VA-Vol-22-No-2-Feb-1994

EDITORIAL STAFF Publisher Tom Poberezny

Vice-President,

Marketing and Communications

Dick Matt

February 1994

Vol. 22, No.2

Editor-in-Chief

Jack Cox

Editor

Henry G. Frautschy

CONTENTS

Managing Editor

Golda Cox

1 Straight & Levell

Art Director

Mike Drucks

Espie "Butch" Joyce

Computer Graphic Specialists

Sara Hansen

2 AC News/

Olivia

Compiled by H.G. Frautschy

Mary Jones

4 Type Club Notes

Associate Editor

Norm Petersen

6 Vintage Iriterature/

Feature Writers

Dennis P-arks

George Hardie, Jr.

Dennis Parks

Staff Photographers

10 What Our Members are Restoring/

Jim Koepnick Carl Schuppel

Norm Petersen

Mike Steineke

Donna Bushman

Editorial Assistant

Isabelle Wiske

13 Dusty and Randy's Taylorcraft/ H.G. Frautschy

EAA ANTIQUE/ CLASSIC DIVISION, INC.

OFFICERS

15 Floatplane and Luges · Bonny Flies Them Am/ H.G. Frautschy

16 Taylorcrafts For Two Cities/ Norm Petersen

21 Spark Plugs to TBO/ Bill Claxton

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

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

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

Treasurer E.E. 'Buck' Hilbert P.O. Box 424 Union,IL60180 815/923-4591

DIRECTORS

22 Mystery Plane/George Hardie 24 Pass it to Buckl E.E. "Buck" Hilbert 27 Welcome New Members

28 AlC Calendar

L. Phillip Jennifer Larsen

Advertising

Page 24

29 Vintage Trader FRONT COVER . . . Taylorcrafts are some of the most popular lightplanes ever produced. Don Claude's BC- 12D Taylorcraft looks as pretty as the Wisconsin countryside its flying over in this EAA photo by Carl Schuppel. This good looking restoration has won the Classic d ivision - Custom Class A award at the EAA Convention the past four years in a row! Shot with a Canon EOS- 1 equipped w ith an 8O-200mm lens. 1/ 500 sec . at f5.6 on Kodak Kodachrome 64. Cessna 210 photo plane piloted by Bruce Moore. BACK COVER . . .Rollin Halfeld has been from coast to coast in his 1938 BC­

65 Taylorcraft, the winner of the Antique Bronze Age Runner Up Trophy at EAA OSHKOSH '94 . EAA photo by Carl Schuppel. Shot with a Canon EOS- 1 equipped with an 8O-200mm lens. 1/250 sec. at f5.6 on Kodak Kodachrome 64. Cessna 210 photo plane piloted by Bruce Moore. Copyright © 1994 by the EAA Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA Antique/Classic Division, Inc, of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EAA Antique/Classic Division,lnc. is $20.00 for current EAA members for 12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AlND AIPO ADDRESSES - Please allow at least \w() months for delivery of VINTAGE AIRPLANE to foreign and AIPO eddresses via surface mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We inv~e coostructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to subm~ 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 CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos ot the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.

John Berendt 7645 Echo Point Rd. Connon Falls, MN 55009 507/263-2414 Gene Chase 2159 Corlton Rd. Oshkosh, WI 54904 414/231-5002 Phil Coulson 28415 Springbrook Dr. Lawton, MI 49065 616/624-6490 Chartes Harris 7215 East 46fh SI. Tulsa, OK 74145 918/622-8400 Dale A. Gustafson 7724 Shady Hill Dr. Indianapclis, IN 46278 317/293-4430 Robert Uckteig 1708 Boy Oaks r. 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

Chicaw, IL 60620

312/ 79-2105

John S. Copeland 28-3 Williannsbur8 Ct. ShrewsbulY, MA 1545 508/842-7867 George Daubner 2448 Lough Lane Hartford, WI 53027 414/673-5885 Sian Gomoll 1042901h Lane, NE Minnea~lis, MN 55434 61 /784-1172 Jeannie HIli

P.O. Box 328

Harvard, IL 60033

815/943-7205 Robert D. ' Bob' Lumley 1265 South 124fh St. 8rookfield, WI 53005 414/782-2633 George York

181 Slobodo Av.

Mansfield, OH 44906

419/529-4378

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

DIRECTOR EMERITUS S.J. Willman

7200 S.E. 85th Lane

Ocala, FL 32672

904/245-7768

ADVISORS Joe Dickey 55 Oakey Av. Lawrenceburg, IN 47025 812/537-9354

Jimmy Rollison 640AlomoDr. Vacaville, CA 95688 707/45HJ411

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

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

STRAIGHT & LEVEL

by Espie "Butch" Joyce Weather certainly has been a hot topic during the last few months. Here in North Carolina, the climate is usually good enough for weekend flying during the winter months, but not this year. It's been cold, rainy and wet. On top of that, we've had a great deal of freezing rain and ice storms. Listening to other folks from around the country, I've been hearing similar comments. The sub-zero cold has certainly been a burden for those who live further north. The deep cold snap has even begun to affect struc­ tures. I understand that during the skiplane fly-in at Pioneer Airport last month, when they tried to open a hangar door, it would barely budge. Apparently, the concrete apron had heaved up slightly and jammed the door. I've also had a similar problem with my hangar here in Shiloh. I have not been able to open my door to move my aircraft so I have been inside working on the airplanes. A 250,000 BTU overhead propan e heater in my hangar does a very good job of keeping it warm and toasty. Even with the heat, I've still had to use only the back door of the hangar ­ with the concrete heaved up in front, my large front door simply refuses to budge! I've been busy working on my 172. I've put in a complete new set of glass, a new interior, and stripped and repainted the other parts of the interior. I hope it will look just like new when I get it finished. After I get all this work done, I'll be able to fly it. Then I'll get started on the exterior, and I'll also overhaul the engine. Perhaps this cold weather keeping me inside has been a mixed blessing! Even with our bad weather, none

of it compares with the hard s hips some of our fellow pilots have had to endure. The flooding in the Midwest, where many pilots lost their aircraft and hangar, along with its contents, is still fresh in our minds. I've not yet heard of any losses related to air­ craft in the California earthquake , but certainly many of our friends and pilots suffered losses that will take a lot of work from which to recover. Our sympathy is extended to those who have suffered through this disas­ ter. All this talk about the weather reminds me of a point I'd like to make. As you travel about, you see a wide variety of hangars and T­ hangars that have been constructed over the years. Pilots , being a resourceful group, have often tried to make a hangar out of anything they could get their hands on, which has led to some interesting construction methods. Wooden structures covered in metal, pipe structures covered in tin. You name it, it's probably been used to build a hangar . In many cases, these sheds have given air­ ports their unique character. Unfortunately, as many of these hangars age, they may not be able to safely store your aeronautical pride and joy. A gentleman from Texas was unfortunate enough to have his hangar collapse on his Bonanza dur­ ing bad weather, one of many occur­ rences of this type. Sometimes, the structure simply is not up to the weather that has been dropped upon it. Many of these older hangars have deteriorated to the point where they cannot hold up if a severe situation is encountered, i.e. a heavier than nor­ mal snowstorm, or heavy ice loads or winds. A number of airplanes are damaged each year by the collapse of the very hangar that is supposed to protect them. I encourage you to stand back and take a good look at the structure that

you have your aircraft stored in. During the winter, if you suspect your hangar roof may not be able to withstand the snow or ice load upon it, add a few support poles. It may not be convenient, but it may save your airplane. The attitude that the hangar has been there for 25 years and will hold up for another 50 may not be the case . Better to be safe than to face a long and expensive rebuild! With the weather, it has been very quiet as far as aviation activity is concerned in our area. If it were not for the EAA and AlC Chapter activi­ ty, not much would be happening. Our local Chapter 8 has been busy getting ready for the spring and summer flying season, and Antique/Classic Chapter 3 has been planning their spring fly-in. I sup­ pose it is not to early to start looking forward to the EAA Sun 'n Fun Fly­ In coming up April 9 through the 16th. This is always a "shot in the arm" for those of us who have had to suffer through the tough winter. I always look forward to Sun 'n Fun ­ seeing all my friends and looking at the newly restored airplanes that have just been finished during the winter months provides a pleasant break during the early spring. If you have not yet had a chance to attend Sun 'n Fun, you may want to try it this year, or start making plans for the future. It's great "spring training camp" for EAA OSHKOSH. I plan on being there and hope to see you too. I hope your new year has started off to be very positive. We look for­ ward to this year with a positive atti­ tude and would like to ask that if you have a friend who has an interest in our type of aircraft, please ask him to join the Division. The more people we have, the better we are. Let's all pull together in the same direction for the good of aviation. We are bet­ ter together. Join us and have it ~ VINTAGE AIRPLANE 1

compiled by H.G. Frautschy

YOUR COMMENTS ARE

NEEDED

As promised in last month's issue, here are the particulars regarding EAA's proposal for medical self-certification. The FAA has published the petition in the Federal Register, and the deadline for your comments regarding this pro­ posal must be received by the FAA by March 4, 1994. This past September, the EAA sub­ mitted a proposal that would allow stu­ dent and recreational pilots to certify that they have no known medical defects that would disqualify them from acting as pi­ lot-in-command of an aircraft. Also, all certified pilots would be permitted the same option when they limit their flight operations to those allowed by the recre­ ational pilot certificate. Flight instructors would also be allowed to self-certify themselves, as long as they limit them­ selves to teaching student and recre­ ational pilots. By eliminating the burdensome cost of a medical certificate, EAA believes that the cost of recreational flying will come down, along with the "hassle factor" of having to find a doctor, set an appoint­ ment and then go have the examination. By helping eliminate this requirement, it is hoped that student starts will also in­ crease, for many of the same reasons. By lowering the cost of flying, it is hoped that more hours can be flown, and as a result, pilots will become more proficient. Some comments have been aired that by eliminati ng the third class physical, pi­ lots who are medically unfit to fly would be encouraged or allowed to fly. In fact, within the rules established in the present regulations, pilots "self-certify" that they are medica lly fit to fly before each and every flight they make. EAA in no way encourages any pilot to fly whose health may be in question. Those men and women who have invested a substantial amount of time and money in acquiring the skills necessary for piloting an aircraft have displayed the responsibility needed to avoid flight at times when compro­ mised operations could lead to discipli­ nary action by the FAA, not to mention loss of life or damage to property. Also, within this proposal, EAA asks that the 50 nautical mile limit provision within the recreational pilot certificate be altered. After successfully completing training on navigation, the 50 NM limita­ tion would be removed. For those recre­ 2 FEBRUARY 1994

ational pilots who are not interested in flying further than 50 mil es from their home base, the current requirements would still apply. Your positive comments and sugges­ tions regarding this proposal are needed if the FAA is to see justification in chang­ ing this FAR. Address your comments, in triplicate, to: Federal Aviation Administration Office of the Chief Counsel Attn: Rules Docket #27517 800 Independence Av., SW Washington, DC 20591 In a related area, the AOPA has peti­ tioned the FAA to extend the duration of the third class physical for non-instru­ ment rated private pilots from two to four years. AOPA has asked for a two year trial period , after which the FAA can make a determination whether the extension should become permanent. EAA has informed the FAA that it "strongly endorses the A 0 P A proposal" and believes that it will help lessen the burden placed on those pilots who fly pri­ marily for fun and recreation. You can send your comments to the same address as noted above, Attn: Rules Docket (AGC-204) #27473.

JUDGING AT EAA OSHKOSH If you are planning on bringing your restored airplane to EAA OSHKOSH '94, please not e that the deadline for judging has been moved up one day. Judging will end at noon on Monday, Au­ gust 1, and the presentation of the awards will take place durin g the eve ning pro­ gram the following night, Tuesday, Au­ gust 2,1994. On the final day of the Con­ vention, the Grand Champions and other major award winners will be available for photography and additional recognition. Remember, if you wish to have your airplane judged, you should have your airplane registered and on display at EAA OSHKOSH '94, in the appropriate showplane parking area, between Thurs­ day, July 28, and noon on Monday, Au­ gust 1.

FAA AIM CHANGE The FAA has implemented a change in how the Airman's Information Manual will be issued. In an effort to reduce the cost of publishing the AIM, the FAA will follow the lead of military technical man­ uals by issuing only those pages that actu­

ally contain a change. Changes made on those pages will be highlighted, so that pi­ lots can readily see the new or revised data . If you order a complete manual subscription, it will be delivered with the change pages applicable to that edition of the AIM enclosed. A two-year subscription to the AIM is available from the U.S. Government Printing Office. The cost is $58.00.

ABS AND YOUNG EAGLES A number of Antique/Classic mem­ bers who own Beechcrafts also belong to The American Bonanza Society, and we are pleased to announce that the ABS has entered into an agreement with the EAA Aviation Foundation to participate in the Young Eagles Program. The orga­ nization, with some 10,000 members, has offered its support to help attain the ob­ jective of the Young Eagles Program . With the added help of the ABS's efforts, the EAA Aviation Foundation program is given a boost towards its goal of giving a million young people an airplane ride by the year 2003, the 100th anniversary of powered flight. Glad to have your help, ABS!

DON'T FORGET,

INTERNA TIONAL YOUNG

EAGLES DAY IS JUNE 11, 1994.

CLIFF ROBERTSON WORK EXPERIENCE For the second year in a row, two young aviation enthusiasts, 16 or 17 years of age, will join a CFI 25 years of age or younger as th e participants in the Cliff Robertson Work Experience Program at EAA's Pioneer Airport, a part of the EAA Air Adventure Museum. The James Ray Foundation sponsors the pro­ gram as a way to allow a couple of young­ sters to experience life as "airport kids," before the days of fenced in airports. Application materials are available from the Education Office, EAA Avia­ tion Foundation, P.O. Box 3065, Oshkosh , WI 54903-3065 or by calling 414/426-4888. Applications must be re­ turned no later than May 1, 1994.

EAA AIR ACADEMY '94 The eleventh annual EAA Air Acad­ emy for youth ages 15-17 will be pre­ sented from July 16 through the 31st, 1994. This year, an increased number of participants will be added to the pro­ gram. Applications will be considered in the order received . Interested youth, parents, members and Chapters can ob­ tain more information by contacting the EAA Aviation Office, P.O. Box 3065, Oshkosh, WI 54903-3065 or by calling 414/426-4888.

EAA PERIODICAL INDEX It's ready for shipment again - John Bergeson's handy EAA Reference Guide is now available. The basic volume cov­ ers 1953 - 1989, and costs $18.00. Supplements are available for each of the subsequent years. Each years supple­ ment costs $3.00, or $30.00 for the com­ plete set. Payment is to be made in U.S. funds only, Visa and MasterCard accepted. Or­ ders are postpaid (book rate) to U.S. and Canada. In other countries, add $2.00 per item above. Copies of any article from any issue are available for 35 cents per page ($5.00 minimum order). Address all orders to: John Bergeson 6438 W. Millbrook Remus, MI 49340-9625 Phone: 517/561-2393

CUB CLUB PHONE NUMBER If you 've tried to call John Bergeson using the phone number on the Cub Club listing in the November issue of VIN­ TAGE AIRPLANE, you've probably heard the recording telling you "that number is no longer in service. " Well, John has not moved, we just had an incor­ rect phone number listed for him. The correct number is 517/561-2393.

1994 SPORT AVIATION ART COMPETITION OPEN The 1994 edition of the Sport Aviation Art Competition, sponsored by the EAA Aviation Foundation, is well on its way to becoming a reality. Applications are now being accepted for the 18th annual con­ test, the longest running aviation art com­ petition in the world. This year's special theme will be ama­ teur-built aircraft - a special "Par Excel­ lence" award will be bestowed upon the work which, in the opinion of the judges, best exemplifies the joy and fun of build­ ing your own aircraft. Other recognition awards include "Par Excellence," "Excel­ lence" and "Merit" awards. This year's contest will again feature a special division for young people under the age of 16, with awards similar to those in the adult section. The deadline for all divisions is April 29,1994. Artist should contact EAA for a complete set of guidelines. Write to Joan Mueller, EAA Sport Aviation Com­ petition, P.O. Box 3065, Oshkosh, WI 54903-3065, or call 414/426-4877.

pages of VINTAGE AIRPLANE. Most photos shot by our photo staff are avail­ able, and to further aid those of you who might be interested in obtaining a photo print of one of the shots used here in the magazine, we will, starting with next month's issue, put a small airplane symbol next to the photo credit to alert you that the photo is available through the EAA Photo department. For information on sizes and prices, you can ca ll them at 414/426-4863.

STAGGERWING COMMEMORA­ TIVE TOUR, 1936-1996 In 1996, the 60th anniversary of a note­ worthy event in Beechcraft history will be celebrated - the winning of the Bendix Trophy in 1936 by Louise Thaden and Blanche Noyes in a Wright R975 powered Beech C17R Staggerwing. An added bonus was the fact that the race had been won in a stock lightplane, one that you could order from the factory. Blanche and Louise became the first women pilots to win the premier cross country race of its day. They covered the route from Los Angeles to New York in 14 hours and 55 minutes. To commemorate that win , over the Labor Day weekend in 1996, a commem­ orative tour will be flown with as many as 100 Beechcraft Staggerwings, from Cleve­ land, Ohio to San Diego, CA. Certain other Beechcraft airplanes will also be in­ cluded on the tour. The route will begin at Mike Stanko Elser Metro Airport near Cleveland, with the first overnight stop at EI Paso, TX. The next day, the tour will head off to Gillespie Field in San Diego. For additional information and an itiner­ ary, please contact: William Thaden 34 Goose Point Drive Kittery Point, ME 03905 207/439-1161

TAYLORCRAFTFORSALE According to a press release dated De­ cember 14, 1993, the Taylorcraft Aircraft company is up for sa le. by the current owner for personal reasons. Included in the package to be sold is the current in­ ventory of parts and equipment needed to produce the four currently type certifi­ cated models of the T-Craft now being made. Also included are the type certifi­ cates for the aircraft. The company, now based in Lock Haven, PAis to be sold as a complete package. Interested parties can contact Taylorcraft at 910/725-2425.

NORTHROP GLIDER PLANS VINTAGE PHOTOS Almost every month we receive a re­ quest from a member who wishes to buy a copy of a photo we've run here in the

Bob Mitchell, 1515 Ocean Blvd., Rye NH 03870 needs a bit of help. He and his friends in EAA Antique/Classic Chapter 15 would like to build a Northrop Primary

Glider. He has a set of plans as published in "Modern Mechanics" magazine, but gives only limited information. In partic­ ular, the details regarding the horizontal and vertical stabi lizer are a bit vague in the information they have, and they'd like to get more complete information on the glider. If you can help, write to Bob at the address listed above, or give him a call at 603/926-8039.

FLABOB AIRPORT OPEN

HOUSE

If you're in the Los Angeles area the last weekend in February, you'll certainly not want to miss the open house at Flabob Airport. Billed as "A tribute to the Golden Age of Air Racing," this will be an unprecedented opportunity to view some of the spectacular reproductions constructed by Bill Turner and his crew at Repeat Aviation. The centerpiece of this display will be the recently completed de­ Havilland D.H . 88 Comet racer, "Grosvenor House." Other exhibits will include antique, experimental and classic aircraft, as well as the many projects that always seem to be ongoing at this mecca for sport aviation in the L.A. region. Re­ freshments will be available , and don ' t forget the Annual Fund Raiser Dinner, held at the EAA Club House on Satur­ day, February 26, at 6 p.m .. For more information, call 909/686­ 1318.

ANTIQUE/CLASSIC TRAM INFO If you are at EAA OSHKOSH ' 94, and you decide it would be nice to take a guided tour of the Antique/Classic Show­ plane parking area, feel free to hop on the Antique/Classic Tram in front of the AlC Headquarters ("The Red Barn"). Ignore what I wrote last month regarding a small donation - the ride on the Tram is FREE, and does not cost you one penny. This service has been offered by the Division for the past 8 years, and has grown to be a much appreciated part of the Antique/ Classic Division's services to the public and its members during the Convention.

TYPE CLUB LISTING Larry D' Attilio wrote to update the listing for the Bellanca/Champion Club. Here's their new listing: Bellanca/Champion Club Larry D'Attilio - President Capital Airport 02C P.O. Box 708

Brookfield, WI 53008-0708

414ns3-6559 (Tel)

-6558 (Fax) -7234 (Ans. Machine) Newsletter: B-C Contact Dues: $32 per year (2 yrs./$56), Foreign: $37 (2 yrs./$67 U.S. Funds) ... VINTAGE AIRPLANE 3

E CLIJB

Notes by Norm Petersen Don Cox sends this information from Brimm and Bogess about wire gauges. The chart lists four different measurements for converting gauge to inches, but we will only list the Birm­ ingham Wire Gauge (B .W .G .) as it is the one used for steel tubing and sheet and that is what we see most often on the Monocoupe plans. From thickest to thinnest: Gauge Number / B.W.G. Thickness (in inches)

1 ..................................... 0.300

2 .................................... 0.284

3 ..................................... 0.259

4 ..................................... 0.238

5 ..................................... 0.220

6 ..................................... 0.203

7 ..................................... 0.180

8 ..................................... 0.165

9 .....................................0.148

10 ...................................0.134

11 ...................................0.120

12 ...................................0.109

13 ................................... 0.095

14 ................................... 0.083

15 ................................... 0.072

16 ................................... 0.065

17 ................................... 0.058

18 ................................... 0.049

19 ................................... 0.042

20 ................................... 0.035

21 ...................................0.032

22 ...................................0.028

23 ...................................0.025

24 ...................................0.022

25 ................................... 0.020

26 ................................... 0.018

27 ................................... 0.016

28 ................................... 0.014

29 ...................................0.013

30 ...................................0.012

Copy the page, laminate it and hang it in your shop. 4 JANUARY 1994

From the Monocoupe Flyer· Bob Cool· baugh, Editor (703-590-2375) Speaking of Props: When installing wooden propellers with a torque wrench, the following in.-lb. values would apply: AN6 - 3/8 in. diameter prop bolts ­ 200 +/- 25 AN7 - 7/16 in . diameter prop bolts­ 250 +/- 25 AN8 - 112 in . diameter prop bolts ­ 300 +/- 25 Caution: Over tightening propeller at­ taching bolts will cause the wood of the hub to crush, breaking its moisture seal and slightly reducing drive-torque capac­ ity of the installation. -From Sensenich Corporation. Refer to FAA AC 43.l3-1a for further information. From The Bticker Newsletter· Chris Ar· vanites, Ed. (815-436-1011) Sam Burgess just wrote to say that he has found something very important and wants to warn those of you who are con­ verting your lungmeisters from the Sie­ mans radial over to the flat-four Ly­ coming engines. He says that the lungmeister has a six-point pick up at the firewall for the engine mount attachment to distribute the torque and static loads. This is because the tubing is only .028" wall thickness. Some lungmeisters that were built after WW II used .035". The lungmann has a four-point pick up for the lighter and lower horsepower engines. From the B-C Contact! • Larry D'Attilio • Editor (414-783-6559) Drain Holes - Champ, Early Citabrias, all - by Cy Galley

r wear another hat besides writing arti­ cles for B-C Contact! I am the Chairman for the Emergency Aircraft Repair at the Oshkosh Convention. One of the problems we had this year was an Aeronca Champ. It could just as well have been an early Bellanca Cham­ pion with the oleo landing gear. The gear leg had the drag strut rust apart under the fabric covering. Actually, there was so much rust that about an inch and a half of the tube was missing at the bottom of the "V" of the landing gear. The fabric covering had funneled wa­ ter to the bottom where it was trapped. If

you have a similar spot in your plane where water can collect, install a drain at the lowest point. This is especially impor­ tant if your plane, like the Champ, is tied outside for long periods of time. r have been told this is a real problem for all fabric covered "V" shaped legs . Some owners use a metal cover, as it isn't sealed and will drain. Not covering to the bottom of the "V" on the bottom side is another good solution. Even a grommet at the bottom will help. I would strongly suggest if your gear legs are fabric covered, that you carefully inspect them for corrosion under the fab­ ric covering. This might mean that you will have to remove the fabric. Fortu­ nately, the plane can be flown without the covering on the gear leg. You won't even notice if you have only one gear leg cov­ ered. Why this gear leg (at Oshkosh) didn't fold is beyond me. If it had, the resulting ground loop might have totaled the plane . .. but it would have been on the ground. Control surfaces, on the other hand, get stressed in the air. Have one of these col­ lapse in the air, and the results could be a lot more serious. Since grommets can and do get plugged, check to see if the grommets are open and clear in the bot­ tom of the flaps, ailerons and elevators. Retained moisture in our style of air­ planes creates serious corrosion and rot. It is important to check to see if grom­ mets are open. These small openings also ventilate and dry out the interior of your wings, flaps, etc. during flight. So go fly­ ing. Tell your spouse that the plane needs airing out. Now that's a real deal. Citabria - Looking At Wings· Larry D'Attilio with Jim Stark Recently we did a pre-purchase in­ spection on a Citabria with Jim Stark - A & P. This 1973 Citabria had 3300 hrs. and 800 hrs. since major. It was equipped with a Val Com and Nazer Loran and re­ painted in 1986. 1st step - We removed inspection plates on the wing, then looked for any struc­ tural problems (with Citabrias). This 7ECA had 5 inspection covers at the rear of the front spar, on the bottom of the wing; 2 more at the rear spar and 2 for aileron controls. It was also recovered in 1986. How thoroughly was the wing

looked at before covering? There was surface corrosion on ribs and compression tubes (made of steel). We looked at the rib nails. Many were re-inserted because they were covered with epoxy glue. The new technique for unribbed nails is to put epoxy over them. Check the tension on the tie rods. We pluck each tie rod includ­ ing those that go through the center of the fuel tank. It should make a dull low bass note. Our general observation of the compression fitting outboard was where it bolts to the front spar - it was not sand­ blasted or re-chromated at recover time. Epoxy varnish was slopped over the fittings right over the rust. Typically, the wood varnish was thinly applied in the 70's. This causes longitudinal drying cracks from root to tip, usually found on the outboard end of wing, midway from top to bottom of spar. Eventually a small crack leads to a large crack. New varnish could have been added. Varnish had dripped around the compression st ud over old rust. The bottom of the tie rods were rusty and condensation on the bot­ tom indicates it was not hangared for a long time. Spar compression failure problem was discussed in the newsletter before. Look at the front spar, outboard of the lift strut attach point. There are 118" thick ply­ wood reinforcing plates which end right beyond the next outboard rib. In order to inspect for a compression failure you have to get a light on top of the spar be­ yond the rib. That takes an outboard in­ spection hole. The fact that there was no outboard inspection hole means that this airplane has not been checked for com­ pression failures in the spars, in important places, since it was recovered. Gee whiz! From the Twin Bonanza Association ­ Richard Ward, Ed. - 616-279-2540 How would you like to have virtually every vinyl placard/decal you could ever imagine, in order to give your old bird a new look? Mellissa, one of the staff of Moody Graphics, located in Florida, did a tremendous amount of research so as to cover all of the inside and outside plac­ ards which might ever be needed to re­ vamp our various Twin Bonanza models. I just received a complete set of placards which consisted of hundreds of high qual­ ity, colorful, vinyl decals. The cost of the complete set is $140. You may order di­ rectly from "Moody Aero-Graphics", 9740 S.E. 58th Ave., P. O. Box 1359, Belleview, FL 34421 - 800-245-2462. Thanks, Melissa ...you done real good! From the Cessna 150-152 Club - Skip Carden, Ed. - 919-471-9492 First Aid Pouch: There are severa l items that I believe everyone should carry

in their aircraft. One is a fire extin­ guisher, the others are a small tool kit and some type of first aid equipment. The other day, while I was strolling down the aisles of a local building supply store, I came across a small first aid pouch. I guess what attracted me to it was its com­ pact size and the nylon zipper case. The First Aid Pouch made by Eastern Safety Equipment Co., Inc. contains the follow­ ing: instant ice pack , Tylenol, two 2 X 3 pads, two 1 X 3 bandages, ten antiseptic wipes, two iodine swabs, two sting relief pads, two ammonia inhalants and lip oint­ ment burn cream. All of this is packed in a small red pouch that weighs only a few ounces. The best part is that the price ranges from $3.99 to $4.95! They are available at most home building supply dealers, e.g.: Lowes, Builders Square, Home Depot and Target. If you can't find one, contact Eastern Safety Equip­ ment Co., 59-20 56th Ave., Maspeth, NY 11378 or call 718-894-7900 and ask for Ann Beirne. My advice...go out and pick up one of these before the word gets out and the price goes up! - SkipFrom the International Swift Association, Inc. - Charlie Nelson - 615-745-9547 Swift Main Gear Toe-In: We have dis­ covered by accident a very simple way to check the toe-in on our Swift. First, we have just received from Dennis Gehring, White Bear Lake, MN, a very nice copy of his "A" frame shaped towbar built es­ pecially for the Swift. With a golf cart or garden tractor, I can now, solo, thanks to Dennis, move either the Buckaroo or Swift up and down the ramp into the mu­ seum hangar. This towbar attaches to the Swift via approximately 12" long, 1-114" steel tube which has a collar machined to perfectly fit into the axle of the Swift gear. The first attempt to use the towbar revealed the attach tube slid perfectly into the right gear, but would not install into the left gear. After removing the at­ tach tube from the " A" frame, it slipped into the left gear axle. The answer was then very obvious; with the extension of the tube, the gear was obviously toe'd-in excessively and not aligning with the "A" frame. With a longer tube used especially to check toe-in, very slight amounts of toe-in could very easi ly be determined. Adjustment of toe-in on the Swift can only be accomplished via installation or removal of washers at the center torque knees. These washers must be over the steel sleeve bushings. Here might be a good use for the AN4-15's we received in error. If you use a longer bolt, be sure to check for sufficient clearance through the main retract link during gear retraction. Be cautious when disconnecting the torque knees on ELI gear while fully in­ flated - nothing else holds it together. It could swarm on you! I've always been

told Swift ground handling improves with proper toe-in . We'll see, my left gear is off a bunch. Due to the necessity of re-in­ flating the ELI, I haven't adj usted it yet. International Cessna 120/140 Assoc. - Joy Warren, Ed - Sec-Treas: 319-377-3311 High Engine Oil Temperature - Bill Rhoades, Tech Advisor: The Cessna 120/140/140A was designed with a pres­ sure type cowling. The air enters through a pair of large openings in front of the cylinders and is trapped in a "box". Air is only allowed to ex it this box through a path created by a set of engine baffles. Cooling efficiency is determined by the amount of air in the pressure chamber that can be directed around the cylinders. Bad seals around the top cowl doors, back bulkhead , or baffles will bleed off pressure chamber air. Worn baffles will allow the air to be pulled away from the cylinder and reduce cooling. On some of our aircraft there is a 1" tube (Part Num­ ber 0450240) on the right side of the rear baffle. This directs air from the pressure chamber down on the housing for the oil temperature bulb . According to Cessna this is to reduce the indicated tempera­ ture to match the actual (engineering cali­ brated) oil temperature. The source of heat in our Continental motor is, of course, created during the ig­ nition/combustion cycle. This heat drives the piston down , turning the crankshaft which spins the prop. Problems develop when that heat is allowed to escape past the piston rings into the crankcase. First, these combustion gases heat the oil that is on its way back to the sump and second, it builds up a pressure inside the crankcase. According to Continental, the maximum crankcase pressure is .79 inches of water. That is the same air pressure it takes to indicate 40 mph on the airspeed indicator - not much. One of the by-products of over pressurization of the crankcase is blow-by. As the air is rushing out the breather, it is taking some of the oil va­ pors with it. The end result is a lower fuselage that will never corrode. Helpful Hints: 1. "Average" oil temperature is lOO°F over outside temperature. 2. Engine problems cause more over­ heats than worn baffles. 3. A new engine or freshly overhauled one will use oil and have a higher oil temperature until the rings seat. 4. Oil temperature gauges can be checked by placing the probe end in water at the boiling point. It should read around 212°F. 5. Install a blast tube if you don 't have one. 6. Think of installing an oil filter. It will add a quart of oil to the system and ... reduce the temperature a little. VINTAGE AIRPLANE 5

VI~TAt3~ LIT~VATUV~ by [)enni§

Vdr-k.§~

Libr-dr-y/~r-chive§ [)ir-ectur-

From the Pages ofAero 1910-1912-Part II

The

year end report published by AERO magazine in 1911 estimated 300 aircraft had been constructed during the year. The majority of these were done by amateur builders. The Jan­ uary 1912 issue of AERONAUTICS estimated that of 750 aeroplanes built during the year, not more than 200 were constructed by concerns that could be considered as aeroplane man­ ufacturers. The number of engines sold totaled 425. This does not included those engines adapted from automobile use. Of the aircraft built by recognized manufacturers, 105 were built for ex­ hibit use, 58 for private use and 11 sold to various govenments. Exhibition use was a great way to spread knowledge of the emergent aircraft industry and both Curtiss and Wright had large teams. During 1911 , a number of world records were broken in the United States. Beachy made a record flight of 11,642 feet in a Curtiss. G.W . Beaty broke the world 2-man duration record by flying 3 hours, 42 minutes, 22 sec­ onds in August 1911. A new duration record of of 4 hours, 16 minutes, 32 sec­ onds was set in October by H.W. Gill in a Wright. This growth in aircraft in the United States showed a great growth in the concerns created to supply the bulders and operators needs . Such concerns provided engines (see VINTAGE LIT­ ERATURE , December 1993) , pro­ pellers , carburetors, fabric, wheels, tires and other supplies. Businesses advertised their wares in the aviation magazines of the day , the major ones of the 1910-1912 era being AERO, published in St. Louis, AERO­ NAUTICS , published in New York and FLYING, the Bulletin of the Aero Club of America. The following is a listing of some of the suppliers listed by type of products offered that had ad­ vertised during 1910-1912 in the above listed publications.

The list is organized by type of supply Ball Bearings: R.I.V. Co., New York, NY Bamboo: J. Deltour, New York, NY Carburetors: A.J Meyers, New York, NY; Marburg Brothers, New York, NY Fabric: Goodyear, Akron, OH; Baldwin, New York, NY; C.E. Conover, New York, NY;

Pennsylvania Rubber Co., Pittsburg, PA; Wilson and Silsby, Boston, MA Glue: Ambroid, New York, NY (a name still familiar and available 84 years later!) Importers: J.S. Bretz, New York, NY Instruction: Chicago Technical College Instruments: Warner Aero Meter, Beloit, WI Magnetos: Simms, New York, NY Patent Attorneys: Chas. E. Brock, New York, NY; Aug. P. Jurgensen, New York, NY;

E. Ellis Chandlee, Washinton, DC; C.L Parker, Washington, DC Propellers: Harris-Gassner, Philadelphia, PA; P. Brauner, New York, NY; Paragon,

Washington DC; Requa-Gibson, New York, NY; M. Stupar, Chicago, IL Radiators: EI Arco, New York, NY Supply Houses: Aeronautic Supply Co., St. Louis, MO; California Aero, San Francisco, CA;

Chicago Aero Works, Chicago, IL; E.J. Willis, New York, NY Tires: Goodyear, Akron, OH, B.F. Goodrich, Akron, OH Tubing: Carran & Hathaway, Worcester, MA Wheels: J.A. Weaver, New York, NY; Tiger Cycles and Aeroplane; New York, NY Wire: John Roebling, Trenton, NJ; Scott Cadiz, OH Wood: Chicago Embossed Mldg. Co., Chicago, IL; Wm.P. Youngs, New York, NY

You will notice that the greatest number of suppliers were located in New York City. (17 of 34) The following advertisments were taken from the pages of AERO for the years 1910-1912.

Propeller

Write for

~..qs I'7'NCTON.O"­

AT OUR NEW QUARTERS

SUPPLIES OF THE

Ri ght Kind AT THE

Ri ght Prices IN STOCK HAVE YOU SEEN OUR BIG CATALOGUE? Second Edition of No.3 now ready.

Free to reade" of AERO

THE AERONAUTIC SUPPLY COMPANY 6664 DELMA R A VE., ST. LOUIS, MO.

CHICAGO AERO WORKS H . S. RENTON, Proprietor

49 Wabash Avenue

BALDWIN'S VULCANIZED PROOF MATERIALS _.....

CHICAGO, ILL

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

BALLOONS ... AND ...

AIRSHIPS

A COURSE IN AVIATION F1yma Moder. of PrincipaJ Makes of Aer oplanes Provided and CoMlructed ­ Actual Field T riaI..

A VIATION is in its infancy but rapidly developing. It is

no longer a sport but a hard and fast business propo­ sition. Now is the time to get your knowledge of it. Get in at the beginning of a proposition destined to make thousands of dollars-the enormous possibilities are absolutely unlimited. Don't delay, Develop yourself as the business develops. but write at once for further information and catalogue. This is your great opportunity.

The Chicago Technical College Athenaeum Bldg.,

...

·0

26 E. Van Buren St.,

CHICAGO,ILL.

Perfection

AEROPLANE MATERIALS A SPECIALTY Samples Upon Request CAPTAIN

THOS. S. BALDWIN

~.

Information

Box 78 Madison Square

NEW YORK

VINTAGE AIRPLAN E 7

Aeroplane Protection on Landing!

Tearing lcosfl of a tire as the a e roplane la nds means serious inj ury to t he machi ne! E quipped wi th Goodyeal' j)('ill chlllJlc ,\f'I'oplanc 'l'il'cs, i njury is impossible, for 42 w ires in the tape at the base-21 on each s ide-hold the tire to the r im in a vise- li ke gr ip. Tho on ly aeroplane tires in the wo rld so made a re t he

GOOD

Detachable Aeroplane Tires The Goodyear Delachable Ti r es embody the p rinciples of the famous Goodyear No-Rim-Cut Auto Tires, Goodyear Aerop la ne Ti res are the li ghtes t ae ropla ne tires mauu (actu l'ed, considering size. They combine greatest possible resilie ncy with extra tou g h tread- hence hard to puncture. Judge the Goodyear by the fact that t hese av iators have equ ipped their ow n mach ines with it: Capt. T hos. Baldwin , Cha rl es K. H amilton and all of Moisant's cre w of international aviato rs, J . A, D. McC u rdy, Clifford B. Harmon, Harkn ess, 'W ilcox and scores of other famous American and [01'­ eign aviators. Goodyear a e roplane fabrics a nd rubber shock absorbers are being adopted by the World 's Famous Aviators,

The Goodyear Tire

& Rubber Company

Main Office and Factory, Ninety-sixth St., AKRON, OHIO Bra nc hes a nd Agencies in all the Principal Cities

In the Sky, Relaxing Fabric Means DANGER!

"First In All America"

Dampneu and cold above the earth C4useJ shrinlcing of the wings of aeroplanes when built of plain. varnished or "treated" fabria. This is followed by "stretching." which leaves the doth Rapping,

cuts down ,peed nnd is the DANGER SIGNAL! GOODYEAR fabric, the new rubberized aeroplane c.loth.. makes stretching and rdaxation ABSOLUTELY IMPOSSIBLE I It is waterproof and cannot shrink and streich when subjected to moiuure and then dried. Our rubberized cloth is the lightes t fa bric for its purpose in the world.

T he Firat Aero Store in America.

Rubber-Coated Aeroplane Fa br ic

THE AERONAUTIC SUPPLY .CO.

This wonderful fabric', coaring is permanent and constructed to last for many )'ean. It i~ unaIJeded by heal··or cold. Its inv~tion is the result of an exhaustive investigation by expens in Franc.e. England, Germany, Switz.erland and America. We bave c.onstruc.led special machinery and a large new building for the sole purpose of making the perfect aeroplane fabric. Our exclusive process is thorough in every partic.ular. Goodyear Aeroplane Fabrics have ~n adopted by The Wright Company. Burgess Company &: Curtiss, The Lovelace-Thomp$OO Co.. The Men Co.• The Detroit Aeroplane Co., altd many other prominenl manufacturers, as well as aviators. These pioneers know what coverings are best. .

Goodyear Ae ropla ne Fa bric is the SAFEST, LONGEST­

O FFICE AND SHOPS

3934 Olive StTM"l

l.oq- OillanCe T.lephoGe

C.hl.:

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AERO CLUB 01 ST. LOUIS

".A,UOIoI:O."

Exhibitions Arranged

Aviators Booked

W E ARING aeroplane doth known to Klence. Goodyear Aeropla ne T ires arc the choice of the world's greatest aviaton.- THEY KNOW!

The Goodyear Tire & Rubber Company Main Office a nd Fact ory, Ninety-Sixth Street

AKRON, OHIO

== A Corner in the Woodworking Department.

52,Page Illustrated Catalogue of Aeroplane Parts with which any type can be built, postpaid 10 cents,

The Aviator's Safeguard

A. P. W&l'IIer, the lay

tor, pronq the Aero-Meter, wblch .fa

1.11

adaptation of the !&mou. Warn er Auto·Meter

T

HE vagaries of the wind are what make a flight dangerou. If you guess wrong on its velocity when you start, the leut that can happen II a diaappointinf. exhibition instead of a spectacular achievement. If the continued wbiuing of the air by your face while 00 a flight baa dulled your sense of velocity or air preuure, it may result seriously when you dip or rise OT tum. This il ODe vital part of the "bird aeme" which it is difficult to acquire. No need to spend time learning or acquiring tbll. A glance will tell all that need be known in an in­ stant. Rely fOt' th1J part of your education upon

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

THE FIRST AEROPLANE ACCESSORY nle Aero­ eter ' an adaptatioo of the now celebrated Warner Auto-Meter, which indicates rate of speed and distanc:e traveled by an automobile with derfuI precision. The Auto-Meter is used by profes­

sIonal racing drift!'$. on the c:an of prominent manufacturers, and forms part of the equipment of 90% of an pleasure c:ara' 01' IDQR. It is 10 rmnect in c:onstruction, so phenomena\Jy accurate and withal 10 durable that it became ImowD as '"The Aristocrat of Speed Indicators.n The Auto-Meter is Ilh ays 8eI«tf!d where the of a car can afford i pun:base.

ENT COMPANY 107

HARRIS·GASSNER $,GASS",-

9 $

B WIT. WIS.

co.

Propeller

~~ wes~D~~r~~S8UildiDe

PHILADELPHIA

ER VINTAGE AIRPLANE 9

WHAT OUR. MEMBERS ARE RESTORING

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

Robert Schacht's Ercoupe 415-D T his rather artistic Ercoupe 415-D, N89331, SIN 3269, is the proud workmanshi p of Robert Schacht (EAA 428922, A/C 20405) of O'Fallon, MO. It fea­ tures a Continental 0 -200 engine of 100 hp, a 720 NavCom, transponde rlencoder a nd the usua l in­ strumentation. T he in terio r is done in shades of blue with black trim. Rober t says he spent abo ut four months in his garage (with the wi ngs off) do­ ing the interior, fancy paint scheme and polishing the alumi num. The end res ul t is an "Eagle" pai nt scheme complete with claws on the wheel pants. Note the leading edge landing light in the left wing. Robert reports the little two-placer draws attention wherever it goes.

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

Kenny Baker's Ercoupe The photo of this quite original Ercoupe 415-C, N99007 , SI N 1630 , was sent in by owner Kenny Baker of Pan-A-Lake , Illinois. Notice the early Narco NavCom antenna behind the cockpit, the sin­ gle nose fork and the aileron balance under the wing. Kenny 's Ercoupe is one of 465 model 415-C Ercoupes remaining on the U. S. register. 10 FEBRUARY 1994

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

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

David Zambrano's Boeing Stearman E75 This picture of a totally restored Stearman, XB-KIS, SIN 75-5460, was sent in by owner, David G. Zambrano V. (EAA 442467), of San Pedro, Mexico. Purchased from a Mexican crop dusting operation in 1988, the Stearman was restored over a 3-1/2 year period by David along with help from three full-time mechanics . Almost everything is new except th e fuselage frame and the 300 hp Lycoming R-680 engi ne. The cockpits feature black leather interiors and digital Terra

avionics including nav-com, transponder and voice activated intercom. David is wisely taking instruction in the art of fly­ ing the Stearman and hopes to one day attend a schoo l for aerobatics. This particular Stearman was featured in a Mexi­ can movie (Ando Volando Bajo, which means, " I'm Flying Low") back in 1952. David also enclosed a complete military history of his Stearman when it was a PT-13D in the U. S. Army Air Corps. until being mustered out in June of 1949. VINTAGE AIRPLANE 11

Bob Ruffini's J-3 Cub These photos of a 1940 Piper J-3F­ 65 Cub, NC35052, SIN 6059, were sent in by owner Bob Ruffini (EAA78135, AIC 17676) of Birmingham, MI, who recently restored the Cub for the sec­ ond time. It is one of 157 J-3F-65 mod­ els remaining on the U.S. register. The history of the Cub is unique in that it was constructed on December 19,1940 and signed off by Piper Air­ craft on December 26,1940. It spent its early life in Detroit, MI, including having all original logs and documents stolen from the airplane on June 18, 1943. On Nov. 12, 1944, it was crash landed with damage to the gear and fuselage. On June 5,1948, it was sold

to Donald Kibby of Ferndale, Ml. It was completely disassembled and stored in his garage. In 1962, Don Kibby let Bob Ruffini look at the pieces in his garage and basement. In 1970, the Certificate of Registration was revoked. In 1971, Kibby gave the entire airplane to Bob Ruffini, as he was the only person to ever show an interest in the Cub. With the old fuse­ lage rusted, a replacement fuselage was located in 1973, hanging in a barn in Mt. Pleasant, Ml. In 1974, the Aero Mechanics High School at Detroit City Airport began a total restoration with a C-85-12 engine replacing the original Franklin 65. From 1976 to 1980, the

Cub was flown 190 hours, however, in 1981, a second rebuild was begun. On May 21, 1982, the Standard Airworthi­ ness Certificate was again revoked. On June 11, 1991, the second rebuild was completed and a new Airworthi­ ness Certificate was issued. On July 18,1991, the Cub was signed off for float operation on Aqua 1500 floats. All covering is Stits HS90X with Stits Polytone finish. Also installed were shoulder harnesses, intercom and Mode C Transponder. Bob Ruffini enjoys the Cub more than ever these days, be it on wheels or floats. His latest project is a J-5 Cub Cruiser. Stay tuned.

Jack Thompson's Globe Swift This very nice looking 1947 Globe GC-IB Swift, N80563, SIN 66 , is the pride and joy of Jack Thompson (EAA 426043, A IC 20172) of Hope Hull, Alabama. Jack bought

the Swift in March of '93 from the previous owner, William Hurley, Montgomery, AL, who had owned the airplane for 25 years. Unusual is the engine conversion to a Lycoming 0-290C of 125 hp with a fixed pitch metal prop. Jack says the controls are very crisp and responsive and even his son, who is an F-16 pilot, admits the Swift is as close to a small fighter as you can get.

Ted Utess' 1941 Piper J-SA Cub Cruiser Recently restored from the ground up is this 1941 Piper J-5A, NC35279, SIN 5-597, owned by Wm. (Ted) Utess (EAA 399864, AIC 18619) of Three Mile Bay, NY. Ted reports the Cruiser is powered with a Conti­ nental C-85 without electrics, however, a King hand­ held radio is used with an external antenna. In addi­ tion, he installed original navigation lights and added a strobe for safety. These are powered by a small wet cell battery that is kept charged with a solar panel in the hangar. Covering was done with Ceconite 102 and Randolph products. A total of 26 coats of dope were used with the finish coats in original Cruiser Orange and black trim. Other amenities include chrome plated valve covers, 24 inch numbers on the wings and a metal prop with a nicely done spinner that matches the nose of the J-5A cowling. ... 12 FEBRUARY 1994

Keeping kids motivated about anything other than video games or TV can some­ times be a challenge to parents these days. With so many distractions surrounding today's youngsters, the simple pleasures of learning to do something with your mind and hands is sometimes lost. Dusty Howell and his dad have found a way to get past the modern day distractions and accomplish a series ofgoals along the way, a process that will continue for years to come. Setting and achieving goals is an important lesson for all of us to learn, and it's especially significant to young­ sters - being able to work towards a dream and reach it with your own efforts is something that will stay with you for the rest ofyour life. Randy Howell (EAA 443361) of By­ ron, CA must have been pretty excited that fall day in 1987. He became the fa­ ther of a baby boy, a tiny little fellow he and his wife Marie named Dustin, but everybody calls him "Dusty." It was a bit too cold and windy the day they brought Dusty home, so his firs t ride in a vehicle was in a car instead of the airplane that Randy had planned , but soon afterwa rd , R andy had Dusty in the air, and he has been flying with his dad ever since. Now just a little over six years old, Dusty has flown 226 hours. R a ndy had a neat idea for his so n - as soo n as he s tarted th e young boy flying, he started a logbook for him. Each of the hours spent with his dad is carefully logged, so that Dusty will be able to look back on the time spe nt with his dad. Dusty has not just been ridin g around with his fat her those 226 hours. During the restoration of the Taylorcraft yo u see here, Randy added a few things to make it possible for his son to completely control th e airpl a ne. Rudd e r pedal extensions were added to the left side controls, and

he a lso built a specia l seat extens io n so that Dusty can see over the cowl at abo ut the same he ight as a fully grown ad ult. With his fat her, a CFI, sitting in the right seat, Dusty can fly the Taylorcraft legally from the left seat whenever his dad says, "Want to go fl y?" Dusty also has the added knowledge he gained while his Taylorcraft was being re­ stored - he go t to he lp! In 1992, his dad and their friend, Bonny Warner (see the accompanying sidebar) , alo ng with a cou­ ple more friends, went o n a restoration binge on the T-Craft. Dusty helped when­ ever he was not in school, zipping home to work on his airplane. H e was excited by th e whole idea of an a irpl a n e in the garage, and the fact that it was an airplane that he would be able to fly thrilled him. Rand y mentioned that he took a bit of extra time durin g the restora tion to ex­ plain things to Dusty, and to allow him to do supervised tasks. Sanding tubing and applying dope to the fabri c so the tapes could be applied were all part of the edu­ cation Dusty got as he and hi s friends watched the Taylorcraft go back together.

The BC-12 that was restored came to the Howell's garage in a roundabout way, as many restorations seem to begin. Bonny Warner had bo ught the project back in 1990, intending to restore the air­ plane to fulfi ll a couple of goals. Already a floatplane pilot, she wanted an airplane of her own she could fly from her back yard , and she wanted to restore the air­ plane herself to learn what makes an air­ plane " tick. " The a irpl a ne had not been flown in nea rl y 15 yea rs, a nd was in bad need of major repairs. Once based at the famous Kenmore Air H arbor in Seattle, the Tay­ lorcraft had led a hard life, and the struc­ ture showed signs of having aged beyond its years. When it looked as though Bonny was going to have to move permanently to D e nve r , CO, sh e had to reconsider whether or not she would be able to com­ plete the airplane. Rebuilding the T-Craft would be her first res toration , and she knew it would require some reliance on her friends to help guide her through the intricacies of airplane rebuilding. In the end, she decided to sell it to Randy, a felVINTAGE AIRPLANE 13

low United Airlines pilot and a f10atplane pilot who lived in the same housing devel­ opment southeast of San Francisco. They've flown together as the crew of a United 737 on occasion. Randy had been flying his Cessna 180 on amphibious floats for a number of years, but felt that it would be too much airplane for his son to handle when he started to learn to fly. The Taylorcraft was just the right amount of airplane though. A deal was made, and the project was moved to the Howell household. From the beginning, Randy intended the Taylorcraft to be Dusty's airplane. As I mentioned before , it would be the air­ plane he could use to learn to fly with, and eventually it would be Dusty's to take with him when he headed off to make his way in the world . Even the N-number says just that - N93DH. 93 for the year the restoration was done , and DH for Dusty Howell. The rebuild of the BCS-12D was the first restoration by Randy, and he also re­ lied on the knowledge of his friends to help him with the process of putting the airplane back together. As it turned out, Bonny did not have to move to Denver, and so she was one of the principle re­ builders on the project. Bonny, Dusty and Randy all learned about the ins and outs

of rebuilding an airplane together, along with the invaluable help provided by Sam Richardson, an AI and airline pilot who supervised the rebuild of the Continental C-85. Another irreplaceable person dur­ ing the rebuild was Bud Todd, the gentle­ man who had started the Byron, CA air­ port many years ago , and is an accomplished A&P. His help with the welding that had to be done on the fuse­ lage was one of the tasks that was made possible with his experienced hand. Another resident of Discovery Bay, the area Bonny and Randy reside in, was also a big part of the restoration. Ron Warren is a retired general contractor who had never been involved in the re­ build of an airplane before, but he was en­ thusiastic about helping, and since he was quite good with his hands, Randy put him to work on the project. He was there al­ most every day. There was no dilly-dallying during this project. Work started the 1st of January, and didn't stop until the end of April, that same year! April 24 , 1993 , the T-Craft went into the water for the first time. Be­ fore that could happen, though, a ton of work was packed into those four months. First off, after the fabric was removed (a favorite task of 5-year-olds, something I can attest to as well!) , the steel tubing in

the fuselage was tested. To their dismay, both lower longerons were found to be completely rotten, with rust due to salt water totally ruining the bottom of each of the lower longerons. Ron had a neat method for removing the old tubing using a ground down drill bit. (Look for a short article on this method in next month 's VINTAGE AIRPLANE). After remov­ ing the old longerons, Bud said yes to Randy's request that he weld in the new steel. Fortunately, the rest of the steel tubing was in good shape, and Randy and Dusty spent some time filling each tube with preservative oil. Randy had decided to use the Cooper Superflite system to cover the airplane. After the prep work was done, he started by painting the fuse­ lage structure with Superflite primer. The cowling also required some work, with cracks welded and then ground down to a smooth finish, or with patches back­ ing up the repaired area. The project came complete with a set of Edo 1320 floats, but the keels on both floats had seen better days. The tedious task of replacing both keels was accom­ plished , then any corrosion on the floats was removed. Finally, the floats were treated with metal prep and alodined. When everything was ready to be primed, they coated the metal parts with primer. With the fuselage was ready to be put back together, the wood stringers were re­ placed, along with the wood around the door jambs. Fairleads were renewed, and the airplane was quickly brought up to the stage where the covering would need to be applied. Randy and Bonny took a deep breath and tackled the covering in a two stretch that included 40 hours of work, 20 on each day with about 4 hours of sleep in be­ tween . Because the final top coats should be applied within seven days, they wanted to move quickly, and were able to neatly complete the job in the time they had. You can see in the photo that the covering and priming process took up all of the Howell household , as well as the yard. Even Dusty'S swingset and sandbox were pressed into service. With everything cov­ ered and primed, the final base coats of white Superflite Superthane were laid on. A few days were taken to catch up on some much needed sleep, and then the re­ assembly began. Since the airplane was a complete pro­ ject when it was started , there were few parts that had to be searched out, but work still remained to clean them up. The instrument panel was painted with a crin­ kle finish paint, and the old but fully func­ tional instruments were installed. A new set of upholstery was ordered and in­ stalled, with extra seat material used to cover Dusty'S "booster seat." The unusual side stripes were thought up by Randy and Bonny - since he really

(Continued on page 23) 14 FEBRUARY 1994

Flies Them All by H. G. Frautschy Just as this issue of VINTAGE AIR­ PLANE arrives in your mai lbox this month, the Winter Olympics will have started in Lillehammer, Norway. As you peruse the pages of your magazine , you may see a face that may be vaguely recog­ nizable - that of Bonny Warner, Luscombe and Taylorcraft pilot, United Airlines first officer, and retired Olympic luger. Luge? It's one of the events in the Olympics held on the bobsled tracks. Single and two­ person teams rocket down the side of the mountain on small sleds, reaching speeds near 80 mph. The run is between 1/2 and 3/4 of a mile, and as yo u can imagine , a ride down the run requires all the skill and concentration one can muster. You may see Bonny during the televi­ sion coverage of the Olympics - she is tak­ ing a few weeks off from her airline job to work as an expert commentator on the Luge competition for CBS. As much as she enjoyed being a Luge competitor, Bonny says it simply was not as much fun as flying. She te lls the story of being a youngster, 14 years old , and having a speaker come to her school with an interesting idea. He told the students that when he was young, he made up a list of 100 things he wanted to do in his life. Whether it was available to him or not at that time , he wrote down everything he thought of. Bonny wasn't sure she could come up with a hundred items, but she had a few, and she wrote them down. The list included: be in the Olympics, work in television, go to a good college, build a

house and become a pilot. One by one, s he h as p icked off h er goals, but she's been happily surprised as to how things have worked out as time has progressed. She attended Stanford Uni­ versity in Ca lifornia studying broadcast journalism, but she had already been bit­ ten by the O lympics "bug. " As a fresh­ man college at hlete, Bonny had been se­ lected in an essay contest r u n by the magazine Runner's World as o ne of the torch bearers for the 1980 winter Olympics in Lake Placid, NY. While in Lake Placid, she saw the Luge competition in person, and dec ided she'd like to give it a try. Training in Europe during the winter, and attending college in between, meant that the road to her degree was stretched out, but she eventually did graduate, and she landed a job as a reporter at a San Fran­ cisco television station. Working as a reporter was an excellent job, but as she progressed in her flying, earning her instrument, commercial and flight instructor licenses, Bonny discov­ ered she preferred flying to television. To the amazement of her friends and co­ workers, she quit her job at the TV station and went to work full time as a flight in­ structor. All during this time, Bonny was going through the feast of working and then the famine of heading off to Europe for 5 months to train for the Luge. Funding for training the team was in short supply in the early '80s when she started training in the sport, which made it tough for Bonny

Bonny and her friend Dusty Howell in the cockpit of the T-Craft they helped restore.

Bonny's new airplane is this 1949 Luscombe SA on Edo 1320 floats. She took this idyllic shot at Hunt's Cove seaplane base, on the banks of the Allegheny river in western Penn­ sylvania. Bonny is offering dual instruction on floats with the Luscombe. You can reach her at Discovery Seaplanes, Byron, CA, 510/634-3775.

Olympic Luger and floatplane pilot Bonny Warner and her teammates to make ends meet while they tra ined duri ng the winter. At first, plane fare there and back was all they got, but as the decade progressed, more sponsorship has made it possible for the U.S. O lympic Committee to just about fully fund the Luge team's training effort. A ll her hard work paid off though - she made the U .S. Olympic team in 1984 and again in ' 88, competing in the games in Sarajevo, Yugoslavia and then Calgary, Alberta, Canada. (She placed sixth overall at Calgary, one of only 2 Americans ever to finish in the top six spots in Olympic Luge competition.) Her big break in aviation came when she was hired as a flight engineer for United Airlines in 1990. United, to their credit , was willing to work with Bonny concerning her schedule relating to train­ ing for the Olympics, and so she was able to compete in the 1992 games in Al­ bertvi lle, France. (As an aside, there are only 2 Luge courses in North America ­

(Continued on page 23)

VINTAGE AI RPLANE 15

Rollin Hatfield'. 1938 Taylorcrafl BC-66

One of the prettier pre-war Taylor­ crafts to grace the flightline at EAA Oshkosh '93 was NC21239, SIN 1029, re­ stored and flown by Rollin Hatfield (EAA 302651, A/C 14732) of Meridian, Idaho. This bright red with black trim T­ Craft ran off with the Runner-Up Trophy in the Bronze Age (1933-1941) category of the Antique awards. The story about this airplane and its rebuilder, Rollin Hatfield, who recently retired at age 60, is unique. As a young lad, Rollin enjoyed flying with his father, who owned a 1939 Taylor­ craft BC-65, almost a mate to N21239. By the time Rollin reached 16, he was ready to solo (1949) and at age 17, he earned his Private license. Rollin well remembers his father looking at two Taylorcrafts for sale in 1946, just after World War II. One was a 193740 horsepower model at $300 and the other was a 193965 horsepower model at $400. As Rollin says, "Dad bought the BC-65 and I was excited!" Called into service during the Korean War, Rollin became an A & P mechanic and , following a stint with Morrison­ Knudson Construction Co. keeping their DC-3 in top shape, he joined the Idaho National Guard and became a Mainte­ nance Officer. Rollin spent 40 years serving in the Idaho National Guard before retirement, however, when he was about 45 years of age (1978), he stumbled on to an old T­ Craft crammed into a storage unit in Nampa, ID. Closer inspection revealed the "pile of junk" was a 1938 BC-65 Tay­ lorcraft - nearly identical to his father's old airplane. A deal was struck and Rollin started hauling parts and pieces home. The fuselage was the only part that would roll on its own wheels. The fuselage was stripped and sand­ blasted in the back yard before the prim­ ing and steady rebuild began. The previ­ ous owner had added a skylight , "D" windows and a landing light in the wing. These were unceremoniously removed. A new instrument panel was made from flat aluminum by making a form from an old hardwood table leaf and slowly pounding the edges round like the original. The beveled instrument holes were made with a micarta form - carefully placed on the hole - and then slammed with one blow from a (large) hammer. Rollin empha­ sized that one blow worked much better than a series of smaller blows. Locating the missing instruments, one at a time, proved to be a major task. The toughest job was finding the large Stewart Warner tachometer that sits in the center of the panel. It took eight years to locate

(Top) Four piece windshield, narrow nose cowl and dual wingtanks are visible. (Above) A fine craftsman, Rollin Hatfield stands before his award-winning BC-65. (Above left) With cowling re­ moved and doors open, the BC-65 is ready for the judges at EAA OSHKOSH '93. (Left) The large tach in the cen­ ter dominates the new instru­ ment panel. Note the typical large, round control wheels of this 1938 model.

one in New Hampshire. All metal plac­ ards were accurately reproduced by Noel Allard of Chaska, Minnesota (612-340­ 4838). An original round control wheel was located in Portland, W A which made a good pattern for Rollin to make a sec­ ond one from. The wheel shafts were chrome plated and the wheels themselves were covered with sewn leather (a real touch of class). A factory option in 1938 was a split seat that was trimmed in genuine leather. A long search located an original one of these jewels in a chicken barn in Okla­ homa - under layers and layers of chicken manure (quit laughing, Charlie, that's the cultured term!) . Rollin says the old seat made an excellent pattern for duplication, albeit a bit sharp on the nostrils. The wings had to be dismantled with each part needing heIp. The spars were in good shape and only needed varnish. The ribs, however, were in dire need of much work wi th nearly every rib needing straightening. Once the wings were re­ assembled, new leading edges were fabri­ cated from 0.0202024 T-3 aluminum and installed with the aid of some cleverly de­ signed leading edge clamps that Rollin

made up. In addition, all metal was re­ placed in the two ailerons. The covering was done in Ceconite 102 using Grade A cotton tapes and butyrate dope. Matching enamel was sprayed on all metal parts. The finish is very nicely done and will turn a judge's eye at 40 paces. All lettering was done with stencils and sprayed on, just as Taylorcraft did over 55 years ago. Being an A & P mechanic, Rollin over­ hauled the A65-8 Continental engine him­ self, adding the drilled connecting rods of an A 75 and 100 oct. valves - even though he runs the engine as an A65. The result is that it runs nicely on 100 octane fuel. The four-piece windshield, common to the pre-war Taylorcrafts , was made up from flat stock that was bent with heat. The joints are covered with aluminum strips and fastened with many small screws. Plexiglas® didn't come along un­ til WW II, so compound curves in the windshield were not available until the postwar aircraft were built. Once the T -Craft was all assembled and the engine run-in, Rollin made the first flight on May 1, 1988, approximately ten years after he purchased the " pile of

junk" in 1978. It was worth all the blood, sweat and tears because the little two­ placer flew perfectly . That summer, Rollin and his lovely wife, Mary, took off a month and flew to the Watsonville, CA airshow. From there , they flew to San Francisco and then east, aLI the way across the country to Norfolk, VA. They also made the Taylorcraft Fly-In at Alliance , Ohio, the big Oshkosh Fly-In and the Blakesburg Antique Fly-In. Before going home to Idaho, they flew to Evergreen, WA. That's ocean to ocean with a 65 hp Taylorcraft navigating all the way by com­ pass and maps. This was the third Oshkosh Antique award for Rollin and his neat looking Tay­ lorcraft, having previously won the Con­ temporary Age Runner-up in 1988 and the Contemporary Age Champion in 1990. Congratulations and best wishes are in or­ der for Rollin Hatfield, who is now retired and has somehow managed to become a genuine airport bum - but you can be sure he is enjoying every minute. Perhaps we should all extend a very special thanks to Rollin's father, who wisely plunked down $400 for a '39 Taylorcraft BC-65 way back in 1946. Isn't it amazing what it led to?

The BC-12D Taylorcraft evolved from the pre-war BC-65 and all owe their beginnings to the creative genius of the talented light­ plane designer, C. G. Taylor. The advent of the opposed, four-cylinder aircraft engine such as the Continental, Lycoming and Franklin, really made C. G. Taylor's designs reach their acme ofpopularity. These airplanes were actually affordable to own and oper­ ate by the general populace. Don Claude 's BC-12D (below) owes a lot to its predecessor, the pre-war BC-65. Note the "Billowing " fabric between the ribs, quite typical of HS90X fabric. Also visible is the slightly rounded look caused by the wider fuselage stringers.

A

comment once heard at an Antiq ue/Classic meeting went something like this: When the gross weight of the accumu lated trophies exceeds t he empty weight of the airplane, the owner should re­ ally consider a new project. Although not yet in the above category, Don Claude (EAA 134336, A/C 17459) of DeKalb, IL, is well on his way with his beautiful Taylorcraft BC­ 12D, NC96440, SIN 8740. This particular airplane has collected the Custom Class A (0 to 80 hp) award in the Classic Division at Oshkosh for the past four years running. Added to the four beautiful Oshkosh trophies are a bunch of trophies and awards won at numerous smaller fly-ins. Don is retired from thirty years as a refrigeration serviceman at the University of Northern Illinois at DeKalb. The Taylorcraft was his first restoration project and the only reason he started it was, "Be­ cause he didn't know any better!" Way back in 1965, the two-place Taylorcraft had been freshly rebuilt by another party when a strong gust of wind flipped it upside down at its moorings. The result was a crushed upper fuselage, wing and strut damage and a severely twisted tail. The wreck­ age was bought by Jerry Hamer of Mendota, IL, who after checking it over carefully, decided to re­ sell it with an ad in Trade-A-Plane. Don Claude saw the ad and our story was off and running. Brought home in pieces, the badly bent T-Craft had to wait while Don helped a friend build a new house with a large garage and generously sized workshop in the basement. Once the house was completed, the wings were taken into the friend's basement and the restoration work begun. About this time, Don picked up another wrecked T-Craft for parts - especially one good righthand wing. The left wing of N96440 was totally rebuilt with a new rear spar and carefully rebuilt ribs. All "rib to spar" nails were replaced with new "ring" nails (that grip the wood ferociously), each one epoxied in place. The righthand wing was also re-nailed and a factory­ new, 6-gallon wing tank installed. Incidentally, all four wings spars in the airplane are built up from pieces of Sitka spruce glued together - none are one piece. A considerable amount of work was necessary on the fuselage frame , especially the upper cabin sec­ tion and the tail post area . One of Don ' s good friends is an excellent aircraft welder and by adding new tubing in a few critical places and sleeving an­ other spot , the fuselage was soon ready for epoxy primer and a coat of Imron. All new hardware was installed as the airplane went back together and new stainless steel control cables were fitted. A com­ plete set of tail feathers was put together from the remains of the two airplanes along with a great deal of cutting, fitting and welding. About this time, Don made a trip (via Aeronca Champ) to Alliance, OH , to visit owner, Dorothy Feris, at the Taylorcraft factory, and to purchase a new set of wing struts. The new struts were fastened to the belly of the Champ and Don flew them home without incident. (Not too many T-Crafts have struts that previously flew on a Champ.) A new set of T -Craft tail brace wires was also purchased to re-

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(Top) Coming directly at you, Don Claude reveals the neat appear­ ance of a Custom Taylorcraft BC­ 120. Note single right wing tank, complete with Auto Fuel st icker. (Above) From the side, Don 's T­ Craft cuts a familiar figure. (Above left) Carefully made strut cuffs grace the wing strut inter­ section. Note tiedown ring, ready for use. (Left) Large Scott 3200 tailwheel really soaks up the bumps. Note the " compression " type of tail­ wheel springs. VINTAGE AIRPLANE 19

(Above) NASA air scoop installed in the side of the boot cowl. The knob adjusts the amount of airflow. (Right) Don takes a close look at the scale as the right wheel is weighed during the weigh-in process. Note metal prop installed.

place the original ones that were some­ what pitted. Once the engine was installed in the bare airframe, the temptation became strong to see if it would run after sitting for nearly twenty years. The prop was bolted on and the fuselage was tied to a tree in the yard. After priming the cylinders, Don turned the switch on and pulled it through - smartly. (Neither magneto has an im­ pulse.) The engine caught on the very first pull. Naturally, the neighbors soon appeared wanting to know what in the world all the noise was about! Unique to the (original) Continental A65 engine are Bendix SF mags with con­ secutive serial numbers. Don installed new shielded harnesses, however, he was not excited about installing the raised metal covers on the cowl necessary to

cover the top shielded spark plugs. He in­ stalled the shielded lower harn ess and shielded plugs, however, on the top of the engine, he used the shielded harness and the original (short) type unshielded spark plugs. Now when he wants to use a hand­ held radio without ignition interference, he calmly switches to the left mag (which is entirely shielded) and jabbers away. All four cy lind ers were removed to check for rust (one was cracked and was replaced) and when cleaned and painted, were reinstalled with new gaskets. New cy linder baffling was fabricated and in­ sta ll ed with new felt edging put on with hand made staples - as per original. The worn out exhaust system was replaced with a new system made entirely of stain­ less st ee l, right down to the extra long tailpipe. Don originally planned on cut­

ting the tailpipe off, however, he discov­ ered it is noticeably quieter with the longer tailpipe and doesn't streak the belly with exhaust stains. While making new stringers to go above the cabin, Don decided to glue 1/8 inch plywood to both sides of the stringers (while clamped in a curve). The result is a set of stringers that you could walk on. Likewise, on the fuselage , the old stringers were poorly supported and gave that " rode hard and put away wet " look. Don care­ fully built wooden saddles for each tube juncture that support deeper stringers. The result is a bit more rounded look to the fuselage - almost like a Monocoupe. Visitors at Oshkosh would squint a long the fuselage and ask Don what was differ­

(Continued on page 26)

(Above left) NC96440 flat on its back following a windstorm in 1965. Now you can see where Don Claude started from. (Above) Very sanitary workmanship is evident in lower engine compartment. Stainless steel exhaust system has aluminum shrouds for carb and cabin heat. You can also see the primer line from sediment bowl fitting to intake "spider." Yet to be installed is the main fuel line from gascolator to carbure­ tor. (Left) This photo is too precious to leave out! - Don is working on the bottom of the baggage compartment which requires (sore muscle) dexterity. (At least his feet didn't get sore!) 20 FEBRUARY 1994

SPARKPLUGS

TOTBO by Bill Claxon (AiC 17837)

Last month we discussed engine oper­ ating procedures that are conducive to reducing the amount of lead fouling in our engines, especially the spark plugs. With the higher content of TEL, it will remain a problem. And it can become an expensive one. Have you seen the price of new spark plugs recently? Expensive! At these prices I want mine to go to the TBO of my engine. Can it be done? You bet! All it will cost you is a little time. Preventive maintenance can go a long way to clearing many of the following problems associated with the added TEL in our fuels. It can also playa large role in extending the life of the spark plugs and even the life of the engine. FAR , Part I defines preventive maintenance as follows: "Preventive Maintenance means simple or minor preservation operations

and the replacement of small standard parts not involving complex assembly op­ erations." Part 43.3 states, "The holder of a pilot certificate issued under Part 61 may perform preventive maintenance on any aircraft owned or operated by him (or her) that is not used in air carrier ser­ vice ." Appendix A of Part 143 of the FARs lists examples of preventive main­ tenance. • Replacing or cleaning spark plugs and setting the spark plug gap clearances. • Replacing any cowling not requiring the removal of the propeller or discon­ nection of the flight controls. This means that you as the owne r or pilot can change or clean and gap your plugs legally if you can do it without re­ moving the prop or disconnecting the flight controls.

Some of the recommendations related to preventive maintenance to reduce the effects of spark plug fouling are: 1. Rotate the plugs from top to bot­ tom at 50 hour intervals since the top plugs scavenge better than the bottom ones. You may need to do this more or less often depending on your individual operating conditions. 2. Do not assume that the spark plugs installed in your engine are the correct ones. Current literature states that in certain instances, it has been found that the incorrect spark plugs have been in­ stalled. Look at the current literature such as Service Bulletins, Service Letters, current spark plug manufacturers' listings and engine manuals. 3. The plugs can tell a lot about the engine operation. Excess lead deposits can indicate that the plug is too cold for your type of operation and a hotter plug may be needed. However, be sure to con­ sult the manuals to select a correct plug in the hotter range . Excess lead is not the only problem that can be discovered from the condition of the spark plugs. The de­ posits can tell you a lot about the engine if you learn to read them. 4. Clean and gap the plugs if indi­ cated. If you use an abrasive blaster, use it VERY briefly! Blasting beyond barely cleaning the electrodes serves only to erode them excessively. If you erode the plugs with excessive blasting and repeat this several times, you are only eroding away the service life of your expensive spark plugs. 1 know; I was taught to blast away at the plugs until all the cavities were clean. Rather, use Hoppe's #9 Pow­ der Solvent (or equivalent) to clean the lead deposits along with the careful use of a fine probe. This solvent is designed to remove lead deposits from gun barrels and does an excellent job on your spark plugs. You can buy it at your local gun store. 5. Set the gaps as indicated in the ap­ propriate service literature. Always use spark plug anti-seize compound and new gaskets when you install the plugs. How­ ever, I have annealed the hard copper gaskets with good success. They must be soft to seal properly. Use a torque wrench to be sure you torque the plugs to specifications. Also be careful not to over-torque the leads on shielded igni­ tion systems. When performing spark plug mainte­ nance on your engine, be sure to follow the current maintenance literature and make the proper entry in the logbook. According to Bob Ohnmeiss, Senior Field Service Engineer at Lycoming, these practices can help to run the plugs to TBO for your engine. At the cost of spark plugs and the cost of maintenance these days, perhaps some of these ideas will help you to fly safer, happier and a ... little less expensive. Happy flying. VINTAGE AIRPlANE 21

MYSTERY PLANE

by George Hardie Let 's go back to pioneering days for this month 's Mystery Plane. Yes, it was an experiment tired by a well-known builder of the period. The photo is from the EAA files. Answers will be pub­ lished in the April issue of VINTAGE AIRPLANE. Deadline for that issue is February 28. The November Mystery Plane re­

22 FEBRUARY 1994

mains a mystery. Charley Hayes of Park Forest, IL offers these comments: "The plane pictured at top of page 28 in the November 1993 is s ue of VIN­ T AGE AIRPLANE may be an ancestor of the Lincoln Sport. It appears to have an Anzani engine (prop turns clockwise) and the nose, gear and wing cellule are a little like some Lincolns. On the other

hand, there's a strong resemblance to the L.F.G. Roland D-VIB and the Friedrich­ schafen 0-1 fight e rs of WW I. Except for engines and a couple of other fea­ tures, they're reallook-alikes." No other answers were received. Maybe at a later date someone will come up with the answer. Meanwhile , we ' ll have to wait. ...

Dusty and Randy (Continued/rom page 14) was not that concerned about resale value (it 's Dusty 's airplane, after all) he origi­ nally was going for a much wilder scheme, but his friends convinced him to tone it down a bit. The neat scheme on the air­ plane now is a slick looking piece of graph­ ics. The stripe itself is actually vinyl self­ adhesive decal material. The forward end of the stripe (the darker portion) is one shade of blue, with the portion aft of the wave in the stripe a lighter shade. The wave itself is cut from a single sheet of material with graduated shades of blue. After the design was finalized, a friend in the sign business scanned a drawing of the wave into his computer. The design was then cut out using an automatic decal cut­ ting machine, in the same way the ma­ chine can be programmed to cut out letter or other designs. If it were ever desired, the scheme could be easily changed back to a simple stripe by removing the wave and replacing it with a straight stripe of graduated mate­ rial. The stripes on the floats were done in the same way. With the channel leading to the water-

Bonny Warner (Continued/rom page 15) Lake Placid and Calgary.) Only a couple of weeks after finishing her new hire school at United , Bonny placed 10th in the 1991 World Championships. Her list of Luge accomplishments is exceptional ­ she was the first gold medal winner in Luge in World Cup competition, and was ranked third in the 1987 overall standings for the World Cup. She is a five time U.S. Women's Champion in Luge, and has more international top five finishes than any other U.S. Luge competitor. Since 1981, until her retirement from the sport,

The Taylorcraft project takes over the Howell household. If you look carefully, you can see that Dusty's swingset was even pressed into service. The landing gear is hanging from the "S" hooks where his swing would normally be, and one end of the wing is hanging from the end of the jungle gym.

way right in their backyard , once the air­ plane was assembled, it was a relatively easy task to put the T-Craft in the water, which was done on April 24, 1993. A sick magneto prevented the first flight for a couple of weeks, but the big day arrived on May 15. Dusty is pretty pleased with the work done by his dad and his friends, as you can imagine. Randy says that Dusty has re­ cently been making his landings without his help, a milestone that Bonny has been

able to witness from the back of her Sea­ Doo watercraft. Seeing how working to­ wards a goal can see that task through to completion has been illuminating for the six-year-old, a lesson he'll be able to keep his entire life. When he is a bit older, I'll bet there will be a lot of memories that will bring a smile to the face of Dusty Howell, when he remembers the effort he and his father put into the project to­ gether. What a neat way to start a young boy's education!

she was a member of each U.S. Luge team. After all of that, one might think that a life filled so far with that level of accom­ plishment might find the rest of life was filled with lesser thrills and fulfillment. Not this lady. Flying turned out to be her true passion in life. She enjoyed it like nothing else in her life, so much so that her Luge coach even noticed it during her training. "You have your head up in the clouds too much," he told her once. Bonny is now retired from the sport, but she is still active within the U.S. Olympic movement, serving on one of the U.S.O.c. arbitration committees. One of her flight students had bought a

Cessna 185 on floats , and wanted Bonny to continue to teach her. She headed off to Kenmore Air Harbor in Seattle, W A to earn her float rating. Since that time, she's been an avid floatplane pilot. Since selling the Taylorcraft mentioned in the accompanying story, Bonny recently bought a Luscombe 8E on floats. Pur­ chased in New York state , she flew the airplane back to Byron , California this past fall , and is now able to give flight in­ struction on floats from her front yard. Oh yes, she has managed to check off an­ other item on her list - Bonny built her home on the shore, so that she could fly floats from her own property. A float pi­ lot's dream! ..

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(Above left) Bonny works the cement into the wing tapes as the wings are recovered on the T-Craft. (Above right) The Luge and bobsled venue at Lillehammer, Norway, where Bonny will be broadcasting the event for CBS Sports. VINTAGE AIRPLANE 23

PASS 1110

--7] An information exchange column with input from our readers.

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

Fleet Wire Bullets "Mike" Mogdans is sitting across from my desk and the conversation is, as usual, about airplanes. Mike, an avid Radio Control modeler, also loves the full size models. He and I have flown many a friendly mission together. This time, though, I have conned Mike into making me some "bullets" to put on the wires of my Fleet 10. I'm looking at the two very neat blank bullets he has made for me out of 1-1/8" aluminum rod. "How am I going to split these , Mike?," I asked him. I have studied them for what seems like hours; now how do I split them or notch them to fit the wires so they will keep from rubbing against one another? Mike says, "Simple! You do it this way!" and then a puzzled expression crosses his face. "Uh, maybe not! Let's see." And I know I've "got" him when he says, "Let me take this home and think about it." An hour later he's back, carrying his protractor and his measuring stick, scratching notes on a piece of paper and mumbling to himself. That's Mike! Give him a challenge and he'll take the job. Right after work the next day, Mike comes roaring up the lane, jumps out of the van and dashes into the hangar. He comes out with a wry grin, muttering something about screwing up and off he goes again. An hour later he's back with two beautiful bullets, fitting them to the wires. The only problem is he made two lefts. Back he goes and pretty soon he's back with two rights. As you can see from the pictures, they fit just beautifully. They allow the wires to move, yet hold them apart to eliminate chafing and look like they 24 FEBRUARY 1994

(Above) The initial machine work to cut the angles is shown in this view.

(Below) The completed bullet, with internally wrenching cap screws used to secure

the two halves together.

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

WING WIRE BULLET (LEFT HAND HALF SHOWN - REVERSE ANGLES FOR RIGHT HALF)

-

1.1 25

1 4 - - - - - 3-1/2

8-'---2 "l *(+ .005 - .000)

#2

#1

DRILL, TAP AND COUNTERSINK 足 8 - 32 HOLES

#4

#3

(+ .005 - .000)

(+ .005 - .000)

Cut the aluminum bar 10 inches long. This will allow clamping in the middle of the bar with a dividing head, allowing milling one half of the bullet at a time. After the first half is milled, tum the bar around and using the same settings and dividing head, mill the second half of the bullet. Remember that the nose is half the bar diameter, .562. Slots #1 and #3 are milled to .516. Slots #2 and #4 are milled to .506. And remember the tail half of the bar diameter, .562. I used the following numbers for the dividing head: nose slot #1 and #3 and tail zero degrees. Slot #2 and #4, 305 degrees. After milling the slots, I cut the nose and tapered the tail on the lathe and then polished the outside. Mike Mogdans Woodstock, IL 60098 AMA 327518 Back to Buck: I'll use a little plastic tap e on the wires to make sure no fretting occurs between the wires and the bullets, but of course, the wires still need to slide in each slot, since they do move a tad whil e the airplane is in motion. O.K., you biplane drivers, it's over to you from here. .... Buck. VINTAGE AIRPLANE 25

With all stringers in place, Don fastens the new cabin headliner in place. Note wooden standoffs on each stringer and w ooden rear deck windows.

TAYLORCRAFT

(Continued/rom page 20) ent about the fuselage stringers. They could sense something unusual, but didn't know for sure what it was. (These old time Taylorcraft aficionados are extremely hard to deceive.) Incidentally, Don has re­ ceived phone calls from all over the coun­ tryon how to do this, or how to do that, with some calls lasting two hours in length. One item Don highly recommends: As­ semble the entire airframe before covering to check for cable routing, wing strut ad­ justments and the hundreds of smaller fits that must be made. Some of these parts are impossible to work on after the cover­ ing is installed. Following the purchase of some wool yard goods from Airtex, Don's wife, Bar­ bara, sewed up the new headliner which was four inches longer than normal to mate with Don's custom rear "D" window frames. The frames were built up from 3/4 in. plywood and pine, all carefully rounded to match the tubing and furnish a nice sur­ face to join the headliner to. The results are impressive along with the new four­ inch hatshelf. Other refinements include custom zippers and Velcro ™ fasteners which allow a complete inspection under the headliner in seconds. One other item was to move the right hand wingtank fuel valve to a lower right instrument panel 10­ cation - to avoid the normal "crease" in the forehead from hitting the valve in rough air. (Any experienced T-Craft dri­ ver will cheer this move!) It required three attempts to properly paint the instrument panel with black crin­ kle-finish after the altimeter hole was changed from a 6 o'clock setting to a 7 o'clock knob. Once this was installed, the entire cabin area, including the floor, was insulated for warmth and noise suppres­ sion. New glass, including a new wind­ shield, was (most) carefully installed, complete with fancy handles on the sliding windows in the doors. The "D" windows were installed flush with the outside sur­ 26 FEBRUARY 1994

A moving experience - that's Reese Edwards in the center - Taylor­ craft test pilot, who first flew NC96440 on June 13, 1946. Don Claude is on the right and Barbara Claude on the left.

face and aluminum frames were fastened with screws around the perimeter. Both doors were tightened up by the addition of wooden shims around the edge until the fit was near perfect. Incidentally, both door locks work in Don's airplane, a rarity in­ deed. Stits HS90X fabric was used for cover­ ing with the final coats done in Daytona White and Hickory Brown Stits Aero­ thane . Don had a local body shop do the final painting to take advantage of really good talent. The final finish exudes class. Rather than use the " beat and battered" Martin clips to hold the wing fabric to the ribs, Don decided to use normal ribstitch­ ing. A close look at the wings reveals ex­ cellent workmanship. The only teasing Don received was on the fin and rudder, where his one-inch ribstitch spacing is usu­ ally reserved for 200-300 mph aircraft! Two NASA type air vents were ordered from Wag Aero and installed on each side of the boot cowl. They do an excellent job of keeping the cockpit cool in hot weather and they also took care of some excess holes in the boot cowl left over from a ven­ turi. A Scott 3200 tailwheel was installed on an Aeronca tails pring to get the proper vertical alignment of the tailwheel bolt and provide a soft ride when the ground is a bit rough. "Works perfect," says Don. Not content with the "suitcase" latches on the engine cowl, Don removed them and installed a row of Dzus fasteners which look much neater. On the front of the cowl, Don installed a cut-down Cub airbox which holds a Brackett air filter. (As you oldtimers know, Taylorcraft didn't use an air filter to the carburetor.) New cuffs on the strut ends and closely fitting wing gap seals and landing gear gap seals caught the judges eye again at EAA Oshkosh '93. Don's attention to detail is quite remark­ able and it really shows on his Taylorcraft. For normal flying, Don uses a Mc­ Cauley metal prop , however, when going to a show where judging is involved, a new wooden Sensenich WnCK44 is bolted on and the small spinner is attached. Don says the performance is almost the same with the two props. The metal McCauley

may climb a bit faster , however, the wooden prop is definitely smoother, espe­ cially in a glide. The delicate part of the wooden propeller is that it is soon ruined when flying in rain, so Don is careful to use it only in fair weather. Special items included in the restora­ tion are a new main fuel tank, wires in the wings for future lights or strobes, new jury strut clamps to match the slightly larger new struts, covers installed over the rather unsightly aileron control cables that go up through the cabin to the wing roots, instal­ lation of a set of Wag Aero "Acro Sport" wheel pants (which required considerable finishing work) and the locating (plain dumb luck) and installation of a lefthand glove compartment door to match the righthand one in the panel. All of these items caught the judges' eye and helped score points in the Custom Class. Don says he painted the wheel pants in the evening and let the paint dry on the flight to Oshkosh in 1990. (Sound famil­ iar?) The weigh-in , when finished, re­ vealed an empty weight of 830 lbs. , about 70 Ibs. above a normal Taylorcraft BC­ 12D, however, Don feels this is a re­ spectable price to pay when involved in the highly competitive "Custom Class". Don's biggest thrill to date came while attending the Taylorcraft Fly-In at Al­ liance, Ohio. A kind looking, elderly gen­ tleman came up and introduced himself as Reese C. Edwards, former test pilot for Taylorcraft. An immediate check of the aircraft logbook of NC96440 revealed that Reese Edwards made the original factory test flight on June 13, 1946, and it lasted one hour. Reese went on to explain that a one hour flight usually meant everything was in perfect working order and no changes were necessary. To meet this fine gentleman and realize he was the very first person to fly Don 's Taylorcraft over 45 years ago, was indeed a heartwarming experience. Besides enjoying his Taylorcraft and polishing trophies, Don is busy on his next project. You guessed it, another Taylor­ craft - only this one will be a clipped wing, ... aerobatic machine!

WELCOME NEW MEMBERS

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

Woodrow W. Acord Eureka Springs, AR Cranston, RI Daniel Ahearn Nashville, TN H. Stan Alexander David J. Anderson Fridley, MN Mattawana, PA Kirby L. Anderson Albert Antholz McDonald , KS Canton, MI Mark Baeder David F. Baird Belwood, Ontario, Canada Mike Barron Kansas City, MO Michael G. Barten Sharon, WI Horst Becker Offenburg, Germany Elmer F. Bennett Ocean Springs, MS W. Birch Winnepeg, Manitoba, Canada Tedd L. Bishop Greenville, SC Jim Blackburn Neligh, NE Alan R Bormuth Morganton, NC Sidney G. Brandon Cut Bank, MT Eugene Breiner Carlisle, P A Newcastle, DE David M. Brenton Bruce Bretthorst Columbia, MO RT. Hamilton Brown Indianapolis, IN James R Bruce Sanford, FL Perry Cartwright Chicago, IL David Guy Casavan Ventura, CA G. Challinor Stokers Siding, New South Wales, Australia N. Challinor Currumbin, Queensland, Australia Bette Chase Houston , TX Samuel Chayt Sykesville, MD Patrick Christine Carrollton, TX O. John Clark Gurnee, IL Paul L. Conradson North Fort Meyers, FL D . Joseph Corr Houston, TX Michael R Currie Issaquah, WA Edwin G. Curtis Barrington,IL J. John Davi Martinez, CA Bradley L. Delk Los Osos, CA Reid W. Dennis Woodside, CA Steve Derr Traverse City, MI Brown Dillard Dayton , OH Chris Dixon Pinelands, South Africa Paul C. Dorow Waupaca, WI Donald J. Drake Rochester, NY Don Duke, MD Cincinnati, OH Robert Early Pecatonica, IL Walter H. E hlers Santa Barbara, CA Dwayne H. Erickson Tacoma, W A Wolfgang Ernst Elzach-Katzenmoos, Germany Joe Everhart Scottsburg, IN Rayford Fortenberry Hammond, IN John G. Gannon Camp Springs, MD Harry S. Gaples Deerfield, IL Frank S. Gattolin Waukegan , IL

Herbert Gerstein Los Angeles, CA Robert O . Gettelman Mineral Wells, TX James B. Giltzow Roseland, NJ Ronald Hahn La Salle, IL Erie, CO Ralph F. Hanson Dennis M. Harbin Charlottesville, V A Mission, KS Bill Hare Russell L. Harlow Fayetteville, GA Lacy Harris Fayetteville, NC Ocean City, NJ E. Paul Hartzell Leigh H. Havener Chittenango, NY San Antonio, TX J. R Hefner Danny W. Hogan Bristow, OK Basking Ridge, NJ Peter Hogan Aurora, MO Robert J. Hogue Outlook, MT Jim Holte Gerald D . Houghton Winterhaven, FL Kamuela, HI Ken L. Hufford George A. Hutchinson Enid, OK Las Vegas, NV Julian J. Iorio Richard Lyle Jack Mount Pleasant, MI Mitch Januszewski Spring Grove, IL Arthur F. Johnson Chicago, IL St. Paul , MN Leslie R Johnson Jay D. Josves Leadville, CO Michael J. Kavanaugh Auburn, CA Mark Kilbey South Bend, IN Houston , TX Louis King Sam H . Klippert Sumner, WA Juergen Kortenbach Mi ami Springs, FL Kern O. Lake Tuscola,IL Chris H . Larson Nashua, NH David Laughter Horse Shoe, NC Steven Lemenager Yuba City, CA Joe Locasto San Mateo, CA Bob Lynch Tulsa, OK Moneta, VA William G. Mackey New Lenox , IL Judy Maddock Anchorage, AK Bob Madigan Louisville, KY John May Michael P. McCann Melbourne, FL Michael McCullough Tulsa , OK Frederick McCutchen Fairbank, AK William McMaster Visalia, CA Robert W. Meneely Los Altos Hills, CA Jeffrey D. Mitchell New Smyrna Beach, FL Richard R Moga Maple Grove, MN Billings, MT Charles C. Morledge Wade M. Morschauser Menasha, WI Christopher C. Murphy Marshalltown, IA Michael R Nadeau Tracy, CA Alfred Napoli Bayside, NY

Douglas T. Nelson San Francisco, CA Sidney, NE Edwin L. Nelson St Cloud, MN Gary Oleen Willard,OH Robert C. Opper Steven C. Pangborn Cocoa, FL Robert A. Payne Hawley,MN Edward A. Pedro Hermiston, OR Neil Petersen Waterville, WA David W. Poe Crystal Lake, IL Sardinia, OH Norman A. Poklar Ferrell F. Powell Greensboro, NC Roland P. Rauschert Steinbach, am Wald, Germany Fort Collins, CO Paul D . Reader Milo V. Reamy Flint, TX Bill Reid Katy, TX Harold Riegle Fenton, MI Jonathan D . Rising Atlanta, GA Laurence Rosen San Antonio, TX Bendenetto G . Ruggiero Amelia , OH James Sampson Yellow Springs, OH Michael Samson Yreka , CA Peter San Filipo Rosamond, CA Felix Sanchez Basavilbaso, Entre Rios, Argentina John K. Schmale Paisley, FL John Shepard Thornville,OH Gary Smrtic Broken Arrow, OK Willie T. Sorrell, III Rutherford College, NC Gerald E . Spear, Jf. Centralia,IL John Charles H . Spence Tempe, AZ Steve Splonskowski Oregon City, OR Teresa Spring Zanesville, OH James Steier Omaha, NE Sam D . Stevens Isola, MS John Stoney Vacaville, CA Lyles William Story A von Park, FL Jim Strange Tyler, TX John F. Sullivan Adkins, TX Van Lamar Thaxton Warner Robins, GA Charles A. Thomas Fort Wayne, IN Topeka, KS Gerald L. Tichenor Dennis Ting Redmond, W A Benjamin W. Tompkins Plainfield, IN Herbert W. Truesdale Brighton, MI James R Webb Payson, AZ Larry Welken Valley City, NO Palo Alto, CA Charles H. Wells Paul M. White Stanfordville, NY Grass Lake, MI Charles L. Williams James L. Wilson Galena, OH Dwayne Woods Foster City, CA John M. Zuccarelli, III Trenton, NJ

VINTAGE AIRPLANE 27

MEMBERSHIP

INFORMATION

EAA

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.

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. (Plus $13 for foreign members to cover air postage.)

ANTIQUE/CLASSIC MARCH 4 - 6 - CASA GRANDE, AZ - 36th Annual AZ AAA Cactus Fly-In. 602/641-7467. APRIL 10 -16 - LAKELAND, FL - The 20th Annual Sun 'n Fun EAA Fly-In and International Aviation Convention. Lakeland-Linder Regional Airport. For information call 813/644-2431. APRIL 24 - HALF MOON BAY, CA. Half Moon Bay Airport. Pacific Coast Dream Machines benefit. Gates open from 10 A.M. until 4 P.M. To benefit Coast­ side Adult Day Health Center. Participant fee - $10 per vehicle, ($20 day of the show) Contact: 415/726-2328, or write 645 Correas St., Half Moon Bay, CA 94019. APRIL 29 - MAY 1 - BURLINGTON, NC - Annual EAA Antique/Classic Spring Fly-In. Trophies in all categories. For information , call R. Bottom, Jr. , 103 Powhatan Pkwy, Hampton, VA 23661. Fax 804/873-3059. MAY 1- DAYTON, OH - 31st Annual Funday Sunday Fly-In at the Moraine Airpark. Breakfast, awards, flea market and lots of antiques. Contact: Jennie Dyke, 513/878-9832. or write Jennie Dyke, 2840 Old Yellow Springs Rd., Fairborn, OH45324. MAY 13 - 15 - CAMARILLO, CA - Camarillo EAA Fly-In and Air Show. ex­ perimental, antique, classic, warbirds, type clubs. Pancake breakfast, BBQ, and Awards dinneer, Vendors, lAC air show and flight demonstrations, Factory and FAA seminars. For information, call 805/584-1706. JUNE 5 - JUNEAU, WI - EAA Chapter 897 Fly-In, drive-in pancake breakfast at Dodge County Airport. Breakfast served 8 - 1 pm. Hamburgers and brats served from noon unitl3 p.m. Aviation fly market. Co-sponsored by the Goldwing motorcycle and Hot Rod associations. Contact: Rick, 414/885-3696. JUNE 5 - LACROSSE, WI - Annual Fly-In/Drive-In breakfast. 608/781 -5271. JUNE 5 - DEKALB, IL - DeKalb-Taylor Municipal airport. 7am - noon. EAA Chapter 241 serves its 30th Annual Fly-lnlDrive-In breakfast. For information, call 815/286-7818. JUNE 3 - 4 - BARTLESVILLE, OK - Eighth Annual National Biplane Conven­ tion and Exposition. Frank Phillips Field. Biplane airshow with world famous per­ formers, forums, seminars and workshops. Biplanes and NBA members free - for all others an admission charge applies. For information call Charles Harris, Chair­ man, 918/622-8400 or Virgil Gaede, Expo Director, 918/336-3976. JUNE 11- WHEREVER EAA MEMBERS ARE, WORLDWIDE - INTER­ NATIONAL YOUNG EAGLES DAY . Check with your local EAA or An­ tique/Classic Chapter to find out if they are holding a Young Eagles Rally. If you're too far away from a chapter activity, you certainly can do it on your own . You can inspire a life - take a youngster for a ride! For more info, contact the EAA Young Eagles Office, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903­ 3086. Call 414/426-4800. JUNE 18 - HUNTSVILLE, AL - Moontown Airport. 2nd Annual EAA Chap­ ter 190 Father's Day Fly-In. Poker run , spot landing contest, refreshments, etc. Camping OK. 100LL and auto gas available. Rain Date: June 25. For information , call Rick Nelson 205/539-7435 or Frank Fitzgerald 205/882-9257. Or you can write EAA Chapter 190, P.O. Box 18852, Huntsville, AL 35804. JUNE 23 - 26 - MT. VERNON, OH - 35th Annual National Waco Reunion Fly­ In. 513/868-0084. JULY 28 - AUG. 3 - OSHKOSH, WI - 42nd Annual EAA Fly-In Convention. Wittman Regional Airport. Contact John Burton, P.O. Box 3086, Oshkosh, WI 54903-3086,414/426-4800. ITS NEVER TOO EARLY TO START MAKING PLANS! 28 FEBRAUARY 1994

EAA Member- $20.00. Includes one year membership in EAA Antique/Classic Division. 12 monthly issues of Vintage Airplane and membership card. Applicant must be a current EAA mem­ ber and must give EAA membership number. Non-EAA Member- $30.00. Includes one year membership in the EAA Antique/ Classic Division. 12 monthly issues of Vintage Airplane, one year membership in the EAA and separate membership cards. Sport Aviation not included. (Plus $6 for foreign members.)

lAC Membership in the International Aerobatic Club, Inc. is $30.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA. (Plus $6 for foreign members.)

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. (Plus $5 for foreign members.)

EAA EXPERIMENTER

EAA membership and EAA EXPERI­ MENTER magazine is available for $28 .00 per year (Sport Aviation not included). Current EAA members may receive EAA EXPERIMENTER for $18.00 per year. (Plus $6 for foreign members.)

FOREIGN

MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. address:

EAA A VIA TlON CENTER

P.O.BOX 3086

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

FAX (414) 426-4828

OFFICE HOURS:

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

1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS

DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS.

"E.KJacquith beside his new blue Aeromanne. " Atlantic City) NJ. June 27) 1920 LIMITED EDITIONS OF 250 ARCHIVAL PHOTOGRAPHIC 11 1l PRINTS IN SIZES X101l , 1111x1411 AND 16 x201l.

a

AVAILABLE AT $35, $75 AND $100 PER PRINT.

SEND $2.00 FOR A CATALOG OF IMAGES .

AEROMARINE IMAGES 321 SOUTH ATHERTON STREET STATE COLLEGE , PA 16801-4045

To

5 EN D A FAX OR VOICE M ESSAG E 1-800-434-5016

GEE BEE's etc. - Scale model plans (used for Benjamin R-2). Catalog $4.00, refundable. Vern Clements, 308 Palo Alto, Caldwell, 1083605. (c-3/94) 35C per word, $5.00 minimum charge. Send your ad to

The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-2591 .

Payment must accompany ad. VISAfMasterCard accepted.

Aeronca C-3 Razorback - E-113C engine. Total restoration just completed induding new wings, ailerons, etc. $28,000 or trade. Projects considered. 707/938-1465. Also, A-40 with all accessories­ $1,000. (3-2)

MISCELLANEOUS: CURTISS JN4-0 MEMORABILIA - You can now own memorabilia from the famous "Jenny", as seen on "TREASURES FROM THE PAST". We have posters, postcards, videos, pins, airmail cachets, etc. We also have R/C documentation exclusive to this historic aircraft. Sale of these items support operating expense to keep this "Jenny· flying for the aviation public. We appreciate your help. Write for your free price List. Virginia Aviation Co., RDv-8, Box 294, Warrenton, vA 22186. (cf5/92) 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.

(NEW) This & That About the Ercoupe, $14.00. Fly-About Adventures & the Ercoupe, $17.95. Both books, $25.00. Fly-About, P.O. Box 51144, Denton, Texas 76206. (c-3/94)

1915-1950 Original Plane and Pilot Items - 4,000 sq . foot warehouse full! Buy - sell- trade, 44-page catalog, $5. Airmailed. Jon Aldrich, Airport Box 706, Groveland, CA 95321, phone 209/962-61 21. (c-5/94)

ENGINES: Franklin aircraft engine - 50 hp, model 4AC150, 1940 vintage. Com­ plete with operator's manual, extra gaskets and new exhaust valves. $600.00.906/635-5035 (MI). 2-1

WANTED: Want~d Original Juptner's Vol. 8. Will trade original Vol. 9 in excellent condition without dustjacket or purchase outright. John Dupre', 111 Court Street, #3, Exeter, NH 03833-2612. (3-3)

VINTAGE AIRPLANE 29

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Oshkosh '92 Grand Champion Custom Built From Plans

INTERIOR ITEMS ~

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ACCESSORIES

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Visit our retail outlet

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TheAEROPLA~EStore

. P.O. Box 909 • Gnlfm, GA 30224

located at 900 S. Pine Hill Road

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Griffin, GA 30223

And Stits Is Now Poly-Fiber Over the decadWte,Thirty years of this little biplan trouole-free use identified Stits made Poly-Fiber Poly-Fiber aircraft the clear choice of covering products. champions and first­ Today those products time builders alike. have a new name Now ifs coupled with and logo, but they still a level of service and come with the best support all too rare manual and how-to these days. Give us a video in the business. call, 8 to 5 Pacific time. Customer Service: 800.362.3490 Other Stuff:

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Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

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TEST FLIGHT

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AUCTIO~

AVIATION AUCTION

Friday, Saturday & Sunday­

March 11, 12 & 13,1994

Starting at 9:00 A.M. - First Two Days

10:30 A.M. Starting Time on Sunday

Arrow Salvage & Sales

3018 So. 19th Ave.

Phoenix, AZ

Historically accurate scene at the Moline, IL airport in the fall of 1929. Depicted here is MONOCOUPE Chief test pilot Vern Roberts on a test flight of a facton) new Model 113. The anxious buyer visits with President Don Luscombe and Designer Clayton Folkerts. A Curtiss Falcon mail plane taxis by on its way to the National Air Transport Hangar.

1350 SIGNED AND NUMBERED u u LIMITED EDITION COLOR PRINTS 150 ARTIST PROOFS $95.00 PLUS $5.00 SIH IMAGE SIZE: 16" x 21-112" .... u $65.00 PLUS $5.00 SIH (INCLUDES FRAMABLE STORY SHEET) • DEALERS WELCOME • DEALERS WELCOME • DEALERS WELCOME.

To Order Send Check or M.O. to:

D.C. Burgess 2323 Mt. Pleasant St. - Burlington, Iowa 52601 (319) 754-7785 • ORIGINAL PAINTING IS ON DISPLAY IN THE EM AVIATION CENTER

EAA Videos in PAL European Format

• 15% Discount ~J# to ALL 4.~'" EAA Members

.

Enjoy all the sights and sounds of EAA Oshkosh '92 - EAA's 40th annual Fly-in Convention. 60 mins Code 986 £19.95 + £2 p&p

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Tel (0234) 840122

OR Fax (0234) 841076 ITS FASTER BY FAX

ABSOLUTE AUCTION Auction To Include:

NAVY N3N PROJECTS: (I ea) N3N Project Presently Being Rebuilt. Pro­ ject Is Approximately 85% Rebuilt At This Time. Will Be Sold With Runout Engine And Prop. (6 ea) N3N projects. All Of These Projects Need To Be Rebuilt. Engines And Props Will Be Sold Separately. Large Selection Of N3N Parts And Control Sur­ faces, R-985 Engines And Parts, Several Hundred Actuators (Including Warbird Actuators), Curtiss Electric Props, Beech 18 Landing Gear Motors (HCA-3), Thousands Of Canon Plugs - All Sizes, Round Oil Coolers, BT-13 Brakes, T-6 Tail Wheel Forks, 0-18 cowling (including several bottoms). Hamilton Standard 120-40 And 20-30 Props, B­ 26 Landing Gear Actuators, Overhauled 120-40 Prop, Large Selection Of Wheels And Tires, Throt­ tle Quadrants, 12 foot Liberty Wood Prop, Hartzell Wood Prop For R-755 Engine, Stinson 108 Fuselage And Some Surfaces, Tri-Pacer And 1-3 Control Sur­ faces, T-6 Tail Feathers, L-15 Tail Group. Kinner R-55 Engine (0 SMOH), Misc. R-55 En­ gine Parts, New Upper And Lower Wing Ribs For Meyers OTW Along With Full Set Of OTW Paper­ work, Vertical Fin And Rudder For OTW. R-1340 Engine (840 SMOH), Warbird Switch Boxes, Several Military Helmets, Radial Engine Tools, Landing Lights, Leather Flight Helmets, Gog­ gles, Flight Suits, Ammo Belts, Shell Casings, Imped­ ance Adaptors, Instruments, Large, Large Selection Of Aircraft Hardware, R amp Equipment, Tools, Test Equipment, Etc. This Is Only A Sample Listing.

Call For Complete Brochure.

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orne back to the exciting early days ~f civiliaJ}'''avi~tion when flying was a real adventure with this definitive series about classic aircraft. Now, whether you enjoy flying or restoring historical aircraft . . . reminiscing about the early piloting days . .. building scale model planes ... or being an armchair aviator or historian, you can take a special journey in flight. Included are rare photographs , historical and production notes , technical data, and little-known anecdotes. You get the stories ... names ... places and times that played key roles in the growth and success of civil aviation. Jim Thompson , pilot and restorer says, " There is no set of books that can equal the quality and authenticity of the U. S. Civil Aircraft Series. "

And, if you act right now, you can examine Volume 1 at no cost or obligation for a full 15 days, and receive a FREE Com足 memorative Lapel Pin. Keep the first volume and you'll pay only $19.95 (A savings of $10) . Each subsequent volume will arrive in your home about every 6 weeks at the regular price of $29.95 . You can collect the entire series or cancel your subscription when足 ever you wish. Whatever you decide, the Pin is yours to keep.

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