN Noel C. Christensen Matraville, New South Wales, Kerry Grunewald ...... Menomonee Falls, WI George H. Ri chmond, Jr...... Omaha, NE Australia Kurt E. Gustafson ...... Janesville, WI Kevin M. Rock ...... Bettendorf, IA David Clark ...... Yelm, WA Jess G. Hami lton ...... Patchogue, NY Dave Rosenb lum ...... 5uffern, NY Wade J. Cline ...... Reno, NV Mark E. Harvey ...... Kamuela, HI John L. Ro y ...... Redmond, WA Dan Cordes ...... Boulder, CO Charl es H. Heide ...... Racine, WI John E. Salisbury ...... Gurnee, IL Kenneth E. Cu ll er ...... Henderson, NV Martin A. Irvine ...... Kingston, Ontario, Canada John R. Saxton ...... Arlington, WA Frank R. Davis ...... 5alt Lake City, UT Joseph L. Jacob i ...... Mexico, MO Paul W. Schattauer ...... Dunwoody, GA Dave Dawley ...... Jack son, MI James C. Jago ...... Caro lina, PR Timothy G. Shaw...... lndianapo lis, IN John A. Dean ...... San Manuel, AZ Nathalie Johnson ...... Albany, CA Mike Shores ...... Leucadia, CA Steve Denault ...... Normal, IL Cynthia Kahn ...... Granite Springs, NY Ron Simmons ...... Bountiful, UT Robert Duffy...... 5cranton, PA Michael Lacree ...... Hammerton, NJ Richard L. Snaer ...... La Conner, WA Michael Eggert ...... New Haven, MO Linda L. Langenfeld Sollars ...... Waynesboro, VA William Stackhouse ...... Arcadia, CA James J. Eldredge ...... McCall, ID D. A. Loesing ...... Ca rm el, CA Bret J. Sutton ...... Seattle, WA Richard G. Evelyn ...... Marietta, GA Ronald C. Maggio ...... Buriingame, CA Dave A. Tarp ley ...... 5avannah, GA James E. Fackler ...... Duarte, CA Landon E. Mays ...... Reidsville, NC Dennis L. Taylor ...... Harwinton, CT William J. Felten ...... 5agle, ID Wayne D. McLell an ...... Naples, FL William Terkeurst, Jr...... Hazel Green, AL Douglas M. Fey ...... Oxford, OH Michael McRie ...... Hamonton, NJ Ben Torres ...... Caguas, PR James L. Fisher...... Copley, OH Thomas A. Mill er ...... Vine Grove, KY Dennis L. Vander Kuur ...... Northbrook, IL Richard Francis ...... N. Royalton, OH Thomas G. Minder ...... Burnsville, MN Hobert C. Welch, Jr...... Cordova, TN Harold L. Frank...... Rockton, IL Patrick B. Mitchell ...West Lorne, Ontario, Canada John W. Wiliiams...... Arl ington, WA Roger W. Gaebel ...... Louisville, NE Don Nelson ...... Blaine, WA ...

VINTAGE AIRPLANE 27 The Board ofDirectors of Ocean Reef Club Key Largo, Florida cordially invites you to attend ThE 3RD ANNuAL VINTAGE WEEKEND

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EAA Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annually. All major credit cards accepted for membership. Something to buy, sell or trade? An inexpensive ad in the Vintage Trader ANTIQUE/CLASSIC may be just the answer to obtaining that elusive part. .40¢ per word, $6.00 minimum charge. Send your ad and payment to: Vintage Trader, fAA Current EAA members may join the Antique/ Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad Classic Division and receive VINTAGE AIR­ PLANE magazine for an additional $27 per year. and your credit card number to 414/426-4828. Ads must be received by EAA Membership, VINTAGE AIRPLANE mag­ the 20th of the month for insertion in the issue the second month following azine and one year membership in the EAA (e.g., October 20th for the December issue.) Antique/Classic Division is available for $37 per year (SPORT AVIATION magazine not included).

lAC Freshly Minted Aeronca hubcaps and metal Current EAA members may join the Intemational AIRCRAFT placards/label plates. SASE for information: Aerobatic Club, Inc. Division and receive SPORT 7 AC Specialties, 835 New london Turnpike, AEROBATICS magazine for an additional $35 1950 CaliAir A.2, Rare, one of 36. STOl 150 Stonington, CT 06378. (1004) per year. lycoming, 620 SCMOH. 100 hrs. since com­ EAA Membership, SPORT AEROBATICS maga­ pleteAF rebuild. 315/677-9900. (1101) ATTENTION AVIATION ART COLLECTORS! zine and one year membership in the lAC Add style, class and prestige to your collec­ tion by adding a selection from: Ferris, Division is available for $45 per year (SPORT Kodera, Galloway (& many more). Acquiring AVIATION magazine not included). MISCELLANEOUS prints and originals from the masters is easy and affordable through American Aviation WARBIRDS SUPER CUB PA-18 FUSELAGES - New Art. Call now, 1/900/950-2233 and order your manufacture, STC-PMA-d, 4130 chromoly tub­ 3.5" PC diskette screensaver/catalog for Current EAA members may join the EAA ing throughout, also complete fuselage repair. $7.95, receive valuable discounts, visit us Warbirds of America Division and receive WAR­ ROCKY MOUNTAIN AIRFRAME INC. (J. www.amavart.com (0991) BIRDS magazine for an additional $30 per year. Soares, Pres.), 7093 Dry Creek Road, Belgrade, EAA Membership, WARBIRDS magazine and Montana 59714, 406/388-6069, FAX 406/388­ FOR SALE: Unused Graham lee Nieuport one year membership in the Warbirds Division is 0170. Repair station No. QK5R148N. (0387) 11/17 Plans. $125. 315/866-8629 evenings. available for $40 per year (SPORT AVIA TION magazine not included). FREE CATALOG - Aviation books and videos. How to, building and restoration tips, historic, EAA EXPERIMENTER flying and entertainment titles. Call for a free catalog. EAA,1-800-843-3612. Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 Ragwing Replicas - Ultralight legal per year. Aircamper, Heath, Pitts, Duster, Triplane. Plans EAA Membership and EAA EXPERIMENTER $52. Brochure $3. P. O. Box 39, Townville, SC magazine is available for $28 per year (SPORT 29689. (0400) AVIATION magazine not included). Original Brass Tip Spark Plugs C-26 Champion, new $19.00; military reconditioned FOREIGN $7 .50 to $12.00. Tom, 770/478-2310. (0359) MEMBERSHIPS The Luscombe Foundation supports AVEMCO and NATIONAL Please submit your remittance with a check or luscombes with full service factory data. "WIN draft drawn on a United States bank payable in ME" restored Luscombe tickets $40 each or United States dollars. Add $13 postage for 3/$100. Most parts and factory support ser­ have the Best "A+" Superior rating. SPORT AVIATION magazine and/or $6 postage vices available. Will meet or beat all legitimate for any of the other magazines. commercial sources in price, selection and How does your aircraft insurance quality. All proceeds preserve the Luscombe EAA AVIATlON CENTER heritage through development of a museum & company stack up? P.O. box 3086 archives. 602/917-0969, P. O. Box 63581 , Phoenix, AZ. 85082. (0657) I ~ Oshkosh, WI 54903-3086 US and Canada call I" WEB SITE http://www.eaa.org V-8 350 CHEVROLET CONVERSION WITH E-MAIL Vintage @ eaa.org GEAR REDUCTION DRIVE. REPLACES ANY 800-276-5207 I ~ PHONE (414) 426-4800 CURTISS V-8, OX-5. IDEAL PACKAGE FOR Notavailable in Quebec EXPERMENTAl OR REPLICA AIRCRAFT. FAX (414) 426-4873 VIDEO INFO PACK $20.00 REFUNDABLE WITH OFFICE HOURS: ANY UNIT PURCHASE. BUD ROGERS ea 8:15-5:00 mon.-fri. 407/324-9433. (0740) 1-800-843-3612 CAtiiMCO' Babbit Bearing Service - Camshaft regrinding, INSURANCE COMPANY cam followers reground, piston rings, piston tlf"&NATIONAL MEMBERSHIP DUES TO EAA AND pins, valves. For shipping instructions, call ~ AVIATION UNDERWRfTERSsu ITS DIVISIONS ARE NOT TAX 1/800/233-6934. Jack H. Bunton, Machinist, A division ofAVEMCO InSUf3nc8 Company DEDUCTIBLE AS CHARITABLE Vintage Engine Machine Works, N. 604 Freya, A.M. Best rates an insurer on relative financial strength and CONTRIBUTIONS. Spokane, WA 99202. (11/96) ability to meet its obligations to policyholders. CN36C

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VINTAGE AIRPLANE 31 Gr

Richard Spiege'

Began flying December 1946 (15 years old) in a Luscombe 8A at Douglas Field (O'Hare)

Flew to Cuba before Castro 's rule in a rented Tri-Pacer

Purchased 10 planes over the last 25 years

Chicago Police Officer, 34 years, retired

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