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December 1992

Vol. 20, No. 12

CONTENTS

2 AlC News

3 Vintage Literature - 20th Anniversary/Dennis Parks 7 Hints for Maintaining the OX-5/ Harold Armstrong Page 7

12 Delton Perry's Tri-Pacer/ H.G. Frautschy

16 Joe Hughes' Best Cessna 1701 Norm Petersen

18 A Debt Paid/Joe Dickey 20 What Our Members Are Restoring/ Norm Petersen

22 Pass it to Buck/ E E. "Buck" Hilbe rt

Page 12

24 Mystery Plane/George Hardie 25 Welcome New Members 26 Calendar 27 Vintage Trader Page 20 FRONT COVER ... Joe Fleeman flew Delton Perry's PA-22 Piper Tri-Pacer to EAA OSHKOSH '92, where it was awarded the Reserve Grand Champion Classic trophy. EAA photo by Carl Schuppel, shot with a Canon EOS-1 equipped with an 80-200mm lens. 1/250 @ f5.6 on Kodachrome 64. Cessna 210 photo plane flown by Bruce Moore. BACK COVER ... 'Coffee Break ' is the title of this winter evening scene of an airmail field during the early airmail days. The oil painting was the winner of an Honorable Mention Ribbon in the 1992 Sport Aviation Art Competition. Artist Jerry Anderson can be reached at 240 Lumber St" Highspire, PA 17034.


VINTAGE AIRPLANE 20th ANNIVERSARY As you can see by the special logo on the cover of this month's VINTAGE AIRPLANE, the magazine begins its 21st year as the official publication ofthe EAA Antique/Classic Division. The division, which celebrates its 23rd year during 1993, has grown from a small group of Antique enthusiasts, to over 8100 mem­ bers. Dennis Parks has a summary of that ftrst year's publishing efforts in his col­ umn, Vintage Literature, and it makes fascinating reading for both the new member and the more senior devotees among us. Another highlight of this issue is the article by C.H. Armstrong concern­ ing OX-5 maintenance. Thanks to Harold, we all get a chance to leam some of the tricks that help keep these antique engines running. I'd like to encourage any member with experience to share to sit down and write a technically oriented article. It' s not necessary to be a good draftsman - as long as you can get your idea down on paper, we can take it from there. In the future, I would like to have enough material to have at least one tech­ nical article per month. Don't forget, you can also send in your technical items (if they aren't too long) to EAA Hints for Homebuilders, and win a prize from both Snap-on Tools and Aircraft Spruce and Specialty Co. or from the John L. Fluke Company. Follow Harold's lead, and send in those technical articles - so we all can continue to learn!

EAA ANTIQUE/CLASSIC BOARD MEETS October 9 and 10, 1992 saw a lot of activity at EAA Headquarters, as the Antique/Classic Board of Directors met for their winter session. President Butch Joyce will have items to report on in his column next month, but one item of immediate interest to the division concerns its flagship publication, VIN­ TAGE AIRPLANE. The An­ tique/Classic Board voted to make the following changes: Starting with the February, 1993 issue, VINTAGE will include a color section every other month, for a total of six color issues per 2 VINTAGE AIRPLANE

year. In addition, the color section in the October issue will include an ex­ panded color section to cover An­ tique/Classic activities during EAA OSHKOSH. Dennis Parks' column, VINTAGE LITERATURE, will be­ come a quarterly article, with additional articles added by Dennis as subjects pre­ sent themselves. We look forward to serving the membership with these changes, and are open to your sugges­ tions concerning the contents of VIN­ T AGE AIRPLANE.

AUTO GAS STATUS REPORT Recently, questions have directed to the staff at EAA Headquarters concern­ ing the use of "oxygenated" fuels. Man­ dated in some locations due to air quality and other consideration~, gaso­ line containing these types of additives have been the subject of some scrutiny, including questioning weather it is ap­ propriate for use in airplanes covered by an auto-fuel STC. For an up-to-date explanation on this situation, please be sure to read the "Auto Gas Status Re­ port" and the related item "FAA Re­ quests Fuel System Parts For Research" in the "Hotline"section of the December issue of SPORT AVIATION .

STITS POLY-FIBER BUSINESS SOLD Ron Alexander, proprietor of Alex­ ander Aeroplane Company, and Ray Stits, have announced the sale of Stits Poly-Fiber, Riverside, CA. In announc­ ing the sale to Ron Alexander, Ray Stits said "I have reached the goal I set years ago to develop the best covering system possible with current technology, and w~ite a very detailed covering manual to take the mystery out of the seemingly lost art of fabric covering. The time has now come for me to turn the fablic covering division of Stits Aircraft over to younger hands to assure a continuous supply of top quality covering materials for many years in the future." The new name of the company will be Poly-Fiber Incorporated, and will continue at its present location in Riverside . No changes are anticipated in the dealer or distributor network. Ray will also con­ tinue as a consultant to the company, and will assist in fabric covering work­ shops such as those at EAA OSHKOSH for an indefinite time.

EAA OSHKOSH '92 CONVENTION VIDEO NOW AVAILABLE It's virtually impossible to see and do everything at the EAA Fly-Tn Conven­

tion, but a new videotape produced by the EAA Aviation Foundation comes close to capturing the action and excite­ ment of this annual aviation event. En­ titled "EAA OSHKOSH '92: Excellence in Aviation," the 60-minute production is the offtcial 1992 EAA Fly-In Convention videotape. High­ lights include a tribute to several heroic World War II-era groups, including the Doolittle Raiders, the Tuskegee Air­ men, Glider Pilots and "Aces" from the 357th Fighter Group. In addition, the video features special sections on Del­ mar Benjamin and the Gee Bee R-2 replica, which has thrilled aviation en­ thusiasts at numerous air shows this year; the EAA Aviation Foundation ' s new Young Eagles program, which has set a goal of giving I million young people an airplane ride in the next 10 years; and the important new Small Air­ plane Certification Compliance Pro­ gram , which is designed to help revitalize the light aircraft industry. Viewers will also see segments on new homebuilt designs and an affectionate look at the antiques, classics, warbirds, light planes, seaplanes and ultralights attending the Fly-In. Coverage of the exciting aerial showcases (which in­ cludes footage of two Lockheed "Con­ stellations" in formation flight!), dynamic air shows and informative eve­ ning programs at Theater in the Woods round out the program. Following three months of production work , "EAA OSHKOSH '92: Excellence in Avia­ tion," is now available for $29.95 (plus $3 shipping/handling). Orders can be placed by calling EAA's toll free video hotline, 1-800-843-3612 (outside U.S. call 414/426-4800). International PAL format videos are also available through Cord Aviation Videos in London.

EAA AIR ACADEMY AT SUN 'N FUN '93 The first EAA AIR ACADEMY AT SUN 'n FUN will be presented April 17 - 24, 1993. This exciting program for youth age 15 - 17 will provide hands-on workshop activities and guided fly-in activities. The $450. registration fee in­ cludes food, accommodations and pro­ gram expenses for the week. The number of participants will be very lim­ ited. Applications will be considered in the order received. The detailed infor­ mation and registration materials pack­ age can be secured from the EAA Education Office by calling (414) 426­ 4888 or writing the Education Office, EAA Aviation Foundation, P.O.B. 3065, Oshkosh, WI 54903-3065. . . .


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VINTAGE AIRPLANE

20th Anniversary

December 1992 marks the 20th anniver­ sary of VINTAGE AIRPLANE, the offi­ cial publication of the Antique/Classic Di­ vision of EAA. The roots of the publication can be noted by some remarks made by Jack Cox, editor of SPORT A VI­ ATION, taken from the minutes of the the 1972 annual meeting of the Division then known as Antique Classic Aircraft, Inc. "Several comments were made regard­ ing the necessity to increase present mem­ bership, and after some discussion it was thought that through public relation work uti lizing the pages of Sport Aviation and other popular aviation publications more could be aware of the accomp lishments and benefits of belonging to this separate division. "Jack Cox felt strongly that in the near futu re an individual publication directed specifically to the Antique and Classic member would be a most effective means of communication . Type clubs could use the pages of this publication to get out the their information on time and at less of a burden to type -club presidents . In addi­

tion, this separate publication could serve as [an] informationa l source on specia l prob lems associated primarily with the Antique and Classic Division. A lso , it could provide an excellent clearing house for special parts from members within the group. The add itiona l expense for such a publication was the subject of the discus­ sion that followed . Morton Lester made a motion providing for a $10 an nu al dues for membership."

THE VINTAGE AIRPLANE The first issue of the division's publica­ tion appeared in December, 1972 with Jack Cox as Editor-in-Chief. That first is­ sue , which was offset printe d at EAA headquarters, consisted of 12 pages. On the front cover was Herb Harkcom's 1927 Fairchild FC-2 und e rgoing restoration. After finishing and fly ing the aircraft for six years it was donated to the EAA Mu­ seum . Included in the premier issue was a message by Pa ul Poberezny who gave his good wishes to the division .

MESSAGE FROM PAUL POBEREZNY, EAA PRESIDENT " I was very pleased with the sincerity shown by those EAA Antique and Classic aircraft enthusiasts who attended the gen­ eral meeting held in Haedtler Hall here at EAA Headquarters on November 18th, 1972. "T he EAA Antique and Classic Divi­ sion was established about a year ago. Its purpose was to select leadership within the EAA Sport Aviation movement whose aviation interests lie in this area ­ EAA members of like interest who could then, through organizational work expand their activities and interests. "The forming of Divisions within EAA is an effort to obtain a greater number of leaders on the team . For if one expects one president of anyone organization to attempt to represent all of these fine activ­ ities, we will then fall short of our goals in developing team work, delegating respon­ sibility and leadership.

Butch Douma (front cockpit) and Rick Loeffler fly Butch's Ryan PT-22 over Eastern Colorado in this cover photo from November, 1973. VINTAGE AIRPLANE 3


This Howard Levy photograph of an Arrow Sport was the back cover of the May, 1973 issue.

"I would like to thank past President Dave Jameson for his help in getting this Division started . As you know , Dave is also Vice President of the EAA Air Mu­ seum Foundation. This in itself can be more than a full time endeavor - and this division of responsibility has added an­ other leader to aviation 's team. I am sure all in attendance were pleased with EAA Antique and Classic President Buck Hilbert 's presentation and acknowledge his past and present enthusiasm. "The confirmation of the forthcoming 1972-73 officers through the election held at this general meeting is evidence of the support forthcoming. The discussions rel­ ative to dues, a publication , business as­

pects and fly-ins were encouraging and I am sure a week could have been spent dis­ cussing these matters . The potential of membership growth was termed tremen­ dous and the recognition that having a home - a facility and the office support of EAA - is a tremendous asset. "To me , getting more members on the team is very important to the perpetuation of our endeavors to fly for fun , whether it be with antiques , classics , homebuilts , warbirds, aerobatics or rotary wing. When it comes to government restrictions - we all are in the same boat. We need each other, we need the numbers, we need the individual leadership. Buck Hilbert , the newly elected presi­

dent of the division, welcomed members to the division in the first issue.

THE PRESIDENT SPEAKS· E. E. "BUCK" HILBERT "Fellow EAA Member: The Antique and Classic Division needs you as an ac­ tive member. We need membership and we need money in the form of $10.00 dues to give support to our members. " In the Antique and Classic Division there is the potential to be the largest divi­ sion of EAA. With aircraft over thirty years of age classified as Antique and those over twenty years old falling into the Classic Category, we will have a new

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This Fairchild FC-2 float plane graced the backcover of Volume 1, Number 2-January, 1973. 4 DECEMBER 1992


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The 1973 EAA Grand Champion Antique was this 1929 Alexander Eaglerock, owned by Reagan Ormand, Jack Brouse and Douglas Boren. It was featured on the cover of the August, 1973 issue.

and larger group each year. "The intent of the Division is to gain recognition of the Antique and Classic aircraft and their owners as an integral and important part of Sport Aviation. To help us accomplish this, EAA will be the parent o rganization . Admin istration, manpower and facilities are provided by

EAA. The bui lding of the Antique and Classic Division is up to us. "The planning for the Division calls for our own publication. First a monthly newsletter, then as we grow, so will the publication. This will be our means of communication within the Division. Sug足 gestions are solicited as to contents but we

plan Type Club News, activities coverage, feature articles on airplanes and people, and most important, " Hot Line" news items about what affects our flying and our airplanes. "As to Div ision identity, along with our own publication, we will have an iden足 tifying jacket patch. decal. and ca rd, our

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"Buck" Hilbert with his Fleet II at Meigs Field on the Chicago lakefront. This

The Antique/Classic divisions first president E.E. picture was the cover photograph for the January, 1973 issue.

VINTAGE AIRPLANE 5


This photo, published in March, 1973, was the very first mystery plane - and it continues to be a mystery! Any takers?

own regional and local activities, and our own parking, forums , and activities at the National Oshkosh Convention. The EAA Air Education Museum has also provided space for displays, pictures and even air­ planes, as the Division d es ires. The Burlington, Wisconsin site is ours to use also, as we choose. "The dues money, then, will be used for the publication and mailing costs, the identity items of patch, card and decals , support of the parent EAA administration staff and ideals, and the EAA Air Educa­ tion Museum. The $10.00 du es will be supplemented by fly-in revenue , dona­ tions and other fund raising projects yet to come. '·We welcome you as a me mber of the EAA Antique and Classic Division." The second and following issues of THE VINTAGE AIRPLANE was printed on slick paper by the Times Pub­ lishing Company of Random Lake , WI. The March, 1973 masthead listed the ad­ dition of Gene Chase to the staff as Assis­ tant Editor. By July 1973 the publication had taken on more of a magazine look with colored stock for the cover and had increased to 20 pages. Twenty pages would be the standard until the summer of 1974 when four more pages were added.

THE FIRST YEAR The first year of publication saw the appea rance of 55 articles in the pages of THE VINTAGE AIRPLANE . The ma­ jority of the articles (34) were about air6 DECEMBER 1992

craft and 21 articles cover other topics. The majority of th e articles covered an­ tique aircraft. Ten articles were about classic aircraft with the most popular man­ ufacturer being Piper with five articles. In addition to th e editorial and division staff, authors th at first year th at may still be familiar names to many members in­ cluded Bill Hodges , Ray Brandly , and Kelly Viets. Topics covered by the general articles included: Chuck Klessig, the Church V-8 Aero Engine, Early Marine Aviation, Edna Gardner Whyte , and four articles about antiques and classics at the Oshkosh '73 Fly-In. Other Fly-Ins covered were: Blakesburg, Gastonia, National Stearman , Sanatee , Staggerwing, Waco , and Wat­ sonville.

COVERS Twenty aircraft appeared on the front and back covers of the publication. Most of the photos were of restored aircraft but some of them were historic aircraft includ­ ing a Fairchild FC-2 on floats and Clarence Cha mb er lin with the Bellanca "Co l­ umbia". Other covers included: The 1973 Grand Champion Antique Alexander Ea­ g lerock of Re aga n Ormand and Jack Brouse, an Arrow Sport: Biplane and the Ryan PT-22 of Butch Douma.

PRESIDENT'S PAGE The only col umn to appear in the first year of publication was the " President 's Page" where Buck Hilbert had an oppor-

tunity to give his vision and help shape the new EAA division. The following exam­ ple " KEEP THAT BIRD STOCK " is from the April, 1973 issue; " Each of us who owns an Antique or Classic aircraft is privileged to be th e curator of our own personal museum piece. It's a responsibil­ ity whether we realize it or not. The more rare th e bird the larger the responsibility and the greater the effort should be to keep it original. " Pride of ownership, pride in having someth in g no one else has , and greater recognition is possible , by just keeping it factory new and cleaner than the one next to it. Butching up an airframe to make it aerobatic or speedy, hanging on a bigger engine, or in some way taking it out of the original configuration makes it less desir­ able, and also important, less saleable. "Some mods are necessary to keep the birds flying. Brakes and a tailwheel are an absolute necessity in todays world of avi­ ation. So is a radio. And with engine re­ liability always a problem , a more mod­ ern engine is sometimes the only answer. But to customize to gain attention will never do the trick. If it 's an aerobatic bird you want , go get a special. If it 's speed your after, then step up to one built for it. But keep those Antique and Clas­ sic machines stock ... as k our judging committee. "

For twenty years th e V INTAGE AIR­ P LA N E has been a strong voice for the Antique/Classic division of EAA. Happy Anniversary!

*


HINTS FOR MAINTAINING

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by C. H. Armstrong One of the greatest challenges for the restorer of an antique aircraft is keeping the old engine in good running condition. This is particularly true for the Curtiss OX-5, which is now 75 years of age. In this brief article , I will try to show some of the ideas, tools, and gadgets that have helped to keep my Waco 10 and Pitcairn PA-4 going (I have had some of them since my pre-WW II Swallow days). Valve springs should be tested for proper tension before installing; for this purpose I made a tester utilizing a tension scale obtained from the Brookstone Company. The proper values are: exhaust - 35 pounds at 1 5/8"; Intake - 16 pounds at 1 5/8"; Intake Pull-Down - 40 pounds at 2 3/4". If any are found to be slightly low it is permissable to use a thin washer under the spring to bring it up to the proper value. The intake pull springs are held down by a thin strap bolted to the base of the cam follower body. I have found some of these cracked or broken off at the 90 degree bend in the mounting flange. My solution was to run a bead of silver solder along the bend , which seems to have (Text continued on page I /)

Photo #2 is a closeup of a few of my special gadgets. Starting at top left is a tool for removing the water pump retaining collar. Below that is an original carburetor jet wrench; the larger one is my improved version. The long T handled tool is used to hold the intake pull spring retaining strap down while installing the nuts. This simple device is made from bar stock with a "u" shaped foot welded to the end which straddles the intake pull tube. Without this tool, one generally uses a large screwdriver or hammer handle which always manages to slip off just as you get the forty pound spring compressed and the nut about to start. Then it slips off and the nut and washer fly off to a dark corner of the shop, never to be found again! The valve spring compressor is a Wright engine tool (PIN 802870) w ith an added bracket and adjustment arm which permits mounting in place of the rocker arm support. A bushing (not shown) is required to reduce the diameter of the ring which compresses the spring. Next to the valve is a bronze valve guide sleeve (Made by TRW). These are used by re a ming the old guide boss and pressing in place instead of replacing the guide. These were used during a recent top overhaul on the Waco. The abrasive backed drum is used to t r ue up the mounting flange on the rocker arm support. The tool below the valve is used to retain a valve in position while removing the keeper and spring. With this and the T handled tool next t o it, you can remove a valve and ream a gummed up guide without pulling the cylinder. Next is a flare nut wrench which has been ground down for adjusting the exhaust tappets, and finally, a special reamer for valve Here's the wall rack where most of my special tools are guide to fit valves with oversize stems. (This reamer was made by kept. Easily recognized are the prop puller and hub my late uncle who was a machinist at the local tire manufacturing wrenches, carbon scraper, cylinder base wrenches, and plant. It dates back to my Swallow days, when you could buy new Jadson valves with oversize stems for fifty cents each). others, including the all important water pump wrench. VINTAGE AIRPLANE 7


WRIGHT ENGINE VALVE

SPRING COMPRESSOR

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IPhoto #3 shows the valve retainer tool and spring compressor in use. The retaining tool threads into the spark piUp hole and the bent arm positioned under the valve head. The steel collar is then backed off, which pulls the rod upward and tightens up under the valve.

OX-5 INTAKE PULL SPRING HOLD-DOWN TOOL

ZENITH 06DS CARBURETOR JET WRENCH

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This photo shows the handy intake spring pusher in use. 8 DECEMBER 1992


Photo #4 shows the valve stem grabber in use, as well as the valve retainer tool and spring compressor.

13116" -18 THREAD

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The flange shown just to the right of the spark plug threads can be deleted - it just happened to be on the raw stock that Harold machined his valve retainer tool from. Harold also advises that the tool could be built up out of tubing raw stock, with the different diameters welded together. Use your imagination to apply and modify these tools to your particular application. VINTAGE AIRPLANE 9


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The function of the rocker arm support trueing drum is shown in the above photos. The pilot shaft is 9/16" in diameter, and it is sometimes necessary to run a drill or reamer in the water outlet to clean up the surface to fit the pilot.

OLD TYPE 7/S"", SPARK PLUG' SOCKET

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OX·S WATER PUMP IMPELLER NUT WRENCH

This is the tool for removing and replacing the water pump impeller. It was made from a very old and inexpensive 7/8" socket. A collar was made from 1 1/4" x .065" 4130 steel tube with lugs to fit the slotted collar. 10 DECEMBER 1992

The internal hex shape is a leftover from the inexpensive 7/8 socket -it serves no purpose, and the end of the tool can be made from a section of steel tubing.


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EXH AUST VALVE HEAT BAFFLE

A common problem involves leakage of exhaust gaskets. When this occurs it doesn't take long for the exhaust heat to take the temper out of the bottom coils of the valve spring; this will result in a high speed miss. There is a heat baffle welded to the manifold which keeps the heat away, but it does not protect from a blown gasket. The solution is to make a secondary baffle of stainless steel and install it under the valve spring.

The above photo depicts a wide variety of jet wells that were at some time used on the Zenith carburetor. Numbers 1, 2, 4, 5, and 6 are homemade, some of them made out of spark plugs. Number 3 is an original which has been fitted with a petcock; the last three are original short type used on the compensator jets. Those installed on the carburetor are ones I made of brass bar stock; note that the front (main) ones are longer (1 5/8"). All are are tapped for 1/8" Curtis drain valves. Connected to the float chamber inlet is a Jobel fuel strainer; this was-an after-market item wh ich is listed in an old Nicholas-Beasley catalog for ten dollars. Most OX jobs came from the factory with no strainer, and the book said " remove and clean jet wells before the first flight of the day". A little water in these can ruin your day! (Below) The OX-5 originally used AC #18 or N-I, Champion #7, BG #4B, or Mosler #18 spark plugs, none of which are currently available. I am running Champion 0 -16s in the Waco and AC C-86s in the PA-4; both are currently available and give good results. Plug gap for both should be set at .025" . Also available from WW-II surplus is the BG SU-485; I have some new ones which I have not yet tried. Photo #10 shows the old and new mica insulated BG plugs, the Champion C-7, and the 0-16 replacement. Ignition timing should be set at 32 degrees before top center (about 7116" of piston travel BTC). (Text contilluedfrom puge 7)

I

eliminated the problem. Max Krueger of San Antonio, Texas came up with a novel solution. He eliminated the strap , replacing it with a tube which encloses the spring and threads onto th e top of the cam follower body. Max has a Waco 10, Travelair 2000, and a Bird, all with the OXX-6 engine, and he flys them often. With few exceptions, these tips and suggestions are not original. Most of the information may be found in old maintenance manuals and other publications. I first saw th e valve stem holder used by local AI Bill Pancake while freeing a sticking valve on an C-65 Continental. Bob Wallace (Wallace Engine Company, Baltimore, MO) used one on the Waco, and also did the valve guide bushing and valve seat replacement. Ken Hyde (Virginia Aviation

Company , Warrenton, VA) has been making up original style exhaust manifolds of stainless steel, and also the water inlet pipes , He also has mounting bases for Scintilla mags (not including the rear box) , and a stainless water pump shaft kit with modern Garlock sea ls which eliminates the old wick packing. Ken is well known for his beautiful and authentic Jenny which has made the trip to Oshkosh twice. There is one last problem I should mention. There are four small capscrews with a pin type exte nsion (PI N 0-71) located on top of the crankcase, which retain the intermediate camshaft bearings. The split lock washer under one of these broke , allowing the screw to loosen. It happened to be the most rearward one which is not visible without an inspection mirror (Murphy 's Law). To preclude a recurrence I have drilled the capscrews and the adjacent lugs on the crankcase and safetied all of them. While browsing through the Fly Market at Sun 'n Fun earlier this year, I came upon seve ral va lves threaded on a wire with a tag marked " Rotary Engine Valves". I immediately recognized them as OX va lves; new (old stock) Thompsons, some with oversize stems. A few were rusted and pitted, but many were very good and servicable. Some days one gets lucky! If you would like a full size copy of the drawings shown in in this article, please send a Self-Addressed, Stamped business size Envelope (Don't forget the stamp!) to: EAA A vialion Center P. O. Box 3086 Oshkosh, WI 54903-3086 Attn: H.e. Frautschy - OX-5 Hints


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Piper Tri-Pacer...

One o/AviationsBest Kept Secrets

by H.G. Frautschy Pssst! Hey buddy, wanna know a secret? Only a few enlightened individuals know this is true, so I'm lettin' you in on the ground floor of this great deal. Sound good? Ok, here 's the skinny - the Piper Tri-Pacer is a really great airplane. No, really. I mean it. Now stop laying on the floor laughing. It really is true. The folks in the Short Wing Piper club know it. and if they will excuse me for letting the cat out of the bag about this terrific airplane, I'll tell you all about a super restoration by Joe Fleeman and Delton Perry of a 1954 Piper PA-22 Tri-Pacer. Perhaps it will help prove to you that the airplane that has become the Rodney Dangerfield of aviation (it gets no respect!) is a great airplane , destined for aviation immortality. Now stop pointing at the pictures and laughing long enough to read on! 12 DECEMBER 1992

The Piper PA-22 Tri-Pacer was produced in a substantial quantity (7,668) from late 1950 to 1963. The first models were powered with the 125 hp Lycoming 0-290-D, but the performance steadily increased as the horsepower was increased to 160 hp during the pro­ duction run. Also included during the production run of the Tri-Pacer was the "Colt" model , a two-place Tri-Pacer powered with a 108 hp Lycoming 0-235. Intended to compete in the trainer market, over 1800 Colts were produced from 1960 to 1964, when the model was dropped in favor of the new Piper Cherokee 140. The Tri-Pacer's sire, the PA-20 Pacer, was a trim, snappy performer, but its conventional landing gear was making it tough for Piper to compete with Cessna 's modification of their 170, the Cessna 172. The move toward tricycle landing gears was in full swing , with catch phases in the ad copy of the times trumpeting "Land-O-Matic" landing

gear and other such sales devices intended to show pilots how easily the tricycle-geared airplanes were to handle. Still convinced that the steel tube and fabric airplane was the most economical airplane to manufacture and sell, (not to mention it was the most expedient way to get into the tricycle market) W.T. Piper and his staff modified the Pacer model to become the airplane that would launch a hundred nicknames. Monikers such as " Flying Milkstool" and other less complementary phrases have been used to describe the short-wing Piper with a nosewheel, and even today it still gets more than its fair share of abuse. While nothing may be uglier than a "ragged out " Tri-Pacer sitting forlornly in the weeds , there are few other airplanes that look cuter that a PA-22 restored to the condition you see done by Delton Perry and Joe Fleeman. For getting around and flying where you want to go on a budget, it fits the bill perfectly, and it 's cute to boot!


During the summer of 1987 , the sudden demise of a Lycoming 0-290-2D in N8740C led to a forced landing in a pasture, then through a fence and over a ditch. The trip ended with the airframe straining itself through some trees, totally destroying the wings. The trees helped absorb the shock of the impact. so that none of those on board suffered any InJuries. After the insurance man had totaled up the loss , Delton Perry bought the airplane sa lvage, and commenced what would become a 5 year long project. Delton enjoys the mechanical work involved, and especially engine work. In fact, he had a lready become a whiz at rebuilding older engines, so much so that his friend Joe Fleeman , and Joe's father, Jay, both encouraged Delton to make it official and complete the work needed for a Powerplant mechanic 's license from the FAA. After the Tri-Pacer project, he says " Maybe I' ll go after the Airframe license now! " When two people are working on the same project , it sometimes works best if they have skills that complement one another. Delton Perry does not care for fabric work , and the other detail work that goes into that portion of a restoration , but for Joe Fleeman, working with fabric and dope , as well as all the finish work that goes along with comp leting an airp lane project are his favorite tasks . The two friends used their skills to turn out one very pretty Tri-Pacer. After replacing the fuselage with another that he had on hand , Delton got his hands dirty tackling the rebuild of the PA-22. Item by item he worked his way through th e structure , including comply in g with Piper Service bulletin 8L9, which requires inspection of the steel structure in the door frame area, a location that can be susceptible to moisture damage. H e did all of the mechanical work needed up to the point when the airplane was ready to be covered, including the replacement of

The Piper PA-22 Tri-Pacer, produced from 1951 until 1963, has a stong following. The airplane, depending on its manufacture date, can qualify as a Contemporary or Classic in the EAA Antique/Classic Division.

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The bare bones of the Tri-Pacer are easily maneuvered in the shop with the bicycle wheels temporarily mounted on the fuselage.

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The neat installation of insulation around the cabin area resulted in an airplane that was exceptionally quiet. VINTAGE AIRPLANE 13

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The interior of Delton's PA-22 Tri-Pacer has a full set of Terra avionics, along w ith an

RNAV lora n. Fine workmanskip like this helped Delton and Joe win the Reserve

Grand Champion Classic Award.

the strut ends with the Jensen strut modification, a popular STC that adds peace of mind for strut-braced Piper owners. The Jensen strut fork and barrel are double the size of the original Piper strut barrel and fork, and adds an additional safety factor to these critical parts. The mechanical side of the project took almost 4 years. The airplane was then moved to Joe Fleeman ' s shop, where the covering would be done during the next 8 months. The covering chosen by Delton and applied by Joe Fleeman is Ceconite 102 Dacron , finished with Randolph butyrate dope. All of the metal is painted with Randolph Randacryl acrylic lacquer, matching the doped surfaces perfectly. Later model Tri-Pacer owners may spot the fact that the actual color scheme on Delton ' s airplane is a 1955 layout, including the little cast emblems on each side of the cowl. Joe says that the '55 model was the only one that had these emblems, and he was able to fabricate them using the Piper blueprint and a chunk of aluminum , which he laboriously fashioned by hand into the , emblems you see on each side of the cowl. The instrument panel , featuring all new Terra avionics and an RNA V R15 loran, was built up by Delton, and the interior upholstery was expertly done by the ladies at Southern Aircraft Interiors of Haleyville , AL. When originally built in in late 1953 (and sold as a 1954 model), N8740C (SIN 22-1393) was powered with a 135 hp Lycoming. With an STC in hand, Delton would upgrade his Tri-Pacer to the PA-22-150 model , boosting his cruise speed to 134 mph while the Lycoming cranks out 2450 rpm . The 14 DECEMBER 1992

engine was completely overhauled by Delton, and included sending the crankcase to Tulsa, OK for the repair of a small crack in the case, as well as having the case line-bored. The cylinders were " Cermichromed " , and the engine was reassembled using all new valves, seats , rings and bearings, and all engine accessories were overhauled. The generator was replaced with an STC'd unit from Alcor, for increased reliability in the electrical system. The rest of the engine compartment was treated to the same meticulous work by Delton, with the exhaust system replaced with a system that had a total of no more than 150 hours. Another outstanding piece of

The nosewheel fo r t he PA-22 has this f lat plate aluminum mud and rock guard to protect the sheet aluminum on the fuselage.

Ace Tri - Pacer restorer Joe Fleeman brought Delton Perry 's PA-22 to EAA OSHKOSH '92.

work was the replacement of the firewall with one made of stainless steel, complete with all the appropriate stiffening beads. To get the beading just right, a new set of mandrels were machined for use on an "English Wheel", and a single pass through the whee l put the beads right on the firewall where they wanted them. Joe Fleeman's love of the Tri-Pacer would allow Delton 's PA-22 to have one of the nicest cowls seen on a Tri-Pacer these days - in Joe ' s shop , he had a brand new cowl, including the prominent chin bubble that acts as a fairing for the top of the nose gear, and for the carburetor air box. One of the most noticeable items on the nose gear is the flat plate mounted behind the aft half of the tire - it is a .050 piece of aluminum used on the Tri-Pacer to deflect rocks and debris, and prevent damage to the sheet metal on the underside of the Tri足 Pacer. When Tri-Pacers were new, most were flown off of grass fields, and the tall landing gear proved to be advantageous to operating in that environment. When I asked if there was anything that Delton learned during the project, he mentioned that there was something 足 additional patience. As he said , "No matter how long it takes, you can't 'short circuit ' something, you have to go the route and do it right." At times the delays encountered during the restoration were frustrating, but as each piece gets installed , you can see that progress is being made. Delton Perry intends to use his new Tri-Pacer for personal transportation. His time during the day is spent working for the Lawrenceburg Power System, the electrical power distribution system for Lawrenceburg County in Tennessee. Delton has been helping keep the lights


on in Lawrenceburg for the past 22 years. During the past years, one of the most popular conversions of any airplane configuration h as been th e move to convert a PA -22 Tri-Pacer to a PA-20 Pacer. Delton says that he never was really tempted to convert his Tri-Pacer 足 he has some tailwheel airplane time, but he likes the handling of the tricycle gear, and, he admits to being partial to the way a Tri-Pacer looks. One other item caused Delton to do a bit of investigation - when he was checking the aft fuselage, he noticed that the vertical fin , when mounted on th e fuselage, would have its leadin g edge offset to the right, instead of the more customary left (for those aircraft having props that rotate clockwise!). Delton did some checking around, and found that all the Tri-Pacer owners he asked confirmed that his fuselage was correct. We all learn something new each time we start down a new path . Rob ert Bomar is the AI who signed off the airplane. Robert has just recently joined the ranks of the newly retired , after a long a nd fruitful career maintaining airplanes. Delton feels quite fortunate that he was able to have the Tri-Pacer inspected and signed-off by this highly respected Airworthiness Inspector. Joe Fleeman has had a soft spot in his

heart for a Tri-Pacer since he was five years old. Joe's Granddad taught a man to fly an almost new Tri-Pacer. "It just looks sport y to me ", Joe recalled, " I've just liked them ever since. r like th e little short wings on them, and th e way they stood up tall on the gear. To me th ey were a sporty airplane back in the 1950's. And th ey still are sporty, too!" It took a few years for the fellow Jo e's Grandfather was t eac hin g to gain hi s Privat e licen se , but when he did , Joe finally got his ride in a Tri-Pace r. After waiting 3 years, flying in the PA-22 was the thrill of young Joe's life. 8740C is now happily resting in a hangar on the Law renceb urg County Airport , which Delton says is an airport that the county should be proud of - the new taxiway, as well as a le ngth e ne d runw ay a nd a ge ne ral " sp rucing up" make th e airport an attractive home base. R es toring an airplane so that it is "just so" for your own personal pleasure can b e compensation e nough , but Delton and Joe we re in for a surprise. About a month b efore EAA OSHKOSH , Chuck Silverstein stopped by and took a look at the project. Chuck liked what he saw, and suggested that the Tri-Pacer s hould be brought to Oshkosh for th e Co nve ntion . D e lton already had plans for th a t week, so he

asked Joe if h e would lik e to fly th e perky short-wing Piper to Wisconsin. Off to Oshkosh headed Joe a nd his father , Jay , with a total of 12 hours on the airplane when they left Lawrenceburg County Airport. Much to both D elton and Joe's surprise, N8740C was selected as th e R eserve Grand Champion Classic durin g EAA OSHKOSH '92 . A neat little pe rsonal plane and an award to go with it - a nic e w ay to finish a restoration , in anybody's book. ...

VINTAGE AIRPLANE 15


Joe Hughes'

Best Cessna 170

by Norm Petersen

Joe Hughes 16 DECEMBER 1992

The award for Best of Type - Cessna 170 - at EAA Oshkosh '92 was garnered by Jim Hughes (EAA 289794, A /C 11629) of Arlington , TX, whose highly polished 1954 Cessna 170B, N3478C, SIN 26521, ran off with all the marbles while being judged against some very serious competition. The shiny Cessna with medium green trim was flown to EAA Oshkosh ' 92 by Jim Hughes (whose full name is James John Hughes) and his lovely wife , Sari, from Arlington, Texas, which is located between Ft. Worth and Dallas. The 170 was purchased in 1987 from Willard Diamond , Baldwin , ND, after many moons of fruitless searching. Most 170's the Hughes' looked at had suffered hail damage and would not make a good "polished" airplane. With a bit of luck , they located N3478C , which still featured the original unpolished aluminum skin! The first time Jim tried a buffer, it turned black - a perfect sign that it would polish out nicely. The results are quite spectacular and caught the judges' eye. One thing that Jim wanted to do was detail the airplane himself rather than throw a bunch of money at it and hope for the best, as some enthusiasts have been known to do. Jim bought a Croix paint system and patiently taught himself to use it like a "pro". He carefully readied the Cessna paint scheme and sprayed the trim on the airplane with Deltron polyurethane paint. The results speak for themselves. In addition, Jim sprayed the landing gear with a Smoke Grey Deltron poly that really makes that area look original. The polished wheelpants were purchased from Cessna with the help of the late Tom Hull of Cessna 195 fame. Tom was able to convince


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Cessna to run a new batch of 140-170-1 80 wheelpants and Jim Hughes was standing in line when they became available. Their perfect condition caught the judges eye along with the polished aluminum spinner and backing plate. Th e original "skullcap" spinner was discarded in favor of the large r type spinner. The previous owner(s) had replaced all the glass and installed a one-piece windshield. Although Jim won the Best of type award, he still plans on putting the divider strip in the middle of the windshield to make it look absolutely original. All cables were found to be in excellent condition including the rudd e r cables , which seem to suffer the worst in Cess nas. The only problem Jim has had to date was the bolt that fastens th e 3200 Scott tail wheel to the tailsprin g. It sna pped in te nsion on a landin g a t D e nton , TX , and mad e thin gs rather interestin g before he go t it stopped! This particular bolt is often over足 torqued on installation , according to Jim , with the inevitabl e result of a fracture when you can least afford it. The original vent uris, which provide suction for an artificial horizon and a turn-and-bank were left intact. The interior of the 170 was cleaned up and repainted where necessa ry. The usual complime nt of radioitransponder/e tc. was necessa rily left as it came with the airplane for safety reasons. Of particular note is the green crinkle-finish pane l. Afte r the supplier of crinkle- finish paint asked Jim how many 55 gallon drums he would like if the manufacturer made some to order, Jim decid ed a different approach was needed. After nume rous tries, Jim painted it with black crinkle-finish paint, waited until it was dry, and then fogged a very light coat of green enamel over the panel with the gun about 18 to 24 inches away. After 5 light coats were fogged on , the panel was done. It really looks sharp!

Jim reports that his wife, Sari, is actively into raising dogs, in fact, th ey are Great Dane dogs - big dogs! One of their pets is named " Cessna", in honor of the 170B. They decided one day to give he r a ride in the airplane she was named for. The dog almost went berserk in the cabin before Jim could get the airplane back on the ground! H e vows neve r to try that st unt again. One day a ma n named Gary Lysdale came into Jim 's hangar to look at th e nice ly polished airplane . Noting the " N" numbe r of 3478C, he exclaimed that his father, Jack Lysdale of St. Paul , MN , used this 170B as his pe rson al factory de mo for several hundred hours in 1954-1956. After ge tting out the old log books, they found Gary's name in th e book, just as he had said and Jac k Lysdale's name was in there many times. (Jack passed away a short time ago in St. Paul and was well known for his Ha milton Metalplane restoration back in the 1970's.) The 170B had spent a great deal of time in North Dakota, hav ing been owned by Sheldon Roger, Washburn, NO , in 1964; the Beulah Flyi ng Club, Beulah ,ND, in 1974; Fred Calloway, Beul ah, NO, in 1978 and then Willard Diamond, Baldwin , NO , in 1986. It was this absence of sa lt air that Jim Hughes feels did such a fin e job of maintaining the all aluminum Cessna 170B. Of course, th e fact that the North Dakota flyers took good care of th e bird all those years may have also been a contributing factor. Jim Hughes works in Customer Support at Hughes Aircraft (no relation!), Flight Simulator Group, Visual Systems, and is stron gly into flight simulators as used by th e airlines. He is es pecially pleased with the pe rformance of the 170B, cruising at 110 mph at 7.1 gph. He burns auto fuel most of the time and 100LL if he has to. Only in the northern part of the country has he found th e older 80 octane, which also works nicel y with th e 0-300A engine . The Cessna has about 2,000 hours total time and th e engine has about 900 hours SMOH. He feels the next project could easily be a Stearman biplane .... - tim e will te ll! VINTAGE AIRPLANE 17


A Debt Paid

Giving someone a ride can suprise you with the benefits.

The boys were all over the apron, pedaling past and around the airplanes on their ugly, unwieldy chopper bicycles. The same two had stopped me last night to ask if it was okay to be there. I was in no mood to talk to kids, having just had an overdose of my own, but I put on my adult-talking-to-small-child face and voice and said, "Yes, it's okay, but be very careful around the airplanes. They're fragile," and kept walking. " You got a plane?" The big one shouted at my back . " Yes ," I answered, not turning or breaking stride. " Which one is it ?" The little one piped. "The red and white Champ at the end of this row ," I shouted back , the nice gone from my voice. They changed their minds about following me and wheeled off in the opposite direction. Tonight they were back, riding too close to the planes, sliding their grimy hands along props and tail surfaces as they sped past. The airport manager spotted them and ran them down in his very police-looking car. " I want you boys to keep your bikes out of here." He said, using a very official voice, " These airplanes are very expensive and a bike can damage them. You can walk around out here as long as you don't touch the planes and as long as there are no planes taxiing. Un足 derstood? " The little one said something and tilted his head toward me. "Just do as I say, or I'll have to ask you to leave the airport," said the official voice as it pulled away. I felt the look thrown from the car bounce off my back as I untied the right wing of the Champ. The boys walked their bikes up to the big hangar and leaned them against the wall. I went on with my preflight. The air was soft-nippy early October, the wind so light that my yaw string on the left strut hung straight down and unmoving. The sky's only feature was variation in color, blue to gold, east to west. The Champ started on the first blade, settling into it 's familiar idle , the magnetos clattering like an over-the-hill flamingo dancer. I untied the tail , mounted up, and pulled the chocks. A thousand RPM , two hard rights, and I settled back for the long taxi to runway two-two. The boys were standing in the hangar 18 DECEMBER 1992

by Joe Dickey door as I rolled past. They looked like two pups in a pet store window. I trundled on for a few seconds, then found myself doing a one-eighty and heading back. I rolled up to the hangar and turned the prop away from them. Opening the door, I called out "Which of you jokers wants to ride first?" " Me! " The big one shouted heading for the plane, a born opportunist. "You mean it?" The little one said, holding back. The last dime he found was glued to the floor. " Nobody's going to believe this ," the big one panted, tumbling into the back seat and putting his mouth on automatic. " My Dad didn ' t want me to come out here, but I talked him into it. I told him I could get a ride. I told him." " Be back after you in a little bit ," I called to the little one while the big one ran down in the back seat. I turned to him . "N ow fasten your seat belt and pull it tight. You're sitting on it 足 everyone does. These pedals down here are the brake and rudder pedals, keep your feet away from them. The throttle is on your left there. Don't touch it. The stick moves a long way, " I nudged his legs with the stick, "so keep your legs apart." Still wondering what I was doing, I latched the door and resumed the long roll to two-two. This was crazy. What if this kid's Dad really didn't want him out here. I fly for fun, not to encounter irate parents. But then I remembered the Lebanon airport and being eight or nine. My Mom would have killed me for hanging around such a dangerous place, but I spent a lot of stolen hours there watching the then足 new Cubs and Champs and Stinsons, all clean and shining in the always-tall grass. They sat looking at the sky. They never looked down, never seemed to notice

that they were parked on the wrong side of town less than a block from the rat and tin can infested city dump. They just sat there, smiling faintly, thinking secret thoughts about the wonders they had seen as though the air they traveled was the stuff from which religious experiences are made. They certainly never noticed a small boy who wandered among them , hands

jammed deep in blue-jean pockets to resist the temptation to touch, looking as pathetic as possible on the off chance that some Pilot , adults all, would take notice and offer a ride into that magic place that could make a Stinson smile and a Champ grin. And they had to offer. Some things you want so much that you can ' t ask because to be denied would kill you on the spot, and you 're still afraid to die at eight or nine. The lack of sound from the back seat caught my attention and I glanced over my shoulder to check on the kid. He was


watching th e stick and rudd e r pedals move as we motored along th e yellow line, the Champ popping and groaning as it does when it's cold. "Eve r be e n in a plane b efore?" I asked "No p e , " he sa id , " thi s is my fir s t time. " "This sure is a nice plane, mister," he went on, lightly touching the white vinyl headliner with a dirty finger, " Is it new?" I explained th at the airplane was a lot older than he was but that a couple of guys had spent a lot of time and money and love to make it look new. "It sure is pre tty ," he sa id. But his eyes revealed the inadequacy of the word in his own mind and the strea k of dirt on the headliner had bee n applied with rev e rence. I re me mb e red a kid

whose heart would stop at the sight of a ye llow Cub floatin g off a cloud of dandelions. He would have said ' pretty', too. I briefed him on the noises and moves of take-off. I've had adults gas p when the tail comes up. I ran th e stick through its swing to ge t his legs out of th e way and took off. He started the " look how little things are" and " I can see the whole town" stuff at about fifty feet. By the time I turned out of the pattern , the aft side windows were covered with nose prints a nd th e white vinyl was dirty gray.

" Whe re do yo u live? " I shouted over his babble. " Near the hospital on 17th Street," he shrieked back. I started a wide pylon turn around the hospital. " Th e right win g is p o intin g a t th e ho s pit a l," I sa id , " Do yo u see yo ur house?" " Yeah, yeah! " He laughed, bouncing a little in the seat , " It 's th e one with the green roof down there." I watched tw e nt y-seve n gree n roofs float unde r us as we sw ung throu gh th e turn. I point e d out landmark s as we continued across town , but thi s st ree t足 wise urchin knew the town better than I did a nd was soon calling out buildings and streets as though I'd offered him a quarte r apiece for them. As we turn e d back toward the airport, I saw the ballo o n. It was very low southwest of town , glowing gold and bronze , its yellow and red p anels back-lighted by autumn evening sunlight. It was such a b ea uti ful , un ex p ecte d sight th at I jerked the Champ around to fr a me th e balloon in th e windshie ld . It sat, seemingly motionless, over th e grave l pit s with all th e comic dignity of a clown 's illu足 minated nose. "See the balloon! " I sang out, la ughing. It made me feel good just to look at it. " Wh ere?" The kid sa id , bumpin g the stick as h e leaned forward. " Look low tow ard Gar足 d en C it y while I turn th e pl a ne, " I sa id and r o ll e d gently to the right. A lo ng " Oh " from th e back sea t told me th a t he had spotted it and, for once, was speechless. I let him look as I scanned for other tr aff ic, then gla nce d back at him . And h e jolted me with a toothy g rin of sh a re d knowl edge and remembered joy and said nothing, letting th e tim e a nd place and circumstance humble me for being petty and condescending a nd worrying abo ut the consequences of living. Then with a Stinson-smile still on his lips, he pressed his nose firml y against the window and watched the balloon as we glided back to the airport. Mike, the little o ne, approached th e Champ hesitantly , not sure wh e ther to believe the friendly wagg ing tail o n th e one e nd or the g litt e rin g poli s h e d aluminum teeth on the other. Mike was tiny, sk inny and red-headed

- a ll eyeballs and ea rs. The back sea t swa llow ed him whole , leav in g o nl y fl aming hai r to sit rigidly just inside my view and to barely clea r the lower edge of the side windows. The balloon and the big kid had made me effusive, and now I tried to chat with Mike, to share with him the beauty of the eve nin g and to ease the fea r in those huge blue eyes which became larger and more round with every jiggle and noise from the Champ. But Mike was as sile nt as the big kid was noisy. His a nswers were limited to " yes " , " no " and a faint smile from the nose down. I glanced back a few times during take off and climb out. Mike sat rigidly, hands clasped tightl y in his la p, eyes fixed on the back of my seat. He was obviously terrified. I decided to get him back on the ground as soon as possible, but as I rolled ge ntly left into the first turn, the ground caught his eye and he realized he was three hundred feet up and still alive. His ex pression we nt from fear to shock to awe to interest. I had him. We le ve led out and I throttled well back to keep the noise down. Mike was peering cautiously out the side windows now, lea ning a little to either side. The balloon was now over the center of town , barely clearing the clock tower on th e courthouse , proceeding slowly over th e a utumn mapl es, a party-clad dow ager s t e ppin g carefully among marigolds. I caught Mike's eye and pointed. Hi s h a nds relax ed first and moved slowly to the window sill as he forgot where he was and let himself be drawn to the picture-book, kid's c1ream, circus and clown s , I-blew-it-up-all- by-myself ballo o n . His jaw sla c ke n e d and his eyebrows went up. " A balloon," he mouthed, too soft to hear. But his vocabulary ha d almost doubled. As he watched , th e corners of hi s mouth twitched th e ir way up on his cheeks until a fullblown gri n was born . Then he giggled. That didn 't kill him , so he lau g h e d . And soo n we were both laughing right out loud up there in the sky with no one around but God , the Octob er sun , and a g lori o us , joyful , golden bag of hot air. Mike scrambled out of the Champ and lit running, shouting words like "big" and " balloon " and " notscaredabi t" at the big kid. They both waved and shouted their thanks as I headed out for some touch and goes in the minutes before sunset. I felt good, really all-the-way-through good. An impulse had paid off in ways never anticipated; a debt owed for thirty years to a little towheaded airport kid had in some strange wa y been paid. He could rest easy now. .. VINTAGE AIRPLANE 19


WHAT

UK MEMBERS ARE RESTORING

-------------------------------------------------------byNorrnPetersen

Joyce Berger's Piper Tri-Pacer Standing in the tall grass is a nicely

finished PA-22 Piper Tri-Pacer , N3469Z, SIN 22-7394, owned by Joyce Berger (EAA 403129, AIC 1SS95) of

Grass Vall e y, California. Nicknamed " Dumplin", the PA-22 is fully IFR equipped and sports a uniqu e paint scheme. Joyce, who holds Instrument , Comm e rcial and Ground Instructor rat­ ings , purchased the pretty Tri-Pacer in Texas and flew it back to California. She has since brought the air­ plane up to a " 10" and thor­ oughly enjoys flying the four-placer to fly-ins around the country. In addition to flying , Joyce is a skilled artist and loves to do air­ planes in watercolor. Her rendition o f " Dumplin " with the clouds in the back­ ground is most impressive. Inquiries should be direct e d to Joyce Berger, 1150S Myrna Dr. , Grass Valley, CA 95945.

YENIDOS

Carlos Zuin's Luscombe 8E The picture of this bright red with yellow trim Luscombe SE , LV -NWI , was sent in by owner Carlos Zuin of 20 DECEMBER 1992

Bell Ville , Argentina , South America. Carlos reports that in his Aero Club there are four Luscombes presently fly­ ing, three SE ' s and one SF. The Lus­ combe has been popular for many years

in Argentina and has often been used for teaching mild aerobatics. P.S. The photo was passed on to us by Jim Zazas (EAA 15069 , AIC 5416) of Carthage, NC.


WHAT OUR. MEMBERS ARE RESTORING

- - - - - - - - - - - - - - - - - - - - - - - - - - - - by Norm Petersen Bucker Jungmann David A. Klaue of Spokane , Wash­ ington, sent in this photo of their very nice looking Bucker Jungmann, NlOKL, SIN 133, with original German registra­ tion and flag on the tail , D-ELEV (Ger­ many). This beautiful aerobatic biplane features a Lycoming lO-360 engine of 200 hp, fixed pitch propeller (for aero­ batics), full inverted systems , smoke and 12 volt electrical system with starter and generator. With just a few hours since total rebuild and complete with a set of Butler para-chutes, the Bucker is presently for sa le. Inquiries to Jerry at 509-535-9011.

Ralph Cordle's Piper Pacer The photo of this nicely restored Piper Pacer, N3440Z, SI N PA-22 /20­ 7356, was sent in by Ralph Cordle (EAA 375528) of Palmetto , Georgia. Ralph, who started working at an air­ port for $2.50 per week and two air­ plane rides. soloed an Aeronca Champ in 1951 after less than six hours of in­ struction . He bought this converted TriPacer in 1984, o nly to have it wrecked in a tornado in 1985. Two years and four months of hard work pro­ duced the beautiful Pacer in the photo. Congratulations Ralph on a neat looking and fine performing airplane.

Grant Chapman's

Piper J-3 Cub

This "cool" photo of Piper Cub J-3 , N3439K, SIN 22130, was sent in by owner Grant W. Chapman (EAA 397794, AIC 18408) of Wasilla, Alaska. A 1946 m etal spar Cub built in Ponca City, OK, it is powered with a Cont in ental C-85 engine. A close look reveals bolt-on float fittings and Alaskan style "bush" landing gear which included a welded step on the right upper gear leg. The Cub is mounted on a set of Federal 1500 skis and appears to be in excellent shape - right down to chromed valve covers. ... VINTAGE AIRPLANE 21


An information exchange column with input from our readers. pany, United Airlines , and they are nice enough to let me ride in " Steerage" to DFW. I walk into the hotel room and there with Brian is Frank Marzich (EAA 229321) from Rockford, who just hap­ pened to meet Brian at De­ by Buck Hilbert troit and since he was on va­ (EM 21, NC 5) cation, he decided to come P.O. Box 424

along. We banter it about a bit, and fall asleep still talking Union, IL 60180

about airplanes. Frank has a Cassutt and two helicopters, Widgeon Ferry Trip -

as well as a Bonanza, and we Ft. Worth to Jackson, MI

never mention girls or money, we only talk airplanes. Priority is a way of life. We all have to N ext morning, righ t on prioritize our actions, but once in a while schedule as planned , "J.J" something comes along to usurp all prior J anovetz (EAA 359S2S) of planning and away we go! Lone Star Aero shows up and I had planned a work week to get my we all ride Texas style (back Fleet into the air. Now that OSH and fish­ of a pick-Up) out to Hillard Ge orge Potter one of the " line guys " at Hillard Aviation, and "J.J." Janoyetz get the Widgeon ready ing in Canada were out of the way , I felt Aviation at Ft. Worth 's for the flight to Michigan. maybe the Fleet should have some atten­ Meacham Field. tion. So I was on the phone calling Brian There we meet Widgeon NSSSDL and eler tops it off to ISO Gallons , we check Van Wagnen over at Jackson , Mi. to tell George "Buddy" Potter who ramrodded the oil and we are ready, except for one him I was on the way, when he dropped it the restoration. With 1.1 hours on its last glitch. We need the paper work and a on me! "Want to come along?", he tachometers and resplendent in a gray and release from the radio shop. That's OK queried. " I' m going down to Charlie metallic blue paint job, it's a very pretty though, cause it gives us time to visit with George Potter and "J.1." and learn about Hillard's place at Ft. Worth , Texas to pick and impressive little amphibian. The inte­ up that Widgeon I told you about. Meet rior is absolutely gorgeous and the radio some of the problems encountered with me at the Airport Motel at DFW tonight and instruments are all really first class. In the restoration. I really didn 't get all the detai ls, but the airplane was delivered new and we 'll be back here tomorrow night. " a word, it's beautiful. I'm on the phone to my parent comGeorge tugs it out of the hangar, the fu- to Pakistan many years ago, and is a very low time airframe. It still had the original Ranger engines installed when they got it, and although the paint was long gone there was very little corrosion and virtually no damage. Starting with the basic airframe, they built the airplane standing on the ramp in front of the hangar. Finally the Radio Man gives us the word and the papers and we are able to depart. A quick check of the weather and with the loran stabilized, we mount up. Frank and I flipped a coin to see who would ride Co-Pilot, and Frank lost! I got to ride in the "Plush" cabin. On taxi out about half a mile down from Hillard, we passed two old friends, two former UAL DC-S-71s , S099U and S074U. Both have been converted to freighters , and were sitting there looking long and sleek as we taxied by. I last flew S099U two months before I retired in Brian Van Wagnen gets to t he bottom of the engine problem that made t he ferry trip September of 'S4, from Portland, Oregon so interesting. 22 DECEMBER 1992


to Milwaukee, WI. and 8074U in January of '84 from San Francisco to Portland to Chicago's O'Hare. They sure looked good! Had I known they were there, I' d have made a personal visit. Finally we are lined up and away! Those big GO-480s come back to climb power and within a few minutes we leave the DFW area and head for Rolla , Mo. , our first intended fuel stop. As with any "New" airplane we begin to find little things that don't work or read wrong. This one is no exception. The ele­ vator trim indices are out of sync, the throttle friction is too tight, the prop con­ trols are way too loose,oil and fuel pres­ sures are reading too high , fuel gages are hung up at half, and so on. We have an 18 item squawk list by the time we reach home. Most of them nuisance items, and tolerable until we reach home , but they are to be reckoned with. I'm keeping track of our ground speed and checking off the towns as we go along and remembering my Air Force Days of WWII in this part of Texas. I switch to the Korean War as we get into Oklahoma and pass Mc Alester and I am an Army Avia­ tor again. Pretty soon we cut the corner of Arkansas, pass over Branson, Mo. (Coun­ try Music) and home in on Rolla Interna­ tional Airport at Vichy. Three hours and seventeen minutes from FfW to Vichy. Not bad! As we taxi up to Baron Aviation there sits a"Goose" obviously in the process of restoration. C.E."Ed" Schmidt (EAA#) of Baron Avi­ ation Services also owns a beautiful Wid­ geon you may have seen at OSH this year. One of our main purposes in stopping here was to see " Ed" , his Goose project, and talk Widgeons and amphibians. He had already gone home , but a long telephone conversation later and after the Widgeon was gassed and oiled we went to supper.

Two old friends of Bucks, 8099U and 8074U are former United Air Lines DC-8-71 'so

C.E. " Ed" Schmidt is w ell into his restorat ion of his Grumman Goose.

The Sunset was spectacular as we pre­ flighted and I took the right seat for depar­ ture. It was pretty dark by now, and the moon wasn 't up yet as we taxied out and did the run-up. Another glitch! The tachometers are wrong end too! #1 needle is reading what #2 Engine is doing and vice versa. This was noticed because we had a pretty good drop on the left mag.of the right engine. We use the old DC-3 fouled plug procedure and it cleans up very nicely and we are on our way! At cruise the loran tells us we have a 55Kt tailwind. Weather is seven layers of severe clear and its a perfect night for flying. Then , all of a sud­ den , the right engine lets go with a big sneeze and belches fire five or six feet ahead of the carburetor air intake. It smooths out for a couple of seconds and then does it again! Blood pressure is good , fuel pressure is good, indi­ cates high, but steady, all vi­ tal signs are good , EGT go­ ing very high, but not peak ed, Brian reaches for the mixture control and barely touches it when that GO 480 really starts to com­ plain! It really has a belly­ ache! We back off on the George Potter fi nishes tugging the Widgeon into t he throttl e and do a I80 back Texas sun. for Rolla. A mag check tells

us nothing, the mixture is very very touchy, and Frank comes forward to tell us the augmenter tube exhaust is really red hot! We back way off on the throttle but are re­ luctant to shut it down as we are at very near gross with the fuel load , baggage and people aboard. It 's running tolerably well at the lower power setting, but is still com­ plaining. It really doesn't want to run even at the reduced throttle. After what seems like hours, in reality only twenty minutes we spot the lead in lights, make our problem known on uni­ corn traffic frequency and make a straight in landing. A quick runup tells us the left mag on the right engine is now dead . That 's it for tonight! Next AM we pull the cowls and the mag and find a dead condenser. The "Sneeze" caused by the intermittent and misfiring mag obviously upset the mixture so that gets re-adjusted as well. All but­ toned up we lunch and then launch. We made it home in time for supper. That mag problem was really a blessing in dis­ guise. The weather forecast was in error and about the time we would have arrived, there were big booming thunderstorms that not only caused power failures, but had lasted all night. It was an enjoyable experience. Where else would you get to fly a brand new Widgeon and get some real experience with Engine Out proce­ dures. Hey! , You can't BUY experience like that! Over to you, Buck VINTAGE AIRPLANE 23


by George Hardie Folding the wings of an airplane has the advantage of requiring a smaller space for storage. This one is from the Golden Age Of A viation. The photo is from the EAA archives. Answers will be published in the March, 1993 issue of VINTAGE AIRPLANE. Deadline for that issue is January 20, 1993. Charley Hayes, Park Forest , IL sent

in the first reply to the September Mys­ tery Plane. He writes: "This was the last plane that Glenn Curt iss was involved in. It is the 1930 Arrowhead Safety Plane with J. W. Davis as assistant designer (formerly with Burgess of Burgess-Dunne, and B. L. Smith as builder. Note the aircraft 's strong resemblance to early Burgess-

The Arrowhead Safety 24 DECEMBER 1992

Dunne aircraft. " Glenn Curt iss and Davis were in real estate developments together. Curtiss died prior to the first flight of the Arrowhead. However, it did make 34 flights . R eference: Winged Won­ ders by Woolridge." Marty Eisenmann , Garrettsville , OH sent in a reprint of an article that appeared in V INTAGE A IR PLANE in December, 1974 in which Jack Cox was seeking more information on the airp lane. Apparently, with the excep­ tion of Mr. Woolridge 's book, no fur­ ther information has surfaced since. Jack McRae, Huntington Station , NY had first-hand contact with the air­ plane. He writes: " I witnessed the public demonstra­ tion of the plane in 1930. It was flown on a Sunday afternoon at the Miami Municipal Airport and was reportedly sponsored by Glenn Curtiss, although at that time he had already died. I be­ lieve it was called the Arrowplane and was intended to be a safe flying flivver plane that would sell for about $1,000 when built in quantity. The book Wings in the Sun ' about aviation in Florida by W. K. Lazarus states that it was one of the final episodes in the life of Curtiss. ...


NEW MEMBERS

Robert P. Albert Almont, MI Bradenton, FL David K. Alderman Henry T. Allen Nashotah , WI Gene L. Alsworth Lakewood, CA Keith Anderson Buckley, WA Stewart F. Armington Willoughby, OH Billie C. Ashby Sumner, WA M. Ashura Camp Verde , AZ George A. Auxier Morehead, KY Carl B. Baldwin Toledo, OH Hanley Barker Overland Park, KS Joseph A. Barna Erie, PA Malcolm Barratt Coventry, England Dana W. Bassett Salt Lake City, UT John Beeb White Stone, V A Frederick D. Berkeley Rochester, NY Amy Bertolette Collegeville, PA David P. Bilyeu Elverta, CA David Boboc Oxford, CT Charles J. Boedeker Roanoke, TX Tom E. Boggs Ada, OK Irvin Borchert Sacramento, CA Bryan Bossier Woodworth, LA Eldon Bowman Fulks Run , V A David R. Boyle Alexandria, V A Robert Bradbury Corner Brook,Canada Bruce Brink Jr. Princeton, IN Robert D.Brunn Waterloo,Ont. ,Ca nada J. Scott Brunner Shelbyville, IN James Bushouse La Grange, IL Stan Bryant Chelan, WA John W. Burris Jackson, MS Cliff C. Bumpus Mansfield, OH Mark Caldwell Bunker Hill , IN Doug Calvert Centreville, VA Nome,AK Oliver Chapman George P. Chingery Dunellen, NJ Philippe A. Ciholas Wichita , KS William Claiborne Charleston, SC Columbus, NJ Rudolph M. Clapp Thomas J. Cleland Marietta , GA John A. Collier Central, SC Ian Thomas Condon Wagga Wagga , NSW, Australia Jeff Cooksey Fishers, IN Eric R. Cooley Federal Way, WA James Ray Cox Goldsboro, NC Thomas E. Crowder Jr. Woodstock, GA Bruce Cummings Los Angeles, CA Dave Culpepper Monroe , GA Gilbert L. Dailey Rantoul, IL Steve W. Darlington Anderson , IN Ted Davis Winter Garden, FL Terry Davis Sumpter, OR Michael A. Davidson Fort Smith, AR B. J. Davison Douglasville, GA Dave Della Pleasanton, CA

Jenny L Dennis Bedford, TX Harman C. Dickerson Columbia, MO Gene R. Doerr Columbia, IL Joseph L. Doll Patterson, NC Earl David Dorn Minneapolis, MN Pieter Donkervoort Nymegen, Netherlands Herbert A. Edwards Greenville, NC Martin H. Eisenmann Jr. Alta Lorna, CA James W. Emerich Port Angeles, W A Tualatin , OR David L Entler Jr. Ladonia , TX Kenneth W. Epley Charles F. Eubanks Ballwin, MO Michael Eubank Denton , TX Metairie, LA Hugh E. Evans Robert F. Evans Allentown , PA William G. Fader Mesa , AZ Robert Faine Galt, CA Wilfred W. Fauer Wahpeton , ND Keegan Federal Jr. Atlanta , GA Lombard , IL Joe Fisher Gary A. Flandro Tullahoma , TN Minneapolis, MN Michael L. Foster Clearwater, FL Leo N. Fournier Alexander F. Francis Solvang, CA R. Dean Franklin Sea Island , GA Michael Frost Ellenton , FL William Gibeau Malone , NY Clarence Givens Jr Pagosa Lakes, CO H. D. Glenn Clinton, IL Edward L. Golden Highland Park, IL Anguilla, MS Bob Golitz Jewell,IA John Graham Ralph A. Grella Thousand Oaks, CA Nigel Green Wraysbury, Staines, England Marion , MT Mike Groarke Larry S. Gygax Waukesha , WI John O.'Keefe Hackettstown, NJ Ward Hart Sturgis, MI L. L. Hansen Tigard, OR Bob Harris Phoenix , AZ Harold J. Harrison Norristown , PA F. Hauser Jr. Pfafftown, NC Donald P. Hayden Columbia, SC Gretchen Helms Mountainview, CA Greg Herrick Minneapolis, MN Douglas C. Hilton Jackson Center, PA Thomas A. Hirschler Tacoma , W A Tomas Hultgren Stockholm, Sweden William H. Hollister East Sullivan, NH Thomas H. Holt Fayetteville, GA Howard J. Hughes Bakerton, WV Stuart Hyde Vancouver, BC, Canada Indupro Inc. Lakewood, OH Peter G. Inglis New Durham , NH Nariaki Hoh Kamo Gun Gifu Ken , Japan Donald R. James Winston-Salem , NC

Jerome E. Janssen Madison, SD Frederick L. Johnson Monticello, IL Warren J. Johnson San Diego, CA Pine River, MN Alan L. Johnson Lakewood , CA Dag E. Josang Winter Park , FL Richard H. Jubb Stan Julian Myrle Beach, SC Kenneth Kellogg Lake City, MI Richard J. Kennison Peru, IN David M. Kenworthy Cumming,IA James W. Kensett Chanute, KS Robert Klipp St. Louis, MO Marc A. Krier Ashland, KS William G. Knight Lagrangeville, NY Garry W. Korpi Yreka , CA Paul K vernplassen Anchorage, AK Jeffrey W. Lake Steamboat Springs, CO Jeffrey W. Lasiter Greenwood, IN John B. Lee Chicago, IL Michael W. Lovett Eagle River, AK Robert H. Lefever Lancaster, PA L. G. Leslie Jr. Lynchburg, V A C. H. R. Liddell Papakura, New Zealand John J. Martens Arlington, VA John Mangold Portage, MI Angel Jimenez Martin Torquemada, Spain Thomas W. Martin Punta Gorda, FL Raymond Masterson Pioneer, CA Randall A. Masters Arlington , TX Lyle R. Matson Wenatchee, WA Eugene May Jackson, TN David McArdle Champaign, IL Daniel L. McArthur Pinehurst, NC Raymond McClelland Barrington, IL Nick C. McNutt Columbia , MO William F. Meixner Brook Park, OH Nicholas Melvin Corona, CA William H. Merwin Clarksburg, CA David A. Miller Millville, NJ William K. Mize Winnsboro , LA Archie I. Moore Lake Hughes, CA Glenn G. Moore Burgaw, NC Billy M. Morgan Jr. Battle Ground, W A Lebanon , OH Mark W. Morgan John Morris Marblehead, MA L. Dickinson Morris Ho Ho Kus, NJ Earl W. Morrow Roswell, GA Greg Murphy Elwood, IN Tim G. Murphy White House , TN Edward A. Musial Lansing, IL S. C. Musick Brownwood, TX Samuel M. Myers Lancaster, P A Selmer Nelson Winner, SO Danny J. Nichols Clifton, CO Kalevi Niemela Viljakkala, Finland Charles C. Nightingale Farmville, V A DECEMBER 199225


Dudley, MA Daniel O'.Shea Edward B Oliver Jr. New Smyrna Beach, FL Walter H. Orth Jr. Chester, NJ Melvin J. Otto Greenleaf, WI Robert S. Overstreet Laurel, MD Dan Panozzo Brainerd , MN John T. Parle Champaign, IL Henry Pate Northbroo k, IL Versailles, MO Robert C. Penny James A. Petrie Glenpool, OK Philip Petrik Sidney, MT William H. Poore Tulsa, O K George E. Powell Stone Mountain , GA Elroy A. Rechtzigel Inver Grove Height, MN Rene Reeves Port Washington, NY Thomas R. Render Minneapolis, MN N. J. Reppen Jackson, MO Dwight M. Respess Plymouth, NC Steven R. Reynolds West Chester, OH John F. Richards Ventura, CA Manford Richart Iron, MN Keith Rima Pagosa Springs, CO Peter G. Rimmer III Ulster Park, NY Gustavo Oscar Rizzi Laprida, Argentina Wade Robinett Kansas City, MO Timothy Robinson Orleans, Ont. , Canada Topsfield , MA Richard B. Roe Fort Collins, CO Wendell L. Roy Radfo rd , VA Robert Salerno Manuel Damian Sanchez Barcelona, Spai n Syracuse, IN Larry Schlotterback Ted J. Schuster Sa n R afael, CA Jay Schmitt Albuquerque, NM William A. Scott Sr. Coventry, CT Jerry L. Self Rutherfordton, NC Lorne Skopnik Kamloops, British Columbia, Canada Dave Shaw Cody, WY Thaddeus W. Shelnutt Carmichael, CA Richard E. Shepperd Corpus Christi , TX Dick B. Simonsen Burnsvi lle, MN John M. Sinclair Minneapolis, MN Gary E. Smith Phoenix, AZ Mark A. Smith Robbins, NC William E. Smith Highland, CA Calvin J. Smith Carmichael, CA Larry D. Smith Las Vegas, NV Robert W. Smith E lkhart, IN William N. Smith Vineyard Haven, MA Robert G. Sobotka Jr. Antioch, TN Harold Soehner Winslow, AZ Richard Suffoletto Sandy, UT William T. Sweeney Manchester, CT Walter Tackvic Piscataway, NJ Jim Tambs West Branch, MI Merwyn C. Taylor Whitewater, WI 26 VINTAGE AIRPLANE

Nikki Terry D urham, CT Philip A. Terzian Cuppertino, CA Norm Tesmar Cedar, MN Pierre Tessier St. Pie De G uire, Ca nada Roger L. Thistle Lodi , WI Roger W. Trombley Ellenburg Ce nter, NY William D. Thompson Jr. Sunriver, OR Charles E. Thompson La keland, FL Ralph O. Thompson New Braun fe ls, TX Tommy L. Thompson Oakdale, CA Jack Thorpe Stittsville, Ont. , Canada James Tigan Ramey, PR Steve L. Tobin San Luis O bispo, CA Chandler, AZ George Toombs Michael O. Tovani Windsor, CA Rip L. VanWinkle Seattle, WA Frank Verdone Roselle, IL Chris J. Verhaegh Boise, ID Lewistown, P A Todd D. Vogt Kaneohe, HI Larry E. Wade

Ron Wagner Tyndall, SO David G. Wahlquist Marshall , WI Robert D. Wall Ocala, FL Bilby J. Wallace Evergreen, CO Edward E. Wallace Sacramento, CA Tomawanda, NY Ray Warmuz Denh am Springs, LA Mark Wascom Paul Weller Arcata, CA Owatonna, MN Jerry A. Wenger C. James Wertz Jr. Geneva, IL Minnetonka, MN Bill Whiting William Whittaker Mt Pleasant, SC Walters, OK Bill Wiley Charles D. Wilkins Jr. Sugarland , TX John W. Williams Sea Girt, NJ Concord, TN Carroll H. Wilson Ronald J. Wilson Lancaste r, CA David S. Wissmann Bethel, OH Oshkosh, WI William E. Wrobleski Gerald G. Yerdon Heathsville, VA Madison, WI William P. Young Thomas J. Young Jr. Peachtree City, GA ~~~1

,

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

DECEMBER U -13 - TAMPA, FL­ EAA Antique/Classic Chapter 1 Fly­ In. Vandenberg Airport. DECEMBER 30 - JANUARY 2, 1993 - SARASOTA , FL - Int e r­ na tion a l Comanch e Soc ie ty 13th A nnu al Ne w Year's Fl y- In . Ca ll 904/837-6950 fo r more info rmation. APRIL 18 - 24, 1993 - LAKELAND, FL - "The G ift O f Flight". The 19th A nnual Sun ' n Fun E AA Fly- In a nd Inte rn ation al A via ti o n Co nve nti o n. La ke la nd-Lin de r Reg io nal Airpo rt. For information call 813/644-2431.

APRIL 30 - MA Y 2 - BURLING­ TON , NC - Spr in g EAA Fl y-In for A ntique and Classic aeroplanes. Tro­ phi es in a ll ca tego ries; vintage av ia­ tion films; good EAA fe llowship. All welco me. Co nt act: R. B o tto m, 103 Po wh a t a n P kwy , H a mpton , V A 23661. THURSDAY JULY 29 - WEDNES­ DAY AUGUST 4, 1993 - OSH­ KOSH, WI - 41st A nnual EAA Fly­ In a nd Sport Aviatio n Convention. Wittman Regional Ai rport. Contact J o hn Bu rto n, P. O. Box 3086, Osh­ kosh, WI 54903-3086. Call 414/426­ 4800 fo r more in fo rm a ti o n. ITS

NEVER TOO EARLY TO MAKE PLANS TO ATTEND!

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4130 chrome-moly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry Creek Rd., Belgrade, Montana. 406-388-6069. FAX 406/388-0170. Repair station No. QK5R148N. GEE BEE R-2-Model plans extensively Updated (used for Wolf/Benhamin's) . Plans Catalog/News $3.00, refundable . Vern Clements, EAA 9397, 308 Palo Alto, Caldwell, ID 83605. (9-3)

Where The Sellers and Buyers Meet... 35¢ per word, $5.00 minimum charge. Send your ad to The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-2591 .

AIRCRAFT: 1950 PA-20-125 - Extensive annual 10/92.650 SMOH , new paint, 1986 Ceconite. New glass, interior excellent. Escort 110. Not a nicer bush plane around. $16,9000. 912/625-7887. (12-1) '46 Aeronca Chief - 1500 n, 400 SMOH . Recovered in '79, hangared, fresh annual. Pretty plane. $11,000.913/528-3940, Dave. (1/93-2)

MISCELLANEOUS: CURTISS JN4-D 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 his historic aircraft. Sale of these items support operating expense to keep this "Jenny" flying for the aviaiton public. We appreciate your help. Write for your free price List. Virginia Aviation Co., RDv-8, Box 294, Warrenton, VA 22186. (c/5/92) Fly-About Adventures and the Ercoupe-Full color, 130 pages, $17.95. Fly-About, P.O. Box 51144, Denton, TX 76206. (ufn) SUPER CUB PA-18 FUSELAGES -

New manufacture, STC -PMA-d,

1930's Kollsman "Bubbleface" compass, have several, N.O.S., $225 each. Many other vintage items - 44-page catalog, $5. Jon Aldrich , Airport Box 706, Groveland, CA 95321,209/962-6121. (c-12/92) Air Salvage of Arkansas - Dealing in aircraft and engine parts, hardware, Route 1, Box 8020, Mena, Arkansas 71953. Call Ron Otto, 501/394-1022 or FAX 501/394-7475 (Answer machine also). (2/93-4) 20ct. DGA-15 Howard Flaps - very good condition, $40 each for entire lot, u-haul. 913/528-3940, Dave. (1/93-2) Antique and Classic wheel pants - Will custom build in fiberglass from ori9inal drawings, blueprints or photographs. Harbor Ultrali9hts Products Co., 1326 Batey Place, Harbor City, CA 90710, 310/326-5609, FAX 310/530-2124. (c-10/93) Get closer to EAA, the big Convention and your airplane - This 2,200 sq. ft. three-bedroom ranch has a 36' x 42 ' "Cloud Nine" hangar in the background East of the north/south runway on Oshkosh 's Wittman Airfield. $175,000.414/233-6443. (ufn)

WANTED : Check the Barn Honey! - Private buyer patiently searching for an unusual vintage aircraft for restoration. Would prefer 1930s open cockpit biplane. Finders fee oHered. David Kaczmarek, 416/485-0000. (12-4) Wanted: Vol. 5, "U.S. Civil Aircraft" by Joseph Juptner. L.K. Gardner, 800 Madison Street, Apt. 6, Martinsville, VA 24112, 703/632-1447. (12-1)


The ~ 'AYLORCRAF'f7/ Story

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The Taylorcraft story by Chet Peek

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The complete story of the Taylorcraft Company and its airplanes are detailed in this new book. C.G . Taylor can truly be called the father of the light airplane industry. At one time Taylor's two famous designs comprised half of the world's light aircraft fleet. The story opens with the 1935 "splif with W.T. Piper. Taylor designed a new plane, started a new company and succeeded against almost insurmountable odds. Details of the original design, the difficult search for financial backing and production facilities are detailed and illustrated with numerous original factory photos. Growth and prosperity are recounted, then wartime liaison production, and the post-war boom & bust. The author, Chet Peek, captures the spirit of the early aviation scene with color and clarity. Foreword to book written by Bob Taylor, son of C.G. Taylor. Epilogue to book written by Duke Iden , son of "Duke" lden long-time Taylorcraft Sales Manager. Book includes several 3-view drawings. :nm,nnIIV'lI order and covers all major events, new models, ownership changes, from the start up to the

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by Joshua StoH &William camp, Curators, Long Island Cradle of AvlaUon Museum

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Roosevelt Field was the center of the aviation world in the '20s and '30s. When Lindbergh made Paris in 1927, he introduced to the world-the place of his departure-Roosevelt Field, Long Island, New York. During aviation's Golden Age, crowds flocked to see Charles Lindbergh , Admiral Byrd, Bert Acosta, Elinor Smith , Jimmie Doolittle, Roscoe Turner, Bert Balchen , Clarence Chamberlin, Amelia Earhart, Clyde Panghom, Ruth Elder, Ruth Nichols, and AI Williams. Roosevelt Field was more than an attraction or a stage for the dashing aviators; it was the premier showcase for demonstrations of flying skill or innovative design. Curtiss, Beech, Sikorsky, Bumelli, Bellanca, Fokker, Seversky, Grumman, and Waco all displayed their latest products. It was the capital of the air, the world's premier airport. Traced through forty years of uninterrupted aviation history: from Glenn Curtiss' arrival with his pusher biplane in 1909, through the closing of the field at the dawn of the Jet Age in 1951, then takes us through the 1970s when Roosevelt Field's last hangar was destroyed for subsequent commercial development. Extensively illustrated. Extensive & detailed text.

81/2" X11",140 pages, 300+ photographs (most never befOre published), SOftbound, #107, $22.95

World1s Greatest Scale Airplane Drawings Cl"!4 ~ ~ Internationally Acclaimed SCale Drawings by Paul Matt NOW In aset of 2books

marve10us...

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V IS IOI\ S OF L li S C O M B E Tlt e E £lr/y Year s

Visions of Luscombe- The Early Years by Jim zazas

When aviation was in its infancy, a new and affordable light airplane was makin!;l its debut. It was neither another war surplus tandem seating biplane nor an underpowered mono­ plane. Those types were commonplace. Instead,thisairplane was most unique . . . side-by-side seating, an enclosed cabin, $J~ I a sexy fuselage, responsive flight controls, a powerful power plant ~ and a single wing. What did Don Luscombe, this design's consummate promoter, call it? "Monocoupe!" Clayton Folkerts, Jerry Lederer, Fred Knack and Ivan Driggs made the Monocoupe name synonymous with graceful styling and sprightly performance. Otherdesigns included the four-place "Monocoach," the open-cockpit"Monoprep" and the swift "Monosport." Some evolved into sleek and powerful racers. Don Luscombe, who was he? A charismatic promoter, true, but he was a visionary. He anticipated correctly what the market wanted and he endeavored to meet this demand. Though he never designed his airplanes, he L. ~ii1lllli~~ brought together the necessary engineers and skilled workers who could design and build his airplanes. Don Luscombe's promotional efforts were aided by the many air racing and aerial derbies that were common in the '20s and '30s. Race pilots such as Roberts, Omlie, Quinby, Bowman, Klingensmith and Uvingston became "heroes" and added to the aura of the Monocoupe legend. Don Luscombe's Monocoupe work was comparatively brief, lasting only seven years. Market forces and corporate events compelled Don to pursue the means to mass-produce his airplanes. From 1933 through the next six years, Don Luscombe founded at least three other airplane companies that carried his name. He pursued his "mass produced, all-metarvisions with an unmatched enthusiasm. His factories produced stylish and robust airplanes with catchy names such as "Phantom," "Sprite," "Ninety," "Fifty," and "Sixty-five." These new airplanes graced a wide array of promotional literature. Uke the Monocoupe designs, the later designs offered class with performance. In addition, Don Luscombe created a school to train airplane mechanics in the engineering and construction of metal aircraft. The Luscombe School of Aeronautics was developed to meet a rapidly growing demand for individuals expenenced in the art of working on "all-metar airplanes. Orders for Don Luscombe's airplanes flowed into the company, but it was the Luscombe Model 8 that truly fulfilled Don's goals of an affordable, mass produced, all-metal airplane for the private owner. :;'~~I/«CII(J[

81/2" 111", 325 pages, 325 pbotos, 3-Ilew drawings, 6 color pages, #109-1 - Hardbound $36.95, #109 - Softbound $26.95

WACO - Symbol of courage and Excellence Volume 1, 1910 to 1925

by Fred Kobernuss ....

:-StM4M$!rniMt ~

.§YlIlbo[ of ffio llrl1 gr /II1l'!

Exrc [[ clIrl' Waco - Symbol of Courage and Excellence deals with the evolvement {,7Ia%est producer of \"h" I1 .. 1 commercial aircraft during the 1920s and '30s. For example, in 1927 this company built 460 airplanes while Boeing rolled out 25. ft details the found ing of the Waco Aircraft Company and treats its growth in historical perspective by illuminating facts and figu res that represent not only the contemporary competition to the men of Waco but also the general aviation climate of those embryonic yea rs. Only a handful were acquainted with the historical meaning of the 'Waco" acronym . Now the mystery which enshrouded the formative years of the company has been removed. Painstaking research by the author, the late Fred Kobemuss, has cleared the airof prevalent conflicting information . Read the fascinating story of an aircraft company that had its own gravestone -long before its demise. The author spent ten years researching and writing this work. The story is backed up by appropriate documentation. It is an amazing story - one that has not been told until now. Personalities include: George E. "Buck" Weaver, Charlie Meyers, Ray "Bud" Vaughan, Hattie Meyers, Elwood H. "Sam" Junkin, Clayton Brukner and many more. In the case of the Waco Aircraft Company's founding there were two teams of two men each who were responsible. Messrs. Weaver and Meyers formed one team; Messrs. Junkin and Brukner the other. Their interpersonal relationships are delved into extensively. Includes the inside stol}'ofthe developmentofthe Ohio Aviation School, the DBJ (Deuther, Brukner, Junkin) Aeroplane Co., the Weaver Aircraft Co., and the Advance Aircraft Co. Comprehensive "Waco" history from 1910 to 1925. Soon-to-be -released Volume 2 will include "Waco" history from 1925 through the 1930s to include the Taperwing.

81/2"111",190 pages,15O+ pbotos, 3-118W drawings, #106-A - Hardbound $34.95, #106 - SOftbound $24.95 "Don 't miss the new Waco history book... a masterpiece" - Waco Historical Society - June, 1992

Waco Magazines of the International Waco Association

The International Waco Association was formed nearly two years ago to provide Waco enthusiasts a forum in the form of a quality 28 page quarterly magazine. The magazine features stories from leading Waco historians, Waco owners and Waco enthusiasts. Each issue is packed with extensive text, numerous photographs, drawings, illustrations, and helpful and historical information regarding various Waco models and Waco personalities, past and present. In order to subscribe to receive future quarterly Waco 28 page magazines, you must join the Intemational Waco Association . New members' subscriptions will start with the next issue and your membe rship fees will be good for the next four quarterly issues. Membership dues are: $25.00 for Regular Membership or $50.00 for Charter Membership. Individual past issues may be obtained for per issue fees of: $10.00 each for non­ members or $6.25 each for members. You may join the I. W.A. by sending dues to Intemational Waco Association, P.O. Box 2065 - WACO, Terre

i Ee I ----------------Aviation Heritage Books Haute, IN 47802.

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These vintage promotiona l films show Tripace" being used for business, training , and pleasure . They include footage of Apaches being built in the Loch Haven plant, and a brief interview with Mr. Piper and his sons . Although the major focus is the Tripacer and the Apache, some footage of other Piper models is included . Those were great yea,,: this video reminds us just how great. To order your copy, send your name, address, and a check or money order for $19.95 to: K:tro~

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VA-Vol-20-No-12-Dec-1992  

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