EDITORIAL STAFF Publisher Tom Poberezny Vice-President, Marketing and Communications Dick Matt February 1994 Vol. 22, No.2 Editor-in-Chief Jack Cox Editor Henry G. Frautschy CONTENTS Managing Editor Golda Cox 1 Straight & Levell Art Director Espie "Butch" Joyce Mike Drucks Computer Graphic Specialists Sara Hansen 2 AC News/ Olivia L. Phillip Jennifer Larsen Compiled by H.G. Frautschy Advertising Mary Jones 4 Type Club Notes Associate Editor Norm Petersen 6 Vintage Iriterature/ Feature Writers Dennis P-arks George Hardie, Jr. Dennis Parks Staff Photographers 10 What Our Members are Restoring/ Jim Koepnick Mike Steineke Norm Petersen Carl Schuppel Donna Bushman Editorial Assistant 13 Dusty and Randy's Taylorcraft/ Isabelle Wiske H.G. Frautschy EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS 15 Floatplane and Luges · Bonny Flies President Vice·President Them Am/ H.G. Frautschy Espie 'Butch' Joyce Arthur Morgan 604 Highway St. 3744 North 51st Blvd. Modison, NC 27025 Milwaukee, WI 53216 16 Taylorcrafts For Two Cities/ 919/427-0216 414/442-3631 Norm Petersen Secretary Treasurer Steve Nesse E.E. 'Buck' Hilbert 2009 Highland Ave. P.O. Box 424 21 Spark Plugs to TBO/ Albert Lea, MN 56007 Union,IL60180 Bill Claxton 507/373-1674 815/923-4591 22 Mystery Plane/George Hardie DIRECTORS John Berendt Robert C. 'Bob' Brauer 7645 Echo Point Rd. 9345 S. Hoyne 24 Pass it to Buckl Connon Falls, MN 55009 Chicaw, IL 60620 507/263-2414 312/ 79-2105 E.E. "Buck" Hilbert Gene Chase John S. Copeland 2159 Corlton Rd. 28-3 Williannsbur8 Ct. Oshkosh, WI 54904 ShrewsbulY, MA 1545 27 Welcome New Members 414/231-5002 508/842-7867 Phil Coulson George Daubner 28 AlC Calendar 28415 Springbrook Dr. 2448 Lough Lane Lawton, MI 49065 Hartford, WI 53027 Page 24 616/624-6490 414/673-5885 29 Vintage Trader Chartes Harris Sian Gomoll 7215 East 46fh SI. 1042901h Lane, NE Tulsa, OK 74145 Minnea~lis, MN 55434 918/622-8400 61 /784-1172 FRONT COVER . . . Taylorcrafts are some of the most popular lightplanes ever Dale A. Gustafson Jeannie HIli produced. Don Claude's BC- 12D Taylorcraft looks as pretty as the Wisconsin 7724 Shady Hill Dr. P.O. Box 328 countryside its flying over in this EAA photo by Carl Schuppel. This good Indianapclis, IN 46278 Harvard, IL 60033 looking restoration has won the Classic d ivision - Custom Class A award at 317/293-4430 815/943-7205 the EAA Convention the past four years in a row! Shot with a Canon EOS- 1 Robert Uckteig Robert D. 'Bob' Lumley equipped w ith an 8O-200mm lens. 1/ 500 sec. at f5.6 on Kodak Kodachrome 1708 Boy Oaks r. 1265 South 124fh St. 64. Cessna 210 photo plane piloted by Bruce Moore. Albert Lea, MN 56007 8rookfield, WI 53005 507/373-2922 414/782-2633 BACK COVER . . .Rollin Halfeld has been from coast to coast in his 1938 BC­ Gene Morris George York 65 Taylorcraft, the winner of the Antique Bronze Age Runner Up Trophy at 115C Steve Court, R.R. 2 181 Slobodo Av. Roanoke, TX 76262 Mansfield, OH 44906 EAA OSHKOSH '94. EAA photo by Carl Schuppel. Shot with a Canon EOS- 1 817/491-9110 419/529-4378 equipped with an 8O-200mm lens. 1/250 sec. at f5.6 on Kodak Kodachrome 64. Cessna 210 photo plane piloted by Bruce Moore. S.H. -Wes- Schmid 2359 Lefeber Avenue Copyright © 1994 by the EAA Antique/Classic Division Inc. All rights reserved. Wauwatosa, WI 53213 VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA Antique/Classic Division, Inc, of the Experimental 414/771-1545 Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EAA Antique/Classic DIRECTOR EMERITUS Division,lnc. is $20.00 for current EAA members for 12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE. Membership S.J. Willman is open to all who are interested in aviation. 7200 S.E. 85th Lane POSTMASTER: Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AlND AIPO Ocala, FL 32672 ADDRESSES - Please allow at least \w() months for delivery of VINTAGE AIRPLANE to foreign and AIPO eddresses via surface mail. 904/245-7768 ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We inv~e coostructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. ADVISORS EDITORIAL POLICY: Readers are encouraged to subm~ stories and photographs. Policy opinions expressed in articles are solely those of the Joe Dickey Jimmy Rollison authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. 55 Oakey Av. 640AlomoDr. Lawrenceburg, IN 47025 Vacaville, CA 95688 Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800. 812/537-9354 707/45HJ411 The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL Dean Richardson GeoII Robison CONVENTION , EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered 6701 Colony Dr. 1521 E. MacGregor Dr. trademarks. THE EAA SKY SHOPPE and logos ot the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks Madison, WI 53717 New Haven, IN 46774 of the above associations and their use by any person other than the above association is strictly prohibited. 608/833-1291 219/493-4724 STRAIGHT & LEVEL

of it compares with the hardships you have your aircraft stored in. some of our fellow pilots have had to During the winter, if you suspect endure. The flooding in the Midwest, your hangar roof may not be able to where many pilots lost their aircraft withstand the snow or ice load upon by Espie "Butch" Joyce and hangar, along with its contents, it, add a few support poles. It may is still fresh in our minds. I've not not be convenient, but it may save yet heard of any losses related to air­ your airplane. The attitude that the Weather certainly has been a hot craft in the California earthquake, hangar has been there for 25 years topic during the last few months. but certainly many of our friends and and will hold up for another 50 may Here in North Carolina, the climate pilots suffered losses that will take a not be the case. Better to be safe is usually good enough for weekend lot of work from which to recover. than to face a long and expensive flying during the winter months, but Our sympathy is extended to those rebuild! not this year. It's been cold, rainy who have suffered through this disas­ With the weather, it has been very and wet. On top of that, we've had a ter. quiet as far as aviation activity is great deal of freezing rain and ice All this talk about the weather concerned in our area. If it were not storms. Listening to other folks from reminds me of a point I'd like to for the EAA and AlC Chapter activi­ around the country, I've been hearing make. As you travel about, you see a ty, not much would be happening. similar comments. The sub-zero cold wide variety of hangars and T­ Our local Chapter 8 has been busy has certainly been a burden for those hangars that have been constructed getting ready for the spring and who live further north. The deep cold over the years. Pilots, being a summer flying season, and snap has even begun to affect struc­ resourceful group, have often tried to Antique/Classic Chapter 3 has been tures. I understand that during the make a hangar out of anything they planning their spring fly-in. I sup­ skiplane fly-in at Pioneer Airport last could get their hands on, which has pose it is not to early to start looking month, when they tried to open a led to some interesting construction forward to the EAA Sun 'n Fun Fly­ hangar door, it would barely budge. methods. Wooden structures covered In coming up April 9 through the Apparently, the concrete apron had in metal, pipe structures covered in 16th. This is always a "shot in the heaved up slightly and jammed the tin. You name it, it's probably been arm" for those of us who have had to door. I've also had a similar problem used to build a hangar. In many suffer through the tough winter. I with my hangar here in Shiloh. I cases, these sheds have given air­ always look forward to Sun 'n Fun ­ have not been able to open my door to ports their unique character. seeing all my friends and looking at move my aircraft so I have been Unfortunately, as many of these the newly restored airplanes that inside working on the airplanes. A hangars age, they may not be able to have just been finished during the 250,000 BTU overhead propane safely store your aeronautical pride winter months provides a pleasant heater in my hangar does a very good and joy. break during the early spring. job of keeping it warm and toasty. A gentleman from Texas was Ifyou have not yet had a chance to Even with the heat, I've still had to unfortunate enough to have his attend Sun 'n Fun, you may want to use only the back door of the hangar ­ hangar collapse on his Bonanza dur­ try it this year, or start making plans with the concrete heaved up in front, ing bad weather, one of many occur­ for the future. It's great "spring my large front door simply refuses to rences of this type. Sometimes, the training camp" for EAA OSHKOSH. budge! structure simply is not up to the I plan on being there and hope to see I've been busy working on my 172. weather that has been dropped upon you too. I've put in a complete new set of it. Many of these older hangars have I hope your new year has started glass, a new interior, and stripped deteriorated to the point where they off to be very positive. We look for­ and repainted the other parts of the cannot hold up if a severe situation is ward to this year with a positive atti­ interior. I hope it will look just like encountered, i.e. a heavier than nor­ tude and would like to ask that if you new when I get it finished. After I get mal snowstorm, or heavy ice loads or have a friend who has an interest in all this work done, I'll be able to fly it. winds. A number of airplanes are our type of aircraft, please ask him to Then I'll get started on the exterior, damaged each year by the collapse of join the Division. The more people and I'll also overhaul the engine. the very hangar that is supposed to we have, the better we are. Let's all Perhaps this cold weather keeping me protect them. pull together in the same direction inside has been a mixed blessing! I encourage you to stand back and for the good of aviation. We are bet­ Even with our bad weather, none take a good look at the structure that ter together. Join us and have it ~

VINTAGE AIRPLANE 1 ally contain a change. Changes made on those pages will be highlighted, so that pi­ lots can readily see the new or revised data. If you order a complete manual compiled by H.G. Frautschy subscription, it will be delivered with the change pages applicable to that edition of the AIM enclosed. A two-year subscription to the AIM is available from the U.S. Government YOUR COMMENTS ARE ational pilots who are not interested in Printing Office. The cost is $58.00. NEEDED flying further than 50 miles from their home base, the current requirements ABS AND YOUNG EAGLES As promised in last month's issue, would still apply. here are the particulars regarding EAA's Your positive comments and sugges­ A number of Antique/Classic mem­ proposal for medical self-certification. tions regarding this proposal are needed bers who own Beechcrafts also belong to The FAA has published the petition in if the FAA is to see justification in chang­ The American Bonanza Society, and we the Federal Register, and the deadline ing this FAR. Address your comments, are pleased to announce that the ABS for your comments regarding this pro­ in triplicate, to: has entered into an agreement with the posal must be received by the FAA by Federal Aviation Administration EAA Aviation Foundation to participate March 4, 1994. Office of the Chief Counsel in the Young Eagles Program. The orga­ This past September, the EAA sub­ Attn: Rules Docket #27517 nization, with some 10,000 members, has mitted a proposal that would allow stu­ 800 Independence Av., SW offered its support to help attain the ob­ dent and recreational pilots to certify that Washington, DC 20591 jective of the Young Eagles Program. they have no known medical defects that In a related area, the AOPA has peti­ With the added help of the ABS's efforts, would disqualify them from acting as pi­ tioned the FAA to extend the duration of the EAA Aviation Foundation program lot-in-command of an aircraft. Also, all the third class physical for non-instru­ is given a boost towards its goal of giving certified pilots would be permitted the ment rated private pilots from two to a million young people an airplane ride same option when they limit their flight four years. AOPA has asked for a two by the year 2003, the 100th anniversary of operations to those allowed by the recre­ year trial period, after which the FAA powered flight. Glad to have your help, ational pilot certificate. Flight instructors can make a determination whether the ABS! would also be allowed to self-certify extension should become permanent. themselves, as long as they limit them­ EAA has informed the FAA that it DON'T FORGET, selves to teaching student and recre­ "strongly endorses the A 0 P A proposal" INTERNA TIONAL YOUNG ational pilots. and believes that it will help lessen the EAGLES DAY IS JUNE 11, 1994. By eliminating the burdensome cost of burden placed on those pilots who fly pri­ a medical certificate, EAA believes that marily for fun and recreation. You can CLIFF ROBERTSON WORK the cost of recreational flying will come send your comments to the same address EXPERIENCE down, along with the "hassle factor" of as noted above, Attn: Rules Docket having to find a doctor, set an appoint­ (AGC-204) #27473. For the second year in a row, two ment and then go have the examination. young aviation enthusiasts, 16 or 17 years By helping eliminate this requirement, it JUDGING AT EAA OSHKOSH of age, will join a CFI 25 years of age or is hoped that student starts will also in­ younger as the participants in the Cliff crease, for many of the same reasons. By If you are planning on bringing your Robertson Work Experience Program at lowering the cost of flying, it is hoped restored airplane to EAA OSHKOSH EAA's Pioneer Airport, a part of the that more hours can be flown, and as a '94, please note that the deadline for EAA Air Adventure Museum. The result, pilots will become more proficient. judging has been moved up one day. James Ray Foundation sponsors the pro­ Some comments have been aired that Judging will end at noon on Monday, Au­ gram as a way to allow a couple of young­ by eliminating the third class physical, pi­ gust 1, and the presentation of the awards sters to experience life as "airport kids," lots who are medically unfit to fly would will take place during the evening pro­ before the days of fenced in airports. be encouraged or allowed to fly. In fact, gram the following night, Tuesday, Au­ Application materials are available within the rules established in the present gust 2,1994. On the final day of the Con­ from the Education Office, EAA Avia­ regulations, pilots "self-certify" that they vention, the Grand Champions and other tion Foundation, P.O. Box 3065, are medically fit to fly before each and major award winners will be available for Oshkosh, WI 54903-3065 or by calling every flight they make. EAA in no way photography and additional recognition. 414/426-4888. Applications must be re­ encourages any pilot to fly whose health Remember, if you wish to have your turned no later than May 1, 1994. may be in question. Those men and airplane judged, you should have your women who have invested a substantial airplane registered and on display at EAA AIR ACADEMY '94 amount of time and money in acquiring EAA OSHKOSH '94, in the appropriate the skills necessary for piloting an aircraft showplane parking area, between Thurs­ The eleventh annual EAA Air Acad­ have displayed the responsibility needed day, July 28, and noon on Monday, Au­ emy for youth ages 15-17 will be pre­ to avoid flight at times when compro­ gust 1. sented from July 16 through the 31st, mised operations could lead to discipli­ 1994. This year, an increased number of nary action by the FAA, not to mention FAA AIM CHANGE participants will be added to the pro­ loss of life or damage to property. gram. Applications will be considered in Also, within this proposal, EAA asks The FAA has implemented a change the order received. Interested youth, that the 50 nautical mile limit provision in how the Airman's Information Manual parents, members and Chapters can ob­ within the recreational pilot certificate be will be issued. In an effort to reduce the tain more information by contacting the altered. After successfully completing cost of publishing the AIM, the FAA will EAA Aviation Office, P.O. Box 3065, training on navigation, the 50 NM limita­ follow the lead of military technical man­ Oshkosh, WI 54903-3065 or by calling tion would be removed. For those recre­ uals by issuing only those pages that actu­ 414/426-4888.

2 FEBRUARY 1994 EAA PERIODICAL INDEX pages of VINTAGE AIRPLANE. Most Glider. He has a set of plans as published photos shot by our photo staff are avail­ in "Modern Mechanics" magazine, but It's ready for shipment again - John able, and to further aid those of you who gives only limited information. In partic­ Bergeson's handy EAA Reference Guide might be interested in obtaining a photo ular, the details regarding the horizontal is now available. The basic volume cov­ print of one of the shots used here in the and vertical stabili zer are a bit vague in ers 1953 - 1989, and costs $18.00. magazine, we will, starting with next the information they have, and they'd like Supplements are available for each of month's issue, put a small airplane symbol to get more complete information on the the subsequent years. Each years supple­ next to the photo credit to alert you that glider. If you can help, write to Bob at ment costs $3.00, or $30.00 for the com­ the photo is available through the EAA the address listed above, or give him a call plete set. Photo department. For information on at 603/926-8039. Payment is to be made in U.S. funds sizes and prices, you can call them at only, Visa and MasterCard accepted. Or­ 414/426-4863. FLABOB AIRPORT OPEN ders are postpaid (book rate) to U.S. and HOUSE Canada. In other countries, add $2.00 per STAGGERWING COMMEMORA­ item above. Copies of any article from TIVE TOUR, 1936-1996 If you're in the Los Angeles area the any issue are available for 35 cents per last weekend in February, you'll certainly page ($5.00 minimum order). Address all In 1996, the 60th anniversary of a note­ not want to miss the open house at Flabob orders to: worthy event in Beechcraft history will be Airport. Billed as "A tribute to the John Bergeson celebrated - the winning of the Bendix Golden Age of Air Racing," this will be 6438 W. Millbrook Trophy in 1936 by Louise Thaden and an unprecedented opportunity to view Remus, MI 49340-9625 Blanche Noyes in a Wright R975 powered some of the spectacular reproductions Phone: 517/561-2393 Beech C17R Staggerwing. An added constructed by Bill Turner and his crew at bonus was the fact that the race had been Repeat Aviation. The centerpiece of this CUB CLUB PHONE NUMBER won in a stock lightplane, one that you display will be the recently completed de­ could order from the factory. Blanche Havilland D.H. 88 Comet racer, If you 've tried to call John Bergeson and Louise became the first women pilots "Grosvenor House." Other exhibits will using the phone number on the Cub Club to win the premier cross country race of include antique, experimental and classic listing in the November issue of VIN­ its day. They covered the route from Los aircraft, as well as the many projects that TAGE AIRPLANE, you've probably Angeles to New York in 14 hours and 55 always seem to be ongoing at this mecca heard the recording telling you "that minutes. for sport aviation in the L.A. region. Re­ number is no longer in service. " Well, To commemorate that win , over the freshments will be available, and don't John has not moved, we just had an incor­ Labor Day weekend in 1996, a commem­ forget the Annual Fund Raiser Dinner, rect phone number listed for him. The orative tour will be flown with as many as held at the EAA Club House on Satur­ correct number is 517/561-2393. 100 Beechcraft Staggerwings, from Cleve­ day, February 26, at 6 p.m .. land, Ohio to San Diego, CA. Certain For more information, call 909/686­ other Beechcraft airplanes will also be in­ 1318. 1994 SPORT AVIATION ART cluded on the tour. The route will begin COMPETITION OPEN at Mike Stanko Elser Metro Airport near ANTIQUE/CLASSIC TRAM INFO Cleveland, with the first overnight stop at The 1994 edition of the Sport Aviation EI Paso, TX. The next day, the tour will If you are at EAA OSHKOSH '94, Art Competition, sponsored by the EAA head off to Gillespie Field in San Diego. and you decide it would be nice to take a Aviation Foundation, is well on its way to For additional information and an itiner­ guided tour of the Antique/Classic Show­ becoming a reality. Applications are now ary, please contact: plane parking area, feel free to hop on the being accepted for the 18th annual con­ William Thaden Antique/Classic Tram in front of the AlC test, the longest running aviation art com­ 34 Goose Point Drive Headquarters ("The Red Barn"). Ignore petition in the world. Kittery Point, ME 03905 what I wrote last month regarding a small This year's special theme will be ama­ 207/439-1161 donation - the ride on the Tram is FREE, teur-built aircraft - a special "Par Excel­ and does not cost you one penny. This lence" award will be bestowed upon the TAYLORCRAFTFORSALE service has been offered by the Division work which, in the opinion of the judges, for the past 8 years, and has grown to be a best exemplifies the joy and fun of build­ According to a press release dated De­ much appreciated part of the Antique/ ing your own aircraft. Other recognition cember 14, 1993, the Taylorcraft Aircraft Classic Division's services to the public awards include "Par Excellence," "Excel­ company is up for sale. by the current and its members during the Convention. lence" and "Merit" awards. owner for personal reasons. Included in This year's contest will again feature a the package to be sold is the current in­ TYPE CLUB LISTING special division for young people under ventory of parts and equipment needed to the age of 16, with awards similar to those produce the four currently type certifi­ Larry D'Attilio wrote to update the in the adult section. cated models of the T-Craft now being listing for the Bellanca/Champion Club. The deadline for all divisions is April made. Also included are the type certifi­ Here's their new listing: 29,1994. Artist should contact EAA for cates for the aircraft. The company, now Bellanca/Champion Club a complete set of guidelines. Write to based in Lock Haven, PAis to be sold as Larry D'Attilio - President Joan Mueller, EAA Sport Aviation Com­ a complete package. Interested parties Capital Airport 02C petition, P.O. Box 3065, Oshkosh, WI can contact Taylorcraft at 910/725-2425. P.O. Box 708 54903-3065, or call 414/426-4877. Brookfield, WI 53008-0708 NORTHROP GLIDER PLANS 414ns3-6559 (Tel) VINTAGE PHOTOS -6558 (Fax) Bob Mitchell, 1515 Ocean Blvd., Rye -7234 (Ans. Machine) Almost every month we receive a re­ NH 03870 needs a bit of help. He and his Newsletter: B-C Contact quest from a member who wishes to buy a friends in EAA Antique/Classic Chapter Dues: $32 per year (2 yrs./$56), copy of a photo we've run here in the 15 would like to build a Northrop Primary Foreign: $37 (2 yrs./$67 U.S. Funds) ...

VINTAGE AIRPLANE 3 E CLIJB Notes

by Norm Petersen From the Monocoupe Flyer· Bob Cool· you have a similar spot in your plane baugh, Editor (703-590-2375) where water can collect, install a drain at Don Cox sends this information the lowest point. This is especially impor­ from Brimm and Bogess about wire Speaking of Props: When installing tant if your plane, like the Champ, is tied gauges. The chart lists four different wooden propellers with a torque wrench, outside for long periods of time. measurements for converting gauge to the following in.-lb. values would apply: r have been told this is a real problem inches, but we will only list the Birm­ AN6 - 3/8 in. diameter prop bolts ­ for all fabric covered "V" shaped legs. ingham Wire Gauge (B.W.G .) as it is 200 +/- 25 Some owners use a metal cover, as it isn't the one used for steel tubing and sheet AN7 - 7/16 in . diameter prop bolts­ sealed and will drain. Not covering to the and that is what we see most often on 250 +/- 25 bottom of the "V" on the bottom side is the Monocoupe plans. From thickest AN8 - 112 in. diameter prop bolts ­ another good solution. Even a grommet to thinnest: 300 +/- 25 at the bottom will help. Caution: Over tightening propeller at­ I would strongly suggest if your gear Gauge Number / B.W.G. Thickness taching bolts will cause the wood of the legs are fabric covered, that you carefully (in inches) hub to crush, breaking its moisture seal inspect them for corrosion under the fab­ and slightly reducing drive-torque capac­ ric covering. This might mean that you 1 ...... 0.300 ity of the installation. -From Sensenich will have to remove the fabric. Fortu­ Corporation. Refer to FAA AC 43.l3-1a nately, the plane can be flown without the 2 ...... 0.284 for further information. covering on the gear leg. You won't even 3 ...... 0.259 notice if you have only one gear leg cov­ 4 ...... 0.238 From The Bticker Newsletter· Chris Ar· ered. 5 ...... 0.220 vanites, Ed. (815-436-1011) Why this gear leg (at Oshkosh) didn't fold is beyond me. If it had, the resulting 6 ...... 0.203 Sam Burgess just wrote to say that he ground loop might have totaled the plane 7 ...... 0.180 has found something very important and . .. but it would have been on the ground. 8 ...... 0.165 wants to warn those of you who are con­ Control surfaces, on the other hand, get verting your lungmeisters from the Sie­ stressed in the air. Have one of these col­ 9 ...... 0.148 mans radial over to the flat-four Ly­ lapse in the air, and the results could be a 10 ...... 0.134 coming engines. He says that the lot more serious. Since grommets can 11 ...... 0.120 lungmeister has a six-point pick up at the and do get plugged, check to see if the firewall for the engine mount attachment grommets are open and clear in the bot­ 12 ...... 0.109 to distribute the torque and static loads. tom of the flaps, ailerons and elevators. 13 ...... 0.095 This is because the tubing is only .028" Retained moisture in our style of air­ 14 ...... 0.083 wall thickness. Some lungmeisters that planes creates serious corrosion and rot. 15 ...... 0.072 were built after WW II used .035". The It is important to check to see if grom­ lungmann has a four-point pick up for mets are open. These small openings also 16 ...... 0.065 the lighter and lower horsepower engines. ventilate and dry out the interior of your 17 ...... 0.058 wings, flaps, etc. during flight. So go fly­ 18 ...... 0.049 From the B-C Contact! • Larry D'Attilio ing. Tell your spouse that the plane needs • Editor (414-783-6559) airing out. Now that's a real deal. 19 ...... 0.042 Drain Holes - Champ, Early Citabrias, all 20 ...... 0.035 Citabria - Looking At Wings· Larry - by Cy Galley 21 ...... 0.032 D'Attilio with Jim Stark rwear another hat besides writing arti­ 22 ...... 0.028 cles for B-C Contact! I am the Chairman Recently we did a pre-purchase in­ 23 ...... 0.025 for the Emergency Aircraft Repair at the spection on a Citabria with Jim Stark - A 24 ...... 0.022 Oshkosh Convention. & P. This 1973 Citabria had 3300 hrs. and 25 ...... 0.020 One of the problems we had this year 800 hrs. since major. It was equipped was an Aeronca Champ. It could just as with a Val Com and Nazer Loran and re­ 26 ...... 0.018 well have been an early Bellanca Cham­ painted in 1986. 27 ...... 0.016 pion with the oleo landing gear. The gear 1st step - We removed inspection plates 28 ...... 0.014 leg had the drag strut rust apart under the on the wing, then looked for any struc­ fabric covering. Actually, there was so tural problems (with Citabrias). This 29 ...... 0.013 much rust that about an inch and a half of 7ECA had 5 inspection covers at the rear 30 ...... 0.012 the tube was missing at the bottom of the of the front spar, on the bottom of the "V" of the landing gear. wing; 2 more at the rear spar and 2 for Copy the page, laminate it and hang it The fabric covering had funneled wa­ aileron controls. It was also recovered in in your shop. ter to the bottom where it was trapped. If 1986. How thoroughly was the wing

4 JANUARY 1994 looked at before covering? There was in their aircraft. One is a fire extin­ told Swift ground handling improves with surface corrosion on ribs and compression guisher, the others are a small tool kit and proper toe-in. We'll see, my left gear is tubes (made of steel). We looked at the some type of first aid equipment. The off a bunch. Due to the necessity of re-in­ rib nails. Many were re-inserted because other day, while I was strolling down the flating the ELI, I haven't adj usted it yet. they were covered with epoxy glue. The aisles of a local building supply store, I new technique for unribbed nails is to put came across a small first aid pouch. I International Cessna 120/140 Assoc. - Joy epoxy over them. Check the tension on guess what attracted me to it was its com­ Warren, Ed - Sec-Treas: 319-377-3311 the tie rods. We pluck each tie rod includ­ pact size and the nylon zipper case. The ing those that go through the center of the First Aid Pouch made by Eastern Safety High Engine Oil Temperature - Bill fuel tank. It should make a dull low bass Equipment Co., Inc. contains the follow­ Rhoades, Tech Advisor: The Cessna note. Our general observation of the ing: instant ice pack, Tylenol, two 2 X 3 120/140/140A was designed with a pres­ compression fitting outboard was where it pads, two 1 X 3 bandages, ten antiseptic sure type cowling. The air enters through bolts to the front spar - it was not sand­ wipes, two iodine swabs, two sting relief a pair of large openings in front of the blasted or re-chromated at recover time. pads, two ammonia inhalants and lip oint­ cylinders and is trapped in a "box". Air is Epoxy varnish was slopped over the ment burn cream. All of this is packed in only allowed to exit this box through a fittings right over the rust. Typically, the a small red pouch that weighs only a few path created by a set of engine baffles. wood varnish was thinly applied in the ounces. The best part is that the price Cooling efficiency is determined by the 70's. This causes longitudinal drying ranges from $3.99 to $4.95! They are amount of air in the pressure chamber cracks from root to tip, usually found on available at most home building supply that can be directed around the cylinders. the outboard end of wing, midway from dealers, e.g.: Lowes, Builders Square, Bad seals around the top cowl doors, top to bottom of spar. Eventually a small Home Depot and Target. If you can't back bulkhead, or baffles will bleed off crack leads to a large crack. New varnish find one, contact Eastern Safety Equip­ pressure chamber air. Worn baffles will could have been added. Varnish had ment Co., 59-20 56th Ave., Maspeth, NY allow the air to be pulled away from the dripped around the compression stud 11378 or call 718-894-7900 and ask for cylinder and reduce cooling. On some of over old rust. The bottom of the tie rods Ann Beirne. My advice...go out and our aircraft there is a 1" tube (Part Num­ were rusty and condensation on the bot­ pick up one of these before the word gets ber 0450240) on the right side of the rear tom indicates it was not hangared for a out and the price goes up! - Skip- baffle. This directs air from the pressure long time. chamber down on the housing for the oil Spar compression failure problem was From the International Swift Association, temperature bulb. According to Cessna discussed in the newsletter before. Look Inc. - Charlie Nelson - 615-745-9547 this is to reduce the indicated tempera­ at the front spar, outboard of the lift strut ture to match the actual (engineering cali­ attach point. There are 118" thick ply­ Swift Main Gear Toe-In: We have dis­ brated) oil temperature. wood reinforcing plates which end right covered by accident a very simple way to The source of heat in our Continental beyond the next outboard rib. In order to check the toe-in on our Swift. First, we motor is, of course, created during the ig­ inspect for a compression failure you have just received from Dennis Gehring, nition/combustion cycle. This heat drives have to get a light on top of the spar be­ White Bear Lake, MN, a very nice copy the piston down, turning the crankshaft yond the rib. That takes an outboard in­ of his "A" frame shaped towbar built es­ which spins the prop. Problems develop spection hole. The fact that there was no pecially for the Swift. With a golf cart or when that heat is allowed to escape past outboard inspection hole means that this garden tractor, I can now, solo, thanks to the piston rings into the crankcase. First, airplane has not been checked for com­ Dennis, move either the Buckaroo or these combustion gases heat the oil that is pression failures in the spars, in important Swift up and down the ramp into the mu­ on its way back to the sump and second, it places, since it was recovered. Gee whiz! seum hangar. This towbar attaches to the builds up a pressure inside the crankcase. Swift via approximately 12" long, 1-114" According to Continental, the maximum From the Twin Bonanza Association ­ steel tube which has a collar machined to crankcase pressure is .79 inches of water. Richard Ward, Ed. - 616-279-2540 perfectly fit into the axle of the Swift That is the same air pressure it takes to gear. The first attempt to use the towbar indicate 40 mph on the airspeed indicator How would you like to have virtually revealed the attach tube slid perfectly - not much. One of the by-products of every vinyl placard/decal you could ever into the right gear, but would not install over pressurization of the crankcase is imagine, in order to give your old bird a into the left gear. After removing the at­ blow-by. As the air is rushing out the new look? tach tube from the "A" frame, it slipped breather, it is taking some of the oil va­ Mellissa, one of the staff of Moody into the left gear axle. The answer was pors with it. The end result is a lower Graphics, located in Florida, did a then very obvious; with the extension of fuselage that will never corrode. tremendous amount of research so as to the tube, the gear was obviously toe'd-in cover all of the inside and outside plac­ excessively and not aligning with the "A" Helpful Hints: ards which might ever be needed to re­ frame. With a longer tube used especially 1. "Average" oil temperature is lOO°F vamp our various Twin Bonanza models. to check toe-in, very slight amounts of over outside temperature. I just received a complete set of placards toe-in could very easily be determined. 2. Engine problems cause more over­ which consisted of hundreds of high qual­ Adjustment of toe-in on the Swift can heats than worn baffles. ity, colorful, vinyl decals. The cost of the only be accompli shed via installation or 3. A new engine or freshly overhauled complete set is $140. You may order di­ removal of washers at the center torque one will use oil and have a higher oil rectly from "Moody Aero-Graphics", knees. These washers must be over the temperature until the rings seat. 9740 S.E. 58th Ave., P. O. Box 1359, steel sleeve bushings. Here might be a 4. Oil temperature gauges can be Belleview, FL 34421 - 800-245-2462. good use for the AN4-15's we received in checked by placing the probe end in Thanks, Melissa ...you done real good! error. If you use a longer bolt, be sure to water at the boiling point. It should read check for sufficient clearance through the around 212°F. From the Cessna 150-152 Club - Skip main retract link during gear retraction. 5. Install a blast tube if you don't have Carden, Ed. - 919-471-9492 Be cautious when disconnecting the one. torque knees on ELI gear while fully in­ 6. Think of installing an oil filter. It First Aid Pouch: There are several flated - nothing else holds it together. It will add a quart of oil to the system and items that I believe everyone should carry could swarm on you! I've always been reduce the temperature a little. ...

VINTAGE AIRPLANE 5 VI~TAt3~ LIT~VATUV~

by [)enni§ Vdr-k.§~

Libr-dr-y/~r-chive§ [)ir-ectur-

From the Pages ofAero 1910-1912-Part II

Theyear end report published by AERO magazine in 1911 estimated 300 The list is organized by type of supply aircraft had been constructed during Ball Bearings: R.I.V. Co., New York, NY the year. The majority of these were Bamboo: J. Deltour, New York, NY done by amateur builders. The Jan­ Carburetors: A.J Meyers, New York, NY; Marburg Brothers, New York, NY uary 1912 issue of AERONAUTICS Fabric: Goodyear, Akron, OH; Baldwin, New York, NY; C.E. Conover, New York, NY; estimated that of 750 aeroplanes built Pennsylvania Rubber Co., Pittsburg, PA; Wilson and Silsby, Boston, MA during the year, not more than 200 Glue: Ambroid, New York, NY (a name still familiar and available 84 years later!) were constructed by concerns that Importers: J.S. Bretz, New York, NY could be considered as aeroplane man­ Instruction: Chicago Technical College ufacturers. The number of engines sold Instruments: Warner Aero Meter, Beloit, WI totaled 425. This does not included Magnetos: Simms, New York, NY those engines adapted from automobile Patent Attorneys: Chas. E. Brock, New York, NY; Aug. P. Jurgensen, New York, NY; use. E. Ellis Chandlee, Washinton, DC; C.L Parker, Washington, DC Of the aircraft built by recognized Propellers: Harris-Gassner, Philadelphia, PA; P. Brauner, New York, NY; Paragon, manufacturers, 105 were built for ex­ Washington DC; Requa-Gibson, New York, NY; M. Stupar, Chicago, IL Radiators: EI Arco, New York, NY hibit use, 58 for private use and 11 sold Supply Houses: Aeronautic Supply Co., St. Louis, MO; California Aero, San Francisco, CA; to various govenments. Exhibition use Chicago Aero Works, Chicago, IL; E.J. Willis, New York, NY was a great way to spread knowledge of Tires: Goodyear, Akron, OH, B.F. Goodrich, Akron, OH the emergent aircraft industry and both Tubing: Carran &Hathaway, Worcester, MA Curtiss and Wright had large teams. Wheels: J.A. Weaver, New York, NY; Tiger Cycles and Aeroplane; New York, NY During 1911, a number of world Wire: John Roebling, Trenton, NJ; Scott Cadiz, OH records were broken in the United Wood: Chicago Embossed Mldg. Co., Chicago, IL; Wm.P. Youngs, New York, NY States. Beachy made a record flight of 11,642 feet in a Curtiss. G.W. Beaty You will notice that the greatest number of suppliers were located in New York broke the world 2-man duration record City. (17 of 34) The following advertisments were taken from the pages of by flying 3 hours, 42 minutes, 22 sec­ AERO for the years 1910-1912. onds in August 1911. A new duration record of of 4 hours, 16 minutes, 32 sec­ onds was set in October by H.W. Gill in a Wright. This growth in aircraft in the United States showed a great growth in the Propeller concerns created to supply the bulders and operators needs. Such concerns provided engines (see VINTAGE LIT­ ERATURE, December 1993), pro­ pellers, carburetors, fabric, wheels, tires and other supplies. Businesses advertised their wares in the aviation magazines of the day, the major ones of the 1910-1912 era being AERO, published in St. Louis, AERO­ NAUTICS, published in New York and FLYING, the Bulletin of the Aero Club of America. The following is a ~..qs listing of some of the suppliers listed by Write for I'7'NCTON.O"­ type of products offered that had ad­ vertised during 1910-1912 in the above listed publications. AT OUR NEW QUARTERS SUPPLIES OF THE Ri ght Kind AT THE Right Prices BALDWIN'S IN STOCK HAVE YOU SEEN OUR BIG CATALOGUE? Second Edition of No.3 now ready. Free to reade" of AERO THE AERONAUTIC SUPPLY COMPANY 6664 DELMA R A VE., ST. LOUIS, MO. VULCANIZED PROOF

CHICAGO AERO WORKS MATERIALS H . S. RENTON, Proprietor _..... 49 Wabash Avenue CHICAGO, ILL

Aeroplanes for sale and built to order. Propellers, Air­ craft Supplies, Models and Model Stock. Plan .. Sketches and Experimental Work. Flying T 0YII. BALLOONS Our Chicago Engines, 35 and 50 H. P., are more dura­ ble and reliable than any others. Compressed Air Motors for Trial Machines and Models. ... AND ... We Make Everything in Chicago, and our work is super­ intended by J. B. Rathbun, A eronautic Engineer and Instructor, Department of Aeronautics Chicago Technical College. AIRSHIPS

A COURSE IN AVIATION F1yma Moder. of PrincipaJ Makes of Aer oplanes Provided and CoMlructed ­ Actual Field T riaI.. A VIATION is in its infancy but rapidly developing. It is no longer a sport but a hard and fast business propo­ AEROPLANE sition. Now is the time to get your knowledge of it. Get in at the beginning of a proposition destined to make thousands of dollars-the enormous possibilities are absolutely unlimited. Develop yourself as the business develops. Don't delay, but write at once for further information and catalogue. This is your great opportunity. MATERIALS The Chicago Technical College Athenaeum Bldg., 26 E. Van Buren St., CHICAGO,ILL. A SPECIALTY

... ·0 Perfection Samples Upon Request

CAPTAIN THOS. S. BALDWIN ~. Box 78 Madison Square NEW YORK Information

VINTAGE AIRPLANE 7 Aeroplane Protection on Landing! Tearing lcosfl of a tire as the ae roplane lands means serious inj ury to the machi ne! Equipped with Goodyeal' j)('illchlllJlc ,\f'I'oplanc 'l'il'cs, injury is impossible, for 42 w ires in the tape at the base-21 on each side-hold the tire to the rim in a vise-li ke grip. Tho only aeroplane tires in the wo rld so made a re the GOOD Detachable Aeroplane Tires The Goodyear Delachable Tir es embody the p rinciples of the famous Goodyear No-Rim-Cut Auto Tires, Goodyear Aeropla ne Tires are the li ghtest aeroplane tires mauu(actul'ed, considering size. They combine greatest possible resiliency with extra tough tread- hence hard to puncture. Judge the Goodyear by the fact that these aviators have equipped their ow n machines with it: Capt. T hos. Baldwin, Cha rles K. H amilton and all of Moisant's crew of international aviators, J . A, D. McC urdy, Clifford B. Harmon, Harkness, 'Wilcox and scores of other famous American and [01'­ eign aviators. Goodyear ae roplane fabrics a nd rubber shock absorbers are being adopted by the World's Famous Aviators, The Goodyear Tire & Rubber Company Main Office and Factory, Ninety-sixth St., AKRON, OHIO Bra nches a nd Agencies in all the Principal Cities

"First In All America" In the Sky, Relaxing Fabric Means DANGER!

Dampneu and cold above the earth C4useJ shrinlcing of the wings of aeroplanes when built of plain. va rnished or "treated" fabria. This is followed by "stretching." which leaves the doth Rapping, cuts down ,peed nnd is the DANGER SIGNAL! GOODYEAR fabric, the new rubberized aeroplane c.loth.. makes stretching and rdaxation ABSOLUTELY IMPOSSIBLE I It is waterproof and cannot shri nk and streich when subjected to moiuure and then dried. Our rubberized cloth is the lightest fa bric for its purpose in the world.

T he Firat Aero Store in America. Rubber-Coated Aeroplane Fa bric THE AERONAUTIC SUPPLY .CO.

This wonderful fabric', coaring is permanent and constructed to last for many )'ean. It i~ OFFICE AND SHOPS unaIJeded by heal··or cold. 3934 Olive StTM"l AERO CLUB 01 ST. LOUIS l.oq- OillanCe T.lephoGe ST, LOUIS Its inv~tion is the result of an exhaustive investigation by expens in Franc.e. England, Germany, C.hl.: ".A,UOIoI:O." Switz.erland and America. We bave c.onstruc.led special machinery and a large new building for the sole purpose of making the perfect aeroplane fabric. Our exclusive process is thorough in every partic.ular. Goodyear Aeroplane Fabrics have ~n adopted by The Wright Company. Burgess Company &: Curtiss, The Lovelace-Thomp$OO Co.. The Men Co.• The Detroit Aeroplane Co., altd many other prominenl manufacturers, as well as aviators. These pioneers know what coverings Exhibitions are best. . Aviators Goodyear Aeroplane Fa bric is the SAFEST, LONGEST­ Arranged Booked WE ARING aeroplane doth known to Klence. Goodyear Aeropla ne T ires arc the choice of the world's == greatest aviaton.-THEY KNOW!

The Goodyear Tire & Rubber Company A Corner in the Woodworking Department. Main Office a nd Factory, Ninety-Sixth Street AKRON, OHIO 52,Page Illustrated Catalogue of Aeroplane Parts with which any type can be built, postpaid 10 cents, The Aviator's Safeguard

A. P. W&l'IIer, the lay tor, pronq the Aero-Meter, wblch .fa 1.11 adaptation of the !&mou. Warner Auto·Meter

HE vagaries of the wind are what make a flight dangerou. If you guess wrong on its velocity when T you start, the leut that can happen II a diaappointinf. exhibition instead of a spectacular achievement. If the continued wbiuing of the air by your face while 00 a flight baa dulled your sense of velocity or air preuure, it may result seriously when you dip or rise OT tum. This il ODe vital part of the "bird aeme" which it is difficult to acquire. No need to spend time learning or acquiring tbll. A glance will tell all that need be known in an in­ stant. Rely fOt' th1J part of your education upon

Accurately indicates speed of the wind-or h~ad pressure-in nules per hour THE FIRST AEROPLANE ACCESSORY

nle Aero­ eter ' an adaptatioo of the now celebrated Warner Auto-Meter, which indicates rate of speed and distanc:e traveled by an automobile with derfuI precision. The Auto-Meter is used by profes­ sIonal racing drift!'$. on the c:an of prominent manufacturers, and forms part of the equipment of 90% of an pleasure c:ara' 01' IDQR. It is 10 rmnect in c:onstruction, so phenomena\Jy accurate and withal 10 durable that it became ImowD as '"The Aristocrat of Speed Indicators. n The Auto-Meter is Ilh ays 8eI«tf!d where the of a car can afford i pun:base. ENT COMPANY 107 B WIT. WIS.

HARRIS·GASSNER co. $,GASS",- Propeller $ ~~ wes~D~~r~~S8UildiDe 9 PHILADELPHIA ER

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

Robert Schacht's Ercoupe 415-D

This rather artistic Ercoupe 415-D, N89331, SIN 3269, is the proud workmanshi p of Robert Schacht (EAA 428922, A/C 20405) of O'Fall on, MO. It fea­ tures a Continental 0 -200 engine of 100 hp, a 720 NavCom, transponderlencoder and the usual in­ strumentation. T he in terior is done in shades of blue with black trim. Robert says he spent about four months in his garage (with the wi ngs off) do­ ing the interior, fancy paint scheme and polis hing the alumi num. The end resul t is an "Eagle" paint scheme complete with claws on the wheel pants. Note the leading edge landing light in the left wing. Robert reports the little two-placer draws attention wherever it goes.

Glenn Mittelstadt's J-3 Cub

Pictured by his very original looking 1941 Piper 1-3 Cub, N35870, SIN 6628, is owner Glen n Mittelstadt (EAA 356507, A/C 19546) of Landrum, Sc. The Cub has just been totall y refurbished by Glenn and flies as good as it looks according to the owner. The photo was contributed by Art Scammell (EAA 304783, A/C 21087) of Campbell­ sport, WI, a close friend of Glenn's, who says that Glenn used to live in Campbellsport before moving to Landrum, Sc. Besides being a Cub enthusiast (note the T-shirt in the photo), Glenn is also a hot air balloon enthusiast - when he is not flying the Cub! (Many thanks, Art, for the photo.)

Kenny Baker's Ercoupe

The photo of this quite original Ercoupe 415-C, N99007, SI N 1630, was sent in by owner Kenny Baker of Pan-A-Lake, Illinois. Notice the early Narco NavCom antenna behind the cockpit, the sin­ gle nose fork and the aileron balance under the wing. Kenny's Ercoupe is one of 465 model 415-C Ercoupes remaining on the U. S. register.

10 FEBRUARY 1994 Mike Toman's Taylorcraft BC-12D

Parked on some nice green grass on hi s father's airstrip is Taylorcraft BC-12D, N44039, SIN 9839, owned by Michael Toman (EAA 414378) of Painsville, Ohio. Mike purchased the T-Craft from an airline pilot in 1991. It has 1100 hours total time, airframe and engine, with the original Continental A-65 still equipped with the original Case magnetos. Mike reports he disassembled the engine and replaced all gaskets, rebuilt the car­ buretor and after three months of searching for parts, rebuilt the two Case mags. He has also rebuilt the wheels and fuel system and replaced the bungee cords in the landing gear. Other fea­ tures on the bright red T-Craft are a metal McCauley propeller and a set of nice looking wheel fenders. Mike says the T-Craft has spent its entire life in Ohio. He and the airplane attended the 1993 Taylorcraft Fly-In at Barber Field.

Steve Zeller's Luscombe 8C

Pictured by his totally rebuilt Luscombe is Steve Zeller (EAA 325644, AIC 18133) of Alpharetta, Geor­ gia. The Luscombe 8C, N28782, SIN 1543, is a 1940 model, being one of just 57 8C's remaining on the FAA register. Steve bought the badly bent airplane follow­ ing a ground-loop and rollover in 1991. Two years, 2,000 hours and many dollars later, this is what she looks like. The first flight was on December 5,1993 and all went well. The Luscombe indicates 110 mph at 2300 rpm and will do nearly 120 mph flat out with its Continental C85-12 engine and a 71 X 52 cruise prop. Note the added glass in the lower doors, the Scott 3200 tailwheel and the parachute on Steve's tender body.

David Zambrano's Boeing Stearman E75

This picture of a totally restored Stearman, XB-KIS, SIN avionics including nav-com, transponder and voice activated 75-5460, was sent in by owner, David G. Zambrano V. (EAA intercom. David is wisely taking instruction in the art of fly­ 442467), of San Pedro, Mexico. Purchased from a Mexican ing the Stearman and hopes to one day attend a school for crop dusting operation in 1988, the Stearman was restored aerobatics. This particular Stearman was featured in a Mexi­ over a 3-1/2 year period by David along with help from three can movie (Ando Volando Bajo, which means, "I'm Flying full-time mechanics. Almost everything is new except the Low") back in 1952. David also enclosed a complete military fuselage frame and the 300 hp Lycoming R-680 engine. The history of his Stearman when it was a PT-13D in the U. S. cockpits feature black leather interiors and digital Terra Army Air Corps. until being mustered out in June of 1949.

VINTAGE AIRPLANE 11 Bob Ruffini's J-3 Cub

These photos of a 1940 Piper J-3F­ to Donald Kibby of Ferndale, Ml. It Cub was flown 190 hours, however, in 65 Cub, NC35052, SIN 6059, were sent was completely disassembled and 1981, a second rebuild was begun. On in by owner Bob Ruffini (EAA78135, stored in his garage. In 1962, Don May 21, 1982, the Standard Airworthi­ AIC 17676) of Birmingham, MI, who Kibby let Bob Ruffini look at the ness Certificate was again revoked. recently restored the Cub for the sec­ pieces in his garage and basement. In On June 11, 1991, the second rebuild ond time. It is one of 157 J-3F-65 mod­ 1970, the Certificate of Registration was completed and a new Airworthi­ els remaining on the U.S. register. was revoked. In 1971, Kibby gave the ness Certificate was issued. On July The history of the Cub is unique in entire airplane to Bob Ruffini, as he 18,1991, the Cub was signed off for that it was constructed on December was the only person to ever show an float operation on Aqua 1500 floats. 19,1940 and signed off by Piper Air­ interest in the Cub. With the old fuse­ All covering is Stits HS90X with Stits craft on December 26,1940. It spent lage rusted, a replacement fuselage Polytone finish. Also installed were its early life in Detroit, MI, including was located in 1973, hanging in a barn shoulder harnesses, intercom and having all original logs and documents in Mt. Pleasant, Ml. In 1974, the Aero Mode C Transponder. stolen from the airplane on June 18, Mechanics High School at Detroit City Bob Ruffini enjoys the Cub more 1943. On Nov. 12, 1944, it was crash Airport began a total restoration with than ever these days, be it on wheels landed with damage to the gear and a C-85-12 engine replacing the original or floats. His latest project is a J-5 fuselage. On June 5,1948, it was sold Franklin 65. From 1976 to 1980, the Cub Cruiser. Stay tuned.

Jack Thompson's Globe Swift

This very nice looking 1947 Globe GC-IB Swift, N80563, SIN 66 , is the pride and joy of Jack Thompson (EAA 426043 , A IC 20172) of Hope Hull, Alabama. Jack bought the Swift in March of '93 from the previous owner, William Hurley, Montgomery, AL, who had owned the airplane for 25 years. Unusual is the engine conversion to a Lycoming 0-290C of 125 hp with a fixed pitch metal prop. Jack says the controls are very crisp and responsive and even his son, who is an F-16 pilot, admits the Swift is as close to a small fighter as you can get.

Ted Utess' 1941 Piper J-SA Cub Cruiser

Recently restored from the ground up is this 1941 Piper J-5A, NC35279, SIN 5-597, owned by Wm. (Ted) Utess (EAA 399864, AIC 18619) of Three Mile Bay, NY. Ted reports the Cruiser is powered with a Conti­ nental C-85 without electrics, however, a King hand­ held radio is used with an external antenna. In addi­ tion, he installed original navigation lights and added a strobe for safety. These are powered by a small wet cell battery that is kept charged with a solar panel in the hangar. Covering was done with Ceconite 102 and Randolph products. A total of 26 coats of dope were used with the finish coats in original Cruiser Orange and black trim. Other amenities include chrome plated valve covers, 24 inch numbers on the wings and a metal prop with a nicely done spinner that matches the nose of the J-5A cowling. ...

12 FEBRUARY 1994 Keeping kids motivated about anything other than video games or TV can some­ times be a challenge to parents these days. With so many distractions surrounding today's youngsters, the simple pleasures of learning to do something with your mind and hands is sometimes lost. Dusty Howell and his dad have found a way to get past the modern day distractions and accomplish a series ofgoals along the way, a process that will continue for years to come. Setting and achieving goals is an important lesson for all of us to learn, and it's especially significant to young­ sters - being able to work towards a dream and reach it with your own efforts is something that will stay with you for the rest ofyour life.

Randy Howell (EAA 443361) of By­ he also built a special seat extension so The BC-12 that was restored came to ron, CA must have been pretty excited that Dusty can see over the cowl at about the Howell's garage in a roundabout way, that fall day in 1987. He became the fa­ the same he ight as a fully grown adult. as many restorations seem to begin. ther of a baby boy, a tiny little fellow he With his father, a CFI, sitting in the right Bonny Warner had bought the project and his wife Marie named Dustin, but seat, Dusty can fly the Taylorcraft legally back in 1990, intending to restore the air­ everybody calls him "Dusty." It was a bit from the left seat whenever his dad says, plane to fulfi ll a couple of goals. Already too cold and windy the day they brought "Want to go fl y?" a floatplane pilot, she wanted an airplane Dusty home, so his first ride in a vehicle Dusty also has the added knowledge he of her own she could fly from her back was in a car instead of the airplane that gained while his Taylorcraft was being re­ yard, and she wanted to restore the air­ Randy had planned, but soon afterward, stored - he got to he lp! In 1992, his dad plane herself to learn what makes an air­ Randy had Dusty in the air, and he has and their friend, Bonny Warner (see the plane "tick." been flying with his dad ever since. Now accompanying sidebar), along with a cou­ The a irpla ne had not been flown in just a little over six years old, Dusty has ple more friends, went on a restoration nearly 15 years, and was in bad need of flown 226 hours. Randy had a neat idea binge on the T-Craft. Dusty helped when­ major repairs. Once based at the famous for his son - as soon as he started the ever he was not in school, zipping home to Kenmore Air Harbor in Seattle, the Tay­ young boy flying, he started a logbook for work on his airplane. He was excited by lorcraft had led a hard life, and the struc­ him. Each of the hours spent with hi s dad the whole idea of an a irplane in the ture showed signs of having aged beyond is carefully logged, so that Dusty will be garage, and the fact that it was an airplane its years. When it looked as though Bonny able to look back on the time spent with that he would be able to fly thrilled him. was going to have to move permanently to his dad. Randy mentioned that he took a bit of D e nve r, CO, she had to reconsider Dusty has not just been riding around extra time during the restoration to ex­ whether or not she would be able to com­ with his fat her those 226 hours. During plain things to Dusty, and to allow him to plete the airplane. Rebuilding the T-Craft the restoration of the Taylorcraft yo u see do supervised tasks. Sanding tubing and would be her first restoration, and she here, Randy added a few things to make it applying dope to the fabric so the tapes knew it would require some reliance on possible for his son to completely control could be applied were all part of the edu­ her friends to help guide her through the the airplane. Rudder pedal extensions cation Dusty got as he and his friends intricacies of airplane rebuilding. In the were added to the left side controls, and watched the Taylorcraft go back together. end, she decided to sell it to Randy, a fel-

VINTAGE AIRPLANE 13 the fuselage was tested. To their dismay, both lower longerons were found to be completely rotten, with rust due to salt water totally ruining the bottom of each of the lower longerons. Ron had a neat method for removing the old tubing using a ground down drill bit. (Look for a short article on this method in next month's VINTAGE AIRPLANE). After remov­ ing the old longerons, Bud said yes to Randy's request that he weld in the new steel. Fortunately, the rest of the steel tubing was in good shape, and Randy and Dusty spent some time filling each tube with preservative oil. Randy had decided to use the Cooper Superflite system to cover the airplane. After the prep work was done, he started by painting the fuse­ low United Airlines pilot and a f10atplane of rebuilding an airplane together, along lage structure with Superflite primer. pilot who lived in the same housing devel­ with the invaluable help provided by Sam The cowling also required some work, opment southeast of San Francisco. Richardson, an AI and airline pilot who with cracks welded and then ground down They've flown together as the crew of a supervised the rebuild of the Continental to a smooth finish, or with patches back­ United 737 on occasion. C-85. Another irreplaceable person dur­ ing up the repaired area. Randy had been flying his Cessna 180 ing the rebuild was Bud Todd, the gentle­ The project came complete with a set on amphibious floats for a number of man who had started the Byron, CA air­ of Edo 1320 floats, but the keels on both years, but felt that it would be too much port many years ago, and is an floats had seen better days. The tedious airplane for his son to handle when he accomplished A&P. His help with the task of replacing both keels was accom­ started to learn to fly. The Taylorcraft welding that had to be done on the fuse­ plished, then any corrosion on the floats was just the right amount of airplane lage was one of the tasks that was made was removed. Finally, the floats were though. A deal was made, and the project possible with his experienced hand. treated with metal prep and alodined. was moved to the Howell household. Another resident of Discovery Bay, When everything was ready to be primed, From the beginning, Randy intended the area Bonny and Randy reside in, was they coated the metal parts with primer. the Taylorcraft to be Dusty's airplane. As also a big part of the restoration. Ron With the fuselage was ready to be put I mentioned before, it would be the air­ Warren is a retired general contractor back together, the wood stringers were re­ plane he could use to learn to fly with, and who had never been involved in the re­ placed, along with the wood around the eventually it would be Dusty's to take build of an airplane before, but he was en­ door jambs. Fairleads were renewed, and with him when he headed off to make his thusiastic about helping, and since he was the airplane was quickly brought up to the way in the world. Even the N-number quite good with his hands, Randy put him stage where the covering would need to says just that - N93DH. 93 for the year to work on the project. He was there al­ be applied. the restoration was done, and DH for most every day. Randy and Bonny took a deep breath Dusty Howell. There was no dilly-dallying during this and tackled the covering in a two stretch The rebuild of the BCS-12D was the project. Work started the 1st of January, that included 40 hours of work, 20 on each first restoration by Randy, and he also re­ and didn't stop until the end of April, that day with about 4 hours of sleep in be­ lied on the knowledge of his friends to same year! April 24, 1993, the T-Craft tween. Because the final top coats should help him with the process of putting the went into the water for the first time. Be­ be applied within seven days, they wanted airplane back together. As it turned out, fore that could happen, though, a ton of to move quickly, and were able to neatly Bonny did not have to move to Denver, work was packed into those four months. complete the job in the time they had. and so she was one of the principle re­ First off, after the fabric was removed You can see in the photo that the covering builders on the project. Bonny, Dusty and (a favorite task of 5-year-olds, something I and priming process took up all of the Randy all learned about the ins and outs can attest to as well!), the steel tubing in Howell household, as well as the yard. Even Dusty'S swingset and sandbox were pressed into service. With everything cov­ ered and primed, the final base coats of white Superflite Superthane were laid on. A few days were taken to catch up on some much needed sleep, and then the re­ assembly began. Since the airplane was a complete pro­ ject when it was started, there were few parts that had to be searched out, but work still remained to clean them up. The instrument panel was painted with a crin­ kle finish paint, and the old but fully func­ tional instruments were installed. A new set of upholstery was ordered and in­ stalled, with extra seat material used to cover Dusty'S "booster seat." The unusual side stripes were thought up by Randy and Bonny - since he really (Continued on page 23)

14 FEBRUARY 1994 Flies Them All by H. G. Frautschy

Just as this issue of VINTAGE AIR­ house and become a pilot. PLANE arrives in your mailbox this One by one, she has picked off her month, the Winter Olympics will have goals, but she's been happily surprised as started in Lillehammer, Norway. As you to how things have worked out as time has peruse the pages of your magazine, you progressed. She attended Stanford Uni­ may see a face that may be vaguely recog­ versity in California studying broadcast nizable - that of Bonny Warner, Luscombe journalism, but she had already been bit­ and Taylorcraft pilot, United Airlines first ten by the O lympics "bug." As a fresh­ officer, and retired Olympic luger. Luge? man coll ege athlete, Bonny had been se­ Olympic Luger and floatplane pilot It's one of the events in the Olympics held lected in an essay contest r un by the Bonny Warner on the bobsled tracks. Single and two­ magazine Runner's World as one of the person teams rocket down the side of the torch bearers for the 1980 winter Olympics and her teammates to make ends meet mountain on small sleds, reaching speeds in Lake Placid, NY. While in Lake Placid, while they trained during the winter. At near 80 mph. The run is between 1/2 and she saw the Luge competition in person, first, plane fare there and back was all 3/4 of a mile, and as you can imagine, a and decided she'd like to give it a try. they got, but as the decade progressed, ride down the run requires all the skill and Training in Europe during the winter, and more sponsorship has made it possible for concentration one can muster. attending college in between, meant that the U.S. Olympic Committee to just about You may see Bonny during the televi­ the road to her degree was stretched out, fully fund the Luge team's training effort. sion coverage of the Olympics - she is tak­ but she eventually did graduate, and she A ll her hard work paid off though - she ing a few weeks off from her airline job to landed a job as a reporter at a San Fran­ made the U.S. Olympic team in 1984 and work as an expert commentator on the cisco television station. again in '88, competing in the games in Luge competition for CBS. Working as a reporter was an excellent Sarajevo, Yugoslavia and then Calgary, As much as she enjoyed being a Luge job, but as she progressed in her flying, Alberta, Canada. (She placed sixth overall competitor, Bonny says it simply was not earning her instrument, commercial and at Calgary, one of only 2 Americans ever as much fun as flying. She tell s the story flight instructor licenses, Bonny discov­ to finish in the top six spots in Olympic of being a youngster, 14 years old, and ered she preferred flying to television. To Luge competition.) having a speaker come to her school with the amazement of her friends and co­ Her big break in aviation came when an interesting idea. He told the students workers, she quit her job at the TV station she was hired as a flight engineer for that when he was young, he made up a list and went to work full time as a flight in­ United Airlines in 1990. United, to their of 100 things he wanted to do in his life. structor. credit, was willing to work with Bonny Whether it was available to him or not at All during this time, Bonny was going concerning her schedule relating to train­ that time, he wrote down everything he through the feast of working and then the ing for the Olympics, and so she was able thought of. Bonny wasn't sure she could famine of heading off to Europe for 5 to compete in the 1992 games in Al­ come up with a hundred items, but she months to train for the Luge. Funding for bertvill e, France. (As an aside, there are had a few , and she wrote them down. The training the team was in short supply in only 2 Luge courses in North America ­ list included: be in the Olympics, work in the early '80s when she started training in television, go to a good college, build a the sport, which made it tough for Bonny (Continued on page 23)

Bonny's new airplane is this 1949 Luscombe SA on Edo 1320 floats. She took this idyllic shot at Hunt's Cove seaplane base, on the banks of the Allegheny river in western Penn­ Bonny and her friend Dusty Howell in the sylvania. Bonny is offering dual instruction on floats with the Luscombe. You can reach cockpit of the T -Craft they helped restore. her at Discovery Seaplanes, Byron, CA, 510/634-3775.

VINTAGE AI RPLANE 15 Rollin Hatfield'. 1938 Taylorcrafl BC-66 One of the prettier pre-war Taylor­ crafts to grace the flightline at EAA Oshkosh '93 was NC21239, SIN 1029, re­ stored and flown by Rollin Hatfield (EAA 302651, A/C 14732) of Meridian, Idaho. This bright red with black trim T­ Craft ran off with the Runner-Up Trophy in the Bronze Age (1933-1941) category of the Antique awards. The story about this airplane and its rebuilder, Rollin Hatfield, who recently retired at age 60, is unique. As a young lad, Rollin enjoyed flying with his father, who owned a 1939 Taylor­ craft BC-65, almost a mate to N21239. By the time Rollin reached 16, he was ready to solo (1949) and at age 17, he earned his Private license. Rollin well remembers his father looking at two Taylorcrafts for sale in 1946, just after World War II. One was a 193740 horsepower model at $300 and the other was a 193965 horsepower model at $400. As Rollin says, "Dad bought the BC-65 and I was excited!" Called into service during the Korean War, Rollin became an A & P mechanic and , following a stint with Morrison­ Knudson Construction Co. keeping their DC-3 in top shape, he joined the Idaho National Guard and became a Mainte­ nance Officer. Rollin spent 40 years serving in the Idaho National Guard before retirement, however, when he was about 45 years of age (1978), he stumbled on to an old T­ Craft crammed into a storage unit in Nampa, ID. Closer inspection revealed the "pile of junk" was a 1938 BC-65 Tay­ lorcraft - nearly identical to his father's old airplane. A deal was struck and Rollin started hauling parts and pieces home. The fuselage was the only part that would roll on its own wheels. The fuselage was stripped and sand­ blasted in the back yard before the prim­ ing and steady rebuild began. The previ­ ous owner had added a skylight, "D" windows and a landing light in the wing. These were unceremoniously removed. A new instrument panel was made from flat aluminum by making a form from an old hardwood table leaf and slowly pounding (Top) Four piece windshield, the edges round like the original. The narrow nose cowl and dual beveled instrument holes were made with wingtanks are visible. a micarta form - carefully placed on the (Above) A fine craftsman, hole - and then slammed with one blow Rollin Hatfield stands before from a (large) hammer. Rollin empha­ his award-winning BC-65. sized that one blow worked much better (Above left) With cowling re­ moved and doors open, the than a series of smaller blows. BC-65 is ready for the judges Locating the missing instruments, one at EAA OSHKOSH '93. at a time, proved to be a major task. The (Left) The large tach in the cen­ toughest job was finding the large Stewart ter dominates the new instru­ Warner tachometer that sits in the center ment panel. Note the typical of the panel. It took eight years to locate large, round control wheels of this 1938 model. one in New Hampshire. All metal plac­ made up. In addition, all metal was re­ junk" in 1978. It was worth all the blood, ards were accurately reproduced by Noel placed in the two ailerons. sweat and tears because the little two­ Allard of Chaska, Minnesota (612-340­ The covering was done in Ceconite 102 placer flew perfectly. That summer, 4838). An original round control wheel using Grade A cotton tapes and butyrate Rollin and his lovely wife, Mary, took off was located in Portland, W A which made dope. Matching enamel was sprayed on a month and flew to the Watsonville, CA a good pattern for Rollin to make a sec­ all metal parts. The finish is very nicely airshow. From there, they flew to San ond one from. The wheel shafts were done and will turn a judge's eye at 40 Francisco and then east, aLI the way across chrome plated and the wheels themselves paces. All lettering was done with stencils the country to Norfolk, VA. They also were covered with sewn leather (a real and sprayed on, just as Taylorcraft did made the Taylorcraft Fly-In at Alliance, touch of class). over 55 years ago. Ohio, the big Oshkosh Fly-In and the A factory option in 1938 was a split Being an A & P mechanic, Rollin over­ Blakesburg Antique Fly-In. Before going seat that was trimmed in genuine leather. hauled the A65-8 Continental engine him­ home to Idaho, they flew to Evergreen, A long search located an original one of self, adding the drilled connecting rods of WA. That's ocean to ocean with a 65 hp these jewels in a chicken barn in Okla­ an A 75 and 100 oct. valves - even though Taylorcraft navigating all the way by com­ homa - under layers and layers of chicken he runs the engine as an A65. The result pass and maps. manure (quit laughing, Charlie, that's the is that it runs nicely on 100 octane fuel. This was the third Oshkosh Antique cultured term!). Rollin says the old seat The four-piece windshield, common to award for Rollin and his neat looking Tay­ made an excellent pattern for duplication, the pre-war Taylorcrafts, was made up lorcraft, having previously won the Con­ albeit a bit sharp on the nostrils. from flat stock that was bent with heat. temporary Age Runner-up in 1988 and The wings had to be dismantled with The joints are covered with aluminum the Contemporary Age Champion in 1990. each part needing heIp. The spars were in strips and fastened with many small Congratulations and best wishes are in or­ good shape and only needed varnish. The screws. Plexiglas® didn't come along un­ der for Rollin Hatfield, who is now retired ribs, however, were in dire need of much til WW II, so compound curves in the and has somehow managed to become a work wi th nearly every rib needing windshield were not available until the genuine airport bum - but you can be sure straightening. Once the wings were re­ postwar aircraft were built. he is enjoying every minute. Perhaps we assembled, new leading edges were fabri­ Once the T-Craft was all assembled should all extend a very special thanks to cated from 0.0202024 T-3 aluminum and and the engine run-in, Rollin made the Rollin's father, who wisely plunked down installed with the aid of some cleverly de­ first flight on May 1, 1988, approximately $400 for a '39 Taylorcraft BC-65 way back signed leading edge clamps that Rollin ten years after he purchased the "pile of in 1946. Isn't it amazing what it led to?

The BC-12D Taylorcraft evolved from the pre-war BC-65 and all owe their beginnings to the creative genius ofthe talented light­ plane designer, C. G. Taylor. The advent of the opposed, four-cylinder aircraft engine such as the Continental, Lycoming and Franklin, really made C. G. Taylor's designs reach their acme ofpopularity. These airplanes were actually affordable to own and oper­ ate by the general populace. Don Claude's BC-12D (below) owes a lot to its predecessor, the pre-war BC-65. Note the "Billowing" fabric between the ribs, quite typical of HS90X fabric. Also visible is the slightly rounded look caused by the wider fuselage stringers. Acomment once heard at an Antique/Classic meeting went something like this: When the gross weight of the accumulated trophies exceeds the empty weight of the airplane, the owner should re­ ally consider a new project. Although not yet in the above category, Don Claude (EAA 134336, A/C 17459) of DeKalb, IL, is well on his way with his beautiful Taylorcraft BC­ 12D, NC96440, SIN 8740. This particular airplane has collected the Custom Class A (0 to 80 hp) award in the Classic Division at Oshkosh for the past four years running. Added to the four beautiful Oshkosh trophies are a bunch of trophies and awards won at numerous smaller fly-ins. Don is retired from thirty years as a refrigeration serviceman at the University of Northern Illinois at DeKalb. The Taylorcraft was his first restoration project and the only reason he started it was, "Be­ cause he didn't know any better!" Way back in 1965, the two-place Taylorcraft had been freshly rebuilt by another party when a strong gust of wind flipped it upside down at its moorings. The result was a crushed upper fuselage, wing and strut damage and a severely twisted tail. The wreck­ age was bought by Jerry Hamer of Mendota, IL, who after checking it over carefully, decided to re­ sell it with an ad in Trade-A-Plane. Don Claude saw the ad and our story was off and running. Brought home in pieces, the badly bent T-Craft had to wait while Don helped a friend build a new house with a large garage and generously sized workshop in the basement. Once the house was completed, the wings were taken into the friend's basement and the restoration work begun. About this time, Don picked up another wrecked T-Craft for parts - especially one good righthand wing. The left wing of N96440 was totally rebuilt with a new rear spar and carefully rebuilt ribs. All "rib to spar" nails were replaced with new "ring" nails (that grip the wood ferociously), each one epoxied in place. The righthand wing was also re-nailed and a factory­ new, 6-gallon wing tank installed. Incidentally, all four wings spars in the airplane are built up from pieces of Sitka spruce glued together - none are one piece. Qi A considerable amount of work was necessary on a. a. ::J the fuselage frame, especially the upper cabin sec­ .r:. o tion and the tail post area. One of Don 's good (/) friends is an excellent aircraft welder and by adding ~ new tubing in a few critical places and sleeving an­ () other spot, the fuselage was soon ready for epoxy primer and a coat of Imron. All new hardware was (Top) Coming directly at you, Don installed as the airplane went back together and new Claude reveals the neat appear­ ance of a Custom Taylorcraft BC­ stainless steel control cables were fitted. A com­ 120. Note single right wing tank, plete set of tail feathers was put together from the complete with Auto Fuel sticker. remains of the two airplanes along with a great deal (Above) From the side, Don's T­ of cutting, fitting and welding. Craft cuts a familiar figure. About this time, Don made a trip (via Aeronca (Above left) Carefully made strut Champ) to Alliance, OH, to visit owner, Dorothy cuffs grace the wing strut inter­ Feris, at the Taylorcraft factory, and to purchase a section. Note tiedown ring, ready new set of wing struts. The new struts were fastened for use. to the belly of the Champ and Don flew them home (Left) Large Scott 3200 tailwheel really soaks up the bumps. Note without incident. (Not too many T-Crafts have the " compression" type of tail­ struts that previously flew on a Champ.) A new set wheel springs. of T -Craft tail brace wires was also purchased to re-

VINTAGE AIRPLANE 19 (Above) NASA air scoop installed in the side of the boot cowl. The knob adjusts the amount of airflow. (Right) Don takes a close look at the scale as the right wheel is weighed during the weigh-in process. Note metal prop installed. place the original ones that were some­ cover the top shielded spark plugs. He in­ ting the tailpipe off, however, he discov­ what pitted. stalled the shielded lower harness and ered it is noticeably quieter with the longer Once the engine was installed in the shielded plugs, however, on the top of the tailpipe and doesn't streak the belly with bare airframe, the temptation became engine, he used the shielded harness and exhaust stains. strong to see if it would run after sitting for the original (short) type unshielded spark While making new stringers to go above nearly twenty years. The prop was bolted plugs. Now when he wants to use a hand­ the cabin, Don decided to glue 1/8 inch on and the fuselage was tied to a tree in held radio without ignition interference, plywood to both sides of the stringers the yard. After priming the cylinders, Don he calmly switches to the left mag (which is (while clamped in a curve). The result is a turned the switch on and pulled it through entirely shielded) and jabbers away. set of stringers that you could walk on. - smartly. (Neither magneto has an im­ All four cy linders were removed to Likewise, on the fuselage , the old stringers pulse.) The engine caught on the very check for rust (one was cracked and was were poorly supported and gave that "rode first pull. Naturally, the neighbors soon replaced) and when cleaned and painted, hard and put away wet" look. Don care­ appeared wanting to know what in the were reinstalled with new gaskets. New fully built wooden saddles for each tube world all the noise was about! cylinder baffling was fabricated and in­ juncture that support deeper stringers. Unique to the (original) Continental stall ed with new felt edging put on with The result is a bit more rounded look to A65 engine are Bendix SF mags with con­ hand made staples - as per original. The the fuselage - almost like a Monocoupe. secutive serial numbers. Don installed worn out exhaust system was replaced Visitors at Oshkosh would squint along new shielded harnesses, however, he was with a new system made entirely of stain­ the fuselage and ask Don what was differ­ not excited about installing the raised less steel, right down to the extra long metal covers on the cowl necessary to tailpipe. Don originally planned on cut­ (Continued on page 26)

(Above left) NC96440 flat on its back following a windstorm in 1965. Now you can see where Don Claude started from. (Above) Very sanitary workmanship is evident in lower engine compartment. Stainless steel exhaust system has aluminum shrouds for carb and cabin heat. You can also see the primer line from sediment bowl fitting to intake "spider." Yet to be installed is the main fuel line from gascolator to carbure­ tor. (Left) This photo is too precious to leave out! - Don is working on the bottom of the baggage compartment which requires (sore muscle) dexterity. (At least his feet didn't get sore!)

20 FEBRUARY 1994 Some of the recommendations related to preventive maintenance to reduce the effects of spark plug fouling are: 1. Rotate the plugs from top to bot­ tom at 50 hour intervals since the top plugs scavenge better than the bottom ones. You may need to do this more or less often depending on your individual operating conditions. 2. Do not assume that the spark plugs installed in your engine are the correct ones. Current literature states that in certain instances, it has been found that the incorrect spark plugs have been in­ stalled. Look at the current literature such as Service Bulletins, Service Letters, current spark plug manufacturers' listings and engine manuals. 3. The plugs can tell a lot about the engine operation. Excess lead deposits can indicate that the plug is too cold for your type of operation and a hotter plug may be needed. However, be sure to con­ sult the manuals to select a correct plug in the hotter range. Excess lead is not the only problem that can be discovered from the condition of the spark plugs. The de­ posits can tell you a lot about the engine if you learn to read them. 4. Clean and gap the plugs if indi­ cated. If you use an abrasive blaster, use it VERY briefly! Blasting beyond barely cleaning the electrodes serves only to erode them excessively. Ifyou erode the plugs with excessive blasting and repeat this several times, you are only eroding away the service life of your expensive spark plugs. 1 know; I was taught to blast away at the plugs until all the cavities were clean. Rather, use Hoppe's #9 Pow­ der Solvent (or equivalent) to clean the lead deposits along with the careful use SPARKPLUGS of a fine probe. This solvent is designed to remove lead deposits from gun barrels and does an excellent job on your spark by Bill Claxon plugs. You can buy it at your local gun (AiC 17837) store. TOTBO 5. Set the gaps as indicated in the ap­ propriate service literature. Always use spark plug anti-seize compound and new Last month we discussed engine oper­ and the replacement of small standard gaskets when you install the plugs. How­ ating procedures that are conducive to parts not involving complex assembly op­ ever, I have annealed the hard copper reducing the amount of lead fouling in erations." Part 43.3 states, "The holder gaskets with good success. They must be our engines, especially the spark plugs. of a pilot certificate issued under Part 61 soft to seal properly. Use a torque With the higher content of TEL, it will may perform preventive maintenance on wrench to be sure you torque the plugs to remain a problem. And it can become an any aircraft owned or operated by him specifications. Also be careful not to expensive one. Have you seen the price (or her) that is not used in air carrier ser­ over-torque the leads on shielded igni­ of new spark plugs recently? Expensive! vice." Appendix A of Part 143 of the tion systems. At these prices I want mine to go to the FARs lists examples of preventive main­ When performing spark plug mainte­ TBO of my engine. Can it be done? You tenance. nance on your engine, be sure to follow bet! All it will cost you is a little time. • Replacing or cleaning spark plugs the current maintenance literature and Preventive maintenance can go a long and setting the spark plug gap clearances. make the proper entry in the logbook. way to clearing many of the following • Replacing any cowling not requiring According to Bob Ohnmeiss, Senior Field problems associated with the added TEL the removal of the propeller or discon­ Service Engineer at Lycoming, these in our fuels. It can also playa large role nection of the flight controls. practices can help to run the plugs to in extending the life of the spark plugs This means that you as the owner or TBO for your engine. At the cost of and even the life of the engine. FAR, pilot can change or clean and gap your spark plugs and the cost of maintenance Part I defines preventive maintenance as plugs legally if you can do it without re­ these days, perhaps some of these ideas follows: "Preventive Maintenance means moving the prop or disconnecting the will help you to fly safer, happier and a simple or minor preservation operations flight controls. little less expensive. Happy flying. ...

VINTAGE AIRPlANE 21 MYSTERY PLANE by George Hardie

Let's go back to pioneering days for mains a mystery. Charley Hayes of Park hand, there's a strong resemblance to the this month's Mystery Plane. Yes, it was Forest, IL offers these comments: L.F.G. Roland D-VIB and the Friedrich­ an experiment tired by a well-known "The plane pictured at top of page 28 schafen 0-1 fighters of WW I. Except builder of the period. The photo is from in the November 1993 issue of VIN­ for engines and a couple of other fea­ the EAA files. Answers will be pub­ TAGE AIRPLANE may be an ancestor tures, they're reallook-alikes." lished in the April issue of VINTAGE of the Lincoln Sport. It appears to have No other answers were received. AIRPLANE. Deadline for that issue is an Anzani engine (prop turns clockwise) Maybe at a later date someone will come February 28. and the nose, gear and wing cellule are a up with the answer. Meanwhile, we 'll The November Mystery Plane re­ little like some Lincolns. On the other have to wait. ...

22 FEBRUARY 1994 Dusty and Randy (Continued/rom page 14) was not that concerned about resale value (it's Dusty's airplane, after all) he origi­ nally was going for a much wilder scheme, but his friends convinced him to tone it down a bit. The neat scheme on the air­ plane now is a slick looking piece of graph­ ics. The stripe itself is actually vinyl self­ adhesive decal material. The forward end of the stripe (the darker portion) is one shade of blue, with the portion aft of the wave in the stripe a lighter shade. The The Taylorcraft project takes over the Howell household. If you look carefully, you wave itself is cut from a single sheet of can see that Dusty's swingset was even pressed into service. The landing gear is material with graduated shades of blue. hanging from the "S" hooks where his swing would normally be, and one end of the After the design was finalized, a friend in wing is hanging from the end of the jungle gym. the sign business scanned a drawing of the wave into his computer. The design was way right in their backyard, once the air­ able to witness from the back of her Sea­ then cut out using an automatic decal cut­ plane was assembled, it was a relatively Doo watercraft. Seeing how working to­ ting machine, in the same way the ma­ easy task to put the T-Craft in the water, wards a goal can see that task through to chine can be programmed to cut out letter which was done on April 24, 1993. A sick completion has been illuminating for the or other designs. magneto prevented the first flight for a six-year-old, a lesson he'll be able to keep If it were ever desired, the scheme couple of weeks, but the big day arrived his entire life. When he is a bit older, I'll could be easily changed back to a simple on May 15. bet there will be a lot of memories that stripe by removing the wave and replacing Dusty is pretty pleased with the work will bring a smile to the face of Dusty it with a straight stripe of graduated mate­ done by his dad and his friends, as you can Howell, when he remembers the effort he rial. The stripes on the floats were done in imagine. Randy says that Dusty has re­ and his father put into the project to­ the same way. cently been making his landings without gether. What a neat way to start a young With the channel leading to the water- his help, a milestone that Bonny has been boy's education! *'

she was a member of each U.S. Luge Cessna 185 on floats, and wanted Bonny Bonny Warner team. to continue to teach her. She headed off (Continued/rom page 15) After all of that, one might think that a to Kenmore Air Harbor in Seattle, W A to life filled so far with that level of accom­ earn her float rating. Since that time, Lake Placid and Calgary.) Only a couple plishment might find the rest of life was she's been an avid floatplane pilot. Since of weeks after finishing her new hire filled with lesser thrills and fulfillment. selling the Taylorcraft mentioned in the school at United, Bonny placed 10th in Not this lady. Flying turned out to be her accompanying story, Bonny recently the 1991 World Championships. Her list true passion in life. She enjoyed it like bought a Luscombe 8E on floats. Pur­ of Luge accomplishments is exceptional ­ nothing else in her life, so much so that chased in New York state, she flew the she was the first gold medal winner in her Luge coach even noticed it during her airplane back to Byron, California this Luge in World Cup competition, and was training. "You have your head up in the past fall, and is now able to give flight in­ ranked third in the 1987 overall standings clouds too much," he told her once. struction on floats from her front yard. for the World Cup. She is a five time U.S. Bonny is now retired from the sport, but Oh yes, she has managed to check off an­ Women's Champion in Luge, and has she is still active within the U.S. Olympic other item on her list - Bonny built her more international top five finishes than movement, serving on one of the U.S.O.c. home on the shore, so that she could fly any other U.S. Luge competitor. Since arbitration committees. floats from her own property. A float pi­ 1981, until her retirement from the sport, One of her flight students had bought a lot's dream! ..

"'"c (ij'" (/) :s: co ()

~ >­ '"OJ V> a. V> t:: w :J'" a >­c 0 \d. f­ (Above left) Bonny works the cement into the wing tapes as the wings are recovered on the T -Craft. (Above right) The Luge and bobsled venue at Lillehammer, Norway, where Bonny will be broadcasting the event for CBS Sports.

VINTAGE AIRPLANE 23 PASS 1110 --7] An information exchange column with input from our readers.

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

Fleet Wire Bullets

"Mike" Mogdans is sitting across from my desk and the conversation is, as usual, about airplanes. Mike, an avid Radio Control modeler, also loves the full size models. He and I have flown many a friendly mission together. This time, though, I have conned Mike into making me some "bullets" to put on the wires of my Fleet 10. I'm looking at the two very neat blank bullets he has made for me out of 1-1/8" aluminum rod. (Above) The initial machine work to cut the angles is shown in this view. "How am I going to split these, (Below) The completed bullet, with internally wrenching cap screws used to secure Mike?," I asked him. I have studied the two halves together. them for what seems like hours; now how do I split them or notch them to fit the wires so they will keep from rubbing against one another? Mike says, "Simple! You do it this way!" and then a puzzled expression crosses his face. "Uh, maybe not! Let's see." And I know I've "got" him when he says, "Let me take this home and think about it." An hour later he's back, carrying his protractor and his measuring stick, scratching notes on a piece of paper and mumbling to himself. That's Mike! Give him a challenge and he'll take the job. Right after work the next day, Mike comes roaring up the lane, jumps out of the van and dashes into the hangar. He comes out with a wry grin, muttering something about screwing up and off he goes again. An hour later he's back with two beautiful bullets, fitting them to the wires. The only problem is he made two lefts. Back he goes and pretty soon he's back with two rights. As you can see from the pictures, they fit just beautifully. They allow the wires to move, yet hold them apart to eliminate chafing and look like they

24 FEBRUARY 1994 really belong there. I like them so much I asked him to draw and write up the way he did it. Now we switch to WING WIRE BULLET Mike's narrative on how it was done. (LEFT HAND HALF From Mike Mogdans: SHOWN - REVERSE ANGLES FOR RIGHT I was asked to describe the bullets HALF) that I made for Buck's Fleet. I used 1­ 1/8" O.D. aluminum bar stock, cut 10 inches long, for each bullet pair. (10 inches will not be the final length of the bullet.) One pair right-handed and one pair left-handed are required. In the detailed sketch I show the left-handed half; just reverse the angle to make the right-handed half. How'd I make them? First I checked - 1.1 25 the landing wire angle, which on the Fleet 10 is 125 degrees. Then I checked the thickness , and the width of the wires. But at first, I didn't notice that the landing wire dimensions differ from the flying wire sizes. I was hooked! 14----- 3-1/2 How could I make them? I went home and started drawing. Finally, I came up with an idea. Using 8-'---2"l the measurements I had taken, and since I wasn't sure that what I had *(+ .005 drawn would work, I decided to make - .000) just one half and double check my drawing. It was then I discovered that #2 #4 the flying wire dimensions were not the same as the landing wires and that I had #1 #3 also milled the wrong angle. But I was DRILL, TAP AND on the right track; all I had to do was straighten out the guy who made the COUNTERSINK ­ drawing. 8 - 32 HOLES (+ .005 (+ .005 Back to the drawing board. And - .000) - .000) after plugging in the new numbers, I got the result I was looking for. Here's how it's done.

Cut the aluminum bar 10 inches long. This will allow clamping in the middle of the bar with a dividing head, allowing milling one half of the bullet at a time. After the first half is milled, tum the bar around and using the same settings and dividing head, mill the second half of the bullet. Remember that the nose is half the bar diameter, .562. Slots #1 and #3 are milled to .516. Slots #2 and #4 are milled to .506. And remember the tail half of the bar diameter, .562. I used the following numbers for the dividing head: nose slot #1 and #3 and tail zero degrees. Slot #2 and #4, 305 degrees. After milling the slots, I cut the nose and tapered the tail on the lathe and then polished the outside. Mike Mogdans Woodstock, IL 60098 AMA 327518

Back to Buck: I'll use a little plastic tap e on the wires to make sure no fretting occurs between the wires and the bullets, but of course, the wires still need to slide in each slot, since they do move a tad while the airplane is in motion. O.K., you biplane drivers, it's over to you from here. Buck. ....

VINTAGE AIRPLANE 25 With all stringers in place, Don fastens the new cabin headliner in A moving experience - that's Reese Edwards in the center - Taylor­ place. Note wooden standoffs on each stringer and wooden rear craft test pilot, who first flew NC96440 on June 13, 1946. Don deck windows. Claude is on the right and Barbara Claude on the left.

face and aluminum frames were fastened may climb a bit faster, however, the TAYLORCRAFT with screws around the perimeter. Both wooden prop is definitely smoother, espe­ (Continued/rom page 20) doors were tightened up by the addition of cially in a glide. The delicate part of the wooden shims around the edge until the fit wooden propeller is that it is soon ruined was near perfect. Incidentally, both door when flying in rain, so Don is careful to ent about the fuselage stringers. They locks work in Don's airplane, a rarity in­ use it only in fair weather. could sense something unusual, but didn't deed. Special items included in the restora­ know for sure what it was. (These old time Stits HS90X fabric was used for cover­ tion are a new main fuel tank, wires in the Taylorcraft aficionados are extremely hard ing with the final coats done in Daytona wings for future lights or strobes, new jury to deceive.) Incidentally, Don has re­ White and Hickory Brown Stits Aero­ strut clamps to match the slightly larger ceived phone calls from all over the coun­ thane. Don had a local body shop do the new struts, covers installed over the rather tryon how to do this, or how to do that, final painting to take advantage of really unsightly aileron control cables that go up with some calls lasting two hours in length. good talent. The final finish exudes class. through the cabin to the wing roots, instal­ One item Don highly recommends: As­ Rather than use the "beat and battered" lation of a set of Wag Aero "Acro Sport" semble the entire airframe before covering Martin clips to hold the wing fabric to the wheel pants (which required considerable to check for cable routing, wing strut ad­ ribs, Don decided to use normal ribstitch­ finishing work) and the locating (plain justments and the hundreds of smaller fits ing. A close look at the wings reveals ex­ dumb luck) and installation of a lefthand that must be made. Some of these parts cellent workmanship. The only teasing glove compartment door to match the are impossible to work on after the cover­ Don received was on the fin and rudder, righthand one in the panel. All of these ing is installed. where his one-inch ribstitch spacing is usu­ items caught the judges' eye and helped Following the purchase of some wool ally reserved for 200-300 mph aircraft! score points in the Custom Class. yard goods from Airtex, Don's wife, Bar­ Two NASA type air vents were ordered Don says he painted the wheel pants in bara, sewed up the new headliner which from Wag Aero and installed on each side the evening and let the paint dry on the was four inches longer than normal to of the boot cowl. They do an excellent job flight to Oshkosh in 1990. (Sound famil­ mate with Don's custom rear "D" window of keeping the cockpit cool in hot weather iar?) The weigh-in, when finished, re­ frames. The frames were built up from 3/4 and they also took care of some excess vealed an empty weight of 830 lbs., about in. plywood and pine, all carefully rounded holes in the boot cowl left over from a ven­ 70 Ibs. above a normal Taylorcraft BC­ to match the tubing and furnish a nice sur­ turi. A Scott 3200 tailwheel was installed 12D, however, Don feels this is a re­ face to join the headliner to. The results on an Aeronca tails pring to get the proper spectable price to pay when involved in are impressive along with the new four­ vertical alignment of the tailwheel bolt and the highly competitive "Custom Class". inch hatshelf. Other refinements include provide a soft ride when the ground is a bit Don's biggest thrill to date came while custom zippers and Velcro™ fasteners rough. "Works perfect," says Don. attending the Taylorcraft Fly-In at Al­ which allow a complete inspection under Not content with the "suitcase" latches liance, Ohio. A kind looking, elderly gen­ the headliner in seconds. One other item on the engine cowl, Don removed them tleman came up and introduced himself as was to move the right hand wingtank fuel and installed a row of Dzus fasteners which Reese C. Edwards, former test pilot for valve to a lower right instrument panel 10­ look much neater. On the front of the Taylorcraft. An immediate check of the cation - to avoid the normal "crease" in cowl, Don installed a cut-down Cub airbox aircraft logbook of NC96440 revealed that the forehead from hitting the valve in which holds a Brackett air filter. (As you Reese Edwards made the original factory rough air. (Any experienced T-Craft dri­ oldtimers know, Taylorcraft didn't use an test flight on June 13, 1946, and it lasted ver will cheer this move!) air filter to the carburetor.) New cuffs on one hour. Reese went on to explain that a It required three attempts to properly the strut ends and closely fitting wing gap one hour flight usually meant everything paint the instrument panel with black crin­ seals and landing gear gap seals caught the was in perfect working order and no kle-finish after the altimeter hole was judges eye again at EAA Oshkosh '93. changes were necessary. changed from a 6 o'clock setting to a 7 Don's attention to detail is quite remark­ To meet this fine gentleman and realize o'clock knob. Once this was installed, the able and it really shows on his Taylorcraft. he was the very first person to fly Don's entire cabin area, including the floor, was For normal flying, Don uses a Mc­ Taylorcraft over 45 years ago, was indeed insulated for warmth and noise suppres­ Cauley metal prop, however, when going a heartwarming experience. sion. New glass, including a new wind­ to a show where judging is involved, a new Besides enjoying his Taylorcraft and shield, was (most) carefully installed, wooden Sensenich WnCK44 is bolted on polishing trophies, Don is busy on his next complete with fancy handles on the sliding and the small spinner is attached. Don project. You guessed it, another Taylor­ windows in the doors. The "D" windows says the performance is almost the same craft - only this one will be a clipped wing, were installed flush with the outside sur­ with the two props. The metal McCauley aerobatic machine! ...

26 FEBRUARY 1994 WELCOME NEW MEMBERS

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

Woodrow W. Acord Herbert Gerstein Los Angeles, CA Douglas T. Nelson San Francisco, CA Eureka Springs, AR Robert O. Gettelman Edwin L. Nelson Sidney, NE Daniel Ahearn Cranston, RI Mineral Wells, TX Gary Oleen St Cloud, MN H. Stan Alexander Nashville, TN James B. Giltzow Roseland, NJ Robert C. Opper Willard,OH David J. Anderson Fridley, MN Ronald Hahn La Salle, IL Steven C. Pangborn Cocoa, FL Kirby L. Anderson Mattawana, P A Ralph F. Hanson Erie, CO Robert A. Payne Hawley,MN Albert Antholz McDonald, KS Dennis M. Harbin Edward A. Pedro Hermiston, OR Mark Baeder Canton, MI Charlottesville, V A Neil Petersen Waterville, WA David F. Baird Bill Hare Mission, KS David W. Poe Crystal Lake, IL Belwood, Ontario, Canada Russell L. Harlow Fayetteville, GA Norman A. Poklar Sardinia, OH Mike Barron Kansas City, MO Lacy Harris Fayetteville, NC Ferrell F. Powell Greensboro, NC Michael G. Barten Sharon, WI E. Paul Hartzell Ocean City, NJ Roland P. Rauschert Horst Becker Offenburg, Germany Leigh H. Havener Chittenango, NY Steinbach, am Wald, Germany Elmer F. Bennett Ocean Springs, MS J. R Hefner San Antonio, TX Paul D . Reader Fort Collins, CO W. Birch Danny W. Hogan Bristow, OK Milo V. Reamy Flint, TX Winnepeg, Manitoba, Canada Peter Hogan Basking Ridge, NJ Bill Reid Katy, TX Tedd L. Bishop Greenville, SC Robert J. Hogue Aurora, MO Harold Riegle Fenton, MI Jim Blackburn Neligh, NE Jim Holte Outlook, MT Jonathan D. Rising Atlanta, GA Alan R Bormuth Morganton, NC Gerald D. Houghton Laurence Rosen San Antonio, TX Sidney G. Brandon Cut Bank, MT Winterhaven, FL Bendenetto G. Ruggiero Amelia, OH Eugene Breiner Carlisle, P A Ken L. Hufford Kamuela, HI James Sampson Yellow Springs, OH David M. Brenton Newcastle, DE George A. Hutchinson Enid, OK Michael Samson Yreka, CA Bruce Bretthorst Columbia, MO Julian J. Iorio Las Vegas, NV Peter San Filipo Rosamond, CA RT. Hamilton Brown Richard Lyle Jack Felix Sanchez Indianapolis, IN Mount Pleasant, MI Basavilbaso, Entre Rios, Argentina James R Bruce Sanford, FL Mitch Januszewski Spring Grove, IL John K. Schmale Paisley, FL Perry Cartwright Chicago, IL Arthur F. Johnson Chicago, IL John Shepard Thornville,OH David Guy Casavan Ventura, CA Leslie R Johnson St. Paul, MN Gary Smrtic Broken Arrow, OK G. Challinor Stokers Siding, Jay D. Josves Leadville, CO Willie T. Sorrell, III New South Wales, Australia Michael J. Kavanaugh Auburn, CA Rutherford College, NC N. Challinor Mark Kilbey South Bend, IN Gerald E. Spear, Jf. Centralia,IL Currumbin, Queensland, Australia Louis King Houston, TX John Charles H. Spence Tempe, AZ Bette Chase Houston, TX Sam H. Klippert Sumner, WA Steve Splonskowski Oregon City, OR Samuel Chayt Sykesville, MD Juergen Kortenbach Teresa Spring Zanesville, OH Patrick Christine Carrollton, TX Mi ami Springs, FL James Steier Omaha, NE O. John Clark Gurnee, IL Kern O. Lake Tuscola,IL Sam D. Stevens Isola, MS Paul L. Conradson Chris H. Larson Nashua, NH John Stoney Vacaville, CA North Fort Meyers, FL David Laughter Horse Shoe, NC Lyles William Story A von Park, FL D. Joseph Corr Houston, TX Steven Lemenager Yuba City, CA Jim Strange Tyler, TX Michael R Currie Issaquah, WA Joe Locasto San Mateo, CA John F. Sullivan Adkins, TX Edwin G. Curtis Barrington,IL Bob Lynch Tulsa, OK Van Lamar Thaxton J. John Davi Martinez, CA William G. Mackey Moneta, VA Warner Robins, GA Bradley L. Delk Los Osos, CA Judy Maddock New Lenox, IL Charles A. Thomas Fort Wayne, IN Reid W. Dennis Woodside, CA Bob Madigan Anchorage, AK Gerald L. Tichenor Topeka, KS Steve Derr Traverse City, MI John May Louisville, KY Dennis Ting Redmond, W A Brown Dillard Dayton, OH Michael P. McCann Melbourne, FL Benjamin W. Tompkins Chris Dixon Pinelands, South Africa Michael McCullough Tulsa, OK Plainfield, IN Paul C. Dorow Waupaca, WI Frederick McCutchen Fairbank, AK Herbert W. Truesdale Brighton, MI Donald J. Drake Rochester, NY William McMaster Visalia, CA James R Webb Payson, AZ Don Duke, MD Cincinnati, OH Robert W. Meneely Larry Welken Valley City, NO Robert Early Pecatonica, IL Los Altos Hills, CA Charles H. Wells Palo Alto, CA Walter H. E hl ers Santa Barbara, CA Jeffrey D. Mitchell Paul M. White Stanfordville, NY Dwayne H. Erickson Tacoma, W A New Smyrna Beach, FL Charles L. Williams Grass Lake, MI Wolfgang Ernst Richard R Moga Maple Grove, MN James L. Wilson Galena, OH Elzach-Katzenmoos, Germany Charles C. Morledge Billings, MT Dwayne Woods Foster City, CA Joe Everhart Scottsburg, IN Wade M. Morschauser Menasha, WI John M. Zuccarelli, III Trenton, NJ Rayford Fortenberry Hammond, IN Christopher C. Murphy John G. Gannon Camp Springs, MD Marshalltown, IA Harry S. Gaples Deerfield, IL Michael R Nadeau Tracy, CA Frank S. Gattolin Waukegan, IL Alfred Napoli Bayside, NY

VINTAGE AIRPLANE 27 MEMBERSHIP INFORMATION EAA Membership in the Experimental Aircraft Association, Inc. is $35.00 for one year, including 12 issues of Sport Aviation. Junior Membership (under 19 years of The following list of coming events is furnished to our readers as a matter of age) is available at $20.00 annually. information only and does not constitute approval, sponsorship, involvement, Family membership is available for an control or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please additional $10.00 annually. All major send the information to EAA, Att: Golda Cox, P. O. Box 3086, Oshkosh, WI credit cards accepted for membership. 54903-3086. Information should be received four months prior to the event FAX (414) 426-4873. (Plus $13 for foreign date. members to cover air postage.) ANTIQUE/CLASSIC MARCH 4 - 6 - CASA GRANDE, AZ - 36th Annual AZ AAA Cactus Fly-In. EAA Member- $20.00. Includes one 602/641-7467. year membership in EAA Antique/Classic Division. 12 monthly issues of Vintage APRIL 10 -16 - LAKELAND, FL - The 20th Annual Sun 'n Fun EAA Fly-In Airplane and membership card. and International Aviation Convention. Lakeland-Linder Regional Airport. For Applicant must be a current EAA mem­ information call 813/644-2431. ber and must give EAA membership APRIL 24 - HALF MOON BAY, CA. Half Moon Bay Airport. Pacific Coast number. Dream Machines benefit. Gates open from 10 A.M. until 4 P.M. To benefit Coast­ Non-EAA Member- $30.00. Includes side Adult Day Health Center. Participant fee - $10 per vehicle, ($20 day of the one year membership in the EAA show) Contact: 415/726-2328, or write 645 Correas St., Half Moon Bay, CA 94019. Antique/ Classic Division. 12 monthly issues of Vintage Airplane, one year APRIL 29 - MAY 1 - BURLINGTON, NC - Annual EAA Antique/Classic membership in the EAA and separate Spring Fly-In. Trophies in all categories. For information, call R. Bottom, Jr., 103 membership cards. Sport Aviation not Powhatan Pkwy, Hampton, VA 23661. Fax 804/873-3059. included. (Plus $6 for foreign members.) MAY 1- DAYTON, OH - 31st Annual Funday Sunday Fly-In at the Moraine Airpark. Breakfast, awards, flea market and lots of antiques. Contact: Jennie lAC Dyke, 513/878-9832. or write Jennie Dyke, 2840 Old Yellow Springs Rd., Fairborn, Membership in the International OH45324. Aerobatic Club, Inc. is $30.00 annually MAY 13 - 15 - CAMARILLO, CA - Camarillo EAA Fly-In and Air Show. ex­ which includes 12 issues of Sport perimental, antique, classic, warbirds, type clubs. Pancake breakfast, BBQ, and Aerobatics. All lAC members are Awards dinneer, Vendors, lAC air show and flight demonstrations, Factory and required to be members of EAA. (Plus $6 for foreign members.) FAA seminars. For information, call 805/584-1706. JUNE 5 - JUNEAU, WI - EAA Chapter 897 Fly-In, drive-in pancake breakfast WARBIRDS at Dodge County Airport. Breakfast served 8 - 1 pm. Hamburgers and brats Membership in the Warbirds of America, served from noon unitl3 p.m. Aviation fly market. Co-sponsored by the Goldwing Inc. is $30.00 per year, which includes a motorcycle and Hot Rod associations. Contact: Rick, 414/885-3696. subscription to Warbirds. Warbird mem­ JUNE 5 - LACROSSE, WI - Annual Fly-In/Drive-In breakfast. 608/781 -5271. bers are required to be members of EAA. JUNE 5 - DEKALB, IL - DeKalb-Taylor Municipal airport. 7am - noon. EAA (Plus $5 for foreign members.) Chapter 241 serves its 30th Annual Fly-lnlDrive-In breakfast. For information, call 815/286-7818. EAA EXPERIMENTER JUNE 3 - 4 - BARTLESVILLE, OK - Eighth Annual National Biplane Conven­ EAA membership and EAA EXPERI­ tion and Exposition. Frank Phillips Field. Biplane airshow with world famous per­ MENTER magazine is available for formers, forums, seminars and workshops. Biplanes and NBA members free - for $28.00 per year (Sport Aviation not all others an admission charge applies. For information call Charles Harris, Chair­ included). Current EAA members may receive EAA EXPERIMENTER for $18.00 man, 918/622-8400 or Virgil Gaede, Expo Director, 918/336-3976. peryear. (Plus $6 for foreign members.) JUNE 11- WHEREVER EAA MEMBERS ARE, WORLDWIDE - INTER­ NATIONAL YOUNG EAGLES DAY. Check with your local EAA or An­ FOREIGN tique/Classic Chapter to find out if they are holding a Young Eagles Rally. If MEMBERSHIPS you're too far away from a chapter activity, you certainly can do it on your own. Please submit your remittance with a You can inspire a life - take a youngster for a ride! For more info, contact the EAA check or draft drawn on a United States Young Eagles Office, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903­ bank payable in United States dollars. 3086. Call 414/426-4800. address: JUNE 18 - HUNTSVILLE, AL - Moontown Airport. 2nd Annual EAA Chap­ EAA A VIA TlON CENTER ter 190 Father's Day Fly-In. Poker run, spot landing contest, refreshments, etc. P.O.BOX 3086 Camping OK. 100LL and auto gas available. Rain Date: June 25. For information, OSHKOSH, WI 54903-3086 call Rick Nelson 205/539-7435 or Frank Fitzgerald 205/882-9257. Or you can write PHONE (414) 426-4800 EAA Chapter 190, P.O. Box 18852, Huntsville, AL 35804. FAX (414) 426-4828 JUNE 23 - 26 - MT. VERNON, OH - 35th Annual National Waco Reunion Fly­ OFFICE HOURS: In. 513/868-0084. 8:15-5:00 MON.-FRI. JULY 28 - AUG. 3 - OSHKOSH, WI - 42nd Annual EAA Fly-In Convention. 1-800-843-3612 Wittman Regional Airport. Contact John Burton, P.O. Box 3086, Oshkosh, WI MEMBERSHIP DUES TO EAA AND ITS 54903-3086,414/426-4800. DIVISIONS ARE NOT TAX DEDUCTIBLE ITS NEVER TOO EARLY TO START MAKING PLANS! AS CHARITABLE CONTRIBUTIONS.

28 FEBRAUARY 1994 "E.KJacquith beside his new blue Aeromanne. " Atlantic City) NJ. June 27) 1920

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35C per word, $5.00 minimum charge. Send your ad to The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-2591 . Payment must accompany ad. VISAfMasterCard accepted. (NEW) This & That About the Ercoupe, $14.00. Fly-About Adventures & the Ercoupe, $17.95. Both books, $25.00. Fly-About, P.O. Box 51144, Denton, Texas 76206. (c-3/94) Aeronca C-3 Razorback - E-113C engine. Total restoration just completed induding new wings, ailerons, etc. $28,000 or trade. Projects considered. 707/938-1465. Also, A-40 with all accessories­ $1,000. (3-2) 1915-1950 Original Plane and Pilot Items - 4,000 sq . foot warehouse full! Buy - sell- trade, 44-page catalog, $5. Airmailed. Jon Aldrich, Airport Box 706, Groveland, CA 95321, phone 209/962-61 21. MISCELLANEOUS: (c-5/94) CURTISS JN4-0 MEMORABILIA - You can now own memorabilia from the famous "Jenny", as seen on "TREASURES FROM THE PAST". We have posters, postcards, videos, pins, airmail cachets, etc. We also have R/C documentation exclusive to this historic ENGINES: aircraft. Sale of these items support operating expense to keep this Franklin aircraft engine - 50 hp, model 4AC150, 1940 vintage. Com­ "Jenny· flying for the aviation public. We appreciate your help. Write plete with operator's manual, extra gaskets and new exhaust valves. for your free price List. Virginia Aviation Co., RDv-8, Box 294, $600.00.906/635-5035 (MI). 2-1 Warrenton, vA 22186. (cf5/92)

SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d, WANTED: 4130 chrome-moly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry Want~d - Original Juptner's Vol. 8. Will trade original Vol. 9 in Creek Rd., Belgrade, Montana. 406-388-6069. FAX 406/388-0170. Repair excellent condition without dustjacket or purchase outright. John station No. QK5R148N. Dupre', 111 Court Street, #3, Exeter, NH 03833-2612. (3-3)

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30 FEBRUARY 1994 TEST FLIGHT AVlATlON + + AUCTIO~

AVIATION AUCTION Friday, Saturday & Sunday­ March 11, 12 & 13,1994 Starting at 9:00 A.M. - First Two Days 10:30 A.M. Starting Time on Sunday Arrow Salvage &Sales 3018 So. 19th Ave. Phoenix, AZ Historically accurate scene at the Moline, IL airport in the fall of 1929. Depicted here is MONOCOUPE Chief test pilot Vern Roberts on atest flight ABSOLUTE AUCTION of afacton) new Model 113. The anxious buyer visits with President Don Luscombe and Designer Clayton Folkerts. A Curtiss Falcon mail plane taxis Auction To Include: by on its way to the National Air Transport Hangar. NAVY N3N PROJECTS: 1350 SIGNED AND NUMBERED uu LIMITED EDITION COLOR PRINTS (I ea) N3N Project Presently Being Rebuilt. Pro­ 150 ARTIST PROOFS $95.00 PLUS $5.00 SIH ject Is Approximately 85% Rebuilt At This Time. IMAGE SIZE: 16" x 21-112" ....u $65.00 PLUS $5.00 SIH Will Be Sold With Runout Engine And Prop. (INCLUDES FRAMABLE STORY SHEET) (6 ea) N3N projects. All Of These Projects Need • DEALERS WELCOME • DEALERS WELCOME • DEALERS WELCOME. To Be Rebuilt. Engines And Props Will Be Sold Separately. To Order Send Check or M.O. to: D.C. Burgess 2323 Mt. Pleasant St. - Burlington, Iowa 52601 (319) 754-7785 Large Selection Of N3N Parts And Control Sur­ • ORIGINAL PAINTING IS ON DISPLAY IN THE EM AVIATION CENTER faces, R-985 Engines And Parts, Several Hundred Actuators (Including Warbird Actuators), Curtiss Electric Props, Beech 18 Landing Gear Motors (HCA-3), Thousands Of Canon Plugs - All Sizes, EAA Videos in PAL European Format Round Oil Coolers, BT-13 Brakes, T-6 Tail Wheel Forks, 0-18 cowling (including several bottoms). Hamilton Standard 120-40 And 20-30 Props, B­ • 15% Discount 26 Landing Gear Actuators, Overhauled 120-40 ~J# to ALL Prop, Large Selection Of Wheels And Tires, Throt­ .. tle Quadrants, 12 foot Liberty Wood Prop, Hartzell 4.~'" EAA Members Wood Prop For R-755 Engine, Stinson 108 Fuselage And Some Surfaces, Tri-Pacer And 1-3 Control Sur­ Enjoy all the sights and sounds of faces, T-6 Tail Feathers, L-15 Tail Group. EAA Oshkosh '92 - EAA's 40th annual Fly-in Convention. Kinner R-55 Engine (0 SMOH), Misc. R-55 En­ 60 mins Code 986 £19.95 gine Parts, New Upper And Lower Wing Ribs For + £2 p&p Meyers OTW Along With Full Set Of OTW Paper­ work, Vertical Fin And Rudder For OTW. R-1340 Engine (840 SMOH), Warbird Switch AVIATION VIDEO CATALOGUE Boxes, Several Military Helmets, Radial Engine OVER 150 Titles Full Colour Tools, Landing Lights, Leather Flight Helmets, Gog­ gles, Flight Suits, Ammo Belts, Shell Casings, Imped­ 16 Page Available FREE! ance Adaptors, Instruments, Large, Large Selection Plus EM Membership & Videos Of Aircraft Hardware, Ramp Equipment, Tools, Test Equipment, Etc. Send Cheques/Postal Orders Catalogue and This Is Only A Sample Listing. Payable to CORD AV Ltd Credit Card Orders Call For Complete Brochure. CORD AV Dept EAA HOTLINE 2b Cleveland Street Tel (0234) 840122 =~STARMAN BROS.~ Kempston Bedford OR AUCTIONS IMC. 1260 Roy.1 On.._ '.ptlhoft. ME 68128 MK428DN Fax (0234) 841076 (402) ~92 \933 ENGLAND ITS FASTER BY FAX AVIATION UNLIMITED AGENCY

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