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EDITORIAL STAFF Publisher Tom Poberezny

September 1992

Vol. 20, No.9


1 Guest Editorial/Paul Poberezny 2 AeroMaii 3 AlC News/compiled by H .G. Frautschy

5 Vintage Literature/D enn is Parks 9 Rucker Tibbs - "Mr. A viation" / Norm Petersen

Page 9

12 A Little Bit of Heaven/ H .G. Frautschy

16 EAA Oshkosh '92 - A ntiques



and Classics!/H.G. Frautschy

21 R eed & Prince ­ A Different Screwdriver/ Norm Petersen


Marketing and Communications

Dick Matt


Jack Cox


Henry G. Frautschy

Managing Editor

Golda Cox

Art Director

Mike Drucks

Computer Graphic Specialist

Olivia L. Phillip

Assistant Computer Graphic Specialist

Sara Hansen


Mary Jones

Associate Editor

Norm Petersen

Feature Writers

George Hardie, Jr. Dennis Parks

Staff Photographers

Jim Koepnick Mike Steineke

Carl Schuppel Donna Bushman

Editorial Assistant

Isabelle Wiske

Page 12

22 What Our Members A re R estoring/ Norm Petersen

President Espie 'Butch' Joyce 604 Highway St. Madison, NC 27025 919/427-0216

Vice-Presidenf Arthur Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631

Secretary Steven C. Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674

Treasurer E.E. 'Buck' Hilbert P.O. Box 424 Union, IL 60180 815/923-4591


24 Pass It To Buck/E.E. "B uck " H ilbert

John Berendt 7645 Echo Point Rd. Cannon Falls, MN 55009 507/263-2414

26 Mystery Plane/George H ardie

Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 414/231-5002

27 Calendar

28 Welcome New Members 30 Vintage Trader Page 21 FRONT COVER . . There's something about a red airplane during a pretty sunset . .. Jim and Henry Cofield cruise serenely at dusk in their ~~;=':::::3 newly restored Stinson 108-3. Photo by Jim Koepnick, shot with a L Canon EOS- 1 equipped with an 80-200mm lens. 1/125 @ f8.0 on Kodachrome 64. Cessna 210 photo plane flown by Bruce Moore. BACK COVER ... Oh boy, does that look like fun! Willie Ropp's Travel Air 16E mounted on Edo 2425 floats is being flown by Willie's friend, Hank Strauch, Junction City, OR. Hank's happy passenger is Fay Ness, Rapid River, MI. Photo by Jim Koepnick, shot with a Canon EOS-1 equipped with an 35-350mm lens. 1/250 @ f8 on Kodachrome 64. Piper Cub photo plane flown by Norm Petersen. Copyright © 1992 by the EAA Antique/Classic Division Inc. All rights reservec. VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of Ihe Experimental Aircraft Associalion and is published monlhly at EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Second Class Poslage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic Division, Inc. is $20.00 lor current EM members for 12 monlh period of which $12.00 is for the publication of VINTAGE AIRPLANE, Membership is open to all who are interested in aviation. POSTMASTER: Send address changes 10 EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow alleast two months for delivery of VINTAGE AIRPLANEto foreign and APO addresses via surtace mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report 01 inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUBS, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EM ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.

Phil Coulson 28415 Springbrook Dr. Lawton, M149065 616/624-6490 Cha~es Harris 3933 South Peoria P.O. Box 904038 Tulsa, OK 74105 918/742-7311 Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis, IN 46278 317/293-4430 Robert Lickfeig 1708 Boy Oaks Dr. Albert Lea, MN 56007 507/373-2922 Gene Morris 115C Steve Court. R.R. 2 Roanoke. TX 76262 817/491-9110

Robert C. ' Bob' Brauer

9345 S. Hoyne



John S. Copeland 28-3 Williamsburg Ct. Shrewsbury, MA 01545 508/842·7867 George Daubner

2448 Lough Lane

Hartford, WI 53027


Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 612/784-1172 Jeannie Hill

P.O. Box 328

Harvard, IL 60033

815/943-7205 Robert D. ' Bob- Lumley 1265 South 124th St. Brookfield. WI 53005 414/782-2633 George York

181 Sloboda Av.

Mansfield, OH 44906


S.H. ·Wes· Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414/771-1545


7200 S.E. 85th Lane

Ocala, FL 32672



Jimmy Rollison

823 Carrion Circle

Winters, CA 95694-1665


Dean Richardson 6701 Colony Dr. -Madison, WI 53717 608/833-1291

Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 219/493-4724


Guest Editorial

by Paul Poberezny Founder and Chairman of the Board When one loves all of aviation as we do, we have to keep going back to our roots - to antiqu e aircraft. Back in the 1930s, Waco lOs, American Eagles, Swal­ lows and Pheas a nts were not yet called antiques ... remember, they were still less than 10 years old then ... and we did not use some of the model numbers antiquers use today. The factories had their model designations for their own internal use , but we just called them by monikers such as "long nose American Eagle " or "short nose Eagle." The long nose Eagle had an extended engine mount to correct for a tail heaviness problem the short nose model had ... and how the pilots argued over the relative merits of the two! Then there was the Curtiss Robin . Was it an OX-5 model, a Tank powered version, or was it a Challenger Robin? " Tank" was short for Milwaukee Tank , an air cooled version of the OX-5 that was manufac­ tured right in my home town. I owned a long nose American Eagle, which I bought from our good friend , the late Dale Crites, for $250. What an edu­ cation that was! There was so much to learn and remember. You had to be both a mechanic and a pilot in a bird as big as a Stearman, keeping its water cooled OX-5 V-8 running and mastering such skills as taxiing in winds with no brakes and a tailskid . It was like sailing a boat, in a lot of ways. I remember th e several Waco lOs we owned and the adventures we had in them . .. including the trip during World War II from Waukesha , Wisconsin to Helena , Arkansas where I taught Primary in PT­ 19s and 23s . . . the total of 21 forc e d landings we had along the way . .. and the wonderful farmers and sharecroppers we met as a result. I also remember the Waco 10 I towed to th e dump prior to leaving for a tour of duty in Korea , as well as the beautiful Waco 10 that we le ft in storage at Allentown , Wisconsin . . . which is yet to be found.

Those were wonderful times in many respects. We had a lot more freedom to fly and a lot of good 01' airplanes that could be operated out of almost any cow pasture. Times were hard, though, with a Depression going on. To fly, you had to make a lot of sacrifices .. . but to those of us who loved aviation, there was no ques­ tion about where our nickels and dimes were going to be spent. I know I pumped a lot of gas at service stations to pay for my flying. We must give a lot of credit to all of you antique buffs for painstakingly saving so much of our aviation heritage, because without you the great old airplanes and all the lore of the days before the Big War would be largely lost today. We realize that it is becoming increasingly difficult to get some of the older aircraft to distant fly-ins, because engine parts are becom­ ing rare or even non-existent ... and without electrical systems, the number of airports available for fuel stops en route are decreasing. We understand how diffi­ cult it is to fly a Jenny or a Waco 10 to Oshkosh or Sun 'n Fun from the other end of the country and we truly commend those of you who do. We do encourage all of you to support the local and region­ al fly-ins near you , however , so new generations coming along can have a bet­ ter appreciation of aviation history. My own antique project ... a PT-23, which doesn ' t seem like an " antique " to

Audrey Poberezny, nee Ruesch, with the Waco 10 in 1940. "She didn't know what she was getting into - including headaches!", quipped PaUl.

me ... is progressing slowly. The center section has been rebuilt, as was the fuse­ lage, the tail wheel and the main gear struts. The fuselage is now covered and is await­ ing paint. My helper, Bruce Jovaag, has been of great assistance in making so much look new, and one day we hope to have it on the flight line at Oshkosh in the same markings as one of the many PT-23s I flew while instructing ... just yesterday, it seems. When it does fly, the 01 ' 23 will be over 50 years old, but you can bet the pilot is going to be a 20-1/2 year old boy again! Our Antique/Classic group is quite for­ tunate to have so many fine members, but I would like to bring special attention to three of them ... volunteers who for so many weekends before and after the Con­ vention worked so diligently on the Antique Headquarters building. Maybe we should call them "The Three Mosquitos" after the three fictional World War I pilots featured in the old pulp maga­ zine , Battle Aces. They are George Daubner , Bob Lumley and Bob Brauer. We honor them not only for all they have accomplished with their physical labor, but also for the joy they have brought to all of us who have had the pleasure of their com­ pany at Oshkosh. We also don ' t want to forget Randy Hytry, who is now a self-edu­ cated expert on the EAA Air Adventure Museum ' s de Havilland Rapide, an air­ plane that he has put a lot of work into. The 1992 EAA Convention is now another milestone in aviation history, hav­ ing hosted more airplanes and people than have ever been assembled in one spot before . It was a great challenge for those staff members and so many volun­ teers to maintain the high standards and provide the educational benefits that EAA is known for. We count our bless­ ings for all of them, for as each year passes that challenge will continue to grow. The weather this year was excellent and this was reflected in the mood of the thou­ sands of folks who attended. As we have learned in the past, had the weather been hot and humid , we folks are a lot less tol­ erant about the little things in life ... so we were fortunate this year. Tom and I have received so many won­ derful letters praising the entire Convention and the work of so many in making it such a fine gathering . . . from members of the Doolittle Raiders, World War II glider pilots, Tuskegee Airmen , heads of so many branches of the govern­ ment at all levels and from other aviation organizations. Best of all are the letters from just plain folks who had such a good time . As usual, all were impressed with our EAA standards of cleanliness. .. VINTAGE AIRPLANE 1

MAIL STAGGERING PRAISE Dear Mr. Joyce, It is difficult to express the excite­ ment I fee l for having been chosen to receive the Grand Champion An­ tique Award for our restoration of Beechcraft Staggerwing N161 K. It is a most coveted award and a very grat­ ifying tribute to Bernard Yocke and his crew who worked over forty months to transform the aircraft from pieces in a barn in Indiana to a flying classic. I cannot imagine the difficult task you must face in trying to assemb le a judging staff and sorting out those de­ tails that make this entire spectacu lar event so successful. Your job of mak­ ing difficult choices judiciously must be very trying, and I am sure one that is not likely to please all and avoid criticism. We are most grateful for the recog­ nition and thank you and your staff and volunteers for their gracious hos­ pitality and for efforts they made in making the convention very success­ ful. The high standards that are main­

tained in your efforts are to be ap­ plauded and we are flattered that our aircraft met those. Please extend our warm wishes and thanks to your staff, Respectfully, Jim R. Porter

AVID READER Member Richard Shirley of Chat­ tanooga, TN let us know that the ar­ rival of each issue of VINTAGE A IR­ PLANE is one of the highlights of each month. Here's his note . .. Gentlemen , Puleeze - I haven't received my June issue of VINTAGE AIR­ PLANE. Put me on bread and water, dock my pay , kill my cat, but please don ' t fail to send me my VINTAGE A IRPLANE . Please send it before I go into shock! We sent out a replacement copy post-haste to Richard - a note like that every now and then sure is a great mo­ tivator! - HGF

WRIGHT SITE Dear Mr. Frautschy. The August ' 92 issue of VIN­ TAGE AIRPLANE has, on page 4, a photo and lon g caption about the Wilbur Wright birthplace near Mil­ lvill e, IN . In part this reads " The farmhouse sti ll stands . .. " thus im­ plying that it is the original building. Not so. Before any enthusiast of pio­ neer aviation goes tearing off to see and venerate this farmho u se , he shou ld know that it was built only some twenty-five years ago as a " guesstimate" representation of what the original probably looked like. To my knowledge, no picture of the ac­ tual birthplace survives. As I recall , the actual birthplace house burned very many years ago. I visited this site during the late 1960s, and there was no farmhouse to be seen then - only a memorial marker and a diminutive "smokehouse" also of modern origin. Sorry to disillusion you! Cordially, Edward Peck (AIC 3225) Louisville , KY

This photograph, part of EAA' s Radtke collection, shows a Martin 8-10 being loaded with mail, presumably for the mail route painted of the fuselage. 2 SEPTEMBER 1992

Edward is correct - the farmhouse currently standing is a "replica" of the original birthplace. Unfortunately, none of the markers on the property relate that fact to the unsuspecting public who may pass that way. Only after a belated return call from a local historian confirmed the fact that the house is indeed a replica, was I aware of the inadvertent deception. It is still an interesting place to visit if you 're traveling nearby, if for no other rea­ son than it is the site of Wilbur's birth, and is still a remote (for the Midwest!) rural location as it was over a hun­ dred years ago, unlik e many of the other Wright sites in other areas in the country. - HGF

compiled by H.G. Frautschy

It was another record year for the Antique/Classic division at EAA OSH KOSH '92. On the following page you will find th e list of award winners, as well as photo coverage starting on page 16. We will have more photos and features on the Convention in the com in g months, includin g a photo feature on the Contemporary class airplanes that were parked in the showplane parking area for the first time. Congratulations to all the award winners!

ELECTION RESULTS Espie M . " Butch " Joyce was reelected to the position of President of the Antique/Classic division of EAA. Steve Nesse was reelected to serve as Secretary of the division. Bob Brau e r , Charles W. Harri s, Robert D. Lumley , Gene R . Chase , Jeanni e Hill, Gene Morris, George Daubn e r , III , John Berendt , and George York were all reelected to the Board of Directors of the Antique/ Classic division . HINTS FOR RESTORERS Some exciting news for the " Hints for Homebuilders" feature that runs in SPORT A VIA nON, as well as VIN· TAGE AIRPLANE, WARBIRDS a nd EAA EXPERIMENTER. Not only is the feature to continue, it will now have three sponsors - Snap-on Tools will continue their sponsorship of the popular " how to do it" article, and Aircraft Spruce & Specialty, a suppli­ er known to most restorers, has added their support with a $25.00 gift certifi­ cate and a current catalog, to be added to the prize awarded by Snap-on. The John Fluke company will continue to sponsor th e e lectrical hints received. Our th a nks to these companies for their continuing support. Send in your hints to:

EAA, Hints/or Homebuilders, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. 35th ANNUAL TULSA REGIONAL FLY-IN From A/C Director Charlie Harris we have the following: The 35th Annual Tulsa Regional Fly-In , now located at Bartlesville , OK gives

promise of being one of th e bi gges t and best ever. With a much larger air­ field to work from, and much greater community support facilities to pro­ vide visitor creature comforts , the ability to create a finer event is defi­ nite ly being realized. The long running fly-in is intended for the en tire spectrum of the sport aviation community, including custom builts, replicas, antiques, classics, con­ temporaries, warbirds, ultralights and regular factory aircraft. Of special interest to fans are me e tings and forums of a number of major type clubs at Bartlesville. These include central U.S. gatherings of the Cub Club , Lu sco mbe Association , Inter­ national Swift Association , Fairchild Club , National Aeronca Association , Bticker C lub s and the Int e rnational Cessna 120/140 Association. In addition, and new this year, will be factory displays of new production a ircraft by a number of general avia­ tion manufacturing concerns. The red carpet is out for all sport av iation fans at Bartlesvill e on September 25-26. For information contact Charlie Harri s, Senior Co­ Chairman, 918/742-7311. SMITHSONIAN LIBRARY CONSTRUCTION If you are planning on visiting th e National Air and Spac e Muse um in Washington, D .C., and ex p ec t to do resea rch in the NASM archives and library facilities, you should keep the following in mind when making your plans. Dave Spencer, Branch Librari­ an , and Thomas Soapes, Supervisory Archivist, wrote us to ask that we pass th e word along concerning th e re no­ vations that will t a k e plac e on the third floor of the NASM starting in November 1992. Expected to take app roximately one year to complete, the construction will cause major dis­ ruptions in services available to NASM patrons. The staff will be seve re ly limited in the numbe r of vis­ itin g r esea rch e r s that can be acco mmodat e d du e to space reduc­ tion s durin g th e r e nov a tion s. Only one or two visitors a day can be acco­ modated, and only those visitors who make appointments will be served. At so me point during the r e no­

vations, the library and archival stack areas will be inaccessible for separate four to six week periods. During those times , the staff will be unable to answer any reference requests that require access to materials stored in these stacks. They will answer these requests as soon as they can gain access to these areas. Unfortunately, they will not know the dates that this reduction in service will occur until just before the construction affects the staff's access. The requests received by the NASM staff that deal with drawings and/or technical manuals are serviced out of the Garber Facility in Suitland, MD , and so will not be affected by this service interruption. If you have an archival reference request , includ­ ing drawings and technical manuals , write: National Air and Space Muse­ um, Archives Div. (MRC-322) , Smithsonian Institution, Washington, DC 20560. If you have a library refer­ ence request, send it to: National Air and Space Museum Library (MRC­ 314), Smithsonian Institution , Washington , DC 20560. The NASM Library and Archives staff is looking forward to the time when they can re turn to their usual level of service, late next year. CARB AD An Airworthiness Directive (AD) has been issued against Precision Air­ motive (formerly Facet Aerospace, formerly M a rv e l-Schebler) MA3 , MA3A, MA3PA , MA3SPA , and MA4SPA Carburetors fitted with floats manufactured by Consolidated Fuel Systems. Certain floats manufac­ tured by Consolidated, PIN CF30-766, and stamped with the date "1091" on the float leve r arm may be defective, and require replace ment. If you have had one of th e above carburetors repaired or rebuilt from November 1, 1991 through July 15, 1992, you should obtain a copy of th e AD and ensure that it is complied with. The AD num­ ber is 92-15-16. For further informa­ tion , contact: Diane Cook, Aerospace Engineer, Engine Certification Office, FAA , New England Region , 12 New England Executive Park, Burlington, MA 01803-5299. Phone 617/273-7082. Fax 617/270-2412. VINTAGE AIRPLANE 3


Ale Awards



GRAND CHAMPION - Jim Porter, Hins­ da le, IL, 1943 Beechcraft Staggerw ing D17S, N161K. Restored by Bern "Doc" Vocke.

RUNNER-UP - John Schwamm, Linda Farmer, Anchorage, AK, 1942 Grumman Widgeon G-44, N144GW. OUTSTANDING - Robert Carlson, Red Wing, MN, 1939 Piper J-3 Cub.

Transport Category

RESERVE GRAND CHAMPION - Stephen Pitcairn, Bryn Athyn, PA, 1930 Pitcairn PA-7 Mailwing, NC95W.

CHAMPION -Kent Blankenburg, San Luis Ob ispo, CA, 1938 Lockheed Electra 12A.

Silver Age (1928-1932)

RUNNER-UP -USAir, Arlington, VA, 1942 Douglas DC-3, N44V.

CHAMPION - Tom O ' Leary, St. Louis, MO, 1931 Waco QCF-2, NC12428. RUNNER-UP - Warren C. Erickson, Edina, MN, 1930 Waco RNF, NC129Y.

WW-II Military Trainer/ Liaison Aircraft

BEST CUSTOM CLASS A (0-80 HP)­ Donald Claude, De Kalb, IL, Tay lorcraft BC12D, NC96440. BEST CUSTOM CLASS B (81-150 HP) - Pat and Dave Eby, Wichita Falls, TX, Cessna 140A, N140PD. BEST CUSTOM CLASS C (151 HP AND ABOVE) -Meredith and William Whiting, Minnetonka, MN, Stinson Voyager, Nl 08WW.

Outstanding In Type AERONCA 7AC - H. J. Smart, McDon­ ough, GA, N2647E. AERONCA 11 BC -University of Illi­ nois, Savoy, IL, NC3931E. BELLANCA CRUISAIR -Byron Weak­ ley, Chapmansboro, TN, N74466.

OUTSTANDING OPEN COCKPIT BIPLANE - John Donnelly - Parks College, Cahokia, IL, Parks P-l, NC964K.

CHAMP ION -David Wogernese, Chippewa Fal ls, WI, 1943 Fairchi ld PT-23, N60629. RUNNER-UP -Edward Potter, Pitts­ burgh, PA, 1941 Stearman A75Nl, N61467.

Contemporary Age


CESSNA 192 -Paul Beck, Sausalito, CA, N9341A.

CHAMPION -De lmar Benjamin, Shel­ by, MT, 1991 Gee Bee R-2, Nl17GB.

ERCOUPE -Syd Cohen, Wausau, WI, N94196.

(1933-1941) CHAMPION - Jim Rahn, Guelph, Ont., Canada, 1941 DH-82C Tiger Moth, CF-CLW. RUNNER-UP -Morrison Fami ly, Glen­ dale Heights, IL, 1938 Beech F17D, NC18781. OUTSTANDING OPEN COCKP IT BIPLANE -Dennis Dodson, Chico, CA, 1935 Speedbird, X15641 . Restored by John Denny. OUTSTANDING CLOSED COCKP IT BIPLANE -Michael Greenblatt, Mid­ land, GA, 1937 Beech D17S, NC18575 .

RUNNER-UP -Tom Brown, Unity, WI, 1992 Waco UBF Replica, NX234Y.

World War II Era (1942-1945) CHAMPION -Dwain Pittenger, Here­ ford, TX, 1943 Cessna T-50, N78UC.



OUTSTANDING OPEN COCKPIT MONOPLANE - Bill Rose, Barrington, IL, 1935 Ryan STA "S", NC17368.

GRAND CHAMP ION -Densel Wil­ liams, Jackson, MI, Aeronca 11 CC Super Chief, NC4128E.

OUTSTANDING CLOSED COCKPIT MONOPLANE -Fred Kirk, Ft. Laud­ erdale, FL, 1940 Howard DGA-15P, NC22423.

RESERVE GRAND CHAMPION - Del­ ton Perry, Lawrenceburg, TN, Piper Tri-Pacer PA-22, N8740C.

Customized Aircraft CHAMPION -Robert Eicher, Daytona Beach, FL, 1934 Monocoupe 90-AL, NCl1760. 4 SEPTEMBER 1992

BEST CLASS II (81-150 HP) - Robert McBride, Sr., Cedar Park, TX, Piper PA 12, N98979. BEST CLASS III (151 HP AND ABOVE) -Don Lee, Corona Del Mar, CA, Beechcraft D18S, N5QQ.

CESSNA 140 -Mike Shaver, Bridge­ ton, MO, N3020N . CESSNA 170B -James Hugest, Arling­ ton, TX, N3478C.

LUSCOMBE 8A -Randy Hudson , Cedar Rapids, lA, NC71660. RYAN NAVION SUPER 260 -Hale Andrews, Berkeley Springs, WV, N5437K. PIPER J-3 - C-65 - Gerald Freimuth, Sparta, WI, NC6246H. PIPER VAGABOND -Mark Kaufman, Bird-In-Hand, PA, N4186H . STINSON 108-3 - Leigh Smith, Knox, IN, N6725M. GLOBE SWIFT GCl B - Randy Brubak­ er, Traer, lA, N78225 . LIMITED PRODUCTION - AERONCA 15AC - Pamela Workman, Zanesville, OH, N1048H.

Special Recognition FAIRCHILD XNQ-l - Don Pellegreno, Story City, lA, N5726. MARTIN 4-0-4 - Mid-Atlantic Air Mu­ seum, Reading, PA, N450A.

Congratulations to all !

VI~TAf7~ LIT~12ATU12~

by [)ennis


Lib.-a.-yjA.-chives [)i.-ectu.­

Daniel Guggenheim International

Safe Airplane Competition

Part 7

Taylor Model C-2

Twenty-seven entries in all were received for the Guggenheim Safe Aircraft Competition. Of these , 21 were from the United States, five from Great Britain and one from Italy. Out of these 27 entries, 15 appeared for trials at Mitchel Field on Long Island. Three withdrew without tests ; two sustained damage in preliminary fly­

ing; and eight failed to pass the quali­ fying requirements. The 10 aircraft which made the ini­ tial trials were from Curtiss, Handley Page , Cunningham-Hall, Schroeder­ Wentworth , Brunelli, Bourdon, Com­ mand-Aire, Fleet, Ford-Leigh and the Taylor Brothers. The aircraft which flew in the preliminary trials varied from the conventional to the radical in design. Two, the Bourdon and the Command-Aire , were conventional

training aircraft. The Fleet was a nor­ mal , two-place biplane , fitted with special streamlining for the landing gear and a trailing edge flap on the lower wing. The Ford-Leigh entry was a Bird biplane except that it had a fixed slot, the invention of a Chilean, Alfred G. Leigh , which ran the full length of the leading edge of the upper wing. The Taylor Brothers entry showed the greatest departure from these normal









3: .0



A standard 1929 model of the Taylor B-2 Chummy, complete with it's Kinner K-5 engine. VINTAGE AIRPLANE 5

The Taylor C-2 entrant in the Guggenheim competition was almost identical to the B-2 Chummy, w ith the exception of its variable incidence wing, The wingtips show a slightly different shape, and the Kinner K-5 has short exhaust stacks.

aircraft in the use of a wing of variable incidence. The Taylor entry in the Safe Air­ craft Competition was constructed by the Taylor Brothers Aircraft Corpora­ tion , located in Bradford, Pennsylva­ nia. It was a single engined, two-place, tractor monoplane of conventional appearance. This was basically a pro­ duction aircraft in that it was con­ verted from a Taylor B-2 Chummy. The Taylor Brothers Aircraft Cor­ poration was formed in September 1928 as the Taylor Brothers Aircraft Manufacturing Company. Th e founders were C. G . and G. A. Taylor and the company was originally lo­ cated at Rochester, New York. G. A. Taylor was later killed in an aircraft accident in 1928. The first product of the company was th e Chummy. This was a singJ e engine , high-wing, side-by-side, two­ seat monoplane. It was designed to replace war surplus trainers or to serve as a light sport plane . The fuselage was built of chrome molybdenum and carbon steel tubing and the wing spars were of spruce with built up wood ribs. Five C hummys had been built by early 1929 when it was decided by C. G. Taylor th at winning the Guggenheim competition for a safe flying airplane would be exactly what his company would need to put it on a sound basis. The Safe Plane entry was converted from the serial number 7 Chummy and 6 SEPTEMBER 1992


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Three-view drawing of the Taylor Bros. B-2 "Chummy"

Aile ron cont rol for Taylor va riable incide nce wing. Ri gidl y pivot e d rib s construction of wing.


D e tail of upp e r e nd of ve rtical s trut s h o wn in schematic drawing above.

Sc he m a ti c drawin g o f the

va riable incidence mechanism.

The adjustabl e te nsion, se lf-re leas in g co ntro l s ti c k. T h e p rin c ipl e was e mployed for the rudde r control.

De ta il of lowe r e nd of ve rti ca l strut shown in schematic drawing.

Reproduced from the December, 14, 1929 issue of AVIATION, here are the details of the variable incidence wing system.


In this rear 3/4 view, you can see the variable incidence wing system is set at the maximum incidence angle. The Guggemheim officials judged the system did little to enhance the flight characteristics of the airplane, and only added weight and complexity to the airframe.

was basically stock except for the wing and strut arrangement. The variable incidence wing was the major change to the airframe. This feature provided a range of 7-112 degrees of change and was controlled by a handwheel under the pi lot's seat. The handwheel was connected by chain and sprockets to two vertical screw adjustments linked to the wing panels. The spruce spars were rigidly braced by struts and the wing ribs (meta l on the Guggenheim machine) hinged to provide the necessary varia­ tion in incidence. The airfoil section was a Clark Y modified to provide a greater thickness, thus providing more room for the hinges. The powerplant on the C-2 was a five cylinder, radial , air-cooled Kinner K-5 rated at 90 hp at 1810 rpm. Scin­ tilla magnetos and a Stromberg carbu­ retor were used. The Kinner was a standard engine on the production Chummys. A fixed pitch two-bladed wooden propeller was installed. The fuel system consisted of a 30 ga llon tank carried in the wings, outboard of the fuselage. Fuel was fed by grav ity to the engine through a shutoff cock and strai ner. The Taylor C-2 arrived at Mitchel Field on Long Island on November 1, S SEPTEMBER 1992

] 929. C. G. Taylor and a new board member, W. T. Piper, arrived by car to oversee the performance of the ma­ chine. After being demonstrated by the factory pilot, the airplane was taken over by the Guggenheim Fund for qualifying tests on November 9. Trials were completed on November 29 and the aircraft departed Mitchel Field on December 4. The airplane failed to meet the qualifying requirements. However, at the request of C. G . Taylor, the mini­ mum flying and gliding speeds were measured. Maximum speed was mea­ sured with the wing set at its mini­ mum angle of incidence, while the lowest speeds were obtained with the wing set at the maximum angle of in­ cidence. The airplane failed to meet the per­ formance requirement of 110 mph by 1.5 mph. The minimum hori zontal speed was measured at 45.5 mph and the minimum gliding speed measured at 50.4 mph. The report of the Guggenheim Fund on the Safe Plane Competition reported that the vari­ able incidence feature of the airplane was of littl e value and added compli­ cations and weight to the structure. While measurements of minimum speed were made with the wing at its

maximum angle of incidence, it was found that the indicated stalling speed was the same for all angles of inci­ dence within the range of adjustment. It was further found that changing the angle of incidence of the wing made little or no change in the balance of the airplane. Though not a shot in the arm to Tay lor , the competition did bring some recognition to his company , which we nt on to build five more Chummys. In the middle of 1930 , Taylor Brothers Aircraft Corporation went into voluntary liquidation , at which time W. T. Piper purchased the assets of the business and formed the Taylor Aircraft Company with C. G. Taylor as Chief Engineer. That part­ nership would result in the production of the E-2 Cub , before Piper and Tay­ lor would split up their partnership, with each running companies bearing their respective names.


Next month:

The Conclusion of the Guggenheim Competition

by Norm Petersen Rumors had been floating around EAA headquarters for several months about a veteran pilot from Virginia, who was planning a circumferential flight around the United States in a 1939 Piper J-4 Cub Coupe - sans any electrical system or radio, except for the two mags on the A65-8 Continental engine! The downright audacity of such a flight with such limited equipment is typical of a person like 68-year-old Rucker Tibbs (EAA 125242) of Lynchburg, VA. To say that Rucker Tibbs is from the "old school", is the understatement of the year! Many people think he invented the "old school " ! And Rucker Tibbs' adherence to his simple rules, which he is able to deJi­ cately (95 % of the time) pass on to his many flight students and would-be me­ chanics , has kept this veteran pilot , in­ structor and A & P mechanic with I. A. , alive and well for 10, these many years. But far more important than all of his many accomplishments and recognized deeds of mercy, Rucker Tibbs has earned the utmost respect and sincere apprecia­ tion from his fellow aviators. The one phrase that continually pops up when queried about this extraoardinary man is, " If it hadn ' t been for Rucker Tibbs, I would have .........." Just who is this man? We know he was elected Virginia Flight Instructor of the Year in 1976 and, in addition , he was elected to the prestigious Virginia Avia­ tion Hall of Fame in 1988. Besides these

fine awards, Rucker Tibbs has been one of the mainstays of the Virginia Civil Air Pa­ trol for the past thirty years and has an un­ equaled record of 26 downed aircraft loca­ tions to his credit! However, all the "hoopla" in the world was calmly overshadowed by an unusual

Cheryl Best (The Little Indian) on the left with Rucker Tibbs, holding up the ban­ ner listing all the contributors to the trip.

act of concern and kindness generated by the " Friends of Rucker Tibbs", who in late 1986, spontaneously gathered over $15,000 in a few short days to purchase the Civil Air Patrol Cessna L-19 " Bird Dog" that had been Rucker's mainstay in the search and rescue work and present it to

their favorite flyer with all the best wishes in the world! Granted that this group of pilots would fly with less apprehension, knowing that Rucker Tibbs would be lead­ ing the search and rescue team in case of an emergency, however, more than any­ thing else, this simple act of closing ranks and rising to the occasion to honor this great aviator, demonstrates the high es ­ teem which Rucker Tibbs has engendered over the many years. Believe me when I say such acts don't come from the wallet­ they come from the heart. Rucker Tibbs made his first solo flight in 1955 and earned his Private license in 1956. In 1957, he bought a derelict Piper J-4A Cub Co up e , NC22854, SIN 4-497, which had been sitting in a shed with its tail poking outside in the weather. The entire tail section had rotted off, but the rest looked like it could be saved. The Coupe was totall y rebuilt an d eventually became the "trainer" for Rucker Tibbs' flight schoo l at his hom e-grown airfield named New London Airport. To date, this fragile, two-place , side-by-side Cub has had 543 st ud ents make their solo flight in this airp lan e under Rucker 's tutelage. And this is the a irplane that Rucker chose to make his flight around the United States! The J-4 has logged over 8,000 airframe hours and is presently on its fourth Conti­ nental A65-8 engine. The airplane has been recovered on several occasions dur­ ing the last thirty years as well as being re­ built when the landing gear was sheared off in a tangle with a ditch. However, for VINTAGE AIRPLANE 9

asked to see the parts book - not the air­ plane manual - and promptly figured out th e problem, installed the correct parts , and bingo - the Beech brakes never worked better! Since that time, Ruck er has become a legend in aviation circles, almost akin to: "The impossible we do immediately. Mir­ acles take just a bit longer!" After spend­ ing evenings and weekends for thirteen years accumulating the necessary docu­ mented time for an A & P license, Rucker proceeded to the Richmond FAA GADO office with his detailed book of 3,000 hours of aviation mechanic's practical ex­ perience. The man in charge at the office accepted the book, and without opening it, turned and threw it in the trash can. In due time, Rucker was awarded the coveted A & P license which has been augmented with an Inspection Authorization. Rucker has trained nine A & P mechan­ ics and two with In ­ spection Authoriza­ tion while operating the New London Air­ port. In addition, Rucker does many Annual In spections each year plus help­ ing numerous local pilots with their re­ builds. His normal assembly time for a Lycoming 0-320 or Part of the Welcoming Committee: on the left is Rucker's 0-360 is three hours! Although he has father, W. R. Tibbs (age 94), Rucker's lovely wife, Lucille, and never had a vacation, the man himself: Rucker Tibbs.

teaching students the elements of flight , Rucker Tibbs has discovered the J-4 does a better job of making greenhorn students into real pilots than any other airplane. In addition to the J-4 , Rucker uses five Cessna 150 trainers in his flight school. Rucker, who is a diesel engine expert by trade, has a most unique ability to see complex machinery as simple parts. He has been known to diagnose engine prob­ lems by listening to the sound of an engine over the telephone and correctly naming the area to be repaired! His entrance to the world of aviation mechanics began when a twin-engined Beech 18 had severe brake problems and the local mechanics could not come up with a fix. Rucker

Cheryl Best and Rucker's grandson, Huck, fuel up the J-4 amid big snowflakes. It was a "no-go" situation until the next day. 10 SEPTEMBER 1992

things were , of necessity , a bit slow for Rucker Tibbs at Christmas time , 1968 , when his entire airport operation burned to the ground , along with several air­ planes , about nine engines and most im­ portant , his entire $13,000 inventory of working tools! Rucker was helpless! In a heartfelt display of assistance, the " airport gang" chipped in tools and money (and lots of encouragement) to get Ruck er back into operation, doing what he does best - fixing airpla nes! It was nearly ten years before Rucker was totally back on his feet and operating at 100% of capacity. With his schedul e extremely full , most weekends a nd eve nin gs are spent at the airport. One problem Rucker has solved is coming home late for dinner. Rucker and his wife , Lucille, have an agreement that dinner will always be ready at 5:30. If Rucker isn 't there to eat dinner then, he'll have to get dinner out somewhere. Ruck er recommends this agreement to avoid those late-for-dinner arguments Over th e many years, Rucker has had a certain stirring for excitement , an almost hidden wish that someday, he might take off on a one man trip around the country, just for the fun of it - for no apparent rea­ son - to soothe the natural wanderlust that every person harbors within his/her soul. What better way is there than to fly the U. S. perimeter with a J-4 Cub Coupe? And besides, when you have the necessary friends to handle all the many small de­ tails, why not have at it? One of Rucker's avid enthusiasts is "the little Indian" , Cheryl Best, who can handle more details in less time than a magician. This spark plug of the " Ruck er Tibbs Admiration So­ ciety" soon had the motorhome and dri­ vers lin ed up to accompany the J-4 on its long trip, plus a system for calling back to Virginia at each stop to keep close track of how the flight was progressing. Once all the small details were taken care of and Rucker had loaded the J-4 with all necessities for the trip (including the all-important dozen packages of Red Man Chewing Tobacco!), the time had ar­ rived for the big departure gathering . Would you believe a freak snowstorm shut down the ceremony on the first Sun­ day in April? However, not to be discouraged, the same crowd appeared the very next morn­ ing and amid the cheers of his many fans and followers , Rucker made his usual smooth takeoff with the J-4 Cub, dipped the wings in a salute to all who were pre­ sent, and headed south on the first leg of his long journey - the 65 Continental chug­ ging along with its steady purr. Naviga­ tion was strictly by compass and finger on the map with stops at intervals of 125 to 200 miles to refuel. After going through the " southeast corner" of the country, Rucker headed for Texas, where the first bit of anxiety caused

the crash trucks to be activated on a report of "gear trouble" with the J-4. Fort u nately, the hanging gea r needed only minor maintenance to repair. R ucker ad­ mitted it was quite a welcoming comm ittee ­ considering he had no idea what was going on! (Ah, the beautiful bliss of no radio.) Nursing the J-4 over the high mounta in passes, Rucker worked his way into California and slowly flew a north­ westerly course a lo n g the huge length of the state . About midway, a strong bit of mountai n turbulence tossed the J- Part of the "Welcome Committee" at Oshkosh was (from left) Norm Petersen, Rucker Tibbs, VINTAGE 4 on its side, causing the editor H.G. Frautschy and his two young pilots, Alden and Jenny. righthand door to fly open and allowing some of the aircraft contents to fly out the door! "Why the wings didn ' t come off, I will never know," said Rucker. "I got so scared my mouth went dry and I couldn't move my tongue. That's when I thought I was go­ ing to die. " However, the sturdy little J-4 held to­ gether and Rucker managed to get the door closed again and continue the trip, despite the extreme turbu lence. Eventu­ ally, he was treated to the sights of the gi­ ant redwood forests of northern Califor­ nia, an experience he will always treasure. The northwest "corner" of t he U. S. was traversed witho ut difficulty and the little Piper began its eastward trip across mountain passes and in to the plains . Rucker says, "There is an awful lot of country out there! " And his cruising speed of about 65 mph gave him a really good look at it. A happy and smiling Rucker Tibbs stands by his trusty Piper J-4A with its wooden The J-4 with Rucker on board chugged prop, large 8:00 x 6 tires and blue and white paint scheme. into Wittman Field at Oshkosh shortly af­ ter 6 p .m. on Thursday evening , April behold. Only a man like Rucker Tibbs Airport was do ne with a number of local 23rd, just as the sun was sinking in the would rebu ild a J-4 Cub Coupe three airplanes on his wing - in a salute to a job west. Parking in front of the Kermit times, wear o u t four engines , teach stu­ well done. R ucker's usual skillful landi ng Weeks Research Center, Rucker climbed dents in it for over 30 years and solo out was watc hed by a considerable crowd of out to receive a round of handshakes and 543 " new pilots " in an airplane that was happy and cheering people . Wh en th is a hearty welcome to the home of EAA. 53 years old! To say that R ucker Tibbs "champion of t he no-radio crowd" The following day was a rainy, non-flying was " one of a k ind " would hit the nai l alighted from t he J -4, his wife, L ucille, planted a big kiss on Rucker that brought day, so we were fortunate to be ab le to squarely on the head. The following morning , Rucker and tears of joy to everyone watching. It was a visit with Rucker and members of his "motorhome crew " , who diligently fol­ the J-4 were off and flying shortly after 7 happy moment in time! The instr ument pane l in Rucker's J -4 a.m., heading for Mich igan and the next lowed the flight around the U. S. One soon learns what a tremendous perimeter state. J ust over one week bears this inscription: " D on ' t D o Any­ motivating force this man, Rucker Tibbs, later, we learned that he had completed thing Stupid." This advice was paramoun t represents. He is a natural "doer" - the the jaunt of 7 ,777 mi les around the and was good eno ugh to see R ucker job is often completed before the other United States in] 12 fly ing hours (69 mp h through the en t ire t rip . He pra ised his folks are even getting started! His bound­ average), made 77 landings , burned 473 ground team, of course, but the real hero less enthusiasm for aviation literally stirs gallons of fuel (4 .2 gph average) and was the Piper J -4 Cub Coupe. "This air­ the imagination of all who are fortunate chewed up eight packs of Red Man chew­ plane was wort h abo ut $2,000 when I left home." he said. " Now, it's worth $2 mil­ to meet him. His huge capacity of plain ing tobacco! .... His final flight leg into New London lion in my opinion." old-fashioned common sense is a joy to VINTAGE AIRPLANE 11

Litt e

llenry and ~6a CofieU's Stinson 108 by H.G. Frautschy As we all go through life. certain images stick with you, long after an event has ended. The sight of Henry and Reba Cofield's Stinson 108 practically glowing in the sunset over central Florida during EAA Sun 'n Fun '92 is burned into my memory as one of the most spectacular sights I have ever been privileged to see. The beautiful photo 0J;l this montb's cover. taken by EAA Chief Photographer Jim Koepnick. is a delightful shot capturing that moment.


Henry and Jim Cofield enjoy the cool spring air south of Lakeland during EAA Sun 'n Fun '92.

where the ice is thin due to unde rwate r currents. While taxiing for takeoff one day in his Stinson 108-3 , CF-VYA, the ice suddenly gave way under his skis. He tried to apply power to pull his way out of the cracking ice , but it was too late - the water and ice came crashing over his cowl and windshield, and Henry knew that it was time to get out of the airplane as fast as he could - the lake had a depth of 90 feet, and he had no way of knowing how far the Stinson was going to drop through the ice. He pushed open the door and swam out from under the wing, as the airplane settled with the tail and wings resting on the froz en lake surface. After crawling flat on his belly like a snake for about 100 feet from the airplane, Henry stood up and was surprised to find his Stinson

had not disappeared through the ice. By now his clothes had frozen stiff in the sub-zero weather , and he made his way as quickly as he could to the shore , where, with the help of a woodcutter, he was able to get back to his home safely. The next day, Henry returned to the ac­ cident site with his son Jim and two friends , Kim Meyering and Dale Kuipers. They se t up a four-pole A­ frame and block and tackle, and worked for four days to hoist the Stinson out of the water, keeping the rapid ly forming ice from damaging the airplane by cut­ ting it back occasionally with a chain saw. The gas tanks and crankcase were drained, and the instruments and radios removed. The airplane was then hauled behind snowmobiles to a clearing on the shore of the lak e . They built a shelter

To ward off the northern Canada chill, Henry had Missionary Maintenance Services devise this modification to the standard cabin heat system - it allows almost 2-1/2 times the normal amount of air to be moved through the heat muff. 14 SEPTEMBER 1992

around the airplane and the n heated it for 3 days to thaw it out. Henry and his friends th e n dried out the magnetos , poured in fresh oil and fuel and added a freshly charged battery . The engine started without complaint , and Henry flew the airplane to Red Lake, Ontario, where a complete insp ection was per­ formed . Surprisingly, the airplane had suffered no othe r damage, other than a slight dent on the spinner. Adventures like this he lped mold Henry Cofield into the man he is today, incl uding his deeply felt beliefs. He is grateful for all that has been made avail­ able to him and his family , and has worked most of his adult life to acknowl­ edge all that he has been given. His new Stinson 108-3 is no exception. Now semi-retired from his mission-

From the leather seats and side panels to the 1/4 inch thick plexiglass, the cabin of the Cofield's Stinson is designed to be a comfortable personal flying machine.

a ry wo rk , H e nr y and hi s wife R e b a made th eir latest Stinson a person al fl y­ in g machine , including a few a me niti es to ma ke th e trip a littl e more comfo rt­ ab le . Th ey still liv e a large po rti o n o f th e yea r in no rth e rn Ca na d a , nea rl y 1000 mil es direc tl y no rth of C hi cago . They spe nd pa rt o f the year in McDo n­ ald , TN , at their hom e in the T e nnessee hill s, th e sa me hou se th a t R e b a was born in . At th eir hom e in Ont a ri o, th e nea rest neighbo r is 14 miles away, with th e nea res t to wn of an y size so me 250 mil es mil es di s ta nt. Wh e n th ey fir st sta rted li ving in th e a rea 30 yea rs ago , H enry, Re ba and their childre n lived in a te nt fo r th e fir st fi ve ye a rs, as th ey worked to build their home . Eight yea rs ago, they we re a ble to cut in a n airstrip next to the ho use , as well as construct a hanga r. " We started with a n axe a nd a sawmill , a nd have gradu a ted to mo re mod e rn me thods," H enry point ed o ut. All fo ur childre n have since gradua ted

times the original volume of air. Added ducting to the windshield fo r defrostin g a nd rea r sea t hea t du cts he lp kee p th e ca bin wa rm a nd co m for ta ble, eve n in sub-zero te mpera tures. Thi s pa rticul a r 108-3 was fo und as a compl e te bask e tcase - the airpl a ne was still in o ne piece a nd comple te , b ut had bee n sittin g for 15 to 20 yea rs, to th e point th a t most o f th e co mpo ne nts had badly de te riorated . Most o r th e restora­ ti o n was accompli she d by Mi ss io na ry Ma int e nance Se rvice , a n o rga ni za tion t ha t uses mi ssion a ry wo rk to tra in me­ chanics and pilots for missionary orga ni­ za ti o ns througho ut the wo rld . Serv ices are prov id e d free of ch a rge to fe llo w missio na ri es, with o nl y the cost of parts applied to the bill. All of th e m e t a l s ur faces we re stripp e d a nd di sasse mbl e d , includin g th e re mova l of a ll th e co ntro l s urface skins. Each ite m was ca re full y cleaned, primed and the n corrosio n proofed, be­

ri ght to th e best ma n fo r th e job - " Mr. Fr a nklin " him se lf, G eo rge Heinl e y. He nry fee ls qui te fo rtun ate th at he was able to have George, now in his nineties, rebuild the Franklin to like new specs. A co nst a nt -sp e ed McCa ul ey p rop co m­ pletes the powerplant installation . Wh e n it ca me time fo r the inte rio r to be fini shed off, Henry turned to a leather cra ftsma n fro m th e Ami s h country in Ohio - wh o did all of th e leather uphol­ stery work in the cabin. On the instrument panel, a number of ite ms have been added to make the Stin ­ so n a n IF R airpl a ne, in cludin g a Kin g HSI , DM E, t ra nspo nd e r with e ncode r, lo r a n , r a d a r a ltim e te r , a nd a WXIO Stormscope. Both standby electrical and vac uum sys te ms bac k up th e po we r re­ quire me nt s fo r this IFR ce rtifi ed pla ne. A sta ndby directio nal gyro allows Re ba to fly a leg o r two of wide ranging trips. 1/4 inch thick plexiglass qui ets the cabin so well that using the built-in intercom is

from uni ve rsities in th e U nited Sta tes . H e nr y a nd R e ba's son John has sin ce take n ove r th e day-to-day acti vities of their missio n. At th eir home on a lake located near Hudson 's Ba y, the use of cabin hea t is not just a lu xur y, but a necess ity. T o ma ke sure th e re was pl e nty of hea t in the cabin of th e Stinson , H enry had th e cre w a t Mi ss io na ry Maint e na nce Ser­ vice, Coshocton , Ohio, revise the heate r install a ti o n with a fi e ld appro val fr o m th e FAA . Th e a ir intak e and e xh a ust for the heat muffs were both e nlarged to a llow th e m o ve ment of a lmo s t 2 - 112

fo re being assembled. Th e coverin g w as d o n e with th e Cooper Superflight II sys te m, fini shed with Superflight Supe rth a ne ure th a ne paint. The color sch e me ma y lo ok fa ­ mili a r to many Stinson e nthusiasts - it is ve ry close to th e sa me sche me used by Ke n a nd Mari e Brock (of KB -2 Gy ro ­ plane fa me) on their Stinson 108. H enry and Reba we re so ta ken with the look of th e Broc k ' s Stin so n , th a t th ey dupli ­ ca ted th e color a nd th e layo ut , a nd a re very pleased with the resul ts. Wh e n it came time to ove rh a ul a 180 hp Fra nklin for in stall at io n, th ey we nt

not always needed. Th e d ay pri o r to lea vin g for Sun ' n Fun '92, the bright red Stinson passed its final in spectio n, with all the paperwork completed - "1I's the most legal airplane I've eve r fl own! " quipped Henry. The Stinson sho uld ma ke a comfort­ abl e p e rson al fl yin g machine for th e Co fi e ld 's, as th ey tr a ve l a round th e fro ze n n o rth d o in g th e ir mi ss io na ry work , as we ll as th e ir trips " ho me " to T e nn essee, whe re H e nry can e njoy one of his othe r mechanical loves, a H arley­ Davidson motorcycle. For it all, H e nry and Reba are truly grateful. ... VINTAGE AIRPLANE 15



by H .G. Frautschy I know it's a cliche to start off any fly-in article with a comment about the weather - "The day dawned bright and clear ... etc., etc." but this is the one time I will succumb to the temptation , so here goes ... The cool , bright weather during EAA OSHKOSH ' 92 really was the best that anyone could remember. Nights so cool you had to wear a jacket, and days so pleasant you could wear your favorite long-sleeve shirt for most of the day, keeping the summer sun off of your precious hide. Rain was a factor only one of the days on the Convention grounds, although weather activity to the south of Wisconsin did prevent many of our southern friends from getting to Oshkosh early, but the cool weather they finally were able to enjoy was a welcome respite from the unbearable heat and humidity of this

past summer in the South. ' Nuff said about the weather, let's get to the airplanes and people of the An足 tique/Classic Division ... Each year the judges' jobs become tougher and tougher. The number of excellent antiques and classics keeps growing, with the scoring getting tighter near the top end of the scale . We all owe the volunteer judges a resounding "THANKS!" for all of the work they do during the Convention - it can be a thankless task, and to think, they do it all for nothing! Many, many others also contribute to the success of the Convention from an Antique/Classic viewpoint. From the aircraft parkers to the folks manning the information booth and the Red Barn, volunteers are what make it all work . If you get a chance, the next time you have a few spare minutes during your next visit to the Convention, by all means,

volunteer - you'll find it ' s a very rewarding experience. From an attendance standpoint , it was a banner year - a few more than 1000 Division showplanes (Antiques , Classics, and this year, for display only, the Con temporary class) registered , accounting for nearly half of the total showplanes on Wittman Field. 151 owners of the new Contemporary class brought their 1956-1960 era airplanes to the Convention, including a number of good looking airplanes obviously well taken care of, and ready for the judging to begin next year. On the following pages you'll see some of the airplanes and people who came to enjoy a little Antique/Classic hospitality. We will have more next month, including a photo feature on Contemporary class airplanes, on display at the Convention for the first time. Look for it!


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Steve Pitcairn's magnificent 1930 Pitcairn PA-7 Mailwing was named the RESERVE GRAND CHAMPION ANTIQUE for 1992.


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The GRAND CHAMPION CLASSIC is this Aeronca 11 CC Super Chief restored by Densel Williams and fellow members of EAA Chapter 304, Jackson, MI, as well as other friends.

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Pictured are (left to right, starting with the back row) Terry Gibbs, CFI and test pilot of the 11 CC, Earl Scott, VP of Chapter 304, Jeff Williams, Densel's son, Ray Johnson, Densel Williams, Wilbur Hostetler, Wayne Crawford, Chapter 304 Treasurer, (front row) Tom Mcinerney, Chapter 304 Secretary, Russell Borton, President of Chapter 304, and John Snyder.


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This very nice 1954 Piper PA-22 Tri足 Pacer, restored by Delton Perry, Lawrenceburg, TN and flown to the Convention by Joe Fleeman, was awarded the RESERVE GRAND CHAMPION CLASSIC prize. It is finished in a 1955 color scheme. Qj

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The SILVER AGE CHAMPION (1928 足 1932) is this 1931 Waco QCF-2, owned by Tom O'Leary, Olivette, MO, and flown to the Convention by noted Monocoupe restorer Bud Dake. Restored by John Halterman and Associates at Creve Coeur airport, this airplane is one of several restorations to come from John's shop. The Waco is based on the Creve Coeur airport, along with many other fine restorations. ill

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Direct from Anchorage , AK, John Schwamm and Linda Farmer's Grumman G-44 Widgeon was selected as the CUSTOM ANTIQUE RUNNER-UP winner. Its excellent performance can be attributed to the pair of geared 295 hp Lycomings that power this amphibian.


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----------------------~------~~--~ () If you thought is was a long haul in a Cub from Texas, how about this - Johannesburg , South Africa, to Oshkosh via the North Atlantic, in a Warner powered Fairchild 24! Charles Stobbart, president of international EAA Chapter 322, and his co-pilot, Peter Hengst, set a new record for distance flown to an EAA Convention (9,900 miles) when they flew the recently restored Fairchild north out of Africa , across the Mediterranean and Europe and then west across the ocean via, Scotland, Iceland, Greenland, Canada and then finally to Oshkosh. The trip required 125 hours of flight time. What a feat! ill

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After their arrival in Oshkosh at the EAA Convention, Peter Hengst and Charles "Chalkie" Stobbart were sought after by many in the media for an interview. Here they talk with local Green Bay, WI television reporter Brian Knox about the flight. The Fairchild was parked in a very visible location across from the Antique/Classic Red Barn. ill

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Sandy and Kent Blankenburg of San Luis Obispo, CA, were awarded the TRANSPORT CATEGORY CHAMPION Lindbergh trophy for their brightly polished Lockheed 12A Electra Jr.

James Hughes had a very fruitful vacation from Arlington, TX - his Cessna 170B was designated the winner of the Peoples Choice award at the International 170 Association's fly-in, and then was judged the BEST CESSNA 170/180 at EAA Oshkosh '92. The cabin and instrument panel of this 170 is simply elegant, done in shades of dark green and tan.

Don Pellegreno, of Star City, lA, has the one and only Fairchild XNQ-1 left in the world. Designed and built as a trainer during the war years, the airplane never reached the production stage. Don was awarded a SPECIAL RECOGNITION trophy for his new restoration. CD

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Above, left - Dennis "Buck" Dodson Chico, CA, owns the only Speedbird ever built. Restored by his uncle, John Denny, with help from most of the extended family, the airplane has been a long 25-year project, starting with not much more than a fuselage, a few parts that were nothing more than patterns, and a lot of optimism. The crew pic-tured above worked long into the wee hours of the morning to get the side-by-side biplane ready to fly on its first flight at the EAA Convention. Pictured above are: Bill Watson, who just decided to pitch in and help after seeing what the crew was up against, Carl Klemn, Buck Dodson, Neil Denny and John Denny. Their efforts would payoff when the airplane was flown at 11 :59am on Wednesday, just before the judging deadline of 12 noon. The Speedbird was awarded the OUT足 STANDING OPEN COCKPIT BIPLANE trophy.

Right - The Cessna 195 in the fore足 ground, owned by Paul Beck, Sausalito, CA was awarded the BEST 190/195 trophy plaque. The 195 in formation with Paul is owned by George Dray, Novato, CA. Both are outstanding examples of the type. 41 Cessna 195s registered as showplanes during this year ' s EAA Convention.

Left - Jeff Eicher brought the Eicher family Monocoupe 90-AL from Florida, fresh from its Best Custom Antique award at Sun 'n Fun '92. It took home the ANTIQUE CUSTOM AIRCRAFT CHAMPION Lindbergh t r ophy from the 1992 EAA Convention.


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Look for more on Antiques, Classic and Contemporary class airplanes at EAA OSHKOSH '92 in next month's issue of VINTAGE AIRPLANE. ...


A Different Screwdriver

by Norm Petersen Many years ago, in 1956 to be exact, I was taking flying lessons at Mankato Aero Service, Mankato, Minnesota . One morn­ ing, the Aeronca 7AC Champ was out on a flight, so to pass the time, I wandered into the shop where Werner Brown , chief mechanic, was taking an airplane apart. He invited me to help with a long row of Phillips screws, so I picked up a screw­ driver and started to back out the screws ­ or at least try to. I complained about the "cheap " screwdriver , when Werner said, "You have a Reed & Prince screwdriver! Use a Phillips instead. " I chose another screwdriver from the tool rack and every­ thing worked fine - the screws backed out without a solitary slip. In 1963 , I dismantled two wrecked Piper J-3 Cub wings to get the drag-anti­ drag wires and fittings for my homebuiit EAA Biplane. At the time, I fought with the small screws until the air was blue!

The Phillips screwdriver would slip and I could almost hear the screws "laughing at me! " I always wondered why? In 1992, I read where most early Pipers were put together with Reed & Prince screws! Suddenly, the light came on! Now I remembered the trouble I had in '63 ­ and the admonition I had from We rner Brown in ' 56. I started to ask around EAA headquarters about Reed & Prince screws. Many people had never heard of them , however , Bauken Noack, of the restoration staff, not only knew them , he furnished me with some sample Reed & Prince screws for this article. Preparing to dismantle two Piper PA­ II wings for a project, I attempted to buy a Reed & Prince screwdriver. In the local Sears Roebuck store, the tool clerk had never heard of the Reed & Prince. I asked to see his tool catalog and sure enough , the Reed & Price was listed - much to his surprise! I detailed look at the tool rack brought us to the very last tool position ,

which said, " Reed Prince", and there were four screwdrivers hanging there. I bought one and have enjoyed taking out the small screws in the PA-II wings ever since. It works! Apparently the Reed & Prince drivers come in about four sizes and are usually marked with yellow paint or yellow han­ dles, according to John Finiella of Albu­ querque, NM, who has worked with Reed & Prince screws since 1940. John happened to be in my office when all this information came to light and I listened intently as his fifty years of experience came forth. It goes to show you, we can all learn something new, every day, if we just keep our eyes and ears open! The next time you are working with " Phillips" head screws, look at them closely to make sure they are not Reed & Prince, with sharply cut crosses that ex­ tend to a point in the screw heads. It only took me 36 years to learn the differ-



On the left are three Reed & Prince screws with their sharply cut cross and deep center. The four righthand screws are Phillips with rounded crosses and a flat center depression. Below are the two screwdrivers, each named on the handle and one can see the sharper, straighter cut on the bit of the Reed & Prince. VINTAGE AIRPLANE 21


- - - - - - - - - - - - - - - - - - - - - - - - - - - - by Norm Petersen

Tom Leatherwood's

Fairchild 24-G

This nicely restored 1938 Fairchild 24-G , NC23E, SIN 2926 , is the handi­ work of Tom Leatherwood of Paso Robles , CA , who recently presented the airplane to his bride , Tina Nelson ,

as a wedding present! Built originally for the CAA in 1938 and re gistered NC23, the Fairchild was acquired from Bob Williams of Lenexa , KS , and re­ stored to new condition. It won its class at Watsonville , Merced and Porterville, CA this year. Sporting a 145 Warner engine, a wooden prop and

original wheel fenders, the pretty cabin job is indeed a classy machine. The owners love to fly the Fairchild with the windows rolled down so they can listen to the pretty sound of the Warner up front. As Tom and Tina ask, " Why would anyone want to put a stereo in an airplane anyway? "

age from mice. The wings and tail sur­ faces were recently redone by Ron Cooper of South River, Ont. , with new spars from Wiebe Aircraft , Halstead, KS. Kevin hopes to mount the J-4 on a set of Edo 1320 floats in the near fu­ ture. The aircraft logs prior to 1957 were lost in a fire, so Kevin would like

to hear from anyone having knowledge of N27842 during the years , 1940 to 1957. In addition , if some kind soul would have a J-4 rudde r on hand, per­ haps it could be sold to Kevin Curle to replace the J-3 rudder presently on the aircraft. Contact him at the above ad­ dress or call: 613-623-4148.

Kevin Curle's

Piper J-4 Cub Coupe

These photos of Piper J-4 , C­ FWGB, SIN 4-1062 (ex. N27842) mounted on a set of Federal SC-l skis, were sent in by owner, Kevin Curle (EAA 371203) of RR1, Arnprior, On­ tario, Canada K7S 3G7. Imported into Canada on June 27,1967, the J-4 was recovered in 1982 by Bob Baldwin of Cayuga. Ontario, and then withdrawn from service in 1987, due to spar dam­


Charles R. Luigs' Cessna 195 Pictured at the International 195 Fly-In at West Memphis, AR, is 1953 Cessna 195, N4426C, SIN 16011, owned by Charles R.

Luigs (EAA 367835, A /C 15999) of Hous­ ton, TX. This airplane has been und ergo­ ing a four-year upgrade that includes new paint, new interior and new instrumenta­ tion with full IFR capabilities. The air­

frame ha s new Cleveland brakes, dual landing lights and all new glass. Charles reports th e 300 hp Jacobs e ngine is still running fine after 1100 hours and nearly 30 yea rs of service! (Schneck major) Nor­ mal cruise is 160 mph at 7500 feet at 60% power settings usin g about 15 gph. It is a hard airplane to beat for cross country , being roomy, comfortable and easy to fly. Charles says the " free-spirited" 195 and he are finally coming to an understanding about who is in control on landings! How­ ever, it has tak e n over 200 hours and nearly 700 landings to reach that under­ standing! The pretty 195 draws spectators at every stop and has run off with its share of awards at th e various shows. As Charles says , " There is a special some­ thing about pristine vintage airplanes which speaks to th e souls of nearly every­ one who is priviledged to experience them up close. "

Keith Osteen's Aeronca 7AC Champ This pretty photo of Aeronca Cham­ pion N82655 , SIN 7 AC-1294, was sent in by Ke ith Ost ee n (EAA 277645, A/C 10889) of Brevard , North Carolina. Keith is a 31-year-old pilot and A & P mechanic, who comes from a flying family . His fa­ ther is Bill Osteen (EAA 169282) of Tulsa, OK and he has two brothers who are also pilots. The Champ was purchased from a party that had owned it for 20 years. It was a little run down and the engine seals were leaking oil. However, a little TLC and it purrs like a kitten! New floorboards and interior made a big improvement in­ side while much "elbow grease " he lped the outside of the airplane. Keith 's father owned a Champ in the 1960's and he has always wanted to relive those good times. With this pretty little airplane on hand, it is easy to see he is having fun.

Tom Simko's Taylorcraft BC-120 This evening photo of a Taylorcraft BC-120 , N95814 , SIN 8114, flank ed by a neat tent and campfire, was sent in by owner , Tom Simko (EAA 129062) of Inkom , Idaho . Restored over a period of nin e months , th e T-Craft required four new wing spars as the old spars had been chewed on by many generations of mice, in fact, Tom says the wings h ad been a full scale flying zoo with all th e bird nests and colonies of vermin! Since the tota l re build , Tom has put over 100 hours on the littl e two-placer with no problems. H e e njoys the 95-100 cruise at less than 4 gph of auto fu el and ha s flown up to 10,500 feet on occasions to crest the mountai ns. A highly expe ri­ e nced hang glid er and ultra li ght pilot (see EAA's ULTRALIGHT magazine, March 1983), Tom has ridd en m a ny thermals with the T-Craft and done

ridge soaring with the Continenta l 65 at idle. He ad mit s the Taylorcraft is cheaper to own than his previous Kitfox

(400 hours) and it seems to increase in value every year. In short, Tom says this is flyin g at its absolute best! .... VINTAGE AIRPLANE 23



An information exchange column with input from our readers.

bv Buck Hilbert (EAA 21 , NC 5) P.O. Box 424 Union , IL 60180 Dear Buck. In the April 1991 of VINTAGE A IR­ PLANE on page 29, I have noticed John Und e rwoods photo of Aeronca 33838. This is a civilian aircraft that rece iv e d Japan ese aircraft fire on December 7, 1941 at Pearl harbor. (You' ll ) find e n­ closed 2 photos of this Aeronca. From Bob Taylor's Antique Airplan e Association News of Nov. - D ec. 1970, page 39, I lea rned that Col. Sam Burgess of Hawaii had some photo ne ga tiv es of this Ae ro nca. I wrote to Col. Burgess in February 1971 and he sent me several neg­ atives of this Aeronca. I was to have them deve lope d and send him a set. We ll , it


only took me 20 years to have these nega ­ tives developed and to send Col. Burgess a set this past July, 1991 , "slow but sure". Do any of the readers know if Aeronca N33838 is still around? Very truly yours, Warren E. Wood (A/C 167) Charlottesville, V A

N33838 is still maintain ed on the FAA Civil registry, and it still resides in Hawaii. The Aeronca Tandem Trainer is owned by Jose Otero, 1409 K. Oleander Place, Hon­ olulu, H 196818. Rum ors have circulated that the airplane is destined for a museum, but this has not yet been substantiated.

Sam Burgess poses by Aeronca 65TC Tandem Trainer N33838 over 20 years ago in Hawaii. This airplane received hostile fire from Japanese aircraft dur­ ing the attack on Pearl Harbor. Nei­ ther people on board (Roy Vitousek and his son) the airplane were injured, although the airplane did sustain a number of hits. The airplane has since been restored with a lighter color scheme, as shown in the John Under­ wood photo published in the April , 1991 issue of VINTAGE AIRPLANE. Can anyone in Hawaii add any more about the current status of this histori­ cal airplane?

AI Meyer looked to the past when he was looking for a light "fun " airplane - he rebuilt this Aeronca C-3, complete with an overhauled Aeronca E-113 engine.

Dear Buck, Aft e r seeing your picture in the late issue of SPORT A VIA TION I should call you "Mr. Hilbert". In any case here are a co u ple of pictures of my "Guppy" (that is what the local aeroplane peop le have dubbed it) that EAA might want to use. I am building up a spare engine, lik e most of the restorers I tend to hoard parts. Tom Trainor is looking for a cast aluminum rocker arm cover for the E113 to use as a pattern . If you have one that he could borrow he will prob足 ably get in touch with you. I offered to let him use one from my engine but he said lets keep that as a last resort in case he comes up dry in his search. Have not had a chance to get in any stick time in lately, betwee n healt h probl e ms , etc., and believe it or no t weather , things have slowed down. Poor weather down here is rare but we have had our share lately. Best Regards to you and Dorothy, AI Meyer (A/C 13514) Panacea, FL VINTAGE AI RPLANE 25

There have been many attempts to promote a so-called "flivver" plane for th e private flier. This example ha d th e int eres t of a famous aviation pion eer. The photo is from the John Warre n col­ lection in the EAA archives. Answers will be published in the Decembe r issue of VINTAGE AIRPLANE. D ea dlin e for that issue is October 20th. Rocky Farano of Gilroy , California submitted a concise description of th e June , 1992 Mystery Plane. He writes: "Your My stery Plane for Jun e is th e Fl eetwin gs Model 33 two-place trainer built by Fleetwings, Inc. of Bristol , Penn­ sylvania in 1941. This was the same com­ pany th a t built the famous Fleetwings Seabird that used stain less steel con­ struction. "The Mode l 33, however, was a more conventional type being built with a moncoque metal (2457 Alclad) fuselag e and a cantilever wing and tail group, also Alclad structure. The movable surfaces - a il e rons , e levators, rudder - we re made of sta inl ess stee l and fabric cov­ ered. "T he a ircraf t was powere d with a Franklin en gine of 130 hp and sw un g a Se ns e nich prop e ll e r. It a lso ha d hy­ draulic brakes and air-oil shock ab­ sorbers. Specifications were as follows: Wingspan 28 feet 6 inches, length 22 feet 2 114 inches, height 6 feet 9 inches. Wing 26 SEPTEMBER 1992

by George Hardie area was 116.7 square fe et. Empty weight was 1,082 pound s and gross weight was 1,650 pounds. It carried 29 gallons of fuel and 1 112 gallons of oil. "Performance figures were maximum speed 150 mph, cruise speed 130 mph , landing speed 52 mph , climb 962 feet per minute . It had a cruising range of 520 miles. " According to the information I could dig out of my collection of antique air­

plane ma gaz in es, books and other sources, thi s is a one-only airplane and was built in 1941. It was reg ist e red as N29033 and wa s on the 1965 Civil Air­ craft Registe r belonging to th e Kaise r Fleetwin gs, Inc. of Bristol , Pennsylva­ nia." Other answers were received from: Charley Hayes, Park Forest , Illinois; H. Glenn Buffington , El Dorado, Arkansas; Marty Eisenmann, Garettsville, Ohio ; Leon T. Perry , Atlanta, Georgia; Calvin T. Bass , Tulsa, Oklahoma; Glen Peter­ son , Washington, DC. ...

The following list of coming events is fur­ nished to our readers as a matter of information only and does not constitute approval, sponsor­ ship, involvement, control or direction of any such event. If you would like to have your avia­ tion event (fly-in, seminars, fly market, etc.) listed, please send the information to EAA, All: Golda Cox, P.O. Box 3086, Oshkosh, WI 53093­ 3086. Information should be received four months prior to the event date.

October 10 San Martin, CA ­ California Antique Aircraft Museum open house. 12 - 4pm 12777 Murphy A v, across from South County air­ port. 408/683-2290 for informa­ tion.

September 5 Marion, IN - 2nd Annual Fly-In/Cruise-In Breakfast. Call 317/674-7777 for information.

October 10 Atlanta, GA - 1st An­ nual Biplane Fall Classic at Stone Mountain airport. Biplanes will be judged in a variety of catagories. Call 404/413-7112 for more infor­ mation.

September 5-6 Prosser, WA - 9th Annual EAA 391 Fly - In. Call Thompson Aircraft, 1-509-786-1034 for more info. September 5-7 Lake Guntersville, AL - Aerodrome '92. Worlds largest WW I Aviation Fly-In Convention. Contact: Ryder Interna­ tional Corp., 205/586-1580. September 12-13 Brookhaven, NY - 29th Annual Fly-In at Brook­ haven Calabro airport. No entry fee, trophies awarded. (Rain date Sept. 19­ 20) Call 516/921-5447 for more in­ formation. September 12 -13 Marion, OH ­ Mid-Eastern Regional Fly-In (MERFI). Call 513/849-9455 (h) or 255-8047 (w) for more information. September 18-20, Jacksonville, IL - 8th Annual Stinson Reunion. Fly­ outs, Contests, Camping on field, Ban­ quet with guest speaker Phil Richardson (winner of the World Vintage Air Rally) on Sat. night (reservations required). Contact: Loran F. Nordgren, 815/469­ 9100 or write 4 W. Nebraska, Frankfort, IL 60423. September 19-20 - Rock Falls, IL - 6th Annual North Central EAA "Old-Fashioned" Fly-In. Workshops, forums, exhibits, swap meet, and awards. Pancake breakfast on Sun­ day. Contact Gregg Erikson, 708/513­ 0642 or Dave Christianson, 815/625-6556. September 24-26, Bartlesville, OK - 35th Annual Tulsa Regional Fly-In. Contact: Charles W. Harris,

918/742-7311 or write P .O . Box 904038, Tulsa, OK 74105. September 25-26, Porterville, CA - Western Waco Association 4th An­ nual Reunion. Largest gathering of Waco aircraft west of the Mississippi. Contact: WWA at 209/962-6121 or write WW A, P.O. Box 706, Groveland, CA 95321. September 26-27 Wilmington, DE - EAA East Coast Fall Festival of Flight. "Milestones in Aviation". 301/942-3309 for information. October 2-4 Prescott, AZ - EAA Copperstate Fly-In. Need information? Call 602/750-5480 (w), or 298-3522 (h). October 2-4 Camden, SC - Annual Fall EAA Fly-In sponsored by EAA AIC Chapter 3. Trophies in a ll categories, vintage films, major speaker, good EAA fellowship. All are welcome. Contact R. Bottom, 103 Powhatan Parkway, Hampton, VA 23661 . October 3-4 Rutland, VT - 2nd An­ nual Leefpeepers Fly -In . Pancake breakfast both days, dinner plus hangar party Sat. evening. This is the best leaf color weekend in the VI. mountains. Open Fly-Market, Aircraft category prizes. Other local events going on. For information, call 802-773-3348. October 4 Tunkhannock, PA ­ Fly-In breakfast at Skyhaven air­ port. For more information, con­ tact Skyhaven Airport at 717/836-4800. October 9 -11 Moriarty, NM - 1st Annual EAA New Mexico Fly-In . Workshops, Forums, Fly-market. Friday evening activities, Sat. evening awards banquet. Camping on field, motels. Call 505/264-0331 for brochure.

October 10-11 Houma, LA - Le­ Bayou Regional Fly -In and State Con­ vention. Sponsored by EAA Chapters 261 and 513.504/851-1516 for infor­ mation. October 16-18 Kerrville, TX ­ Southwest EAA Regional Fly-In. Call 915/658-4194. October 16-18, Hampton, GA ­ Wings and Wheels Motor Fair Fly-In and Airshow, Auto show and flea market. Henry County Airport (Bear Creek) Sponsored by Atlanta Motor Speedway, 404/946-39 10. October 17 - Hampton, NH ­ Pumpkin Patch Fly-In breakfast, sponsored by A/C Chapter 15. For airfield information, call 603/964­ 6749. October 24-25, Hickory, NC - 7th Annual EAA Chapter 731 Fly -In. Held in conjunction with the Cataw­ ba County Sesquicentennial Com­ mittee Airshow. Banquet Sat. night, static displays and awards for all classes of aircraft. Contact : Doug Teague, 704/754 -3 598 (days) or evenings, Norman R a inwater , 704/328-5807 . October 24-25 Winchester, VA ­ Winchester Regional EAA Fall Fly­ In at airport. Trophies for winning showplanes. Pancake breakfast Sun ­ day . Concessions and exhibitors. All welcome. Contact Al or Judy Sparks , EAA Chapt er 186 at 703/590-9112 .


NEW MEMBERS Ronald M. Bailey Edmunton, Alberta, Canada Joe C. Ballenger Harlingen, TX Alan J. Barber Anchorage, AK Ray Barsness Twin Falls, ID Seattle, W A Dan J. Barthold Marlyn Bartsch Windham, MN Paul S. Blau Goose Creek, SC Timothy J. Boerner Carol Stream, IL Thomas M. Brewer Purcellville, VA James T. Callis Roanoke, VA Lindsay A. Carlson Pine Falls, Manitoba, Canada Gerald Cicciu Sudbury, MA Michael H. Coles Shelter Is Heights, NY John R. Colomy Lees Summit, MO Nelson Coniglio Tampa, FL Mary Ann Crotty Brookfield, IL William E. Dakan Wichita, KS Doyle W. DeWoody N. Little Rock, AR Nolan Dean Harrisonburg, VA John R. Disney Shelbyville, KY Don D. Dobberfuhl Woodinville, W A H Carl Duckworth Long Beach, CA Anchorage, AK Roger Duke Aurora, CO Jack R. Ekstrom Spooner, WI Arland W. Fox Chula Vista, CA Joe Fritz La Crosse, WI Clyde L. Gallup Lawrence Glorioso Matairie, LA Mauro Jose Godoy Moreira Guarulhos, Brazil D. Steven Gray Yarmouth County, Canada John E. Greathead Baldwin, Ontario, Canada Richard A. Gustafson Santa Monica, CA Kenneth L. Guthrie Smithville, OH Glenn Harr Piney Flats, TN Joseph Heed Northfield, VT John Heiser Owasso, OK Irvin E. Herling Owings Mills, MD William F. Higgins III Columbus, OH Darrell Hoerauf Guilderland, NY Scott P. Hoffman Stillwater, MN Erik Holck Lasby, Denmark Ronald R. Hollis Rockledge, FL David L. Holloway Gower,MO

J. Sidney Hood Lexington, NC Dennis L. Horton Ann Arbor, MI Jan J. Howell Belpre, KS Seiichiro Ishibashi Japan Michael A. Jester Shelbyville, IN Jack K. Johnson Mountain View, CA Toby J. Johnson Hancock, MI Gary A. Jones Huron, SD Gerald Jones Painted Post, NY Melvin Kaftan Bloomfield Hills, MI Lawrence Karson Miami,FL Larry Keitel El Segundo, CA Jarmo Kempas Nshkela, Finland Robert M. Kerr Pittsburgh, PA Alan C. King Radnor,OH Vincent M. King Big Rapids, MI James Klim Lebanon, NJ David A. Koseruba Indianapolis, IN Tom S. Latos Huntley,IL Phoenix, AZ Michael J. LeDuc Alex Lee Guelph, Ontario, Canada William Lewis Handover, MA Earl F. Livingston Albuquerque, NM A. L. MacPhee Calgary, Alberta, Canada Donald Madick Woodridge,IL Jone Sue Manera Rockport, MA N. Las Vegas, NV Louis R. Manzie Edgardo I Marconetti Lehmann, Argentina Jack Martin Huntington, WV Mike R. McHale Sehm,IL Adam R. Menze New York Mills, MN Karl J. Meyer Melbourne, FL Paul M. Mirski Enfield, NH Modern Welding Aviation Dept. Owensboro, KY Billy K. Moore Jacksboro, TX Danny J. Morey Rogers, AR Charles E. Murdoch Fulton, NY Bill M. Murphy Longmont, CO William Musolf Jr. Spencer,OH Steven M. Mutzig Parker, CO Charles D. Napier Albemarle, NC Don L. Neely Collinsville, OK Ronald Nelson Federal Way, W A Roland Noyes Fremont, NH James L. O'Connell Glendale, AZ Magnus D. Ollick Sun Valley, CA Ronald E. Olson Bemidji, MN

Chari Paulson Stazanger, Norway Daniel A. Pratt Houston, TX Donald W. Preister Highland, MI Ray Rairdow Seattle, WA Douglas Reitz Fresno, CA Paul F. Roberts Jr Parlin, NJ Albert H. Rogers Clayton,OH Keith Rogers Rosemont, MN Jon B. Roth Metaile, LA Ron Ruble Bolingbrook, IL Pekka Ruster Sunila, Finland Darrel T. Sanders Tomah, WI Randy Sasser Phoenix, AZ Donald J. Schexnayder Gramercy, LA Brian Schremp Caledonia, IL Don Schweikarth Washington, IN Brent Scott Versailles, MO Matthew Seltrecht Palo,IA Edwin P. Shaw Jr. San Antonio, TX John A. Sherrill Puyallup, W A Steven J. Smith Naperville,IL David Lee Swindler Murfreesboro, TN Robert F. Talamo Oswego, NY Rucker A. Tibbs Lynchburg, VA Charles E. Tilton Baraboo, WI Richard D. Tonn Plymouth, MN David W. Tuck Seattle, WA Bruce Tucker Bay City, MI Theodore Tuckerman Great Falls, MT Harold E. Turner Jeannette, PA Ricardo G. Uranga Isla Verde - Cordoba, Argentina Wayne Wadel Houston, TX Rich Warden Canby, OR Keith T. Weber Hartford, WI Robert L. Weir Ypsilanti, MI Larry L. West Honolulu, HI Martin W. White Glendale, AZ John K. Whitney Orchard Park, NY Robert E. Whittaker Cleveland, WI Kevin Williams Ottumwa,IA Thomas H. Williams Schertz, TX Steven F. Wolf Creswell, OR Bryan D. Wood Chillicothe, MO Shawn P. Wright Lynnwood, WA Ken C. Young Sacramento, CA Tungyang Yu Chesterfield, MO Sergio de Faria Bica Porto Alegre, Brazil



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CoIl1-800-831-2949 To order ACCESSORIES -Windshields -Rlters ~ -Shock Cords - Tires '; - Tailwheels -Spark Plugs . - Tubes -Instruments -Wheel. Brakes & Axles -Propellers -Tail Draggers -Master Cylinders

8 DEi~~grI~'LS AIRFRAME PARTS -Plywood -Nails

SUPER CUB PA-18 FUSELAGES - New manufacture, STC·PMA· d, 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 . VINTAGE AIRCRAFT AND ENGINES -Out-of·print literature: his­ tory; restoration; manuals; etc. Unique list of 2,000+ scarce items, $3.00. JOHN ROBY, 3703V Nassau, San Diego, CA 92115 . (Estab· lished 1960) (c-10/92)

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 Luscombe - 1947 8E. McKenzie 150 hp, 1360 TT, 195 SCMOH , KY97A, King Radio, TXP, encoder, extensive recent maintenance. Pictures and full spec. sheet available. $20,500. 618/624·2648. (9·1) Dream Machine - 1939 Luscombe 8A rubilt 1982. Ceconite. TT 2650 hr. Engine - Continental A-65·8F, TT 1550. Clean' and sharp. Narco 720 ch and VOR, 10 inch turbine/gen . $22K. FBO Switzerland . Contact by air mail: H.Allenbach.CH4707 . Deitingen. Switzerland. (9-1 )

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 this historic aircraft. Sale of these items support operating expense to keep this "Jenny" flying for the avi ation public. We appreciate your help. Write for your free price list. Virgin ia 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, Centon, TX 76206. (ufn) 30 SEPTEMBER 1992

Parachutes - Toll Free 1-800-526-2822, New & Used Parachutes. We take trade-ins, 5-year repair or replacement warranty, many styles in stock. Parachute Associates, Inc., 69 Main Street, Suite A, Vincen· town, NJ 08088, 609/859-3397. (C/7/92) C-26 Champion Spark Plugs - New and reconditioned. New· $14.75, reconditioned - $5.75 to $9.75. New wire ends, $4.75. Eagle Air, 2920 Emerald Drive, Jonesboro, GA 30236, 404/478-2310. (c- 10/92) 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)

PLANS: Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes. The only source for COR· RECTED and UPDATED ORIGINAL Great Lakes drawings. Welded parts available. Write to P.O. Box 228, Needham, MA 02192 or call days 617/444-5480. (c-10/92)


Wanted: Aircraft or project· Wittman W8 or W1 O. Offer per air mail

to: H. Allenbach, CH4707, Dietingen, Switzerland . (9·1)

Check the Barn Honey! - Private buyer patiently searching for an unusual vintage aircraft for restoration. Would prefer 1930s open cockpit biplane. Finders fee offered. David Kaczmarek, 416/485­ 0000. (12-4)



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Complete in terior assemblies for do-it-yourself installa tion.

Custom quality at economical prices_

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartm ent sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete product line.

Fabric Selection Guide showi ng actual sample colors and

styles of materials: $3 .00.


259 Lower Morrisville Rd ., Dept . VA Fallsington , PA 19054 (215) 295-4115

Increase safety by installing a BPE-14 Turbo Alternator to power a radio, strobe, nav.lights, transponder, ect. Fully qualified with STC's for many common classics. Call or write us and we'll send you the details on the BPE-14 Turbo Alternator. The hi-tech design wind generator.

BASIC AIRCRAFT PRODUCTS, INC. 4474 Hickory Drive, Evans, GA 30809 (706) 863-4474


p.O. box 468 madison, north carolina 27025 (919) 427-0216



Long Life Flexible Coatings and Finishes Developed Espe­ cially for Aircraft Fabric. Will Not Support Combustion. Proven Durability on Thousands of Aircraft World Wide Since 1965. Easy Repairab ility. Lightest Coating System Approved Under an FAA STC and a PMA • Most Economical Covering Materials Considering Many Years of Trouble Free Service. FAA STC Approved for Over 690 Aircraft Models.





FABRIC COVERING WITH RAY STITS. EDUCATIONAL. INSTRUCTIVE. TECHNICAL. Sponsored by EAA Aviation Foundation _ See This Tape First and Avoid Expensive Mis­ take s. VHS or Beta , $39.95 Prepaid. Also Direct from EAA (1 - 800-843 -3612) and Poly - Fiber Distributors. WRITE, PHONE OR FAX FOR FREE. New Fifth Edition Poly­ Fiber Manual With Updated Information. New Fabric Samples With Test Reports. Catalog and Distributor List

ST I TS POLY -FIB E R A IRC R A FT C OATINGS \. P.o . Box 3084-V , Riverside, CA 92519-3084 Phone (714) 684 -4280 , Fax (71 4) 684-0518






EAA Membership in the Experimental Aircraft Association, Inc. is $35.00 for one year, including 12 issues of Sport Aviation. Junior Membership (under 19 years of age) is available at $20.00 annually. Family membership is available for an additional $10.00 annually. All major credit cards accepted for membership (FAX (414) 426-4873.


National Bucker Clubs· Swift Association • Cub Club • National Aeronca Association· Luscombe Association· Fairchild Club and others!

September 25 • 26, 1992


Frank Phillips Field, Bartlesville, OK

EAA Member - $20.00. Includes one year membership in EAA Antique-Classic Division . 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.



For infonnation, contact:

Sponsored by:

Non-EAA Member - $30.00. Includes AM Chapter 2, Tulsa, OK one year membership in the EAA Antique­ EM NC Chapter 10, Tulsa, OK Classic Division. 12 monthly issues of The EM lAC Chapter 10, Tulsa, OK Vintage Airplane, one year membership in the EAA and separate membership Green Country Ultralight Flyers, cards. Sport Aviation QQJ. included.

Tulsa, OK

Charles W. Harris 3933 S. Peoria Tulsa, OK 74105 Phone - (918) 742-7311

Ground transportation to motels & banquet provided.


Membership in the International Aeroba tic EVERVONE INVITED

Club, Inc. is $30.00 annually which in­ (Drive in or 'fly in) BE THERE!!! cludes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA.

WARBIRDS Membership in the Warbirds of America, Inc. is $30.00 per year, which includes a subscription to Warbirds. Warbird mem­ bers are required to be members of EAA.

EAA EXPERIMENTER EAA membership and EAA EX­ PERIMENTER magazine is available for $28.00 per year (Sport Aviation not in­ cluded) . Current EAA members may receive EAA EXPERIMENTER for $18.00 per year.



Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Make checks payable to EAA or the division in which membership is desired. Address all letters to EAA or the particular division at the following address:


P.O. BOX 3086

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

FAX (414) 426-4828


8:15-5:00 MON.-FRI.



A 44,000 ft. museum addition dedicated to the men, wom en and aircraft who served our country in World War II . See legendary airplanes such as the immortal 8-17 Fly­ ing Fortress, prototype XP-51 Mustang, P-38 Lightning , 8-25 Mitchell , and others . Impressive exhibits and audio/ visual presentations both exciting and informational , an experience the entire family can enjoy. Visit the EAA Air Adventure Museum where the world 's largest private collection of aircraft are on display - antiques , warbirds, classics, homebuilts, racers, aerobatic and many others - including a fan­ tastic exhibit on round-the-world " Voyager", full scale repl icas of the 1903 Wright Flyer and Lindbergh 's " Spirit of St . Louis". Plan a visit soon . OPEN - Monday through Saturday 8:30 a.m. to 5 p.m. - Sunday 11 a.m. to 5 p.m. CONVENIENT LOCATION - Off Hwy 41 at the Hwy 44 ex it, Oshkosh , WI , adjacent to Wittman Regional Airport .

I \


EAA AVIATION FOUNDATION EAA Aviation Center, P.O. Box 3065, Oshkosh, WI 54903-3065 414-426-4800 (Weekends 414-426-4818)

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By Aviation People ... For Aviation People