Page 1


Tom Poberezny Vice-President,

Marketing and Communications

Dick Matt

Vol. 22, No.4

April 1994


Jack Cox


Henry G. Frautschy


Managing Editor

Golda Cox

Art Director

1 Straight & Levell

Espie "Butch" Joyce

Mike Drucks

Computer Graphic Specialists

Sara Hansen

Olivia L. Phillip Jennifer Larsen

2 AC News/

Compiled by H.G. Frautschy


Mary Jones

Associate Editor

4 From The EAA Archives/ H.G. Frautschy

6 Aeromail

Norm Petersen

Feature Writers

Page 4

Mike Steineke

Donna Bushman

Editorial Assistant

Isabelle Wiske

9 Judging Guidelines/

H.G. Frautschy



13 Four Generations/ Norm Petersen

Page 13

21 A Piece Of CakeIWallace Peterson

President Espie ' Butch' Joyce 604 Highway S!. Madison, 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 Leo. MN 56007 507/ 373· 1674

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


24 Pass it to Buckl E.E. "Buck" Hilbert 26 Mystery Plane/George Hardie 28 Welcome New Members 29 AlC Calendar 30 Vintage Trader

Staff Photographers

Jim Koepnick Carl Schuppel

7 What Our Members are Restoring/

Norm Petersen

17 A New PitchKelly Mason's Travel Air/ H.G. Frautschy and Kelly Mason

George Hardie. Jr. Dennis Parks

Page 17 FRONT COVER ...Hale Andrews cruises on his way home in his Ryan Navion Super 260. an airplane that has been in his family since it was delivered new from the factory in San Diego. CA. EAA photo by Jim Koepnick. Shot with a Canon EOS-l equipped with an 80-200mm lens. 1/250 sec. at f8 on Kodak Ektachrome Lumiere 100. Cessna 210 photo plane piloted by Bruce Moore. BACK COVER ...The stunning Travel Air B4000 restored by Kelly Mason of Arlington. Washington makes a beautiful still life in this photo by Bill Louf Custom Photography of Everett. WA.

Copyright © 1994 by the EM Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPlANE OSSN 0091·6943) is published and owned exclusively by the EAA Antique/Classic Division. Inc. of the Experimental Ain;raft 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 mernbelShip rate for EAA Antique/Classic Division, Inc. is $20.00 for current EAA mernbelS for 12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE. MembelShip is open to all who are interested in aviation. POSTMASTBI: Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903·3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPlANE to foreign and APO addresses via sulface mail. ADVERTlSING - Antique/Classic Division does not guarantee or endorne any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POUCY: Readers are encouraged to subm~ stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibil~ for accuracy in reporting rests entirely ~ the contributor. No renumeration is made. Malerial should be sent to: Ed~or, 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 DMSlON. INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of 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 Berend! 7645 Echo Point Rd. Cannon Falls. MN 55009 507/ 263·2414 Gene Chase 2159 Carlton Rd. Oshkosh. WI 54904 414/231·5002 Phil Coulson 28415 Springbrook Dr. Lawton. MI 49065 616/624-6490 Charles Hanris 7215 East 46th St. Tulsa. OK 74145 918/622·8400 Dole A. Gustafson 7724 Shady Hill Dr. Indianapolis. IN 46278 317/293·4430 Rober! liCkteig 1708 Bay Ooks r. Albert Leo. MN 56007 507/373·2922 Gene Monris 115C Steve Court. R.R. 2 Roanoke. TJ( 76262 817/491·9110

Rober! C. ' Bob' Brouer

9345 S. Hoyne

ChiCO~O . IL 60620

312/ 79·2105

John S. Copelond 28·3 Williomsbur8 Ct. Shrewsbury. MA 1545 506/ 842·7867 George Daubner

2448 Lough Lone

Hortford, WI 53027


SIan Gomoll 1042 90th Lone. NE Minneopolis. MN 55434 612/784·1172 Jeonnie Hill

P.O. Box 328

HOlVard, IL 6CIJ33

815/943·7205 Rober! D. ' Bob' Lumley 1265 South 124th St. Brookfeld. WI 53005 414/782·2633 George York

181 Sloboda Av.

Monsfield. OH 44906


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


7200 S.E. 85th Lane

Ocala. FL 32672


ADVISORS Joe Dickey 5500key Av. Lowrenceburg. IN 47025 812/537·9354 Dean Richardson 6701 Colony Dr. Madison. WI 53717 608/833·1291

Jimmy Rollison

640 Alamo Dr.

Vacaville. CA 95688


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


you've been able to come up with. On another not e we have had a member write to us concerning Con­ temporary class aircraft. His le tter is published in the mail section, along with H.G. 's response, which he coor­ dinated with a number EAA Head­ quarters and A /C Board members. I'd also like to respond to this letter. As long as we can keep our communica­ tion between Officers, Headquarters and membership , we can on ly grow stronger.

by Espie "Butch" Joyce Many of you will be reading this ar­ ticle while at EAA Sun 'n Fun at Lakeland, Florida is underway. I gen­ erally come away from this fly-in with a mild Florida sunburn and a very re­ laxed mental attitude. Antique/Clas­ sic Chapter 1, located in Florida, has been the host at the Antique/Classic area for years. I feel this outstanding effort by Chapter 1 shows that leader­ ship is available on the local level. My hat is certainly off to these individuals who have the leadership ability and will devote the time necessary to keep these local activities going. I also do not want anyone to forget the impor­ tance of our grass roots volunteers. Without these people our activities would not be able to function. You ' ll find A/C Chapter l's ongo­ ing work all over th e relocated A/C headquarters. If by chance you hap­ pened to miss last year's event, you'll see the new A/C area on the east end of the showplane parking. If you've received this copy at Sun 'n Fun after you signed up to join the Division , welcome aboard! We hope you enjoy your time while at Sun ' n Fun, and please feel free to take an active part in your organization. Step up and volunteer a few moments of your time at EAA OSHKOSH, Sun 'n Fun or your local fly-in. Also, if you h ave don e so mething recently that you think might be of interest to your fellow me mbers, feel free to submit it to VINTAGE AIRPLANE . We're always on the lookout for a good tech­ nical article, and we'd love to see what

Dear Ken, I can understand your lov e of our great antiques and we will continue to promote this aircraft to the member­ ship in the future. I would also like to relate a personal story for thought. Between the time that I was 12 to 15 years old, I was tak­ ing flying lessons in a Piper J-5. As I was turning 16 years old in 1956, my father bought a brand new TriPacer, N7006B manufactured in 1956. I soloed this airplane, which we nicknamed "Windy. " I got my Private

license in that airplane and then went on to ob tain my commercial in " Windy." Later, I o btained my Instru­ ment rating using the coffee grinder VHT-3 and th e low frequency A & N stations. In the years that followed, I flew this airplan e some 1,000 hours. With its looks and old radios, this Tri­ Pacer certainly would not be consid­ ered a sleek modern airplane - does it strike you as one? I suppose that I cannot help but have a soft spot in my heart for Con­ temporary aircraft as well as the an­ tiques and classics. Thanks for your input. - Butch Joyce

I feel strong ly that we as aviation enthusiasts need to help preserve all of aviation. By working toward this goal, we a lso help preserve the one area that we each have a special inter­ est in. Please ask a friend to join your An­ tique/C lassic Division of the EAA. Let's all pull in the same direction for the good of aviation. Remember, we are better together. Join us and have it all.


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(3I'WJ GENERAL AVIATION PRODUCT LlABILlTY REFORM Just as this issue of Vintage Airplane is going to the printer, we learned that the U.S. Senate had just passed the General Aviation Revitalization Act (S.l458) . Af­ ter a decade of battling with special inter­ est groups who benefit from the ridiculous and outrageous monetary jury awards that have helped drive the costs of aviation to exorbitant levels, Senator Nancy Kasse­ baum's tireless efforts paid off in a 91 to 8 victory on the floor of the Senate. During the past ten years Sen . Ernest Hollings of South Carolina, the Com­ merce Committee Chairman , has always blocked movement of this piece of legisla­ tion out of his committee. Senator Kasse­ baum 's appending of S.1458 to the FAA funding authorization bill forced it onto the Senate floor for full debate. Those voting against the revitalization of General Aviation by voting against this bill were: Sen. Joseph Biden (DE), Sen. Bill Bradley (NJ) , Sen. Howell Heflin (AL), Sen. Richard Shelby (AL) , Sen . Paul Simon (IL) , Sen. Arlen Specter (PA), Sen. Paul Wellstone (MN) and Sen. Harris Wofford (PA). Senator David Boren of Oklahoma did not vote. If your senator was not listed above , you have one of the good guys on your side on this issue. You may want to drop him or her a note of thanks. The act itself was amended to move the Statute of Repose to 18 years , with ex­ emptions for medical emergency flights, clear cases of fraud by the manufacturer and cases involving persons on the ground who are injured as a result of an aircraft accident. The next step for the Act is a vote in the U .S. House of Representatives, ex­ pected sometime after the Easter recess. A recently adopted piece of legislatio n, championed by Representative James In­ hofe, is expected to be used to force a full House vote on the measure. Known as a "discharge petition," it permits the reJease of a piece of legislation from a committee over the objections of the committee. (The committee in question here is Repre­ sentative Jack Brooks' (TX) Committee on the Judiciary, of which he is chairman.) Such a petition was expected to be filed on March 23 by R epresentatives Dan Glickman (KS) and James Hansen (UT). While this in no way guarantees that 2 APRIL 1994

compiled by H.G. Frautschy

the bill will be passed, it currently has over 280 co-sponsors in the House. Some of the co-sponsors may be unwilling to politi­ cally " step on the toes" of the committee leadership, but it is hoped that the remain­ ing House members will see the merit in this legislation, and help put General Avi­ ation in the United States back on the road to recovery. The General Aviation Manufacturers Association (GAMA) has been actively working for the past ten years to get this legislation passed. It has implications that reach far beyond the purchase of entire airplanes - the skyrocketing costs of parts to maintain the airplanes we currently fly can be linked directly to excessive product liabi lity claims. As ge nera l aviation has begun to shrink in activ it y, so have the numbers of s uppliers. Perhaps this Act can help reverse that trend. The entire in­ dustry owes a rousing cheer of thanks to Senator Nancy Kassebaum of Kansas . She never gave up on the legislation even after years of being fought on the issue by some of the most powerful forces in Wash­ ington today. Even if she is not your sena­ tor, yo u may wish to drop her a note of thanks as well. Contact your Representative urging his support of the General Aviation Product Liability Bill (H.R . 3087) as soo n as you read this - time certainly is of the essence.



A/C member Lars de Jounge has asked that we put the word out concerning the possible closing of one of central Califor­ nia 's prettiest airports, Carmel Valley. Unless a corporation of 25 pilots can be brought together to purchase the airfie ld it may soon fall to the real estate devel­ oper's bulldozer. If you ' re interested in becoming one of the owners of this field , locat ed 12 mil es so uth- so uth east of Carmel and Pebble Beach, contact Lars de lounge, 208 Marigo ld Av., Corona Del Mar , CA 92625 or call him at 714/673­ 8253. The fax number is 714/673-9324.

CONGRATULATIONS ••• To EAA H eadquarters staff member Bob Warner, who has just been n a me d Executive Vice-President of EAA. In his new position, Bob has accepted responsi­ b ility for overseeing th e operations of EAA 's Hum a n R eso urces, Office Man­

ager, and Man agement Information Ser­ vices departments, as well as the offices for EAA programs including Chapters/ Insurance, In for matio n Services and Gov­ ernment Affairs. As we've mentioned in the past, Bob is an active Antique/Classic enth usiast who enjoys tooling about and giving Young Eagle Rides in his 1947 Stin­ son 108-3. Congratulations to Bob!


The opening of the new Denver Inter­ national Airport has been delayed until on or abo ut May 15, 1994. Due to this delay, the October 14, 1993 editions of the charts listed above will remain in effect until the new D enver International airport is offi­ cially commissioned. New sectional and terminal charts have already been published with an effective date of March 9, 1994. Do not use these charts until the new Denver International airport is commissioned. Continue to use your October 14, 1993 editions of these charts until the new Den­ ver Int ernationa l Airport is commis­ sioned. Upon commissioning, throwaway the charts dated October 14, 1994 and be­ gin usi ng the new charts dated March 9, 1994.

WELCOMETO ... Earl Lawrence, the latest addition to th e EAA H eadq uarters staff. Earl has come to EAA to assume the position of Government Programs Specialist. He is a graduate of Northrop University Institute of Technology , with a degree in Aero­ space Engineering Technology. H e re­ cently was a man ufacturing e ngineer with Rocketdyn e, coordinating the manufac­ turing of engine components for the Space Shuttle and parts for space station Free­ dom. A pilot si nce 1987, Earl also has his A&P, and is currently building a Lancair 320. Welcome, Earl!

A NEW HEART FOR CARL Most EAA and AIC members will rec­ ognize the name Carl Schuppel, one of our ace photographers here on staff at EAA. Carl has shot dozens of covers of EAA publications since he started at EAA in 1983. (Over 100 at last count!) A congenital heart defect has conspired in the past few years to force Carl to slow down a little bit. The defect became seri­ ous enough to require a heart transplant, which was performed at the Mayo Cli nic in Rochester, MN. Carl is doing well, and as we go to press with this issue, he is ex­ pected to start rehabilitation wit hin the next few days. Our best wishes to Carl for a speedy recovery from his surgery. We 'll keep yo u posted on his progress, and with any luck at all, we look forward to seeing his photographs here in the pages of VIN­ TAGE AIRPLANE again soon.



Roy Redman, seen here with his friend Howard Krebs of Windom, MN, displayed pho­ tos of the many beautiful antique aircraft he has restored. Roy's Aircraft (507/334-5756) is acknowledged as one of the country's finest Waco restorers.

MINNESOTA SPORT AVIATION CONFERENCE As the winter weather begins to break here in the Midwest, one of the events people in Minnesota and western Wisconsin can look forward to is the Minnesota Sport Aviation Conference, sponsored by the Minnesota Department of Transportation 's Office of Aero­ nautics. Wayne Petersen , one of the office's Aviation Representatives, and chief organizer of the conference, was kind enough to extend an invitation to visit the conference. Pilots and mechanics fro m all facets of sport aviation, from ballooning and ultralights to warbirds and our favorite, vintage airplanes were on hand both as for um presenters and as attendees. A display area was also made avai lable to aviation re lated busi nesses who wished to highlight their services or products. After an afternoon tha t included a nice lunch for the attendees, and more forums, the keynote speaker was the always entertaining A. Scott Crossfield , one of the most experi­ enced test pilots in aviation history. His talk ranged from stories from his test flying days at North America n Aviation to hi s testimony as a Technical Adviso r and Congressional staffer to the Committee on Science , Space and Technology. Never at a loss for words, Scott's informed and well thought out speech concerning what is right with America these days was encouraging, and also served to remind us all that Amer­ ica still has the potential to be a leader in the world of aviation, if we don' t squander our opportunities. Well organized and planned, the conference has wound up with a problem every event orga­ nizer secretly wishes for - the conference has outgrown the facility it has been held in during the past few years. Tentatively, a move to the large r Minneapolis Convention Center is in the works for the Conference in 1995. If you'll be in the area, plan on attending! Here's Darrell Bolduc, of Bolduc Aviation Specialized Services (6121780­ 1185) during his informative talk on en­ gine operation and overhauls during the morning Antique/Classic forums or­ ganized by AlC Secretary Steve Nesse.


FROM THE ARCHIVES ... by Dennis Parks

The EAA and its members are fortunate in that a number of significant photographic collections have been do­ nated to the EAA Aviation Foundation. The photos you see here are part of the Zielger collection. In 1980 Willam J. Zeigler donated a set of200 glass plate negatives ofpioneer european aviation. The images are mostly ofpre-1914 German aircraft with a smattering of French, English and American aircraft. Included in the collection are some of the glass plate boxes that the orginally housed the negatives. There is also an invoice dated November 29, 1924 for seven diapositives (lantern slides). The invoice was written to a Mr. Ursinsus. Thefollowing are afew examples from the collection. Few of the photos have been identified, but what informa­ tion that is available has been appended. If you recognize any of the aircraft send us a note.

(Above) AVIATIK - Automobile & Aviatik A.G. Mullhausen, Alsace. Formed in 1910 by George Chatel and Germany's most successful pi­ lot of the date, Emil Jeannin, to sell Farman box-kite type biplanes and Hariot monoplanes. The Farman type biplane pictured was used by the German pilot Faller to set sev­ eral world duration records with four, five six and seven passengers. In February 1913 his record with pi­ lot and two passengers was 3 hours 16 minutes. His record with five pas­ sengers set in January 1913 was one hour. (Left) AVIATIK Seedoppledecker 4 APRIL 1994

(Above) FOKKER - Johannisthal bei Berlin, Ger­ many. Between 1910 and 1913 Anthony Fokker built several varients of a basic monplane all know as "Spins"-Dutch for Spider. The one pictured, the 3rd 1913 varient, was reported in the March 1913 issue of AERO. It was reported as a "tropics type" with a 70hp Renault engine. (Above right) JEANNIN Civil Taube bearing a repre­ sentation of the builder's signature. Emil Jeannin, from France, was building aircraft in Germany when World War I was declared. He returned to France ending his aircraft production. Before leaving he built many Taubes for the Imperial German Air Ser­ vice. Also at least two civilian Taubes were con­ structed. (Right) ANTOINETTE MONOPLANE - France Leon Leavauasseur, designer of the Antoinette motor boats, is credited with designing the first practical aero engines in Europe. He designed this mono­ plane, the Antoinette IV for Hubert Latham, who used it for two channel crossing attempts. Earlier versions of the Antoinettes used flap type ailerons. This wing warping aircraft, with a 16 cylinder 100hp engine made the second attempt on July 17th 1909.

AVRO 503 at Brighton England after acceptance trials in June, 1913. In May 1913, the prototype of the first Avro production seaplane appeared for testing. The new machine based on the successful 500 was fitted with larger wings and a more powerful100hp Gnome en ­ gine. After testing the prototype was purchased by Germany. Gotha of Germany produced five of the 503s as the WD 1. VINTAGE AIRPLANE 5


RESTORATION CREDIT Dear Mr. Frautschy, I am writing to let you know how honored I am to learn that my set of work stands was chosen for publica­ tion in the "Hints for Restorers" col­ umn for December 1993. It is very nice to think that this effort may be of help to someone else in need of a so­ lution for a problem. Please express my thanks to the sponsors of the column for their sup­ port. The prizes are all top notch! I would also like to thank you for the additional copy of "Vintage Air­ plane;" it will make a very nice sou­ ventI'. I must ask that you make one cor­ rection to the text of the article. I am not the owner of the Waco as men­ tioned in the opening paragraph. This YKS-6, SIN 4411, N34214, manufac­ tured 3-16-93, originally registered in Canada as CF-CCQ , is owned by Aerosafe Inc. of Dublin, Ohio. I was engaged by Aerosafe to take part in the restoration and built the stands to aid in the restoration process. I do not wish to take any credit away from the owners of this rare and historic airplane since its preservation is due to their interest and commitment to the project. "Vintage Airplane" is a first-rate publication, very enjoyable reading and always getting better. I'm glad that I was able to make a contribution to a magazine of such high quality. Sincerely yours, Wayne A. Forshey Columbus, Ohio

CONTEMPORARY QUESTION Dear Mr. Frautschy, Am I alone, I wonder, in regretting that Contemporary category aircraft now form part of the Antique/Classic Division and share "Vintage Air­ plane" magazine with the true oldies? From the outset I was dubious about 6 APRIL 1994

the integration of Contemporary air­ craft with Antiques and Classics, and the January issue of "Vintage Air­ plane" reinforces my feelings. In ad­ dition to the front and rear covers, eight valuable pages are devoted to sleek "tin" airplanes which are a far cry from my beloved antiques and classics. Please, cannot owners and lovers of these very nice but hardly "vintage" airplanes have their own in­ dependent division within EAA, com­ plete with their own magazine? Or am I a lone, slightly disappointed Jenny and Cub lover crying in the wilderness?! ! With best wishes - and many thanks for an otherwise excellent magazine. Yours sincerely, Ken Wakefield EAA 336139, A/C 14306 Dear Ken, I'm sorry to hear you're disappoint­ ed in the Contemporary class. As I un­ derstand it from some of our members who have been with the Division since the beginning, there was some initial resistance when the Classic category was introduced back in the early 1970s. The feeling at that time among some of the members was that the airplanes were not Antiques - they were too new and didn't mean much, since there were so many Cubs, Champs and Cessna 140s around at that time. It was hard for some to find a warm spot in their heart for a Cessna 140 (not that I'm picking upon this particular air­ plane) - back then they were consid­ ered common, and to some they didn't exude the same aura of a Travel Air or Stinson 5MB. Sound familiar? I think we all feel a twinge of sad­ ness as time passes, and our recent past becomes a fuzzy memory. While we all do our best within this movement to keep the past alive in our vintage air­ planes, the fact remains that the past will become dimmer and dimmer ­ that's inevitable. Whether we like it or not, as even the Classic airplanes get older, fewer

and fewer will take to the skies. It takes but a moment's thought to real­ ize that airplanes built in the current Contemporary category are at least 34 years old, and while most are not cov­ ered in fabric, many represent the era when personal aircraft used for trans­ portation came of age. For many of the members who are younger than age 40, these airplanes hold the appeal of being the aircraft of the ir youth, much as the Travel Air and the Stinson Jr. are to those who were youngsters prior to World War II. By welcoming these aircraft, we also give something to the Antique/Classic movement. As our ranks have ex­ panded, our ablity to share our enthusi­ asm for these aircraft has been in­ creased. With the pilots and owners of the Contemporary class added to the Antique/Classic movement, the words we speak regarding the operation of these aircraft will carry additional weight. The question regarding their own organization can only be answered with the passage of time - within the framework of EAA there are many options, but a certain membership level is needed before EAA can re­ sponsibly create a separate division for any aspect of sport aviation. We appreciate your comments re­ garding this new aspect of the Divi­ sion, and your compliments concern­ ing the other coverage in Vintage Airplane. In the Bylaws, one of the stated purposes of the Antique/ Classic Division is "To encourage and aid the retention and restoration of antique, historical and classic aircraft. " We look forward to seeing the owners of the Contemporary class go through much of the same effort that their An­ tique/Classic brethren have expended on the aircraft they've restored. Be­ coming part of the A/C Division car­ ries with it some amount of responsi­ bility, ifyou choose to join in the action at fly-ins and the annual Convention in Oshkosh. I know that the Contempo­ rary class will be as welcome as the Classics have become. - H. G. Frautschy ...



Mike Baldwin's Stearman This sharp photo of Stearman N735YP, SIN 75-2611, was taken by Walt Barbo. The 450 P&W powered ma­ chine is owned by Mike Baldwin (EAA 300417, AIC 16967) of Evergreen, Colorado. Mike says the 1942 Stear­ man was restored by Pete Jones' Air Repair in Cleveland ,

MS and completed in May 1991. In the summer of ' 92, Mike flew the Stearman to the Rocky Mountain Regional Fly-In where it garnered the Colorado Grand Champion trophy which was runner-up to the Overall Grand Cham­ pion , a fine Globe Swift.

Gary Henshaw's Aeronca Champ

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Philip Welsch's Contemporary Class Cessna 172 Although listed as a 1956 Cessna 172, owner Phil Welsch (EAA 444163, A/C 2162S) says his airplane, N5034A , SIN 2S034, was actually built in late 1955 - the 35th one in a very long line of 172 aircraft. Powered with a Continental 0­ 300A of 145 hp, the 172 has 3,900 hours on the airframe and 760 hours SMOH on the engine. The aircraft has been un­ dergoing continuous restoration and upgrading for the past three years, according to Phil. Most flights are made without the rear seat installed - allowing room for two full size fold­ ing mountain bicycles. Phil reports the 172 is a dandy "300 mile" cross-country airplane with two souls, two bicycles and full fuel aboard. The 172 gets in and out of IS00 foot back country strips with ease (big flaps) and will cruise up to 120 mph if you wind it up to 2600 rpm where fuel consumption approaches 10 gph. The airplane is hangared at McKinney, TX, and is usually flown weekly, attending many EAA fly­ ins during the summer and fall seasons . (Ed. Note: Of the first 35 Cessna 172's built, 27 are still on the FAA register - a phenomenal survival rate for a 39-year-old airplane!)

All dolled up in its new coat of paint is Aeronca 7AC Champ , NS5742, SIN 4491, owned by Gary Henshaw II (EAA 443032, A/C 210S3) of Boyertown, PA. Gary bought the pretty little tandem at Sun 'n Fun '93 where the Champ had been flown in by its rebuilder, Tony Lanier (EAA 411994) of Port Richey, FL. The airplane had been taken down to the bare fuselage and then slowly rebuilt to brand new specs, replacing many items along the way. In addition, new 6.5 gallon wing tanks were installed in both wings. The air­ frame had an estimated 33S7 hours at the time of rebuild. The air­ plane was covered with Ceconite and finished in Airtex colors of white with maroon and silver trim. Gary reports the logs go back to 1956 in San Angelo, Texas when it was based at Goodfellow AFB. The Continental A65-SF engine was installed in 1962 and was up­ graded per STC to an A 75-SF in 1977. In addition, a set of new Slick mags with impulse was installed along with a new oil pump and crankshaft seals. After the purchase at Sun ' n Fun, the Champ was flown to Lancaster, P A and a new Sensenich wooden propeller was installed, complete with spinner. Gary reports the Champ is just as much fun to fly as it looks!


Barry Hall's 1941 Piper J-3C Cub This very original looking 1941 Piper J-3C Cub, NC38320, SIN 6937, is the proud possession of Barry Hall (EAA 446534) of Marietta, GA. Powered with the standard Continental A65 , the Cub has been based at the Marietta McCollum Airport for the past seven years. The previous owner purchased the Cub from the Rice family in Arkansas where it resided for twenty-one years. Barry reports the Cub was first delivered to a gentleman in Tyler, Texas, only to be repossessed by the bank nine months later. Barry has about 35 years of logbooks up through 1987. He reports the Cub is a joy to fly and is usually flown year round in the " Peach " state. Note the wheel­ pants, Sensenich wooden propeller and the large wing numbers.

Bruce McCombs' Taylorcraft L-2M Restored in full camouflage is this 1943 Taylorcraft L-2M, N61070, SIN 6057, which is the pride and joy of 35-year EAA mem­ ber Bruce McCombs (EAA 7573) of Colorado Springs, CO. Re­ stored over a three year period, the L-2M was pretty much built from scratch , as many of the old parts were only good for patterns. The door is all wood and complete with a scratchbuilt lock and hinges. Bruce reports he worked on it every day - at least two hours - in order to complete the long project. The covering is Grade A cotton and the final colors were duplicated from an au­ thentic L-2A picture that Dick Rowley (EAA 148288) had on hand . The engine is a Continental A65 (military designation: 0­ 170-6) swinging a metal prop. Bruce has put over 30 hours to date on the L-2 and was most pleased to garner the Grand Champion Trophy at the Greeley, CO, EAA Fly-In in 1992.

Dan Cullman's Bellanca 14-9 Flying over a typical partly wooded area in the state of Wash­ ington is this 1940 Bellanca 14-9, NC25193, SIN 1014, owned by Dan Cullman (EAA 58058, AIC 814) of Kent, Washington. Manufactured in February 1940, the Bellanca is powered with a Ken Royce 5G engine of 90 hp swinging a wooden propeller. Dan's airplane is one of eight 14-9 Bellancas remaining on the FAA register from a production run of 46. Dan, who is a real Bellanca aficianado, enjoyed the story in the November, 1993 VINTAGE AIRPLANE, page 16, on Mike and Sue Frost's Bel8 APRIL 1994

lanca 14-19-2. However, Dan points out that in the article we ne­ glected to mention the Bellanca 14-19, which was built with a Ly­ coming 0-435 engi ne of 190 hp. Some 99 examples were built in 1950 and 1951 before the New Castle, DE , plant closed. Of these, eight 14-19 remain on the FAA register today. We espe­ cially enjoy Dan's enthusiasm for the marque with his closing statement, "While most Bellanca aircraft are often misunder­ stood, they stand above the rest in quality and all around perfor­ ... mance." Many thanks for writing, Dan.

Judging Guidelines

-What Are The judges Looking For?

by H.G. Frautschy Satisfaction in restoring a vintage airplane can come in many areas. You may befulfilled by simply knowing you have restored an otherwise neglected or worn air­ plane back to airworthy status. Perhaps you rebuilt an airplane that had served you well for a number ofyears, or brought back an airplane found unused in the back of a dusty hangar. For many restorers, just doing the restoration is reward enough, but for many others, the idea of a little competition whets their appetite. It'sfun to compete in afriendly way with your fellow rebuilders, and chide each other over this or that detail. Judging at EAA OSHKOSH is governed by the EAA Judging Standards Manual, a short (20 pages for all divisions) booklet that sets the guidelines for the volun­ teer judges to follow. As long as we're on the subject, a short pause is in order to recognize a group of volunteers with some of the toughest jobs at any Fly-In - the Judges! Let me quote from the introduction page of the Judging Man­ ual: "The judging of contest aircraft is a difficult, de­ manding, rewarding and sometimes thankless job. The primary effort is to be objective and as professional as possible in evaluating the aircraft. The resulting deci­ sions represent the consensus of a number ofjudges who have devoted a considerable amount of time and effort and who are aware of the importance of their decisions to the exhibitors. "Judging is a voluntary activity with the only re­ wards being the satisfaction of a meaningful job well done. The judges are to be commended for the dedica­ tion which they all bring to this effort. " All of us should keep that paragraph in mind the next time we see a group ofjudges gathered around a showplane on theflightline - they're VOLUNTEERS, and they deserve our thanks. The Judging Standards manual covers all the cate­ gories and classes judged at EAA OSHKOSH. Of course, we're interested in the Antique/Classic Divi­ sion's guidelines, and to make it a bit easier for all members to be sure they've kept abreast of the rules, we'll repeat the standards verbatim here in the pages of VINTAGE AIRPLANE, along with a short discussion regarding some of the rules. Ready? Here goes . ..

I. FOREWORD The purpose of this manual is to lay the grou ndwork for a vi­ able set of restoration, maintenance, and construction standards against which vintage aircraft can be judged. The philosophy of these standards must meet two basic criteria. One, the system must be simple. Two, the system must allow consistent and fair competition between common and exotic types. Throughout these standards will be found the one concept that reflects the opinion of the majority of those individuals con­ tacted during the development of these guidelines. That concept is authenticity. The standards are constructed to encourage the individual to complete and maintain a "factory fresh " aircraft. If the individual 's desire is to deviate from this goal for personal whim , or other reasons, the "cost of not conforming to pure au­ thenticity is known in advance." A portion of the guidelines per­ tain to the documentation of authenticity as it relates to the air-




AIRCRAFT_ __ _ _ CUSTOM_ AEPlIC" _ OWNERL_ _ _ _ _ AOORESS _ _ _ _ _ _ _ _ _ _ _ __

AUT HENTICITY MINUS POINTS ( - ) Deduct as spec; ,lied

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Poor· Fa ...


PO ·


FS · 8 G 9


VG 13 · 16 EX 17 • 20


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F4 ·6 G 7 • 9 VG 10 · 12


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EX13 - 15 Non.aUlhenhcengone Non-aUlhen1i(:chroming

G 7 ·9 EX 13 · 15

F3 - 4


VG 7 · 8 EX9




Non.-aUlhenhc w indshoekl



Non-aulhenlic cow\ino;l

G 7 · 9


EX 13 . 15 W'"9S &Tal(15)

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JuOgiIIsnames _

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craft. The exhibitor is encouraged to prove the authenticity with pictures, let­ ters, factory specifications, or any of the means which will alleviate the need for "judge's opinion " in determining authen­ ticity. The exhibitor should assist the inspec­ tion by the judges. Judges will not remove inspection plates nor open panels without the presence and permission of the owner.

original manufacturer's plans, full size in scale, but not constructed by the original manufacturer or its licensee.


A judge should be a current member in good standing of the EAA and a member of the Antique/Classic Division. Excep­ tions can be made in special circumstances subject to the approval of the Judging Standards Committee. He should have a thorough knowledge of the aircraft type and vintage being judged, this knowledge having been gained from actual experi­ ence flying and /or maintaining such vin­ tage aircraft. Qualification may also be ac­ quired by historical research or actual restoration experience.

ANTIQUE AIRCRAFT An aircraft constructed by the original manufacturer or its licensee, on or before December 31 , 1945, with the exception of certain Pre-World War II aircraft models which had only a small post-war produc­ tion shall be defined as Antique Aircraft. Examples : Beechcraft Staggerwing , Fairchild 24, and Monocoupe.

CLASSIC AIRCRAFT An aircraft constructed by the original manufacturer, or its licensee, on or afte r January 1, 1946, up to and including De­ cember 31 , 1955 with the exception of cer­ tain civilian aircra ft manufactured in the last four months of 1945, which were actu­ ally 1946 models. Examples: Aeronca , Taylorcraft, and Piper.

CONTEMPORARY AIRCRAFT An aircraft constructed by the original manufacturer, or its licensee, on or after January 1, 1955, up to and including De­ cember 31 , 1960.

CONTINUOUSLY MAINTAINED AIRCRAFT An aircraft with proof of construction by the original manufacturer, or its li­ censee , which has received periodic main­ tenance, repair, recover, and/or replace­ ment of parts , but which has never been completely disassembled and rebuilt or re­ manufactured to new or better-than-new condition.

RESTORED AIRCRAFT An aircraft with proof of construction by the original manufacturer, or its li­ censee, that has been disassembled into its component parts which were then either replaced , refurbished, or remanufactured to new or better-than-new condition .

CUSTOMIZED AIRCRAFT An aircraft with proof of construction by the original manufacturer, or licensee, which has been obviously modified from its original appearance. Such modifica­ tions could include airframe structural changes, paint schemes, interior and up­ holstery, instrument panel, or engine and cowling, etc.

REPLICA AIRCRAFT An aircraft constructed exactly to the 10 APRIL 1994

III. SELECTION OF JUDGES Judges will be selected by the Chair­ man of Antique and Classic Judging.

would validate the authenticity of the paint scheme and markings, etc. ") Replicas should be judged as a sepa­ rate category. If there are suficiently large numbers of replicas entered in competi­ tion, they can be subcategorized into all the classifications and subclassifications presently used in judging antiques and classics.


V. GUIDELINES FOR JUDGES Judges should be guided by the follow­ ing general policy. The prize winning air­ craft is either in, or has been restored to, factory fresh condition. In the case of re­ stored aircraft , the quality and authentic­ ity of the completed re storation is the main issue. The best restoration is the one which most closely approaches fac­ tory fresh condition. Authenticity is to be emphasized. Any alterations, for what­ ever purpose, with the exception of safety items and necessary alterations to meet current FAR requirements, should be dis­ couraged. These are covered in the stan­ dard deductions on the judging sheet. Du­ plication of parts should be as close to the original as possible. Penalties should be given for lack of restraint in "over restora­ tion." Judging for cleanliness should take into consideration the extent to which the aircraft is used. An authentic restoration should not be penalized when it bears only the oil and grease normally accumu­ lated in operation of the aircraft. This will not excuse a poor presentation for lack of the routine cleaning and polishing which a show plane deserves . Aircraft must be flown to or during the convention. The proof of authenticity should be a book which documents the history of the aircraft. As in the Warbirds Section, the purpose of this "Presentation Book" is to authenticate the restoration or preserva­ tion of the aircraft. Preferably, photos will document the state of the aircraft be­ fore, during, and after the restoration. (Editor'S Note: Here's how the Warbirds paragraph reads: "It is also suggested that the owner have a 'presentation book ' con­ taining details and pictures of the plane's restoration, pictures of areas in the aircraft that are not readily accessable, historical research data, and any information which

VI. JUDGING CATEGORIES AND CLASSIFICATIONS Listed below are complete categories and subdivisions that will apply at the an­ nual Oshkosh International Convention. The date range of the basic categories has been standardized and will remain intact. New categories may be initiat e d as progress warrants. Awards will be given only where indi­ cated by the presence of aircraft of supe­ rior quality which warrant this level of recognition. Any Antique, Classic or Contemporary aircraft which at one time was owned and/or operated by any recognized mili­ tary organization should be judged on the basis of its former military appearance , unless a comparable civilian model of that aircraft was offered for sale by the original manufacturer or its licensee.

VII. FORM EXPLANATION AND USE Judges should understand that the maximum attainable would be a perfect score grand champion without qualifica­ tion. It could never be surpassed , and it could only be tied by another perfect score grand champion. Consistency and fairness should be the main criteria in judging.

A. Gelleral appearallce This is the only category which covers the aircraft in its entirety. Workmanship, authenticity, cleanliness, and maintenance of the aircraft should be the criteria. Judges should consider the aircraft and its airworthiness as a whole and not as indi­ vidual pieces. Non-authentic color scheme, modern finish, fabric other than original, non-authentic striping or decora­ tions should warrant the use of negative points. Markings , done in good taste, should not be penalized. Aircraft showing use of metal that has replaced the original use of fabric or plywood skinning should be penalized substantially . Use of non­ original type nuts , bolts , cable splices, safety wire, etc., should also be penalized. B. Cockpit Anything visible within the cockpit and passenger compartment comprises the items under inspection in this category. Authenticity should be stressed in the fin­ ish, upholstery (or lack of), instruments,

+ c






















This Grand Champion Classic Aeronca 7AC Champ was painstakingly restored by Harold and Bob Armstrong of Rawlings, WV. Complete right down to the flocked side panels in the cockpit, it was one of the highest scoring Classic winners ever at EAA OSHKOSH.

controls, and other components. The op­ erational condition of all components, the workmanship and the attention to detail are considered important. Installation of modern electronics should not be penal­ ized providing the installation does not detract from the authenticity of the instru­ ment panel or other components. Deduc­ tions should be made for alterations made to the throttle , stick, or contro l wheel. Non-authentic upholstery material or pat­ te rns should result in d e ductions. Chroming of parts not originally chromed should earn minus points.

C. Engine Consideration shou ld be give n to the correct engine as well as to its mounting, cow ling , accesso ri es, a nd propeller. Again, authenticity should be stressed . There should be nothing on or in the en­ gine compartment that was not there orig­ inally. Everything should be installed in a first class manner according to the way it was when it left th e factory. Plus points sho uld be give n for authenticity. Any non-original e ngin e, component, acces­ sory, engine mount, propeller, or spinner, as well as any non- aut he ntic chro min g should receive minus points. Later or in­ creased HP models of the original engines should-receive little or no penalty. D. Landing gear This category should include brakes , wheels, tires, landing gear fairings, and wheel pants or covers, if any. Smooth tires shou ld be given plus points if the aircraft was original ly equipped with them. If streamlining was accomplished by balsa wood and wrapping, the quality of work­ manship and authenticity of this should be considered. If the wheels are retractable,

the whee l wells should be part of the in­ spection. Credit should be given for flyin g an authentic tail skid. Credit should be given for ta il wheel s that are authentic. Points should be deducted for non-authen­ tic tires or tires of improper size. Non-au­ thentic material used for fairings or wheel pants should be cause for penalty points.

E. Fuselage Wh e n judging the fuselag e, the first consideration should be its general all­ over configuration. Has the restorer been a uthentic in duplicating the sha pe via stringers and woodwork where applica­ ble ? Th e e ntire fu se lage including all struts, mechanisms, gear mountings, and covering should be exa min ed for work­ manship and authenticity. If possible, the judges should view the fuselage interior for qualit y of insid e res tor a tion . The point sho uld be stressed that it is the ex­ hibitor's pre rogative to refuse removal of any inspection covers; however, it is urged that the exhibitor be cooperative, since the inside of the fuselage is a major por­ tion of the restoration of an aircraft. The quality of workmanship of formers, wood­ work, genera l finish, inside tubes, pulleys for the cables, the condition of the cab les, and the interior finish on the tubes are all points that should be considered. Points should be deducted for fairings , cowlings, or wi ndshields that are non-authentic. F. Wings and Tail Surfaces The judges should examine the exte­ rior covering and finish reinforcing tapes, struts braces and wires, ailerons, flaps , navigation lights, fairings to center sec­ tions, the center section, gas tank and gas tank cap (if mounted in the center sec­ tion) wing-walk and wing-to-fuselage fair-



ings. The tail surfaces, including the hori­ zontal stabilizer, e levator , fin, rudder, bracing wires, and attach fittings should all be considered. If the exhibitor, as sug­ ges ted in the fuselage section, will allow a look inside the wings for condition of the structure, it should be considered. Again, he has th e right to refuse such entry if it mean s re moving a cover pl a te a nd he does not wish to do this; however, an un­ cooperative exhibitor should be prepared to lose a couple of points. The inside con­ dition of wings will show th e quality of the restoration. A judge should not be lookin g for brand new wings as much as for workmanship in the restoration. The important aspect should be to observe that the wings are in a generally new con­ dition showing the wood to be clean and freshly varnished, excellent craftsmanship is evident in the finishing of the fittings, a nd warped rib s hav e be e n replaced . There are many wings flying that have not been restored prior to recovering, or that have never been recovered. Non-authen­ tic wires, struts, pi tot , landin g lights, o r other related items should receive nega­ tive points. G. Presentation Book Proof of authenticity contained within the Presentation Book should be judged on details of the contents relative to the authenticity of either a continuously main­ ta in ed or restored aircraft and not on the beauty or artistic quality of the book itself.

H. Degree of Difficulty The difficulty involved in the recon­ struction of a restored aircraft or in the preservation of a continuously maintained aircraft should be taken into consideration if it's significant. VINTAGE AIRPLANE 11

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~ ~----------------------------------------------------------------------------------------~----~ Another superb restoration by the Armstrongs, this Pitcairn PA-4 Fleetwing was awarded the Grand Champion Antique trophy at EAA OSHKOSH '91 . Careful attention to detail made this airplane perhaps the finest antique flown to the Convention.

First, you may have noticed that the list of categories and types for Antique, Clas· sic and Contemporary aircraft was not in­ cluded. Space limitations preclude print­ ing the lists, but if you review the awards presented as published in the September 1993 issue, you'll see the basic list. If there is anyone item that the judges would like you to remember regarding an original restoration, it is this: "Duplica­ tion of parts should be as close to the original as possible. Penalties sho uld be given for lack of restraint in 'over restora­ tion'''. If you really want to chrome those

valve covers, remember that it will cost you points if you want your airplane judged in the "original" types of classifica­ tions (Class 1, Class ll, Class llI) instead of the custom classes (Class A, Class B, Class C). Another point to keep in mind relates to the "Outstanding in Type" awards. In the Antique and Classic categories, the airplanes, both custom and original, are judged together, with the aircraft with the highest point totals coming out on top. Higher scores in the "Best in Type" cate­ gories usually result from aircraft that lean towards the more original restorations. The Grand Champion and Reserve Grand Champion Antique and Classic aircraft will be judged in relation to their original­ ity. The more original aircraft will be fa­ vored in these two awards. For Contemporary airplanes, the judges will take into account that those aircraft have a higher incidence of changes, particularly with regard to instru­ mentation and radios, and will judge the "Best In Type" categories with that differ­ ence in mind. On the other hand, the Grand Champion and Reserve Grand 12 APRIL 1994

Champion Contemporary aircraft will be judged in relation to their originality. The more original aircraft will be favored in these two awards. Some members have asked about doc­ umenting originality. The most obvious method, but not always the easiest, is to have a copy of the factory drawing, fac­ tory sales order, other factory documenta ­ tion concerning your particular airplane, down to the serial number, if possible. With it, you can easily document the part or finish, and if you are able to also show originality using photographs or old mag­ azines and factory brochures, the judges will not be left wondering if something has been customized or has been restored to original specifications. A note is also in order concerning fab­ ric and finishing. If your airplane was covered with Grade A cotton and then fin­ ished with butyrate dope, the new fabric and finish should duplicate, as close as possible, the finish on the airplane when it was first constructed. Needless to say, that can vary widely - a custom cabin Waco built in 1932 for a well-to-do customer may have had a hand-rubbed 30 coat fin­ ish that was so smooth no fabric surface was discernible. In that case, a similar fin­ ish with more modern materials would have minimal deductions. The flip side of that might be a Cub or Champ, where the cotton fabric weave was quite visible through the butyrate dope. Even if the restoration is covered with Dacron syn­ thetic fabric, the color finish should at­ tempt to replicate the appearance of the cotton and butyrate finish. A multiple coat hand rubbed finish on the Cub may look nice, but it will result in higher au­ thenticity minus points.

Some aircraft from the pioneer era of aviation were covered with cotton or linen and finished with nitrate dope. Because of the extremely flammable nature of cotton or linen fabric coated with nitrate, substi­ tution with an appropriately finished more modern fabric and paint would be consid­ ered a safety issue, and would not result in the deduction of authenticity points. The use of nitrate dope would not result in a substantially higher score. The judges would like to emphasize that theirs is not a secret society, and that they are quite willing to help when it comes to answering questions about restorations. They have the expertise to help you wade through the maze of ques­ tions and often, you may find an expert on your airplane, just by asking the judges for a little help. If you have any problems or questions regarding your restoration, and you'd like a little guidance, feel free to contact the chief judge in each of the categories. Since many of the questions members have would be of interest to most mem­ bers, we'd like to publish the questions and answers. If you have a question, feel free to forward your letter here to EAA Headquarters, and we'll pass it along to the appropriate judge. You'll find the ad­ dress on the Contents page. We'll publish the questions and answers when they're available. Finally, if you wish to have your own copy of the EAA Judging Standards Man­ ual, the newly revised version of the book­ let (including the listing of Contemporary awards) should be available by May 15. Call EAA Order Entry/Membership Ser­ vices at 1-800/843-3612 for prices and availability. ..




eldom, if ever, do you find four generations of one family in­ volved with an airplane - espe­ cially one particular airplane! In this case the airplane is a 1951 Ryan Navion, N5437K, SIN NA V-4­ 2337B, which was purchased new from the Ryan factory in San Diego, CA. on March 27, 1951, by Earle T. Andrews of Berkeley Springs, WV. The purchase of the Navion was negotiated through the St. Louis Flying Service, a Ryan dealer. They were also known as the Kratz Cor­ poration, Kratz Airport, St. Louis, Mis­ souri, Mr. A. R. McEwen, President. (This same corporation, which began op­ erations about 1930, is referred to in the December 1990, issue of VINTAGE AIRPLANE, page 23.) A family friend, Dick Cargill of Lewis­ ton, P A, accompanied Earle T. Andrews to San Diego back in 1951 and helped him fly the factory new Ryan Navion to Berkeley Springs, WV, where it has been


14 APRIL 1994

based for the ensuing forty-three years. Dick Cargill is given special (and well de­ served) mention since he taught the entire Andrews family to fly in J-3's and Champs and was instrumental in introducing the Navion to the Andrews family. Technically referred to as a Ryan Navion Super 260 because of the original Lycoming GO-435-C2 engine of 260 hp, 01' N5437K has carried on very well for the Andrews family, traveling to most of the 48 contiguous states plus several trips to Mexico and Canada. At 146.8 hours, the original Lycoming engine was re­ placed with a zero-time GO-435-C2 en­ gine (courtesy of Lycoming) on July 24, 1952. No major problems were experi­ enced with the second engine except a constant tendency to run hot. At airframe time of 897 hours, the Ly­ coming was replaced with a Continental IO-470-H engine of 260 hp on July 2, 1964, along with an 86-inch McCauley constant-speed propeller. This was ac­ complished according to FAA Aircraft Specification No. A-782 as Item 139. per Navion Report Nav-TU-113. The com­ bination of the rugged Navion airframe

and the Continental IO-470-H engine has been an excellent one, serving the Andrews family admirably for the past thirty years. There have been a few "ups and downs" during that time span. During the 1970's, operation of the Navion was assumed by Hale Andrews (EAA 14768, AIC 982), son of Earle T. Andrews. In the summer of 1977, the Navion was flown to the EAA Conven­ tion in Oshkosh, WI, where it garnered the Class III Award (Over 150 hp) in the Classic Division. A few years later in 1981, ownership of N5437K was tran­ ferred from the original purchaser, Earle T. Andrews, to his son, Hale Andrews. In April, 1985, the 260 Continental was sent to Cove Valley Aviation, Williams­ burg, P A, where Hugo Bartel did a com­ plete major overhaul (new limits) as part of a firewall-forward overhaul on the Navion. Total time on the engine at overhaul was 1046.9 hours. The home field of Navion N5437K all these years has been Potomac Airport, Berkeley Springs, WV, situated along the banks of the Potomac River. On No­ vember 4, 1985, the rain swollen waters of the river began to rise. Since the pre­ vious high water mark thirty years be­ fore had been 18 inches above the floor of the hangar, the owners were hopeful

(Left) The man with the highly skilled hands and the architect of the Navion rebuild, Hugo Bartel of Williamsburg, PA. and the IO-470-H engine ready to be reinstalled in the Navion. (Below) Extremely sanitary installa­ t ion of t he Continental IO-470-H en­ gine w it h it s assoc iated connections and plumbing of many sorts. Magne­ t os are mounted high over t he engine on th is model along w ith t he f uel in­ ject ion system .

the record would stand. The airplanes (eight of them) were jacked up where possible and the airport abandoned to high water. Shortly thereafter, Novem­ ber 6, the flood crested at 10'8" above the hangar floor! Eight airplanes, nine cars (two an­ tiques) and three tractors were inun­ dated and three hangars were destroyed. It was not a pretty sight. Even the Navion was totally soaked from top to bottom and the receding water left a first class mess . Fortunately, the airplane owners were a tenacious lot and today, seven of the eight submerged aircraft are back in the air. The only permanent ca­ sualty was an Aero Commander jet which was abandoned to the insurance company for salvage. Navion N5437K was disassembled and the parts were taken to Cove Valley Aviation in Williamsburg, PA, where Hugo Barte l could once again work his magic on the airplane . The Continental IO-470-H was once again completely dis­ mantled and the dirt and debris from the flood painstakingly removed. Carefully noting the measurements as he assem­ bled the engine, Hugo Bartel once again brought the big six-banger back to new tolerances. (It had been flown about 30 hours in the seven months since major

overhaul.) Once this was accomplished, the numerous pieces of the entire air­ frame were taken on - one at a time. Every nook and cranny was carefully cleaned, every moving part was removed and all hardware was replaced as the parts were slowly primed and assembled. It would be a five year process. Meanwhile, back at Potomac Airport, the third generation was busy. Earle H. Andrews (EAA 168816, lAC 10485), son of Hale Andrews, had cleaned up his Pitts Special S-lT, N49308, after the flood and commenced some hard aero­ batic practice. All of the hours of di li­ gent practice paid off in the summer of 1988 when he won the highly competi­ tive Unlimited Category Championship award (Harold Krier Cup) at Fond du Lac, WI. In addition, Earle was awarded the Keith Allan Trophy for the best 4­ minute program during the 1988 lAC Unlimited event. Once Hugo Bartel started putting the Navion airframe together, the necessary material was gathered for the new cabin interior, instrument panel and associated insta llations. It is obvious that the An­ drews family put their heart and sou l into the restoration along with H ugo's skilled hands. The final painting on the aircraft's exterior was done in DuPont

Imron with the special deep red formula­ tion especially matched to the original Sunset Maroon. The formula used on the airplane darkens to a deep maroon as the sunlight fades in the late after­ noon. A cream Imron color was chosen to match the original factory Ivory. DuPont Imron Clear Coat (508 S) was then applied over the color. All of the blood, sweat, tears and toil of the total restoration came to fruition on December 7,1991 (50th Anniversary of Pearl Harbor) when Navion 54337K made its first flight after the 1985 "bath" in the flood. It was a momentous occa­ sion and the airplane performed ex­ tremely well. With its large cabin and well upholstered seats, the Navion is a comfortable cross country airplane, cruising at 155-160 mph at 65% power and burning about 12 gph. In mid-July 1992, Hale Andrews along with his lovely wife, Luella, and another couple, Howard and Betty Trittipoe, flew the sharp looking Navion to EAA Oshkosh '92 and promptly ran off with the Outstanding In Type Award for Navions at the huge gathering. In talk­ ing with Ha le and his party, it was ex­ tremely difficult to discern that the air­ plane (and the family) had just been through five long years of serious VINTAGE AIRPLANE 15

(Above) With the flood waters reced­ ing, the Navion, still on jacks to es­ cape the expected 18-inch flood crest, looked like this as the owners got their first look at the damage. Line on hangar wall shows height of water at the final crest. (Below) November 6,1985, the flood waters crested at Potomac Airport at 10 feet, 8 inches above the hangar floor inundating eight airplanes, three tractors and nine cars. Three hangars were destroyed.








~ ::J



restoration work. They were all happy to once more be in attendance at Oshkosh amid their many friends and, of course, Navion people. At Sun 'n Fun '93, Hale Andrews shr ugged off the winter doldrums and brought his wife, Luella, along to Lake­ land, FL, where the pretty Navion un­ derwent the critical eye of the Antique/Classic judges once again. This time, against some strong competition, 0 1' N5437K emerged the winner of the Best Classic Award, Over "165 hp. Once

more the long period of restoration and super detailing had paid dividends for the Andrews fami ly. With the ownership of the Navion now reaching 43 years in the same fam­ ily, Hale Andrews' two sons, Earle H. and Douglas are waiting in the wings to become the third generation of Navion owners and pilots. And following on their heels will be the fourth generation from the original purchaser, Earle T. Andrews, namely, great grandsons, Chase and Justin Andrews. These two youngsters are excited about airplanes ­ a trait that seems to run in the family! Perhaps the most unusual aspect of this entire 43-year episode is the letter that Hale Andrews has from the Ryan Aeronautical Corp. , signed by Earl D. Prudden, Vice-President and dated Sep­ tember, 1951. It seems that with the Ko­ rean War going full tilt, production of Navions had been suspended because of high priority military orders. Many Navions were being used in the liaison role as L-l7's . In an effort to obtain more airplanes , the Ryan factory was writing letters to recent Navion pur­ chasers stating that the factory would like very much to buy back any and all Navions offered by the owners! When is the last time you bought a new airplane and six months later the company wanted to buy it back for cash? As Paul Harvey would say , "Now you ... have the rest of the story."


by H.G. Frautschy and Kelly Mason

Photos by Bill louf

areers are strange ways to measure one's life. Just when you think you've got your life mapped out, with all the little milestones set in your mind, life throws a knuckleball at you. If you're wise and quick, you learn to adjust and hit the ball. Kelly Mason, (EAA 358867, Ale 16479) of Arlington, WA, seems to have adjusted quite well, thank you, to the knuckleballs life has pitched his way. Whi le working as a computer salesman, the realization seized him that he would not be satisfied until he tried to do something he always wanted to do - fly an airplane for a Living. He quit com足 puters, and was well into working towards his ratings, when another revelation touched him, the same wayan old biplane gently sighs onto the grass in a full stall landing on a late summer's eve, when the sun hits the horizon. While on a visit to the airport just to relax and watch a few airplanes do touch and goes, he spotted a man giv足 ing rides in a Travel Air 4000. Nobody was waiting in line, and it only cost $60, so ... Behind a roaring radial engine, Kelly, the Travel Air and the pilot went bounding across the grass and took off. Thirty minutes later, after the pilot smoothly rolled the tires of the 4000 on the grass, Kelly knew something magical in his life had happened. He began to read up on old airplanes, barnstorming, and radials. The world of IFR flight began to look less inviting, as the thoughts of the Travel Air and flying in an open cockpit began to dominate his thoughts. Perhaps a jet cockpit was not what destiny had in store for him - barnstorming in a Travel Air was the cockpit where he belonged. Kelly saved every cent he had to put down on a VINTAGE AIRPLANE 17

The spectacular instrument panel results from Kelly Mason's perseverance in tracking down the instru­ ments, and the restoration talents of Phil Kraus' Vintage Aero. In the bottom center of the panel are the indicators for the Pioneer Earth Inductor Compass installed in Kelly's Travel Air.

Travel Air of his own. At the same time, he dropped the idea of an instrument ticket, and enrolled in the A&P course at the local college. By 1987, the money was there, a Travel Air was available, and so Kelly had an experienced Travel Air pilot head off to Montana to help him fly his new treasure home to Washington. Kelly's next big surprise came during his checkout in the biplane. He figured a couple or three hours would suffice, and was not expecting the level of expertise he had to raise to in order to fly the Travel Air. A tail wheel was a new experience, not to mention the fact he couldn't see forward with that big radial stuck on the front of the fuselage . Fifteen hours of dual instruction later he was ready to solo, but his confidence was not overflowing. That first solo landing still took a lot of nerve, and nearly ended in a ground loop. Kelly stayed with and he did all he was taught to keep the big biplane from get­ ting away from him. Every subsequent flight was a little bit better, and he began to get a bit more comfortable, enjoying the feel of the wind on his cheeks and the way he began to fly the airplane by feel, rather than relying on the gauges. The day came, however, that would set the path for Kelly in the following years. On New Year's Day 1989, the combina­ tion of a crosswind and a paved runway fi­ nally bit him as he landed. Here's how he described the horrendous event: "Several of the older highly experi­ 18 APRIL 1994

enced biplane pilots had warned me of the dangers of ground looping in crosswinds and landing on paved runways instead of grass. Like many a pilot before me, I said to myself, 'It will never happen to me.' The day of the accident there was a strong crosswind blowing directly across the ac­ tive runway. The Cessna and Piper pilots didn't seem to mind and wouldn't be both­ ered changing the pattern to the alternate runway. I assumed I could handle the wind as well. I was set on learning how to land two point on paved surfaces in the Travel Air. As I made my first approach I maneuvered the windward wing a little lower hoping to touch the runway on one wheel and then gently on both mains. It seemed to work and the tail was beginning to settle in when the biplane swerved sud­ denly into the wind. The leeward lower wing scraped the pavement and began to crumple. I watched in slow motion agony, helpless, as the spars broke up and the fabric deformed . A moment later the plane was stopped facing directly into the wind as if in shock. "I felt like I was in a bad dream. I tax­ ied back to my hangar, humiliated and an­ gry with myself for not listening to the previous advice and warnings . I got out and stood looking at the broken wing as Mike Strong drove up. He put his arm on my shoulder and said , 'Kelly, there are only two kinds of biplane pilots; those who have and those will (ground loop).' Mike is the best pilot I know and he al­

ways has the right things to say. He told me of some of his own past experiences with ground looping. Later that same day several other veteran pilots made similar confessions. It all helped ease the humili­ ation . I put the Travel Air in the hangar, locked the doors and didn't come back for over a month. " When I was of a calmer state of mind, I came back and began a thorough inspec­ tion of the damage. I had indeed broken both lower left wing spars, but they had been broken before, several times. One break had occurred at the N strut fitting and had been repaired by pouring glue into the break, shoving it together and nailing two cheap boards on each side , then enlarging the N strut fitting to get over the boards and bolting the whole mess together. Another break had been merely wrapped with bailing wire and left or forgotten. I began tearing more and more of the linen covering off the wings, making a growing list of unairworthy con­ ditions . A couple weeks later I had the fabric stripped off the entire airplane. I was faced with rusted lower longerons; missing tubing that had been cut out of the frame and not replaced. There was rotten wood in the wings , especially the center section. The fuel tanks had been leaking for years, coloring the wood around them red. The fabric and dope had been tight­ ening, crushing the frame. There was no denying it; this was going to be a ground up restoration."

His A&P skills were put to the test right away. But the first thing he needed to do was find a place to work. He didn ' t have room at home , so he built, with the help of a friend, a shop, and then began visiting local auctions. He bought a metal lathe, a milling machine and a band saw. Some new wood working machinery and a TIG welder also were added to the tool collection. More education was in order too - it was back to the local college for some evening courses on using the TIG welder and machine tools. The airframe was fully disassembled, and the process of documenting each and every part was begun . Kelly's first major task was in hunting down a set of drawings for the B4000 model Travel Air he had. Frank Schilling of San Jose , CA is a friendly sort of Travel Air enthusiast who was able to give Kelly the drawings he nee ded. "I was very much indebted to him and I didn ' t forget the good deed, " Kelly recalled. The drawings proved invaluable , be­ cause many parts of the Travel Air had been modified over the years. The aileron tip bows didn ' t match , nor did the engine mount or the sheet metal cowling. The time consuming a nd frustrating tas k of finding parts was soon undertaken. A monthly phone bill of $500 was not un­ common, as he searched the country for bits and pieces. High quality spruce was rar e and expensive , and so were th e Wright 15 engine parts. The hardest items

to find were the 1920's instru­ ments. Purchases on eq uip­ ment lik e this were usually cash in advance, with no guar­ antees and NO RECEIPTS! Kelly says, "I got taken a few times by the sharks, but there were the kind and gen­ uinely caring people like Har­ mon Dickerson who made up for the others. He had spent years collecting Travel Air drawings, parts, basket cases and the knowledge necessary to turn out factory original restorations. Harmon be­ came my mentor and friend, giving me encouragement and the experience of his hard earned knowledge." Work could now begin in earnest, and there was lots of it to go around. The fuselage was straightened out, and the pieces that had been long since cut out were replaced. Cables were remade , and plumbing a nd wiring wa s started. Kelly's research on the Travel Air had shown that his airplane, NC174V, had been sold new to the U .S. Department of Agriculture, and outfitted with a com­ plete set of dual instruments. In later years it was used as an instru­ ment trainer by a couple of flight training academies. The more he dug into her

past, the more Kelly wanted to restore the Travel Air with a full set of instru­ ments in both cockpits. Persist e nce paid off when he was fi­ nally able to get his hands on dual four­ inch airspeeds, tachs, altimeters and the luckiest find of the bunch, a rare Pioneer Earth Inducting Compass . Where have you seen one of those before? Recall the mast with the air-driven cups on the top of Charles Lindbergh 's Spirit of St. Louis? VINTAGE AIRPLANE 19

(Left) A newly overhauled Champion wind driven generator is installed to provide power for the lights and to charge the battery. You can hand crank the Eclipse inertia starter, or hit the starter button to crank the Wright J5. (Below) The impeller to drive the Pioneer Earth Inductor Compass is mounted on a mast aft of the headrest fairing.

His use of the Earth Inducting Compass helped ensure a successful conclusion to his epic flight in 1927. The E IC uses the earth's magnetic field to establish course deviation from a preset course. Each unit ordered was handbuilt by Pioneer. As difficult as it was to find the instru­ ments , finding an instrument shop capa­ ble a nd willing to actually do the work was frustrating. Finally, Kelly was able to locate someone willing and very capable of rebuilding the antique instruments ­ Phil Kraus of Vintage Aero in Westport, NY. Phil's painstaking work is just now beginning to be recognized , as we ll it should be. He was not only able to repair the altimeter and other instruments, but he also put the EIC in working order. His artistic and mechanical talents are to be praised - the instruments look and work just as they did 60 years ago. So many new skills had to be learned. While overhauli ng the Wright 15, Kelly learned that the factory overhaul manual did not necessarily detail every little step involved. A journeyman mechanic of the 1920's would have had more experie nce in the practices of the day, many of which are no longer ta ught to mode rn day me­ chanics who would most likely neve r see a Wright 15 engi ne. The phone once aga in was put to use trying to locate parts for the 15, and Kelly was able to purchase a portion of the en­ gi ne parts collection put togethe r by the Talmantz Museum. Included in that col­ lection was a rare and fortunate find - sev­ eral sets of new exhaust valves and guides! J5s wore out exhaust valves at a high rate, due to the fact th e va lves ran dry in th e guides, with only th e lead in the fuel for lubri ca ti on. With no new valves avail­ ab le, mec ha nic s would re use th e old valves, turning down the ste ms and the n using softer material for the guides. That mea nt , of course, that the guides needed 20 APRIL 1994

replacing often. A new set like the ones Kelly found would go a long way toward ensuring the overhauled J5 would be a re­ liable engine for his Travel Air. Pay ing attention to sma ll a ds in the trade papers a lso paid off when he an­ swered an ad for a prop for the 15. After sendi ng his money , Ke lly wa ited impa­ tiently. When the large wooden crate ar­ rived a few weeks later, he co uld hardly believe his eyes - a brand new, never-in­ stalled-on-an-engine 108" Standard steel propeller rested in the packing. Made in 1929, it had been stored for decades until it was shipped to Kelly. A new engine mount was fabricated , this time with Lord mounts to pre clude cracking the mounting lu gs on th e 15. The fuel system began to take s hape. The red sta in s a ll over th e locations of the four tanks all told the tale. The origi­ nal tanks were made out of " template," and then soldered together. They te nded to lea k, no matter how careful one was during the solde rin g, so there were red fuel dye stains everywhere. A new set of tanks were built up o ut of TIG welded aluminum . Out of concern for the safety of the airc raft (not to me nti o n hi s own hide) th e old copper fue l lin es were re­ placed with aluminum tubin g with AN fittings, and Aeroquip hoses. Th e electrical system was a lso a tar­ get of Kelly 's efforts. Originally, th e B4000 was equipped with an e lectrical syste m that includ e d runnin g light s, landing lights , a starter a nd a battery. He was able to locate a C hampion wind driven generator and includ ed it in the system. A set of Grimes lights were pro­ cured , along with post lights for the in­ strument panel. We ll into the third year of the Travel Air restoration, it was time to test all the sys tems before covering. Wh e n they went to start the 15 , a ma g n e to was

found to be firing improperly, and an in­ vestigation showed it had been assem­ bled incorrectly by th e overhaul shop. The va lve timing also needed adj ust­ ment, and fortunately, a local mechanic, l ack Lanning, knew how to do the job. After watching him time the Wright , Kelly was glad he didn ' t have to fig ure it out by himself - the manual left o ut a number of steps in the process that were necessary if the Wright were to be prop­ erly timed . After the timing check and the magneto repair, the Wright started and purred - on to the next part of the restoration adventure. She e t m eta l work was next on th e agenda. Kelly had always had a soft spot in his aeronautical heart for the Spirit of St. Louis , and a ft e r seei ng the original Spirit at the National Air And Space Mu­ seum and EAA's replica in Oshkosh , his fascination with the airplane was further reinforced. He particularly liked the fin­ ish on the sheet metal, nowadays com­ monl y referred to as "e ngine turning ." Not done very often these days, since it is such a labor inte nsive process, Kell y was dete rmined to reproduce the spun finish. He researched the process and found that in the old days, it was called " pearling." A cone s hape d wire brush would be chucked in a drill , a nd the craftsman would carefully rotate th e brush against th e surface of the aluminum, creating a swirl pa tte rn . Too lightly, and the swirl would be inco mpl e te - press too hard, and you 'd tear up the surface of the alu ­ minum a nd red uc e yo ur nic e cowling panel to sc rap. Kelly worked to make certain th e rows and columns of sw irl marks were lin ed up from one pa ne l to the next. It took weeks to learn the lost art and mas ter the mat hematics of laying out the patte rn. Even st ill , the lea rning

(Continued on page 30)

"A PI~(~ Of (AK~"-SO T"~V SAID by Wallace c. Peterson, AlC 20101

A s we waited in sunny, clear weather on runway 29 for the "cleared for take­ off" call from the tower at Westchester airport just northeast of White Plains , New York, I was in a tangled emotional mix of excitement, anticipation, curiosity and apprehension. The "we" was my wife, Bonnie, myself and our 47 year old Piper J-3 Cub, N6820H , in which we were flying to 18 state capitals in the northeastern United States plus Washington, DC. We left our home base in Lincoln, Nebraska on Sep­ tember 1, heading on this Sunday morn­ ing, September 19, toward our 12th capi­ tal, Trenton, New Jersey. Immediate ly ahead was the source of my anxiety-the roughly 40 mile flight down the Hud son River VFR corridor that the FAA ha s carved out of the sprawling, overlapping TCAs that en­ velopes the airspace around New York City. Clearly the corridor was the best and shortest way to get from Hartford , Connecticut, our last capital, to Trenton ,

New Jersey but , nonetheless , for a f1at­ lander pilot from Nebraska , it loomed as a formidable challenge. The reason for this trip ? It was the second stage in an odyssey that began in 1989 when Bonnie and I flew the Cub 7,857 miles to visit 17 state capitals in the western United States. We had hoped at

that time to fly the Cub into all 48 state capitals in the contiguous United States, plus Washington, DC, but after flying on 37 mostly turbulent days out of 43 away from home , we were too weary to con­ tinue. It was not until 1993 that time and circumstances permitted us to resume the odyssey.


Bearing down on the ~uji blimp and the Statue of Liberty.

" Cub Two Zero Hotel cleared for im­ mediate takeoff," came the voice from the tower through my transceiver and into my headphones. I pushed the throttle for­ ward, lifted the tail and the Cub rose smoothly off the runway. I had requested a straight out departure as the Tappan Zee bridge, the start of the corridor for us, lay just 10 miles ahead, almost directly off the end of runway 29. As we climbed toward our planned al­ titude of 900 feet-the ceiling for most of the corridor is 1100 feet-over the heavily wooded land west of the airport , we caught our first glimpse of the majestic Hudson just beyond a low ridge running parallel to the river. Reaching the bridge, I turned southwest, crossing the river at an angle , heading toward the New Jersey side. Traffic down river flies to the right and upriver to the left. With my New York VFR Terminal Heading south over the Hudson River, the view out the left side of the Cub is dominated by the Empire State Building.

22 APRIL 1994

The view down the mighty Hudson at the­ top of the island of Manhattan.

Area Chart spread across my knees and mindful of the chart's warning of " High density uncontrolled helicopter and fixed wing traffic operating on the Hudson and East River TCA exclusions ... ," I self-an­ nounced (as the chart instructed) that "Piper Cub Six Eight Two Zero Hotel had crossed the Hudson at the Tappan Zee bridge and was proceeding south down the river at 900 feet along the New Jersey shoreline. " Reassuringly, a voice from an unseen aircraft responded, "Okay, Cub, we have you in sight. " So we were on our way down the corri­ dor with the Hudson stretching ahead, the splendid skyscrapers of Manhattan to the left, the brown and green of the Palisades of New Je rsey to the right and seemingly no place to put the Cub down if the engine failed. Of course it didn't. Our 65 hp Continenta l ran as smoothl y as ever, its normal roar reduced by wax earpl ugs and

headphones to a contented purr. Occasionally I saw a plane or he li­ copter across the river, heading north, but the worrisom e " high density of uncon­ trolled " traffic noted on the TCA chart failed to materialize. While remaining ever vigilant, keeping my head on a swivel, I relaxed and began to enjoy the magnificent view of Manhattan. Periodi­ cally I gave our position, most of the time receiving the welcome response that somebody had the Cub in sight. In the meanwhile, Bonnie busily snapped away with our camera. As we flew along at 900 feet, familiar tourist landmarks drifted by on the left. There atop a hill was the Cloisters, re­ membered from a not-so-long-ago boat trip around the island of Manhattan, the Henry Hudson Parkway (could one land the Cub there?) and just ahead the impos­ ing George Washington bridge, the sec-

York is still the destination of ocean-going cruise ships such the west side of Manhattan. the site of the Intrep~ SelIl!-AjM"~"'l.__~

ond of three bridges that cross the Hud­ son along the corridor. Next came Grant's Tomb, a glimpse of the green and the ponds in Central Park, and the Empire State building looming above all the rest of Manhattan . Before passing 34th Street, where one could look directly up the street to the Empire State Building, we flew by a cruise ship at dock and the Sea-Aer-Space Museum, consist­ ing of the aircraft carrier Intrepid , a de­ stroyer and a submarine. Shortly after passing 34th Street, the Cub got a severe jolt. Another plane? None was in sight. Then I spotted the reason: a helicopter far ahead, descend­ ing to circle the Statue of Liberty. Evi­ dently we had flown through the down­ draft from its rotors as it passed us a t a higher altitude and then began to de­ scend. No harm done. The rest of the corridor leg passed al­ most too quickly. At the end of Manhat­ tan were the twin towers of the World Trade Center, followed by America's best known symbol, the Statue of Liberty. Cir­ cling the Statue along with us was the Fuji Blimp which takes passengers to the Statue in the summer months. Earlier we had seen it at Westchester airport. As the picture postcard view of lower Manhattan slipped behind the left wing, the spectacular Verrazano Narrows bridge appeared over the Cub's nose. This graceful suspension bridge , built

where the Hudson River meets the At­ lantic Ocean, is also the southern end of the VFR corridor. After passing the bridge we flew along the shore of Staten Island, the Atlantic to our left, over three double highways and then picked up the New Jersey Turnpike, our concrete com­ pass to Trenton. After the corridor, the rest of our flight on September 19 was almost anticlimactic. But not quite. From Trenton, New Jersey, with Bonnie as chief navigator, we fol­ lowed roads, power lines and railroads, touching down at two more capital cities, Dover, Delaware and Annapolis, Mary­ land. Not bad; 242 miles and three capi­ tals in one day! At Annapolis we landed at Lee Air­ port where we were met by Florence Par­ lett, a gracious lady in her eighties who with her son Tom runs the airport. She came out to meet us on a golf cart, took both our luggage and us to her office and then arranged for a motel and transporta­ tion to the motel. September 19 was a special day. How does flying an ancient taildragger in the northeast compare with flying in the west? Aside from the vastly greater dis­ tances between airports in the west, the biggest difference was weather. On our western trip we lost only seven percent of flying days because of weather, but in the east the loss was 35 percent. Even when it is VFR, haze is often a problem in the east.

Of course the northeast is busier, but not excessively so. Like flying every­ where, one rarely sees another plane in the sky. That, though, is no reason not to keep your head on a swivel. The Cub has no transponder, but we had no difficulty in avoiding ARSAs and TCAs, with one exception. Entering an ARSA didn't pre­ sent a problem as long as we telephoned ahead letting the controllers know from where we were coming and our ETA. We landed in Lincoln in the late after­ noon, October 1, 31 days after leaving. On the northeastern trip we flew 3,682 miles in 64.8 hours at an average ground­ speed of 56.8 mph. We had 128 takeoffs and landings, used 303 gallons of gas and 10 quarts of oil, including one oil change (4 quarts). Looking back, flying down the Hudson River VFR corridor was the highlight of this journey, one which took us over, through and around the heavily wooded terrain, the green mountains, the streams and lakes, the farmlands, the towns and the cities of the northeastern United States. As for the corridor, it was not quite "a piece of cake," but a challenge not be be feared or avoided. What is left? There are 13 more state capitals scattered across the southeast­ ern United States awaiting us. When? The Cub is ready but Bonnie and I will have to wait until another autumn rolls ... around. VINTAGE AIRPLANE 23


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

by Buck Hilbert (EAA 21, Ale 5) P.O. Box 424 Union, IL 60180 Dear Buck, In connection with your comments about the Pearl Harbor Aeronca, I thought I'd add an extra piece of informa­ tion. The Aeronca involved in the Decem­ ber 7,1941 incident was a 65TC Tandem Trainer (not a "Defender") and it was completed April 11, 1941 at Middletown, OH as NC33838, SIN C9611-T, painted orange with blue trim and exported di­ rectly to Honolulu. Take care and best regards, John Houser NC43799 Middletown, OH

Here's still more on the Pearl Harbor Aeronca. Back in the mid-sixties, I re­ member my mentor and friend, Bob O'Hara telling me the story of the Aeronca shot up during the battle of Pearl Harbor. When I went to Hawaii on my honeymoon in December 1973, I looked up the owner of that great little plane, Jim Bryant, who promptly invited me to go for a checkout in N33838. We flew all the way around the island of Oahu with landings on Ford Island and Dillingham. In those days, Dilling­ ham was nearly deserted and reminded me of the jungle airstrips in the movies. Ford Island was, of course, one of the fo­ cal points of the attack. It was still legal in 1973 to land and takeoff on the mili­ tary airport there. This was truly like a trip back in time, flying a battle veteran aircraft off of the center of the battle ground. It was a most memorable expe­ rience . Because my bride, Arlys, was also a pilot, she was most understanding. On the return to Honolulu airport, Jim introduced me to Margarette Gambo Woods, who was one of the pilots flying on December 7, 1941 and was depicted in "Tora, Tora, Tora." She owned 5 Aeronca 65 TC's in her flight school and was giving dual in one at the time of the

attack. She was an aviation legend and quite a wonderful person. She told me that N33838 was owned by a flying club on December 7, 1941 and was being flown solo by a fellow whose name has escaped me over the years. During the initial attack, the Japanese fighters caught him several miles north of Pearl Harbor and began firing machine gun bursts into the little Aeronca. He dove to the bottom of a lava canyon where the fast moving fighters did not chase him. Unfortunately, the canyon emptied just north of Pearl Harbor and he found him­ self back in the thick of things with planes diving, bombs dropping and bul­ lets flying. He turned around and landed on a dirt road in a sugar cane field, jumped out, ran to the highway, flagged down a passing taxi and returned to home in Honolulu. How scared he was is probably a lifelong secret between him and his laundress. When we returned to Oahu for the fiftieth anniversary of the battIe on De­ cember 1991, I asked around about N33838 and was saddened to learn it was ditched in the ocean after an engine fail­ ure. I heard it had been lost forever, and yet other rumors stated it had been re­ trieved. I sure hope it is the latter and not the former. I really enjoy reading your column.

The Aeronca 65-TC owned by the flying club on the island of Oahu and forced down by the Japanese attackers December 7,1941. The color scheme on the airplane as shown here is not original - it was delivered from the factory painted orange with blue trim, a standard scheme for the 65-TC. 24 APRIL 1994

(Above left) A younger Pat Quinn at the controls of the "Pearl Harbor Aeronca" during his honeymoon in the Hawaiian islands in 1973.

Please keep up the good work. Over to you,

(Above right) The repaired damage done by a Japanese bullet or two can be seen if you look closely near the tip of the arrow.

Pat Quinn A/C 9302 Ventura, CA Hello Pat! How neat, the chance to fly an airplane that is HISTORY, and then you send us the pictures too, along with an update on the airplane as you heard it. This one little airplane has generated an unbelievable amount of interest and com­ ment. We are trying to get the full and cor­ rect story as to what actually happened then, and afterwards. We have heard that Jose Otero, the registered owner of the air­ plane, still has pieces of the craft in his pos­ session in the southern California area. I understand he doesn't like to be bugged about the airplane and does intend to re­ build it. Your pictures will be most appreciated by the editorial staff and the Boeing Li­ brary. We'll send them back as soon as they are copied. They are great, especially the one of Margarette Woods. We'd love to know more about this woman too; there are so many great women in aviation who have gone unrecognized who did great things. Most of them were successful homemakers before or after th ey made their mark in aviation. I recently presented a plaque to the first black woman to hold a commercial pilot's license in 1926. She never was accepted into the aviation world as such, but she was the key person in the Chicago Black Pilot's group that later became the nucleus for the Tuskeegee Airmen. H er name is Janet Harmon Bragg, now 85 years old, and revered by the people who got their start in aviation because of her. H ey, I ramble on. Again, I want to thank you both for the comments on the column and Vintage Airplane. Over To You,


-z::.:<. ~t(ck

(Above) A view of Ford Island and Pearl Harbor from the Aeronca. Just below the center jury strut, the U.S.S. Arizona memorial is visible. (Below) Mrs. Margarette Gambo Wood, the lady flight instructor depicted in the movie "Tora, Tora, Tora" who was flying with a student at the time the Japanese overwhelmed the island from the air. (The movie erroneously shows her flying a Stearman, if memory serves me correctly.)




by George Hardie The configuration of this airplane hints at the period in which it was built. The photo is from the EAA archives. Answers will be published in the June 1994 issue of VINTAGE AIRPLANE. Deadline for that issue is April 20 , 1994. First, a quick word about the Febru­ ary Mystery plane column. As a num­ ber of you pointed out, the deadline listed in that issue was incorrect - the February Mystery Plane will be an­ swered in the May issue of the maga­ zine. We "struck oil" with the Mystery Plane for January with several detailed answers . Glenn Buffington, El Do­ rado, AR writes: "The January Mystery Plane is the Golden Eagle 'Chief', Kinner K-5 en­ gine, 100 hp, manufactured by R.O. Bone's Golden Eagle Aircraft Corp., Inglewood, CA. Most of the previous models had been powered by LeBlonds. This airplane, R223M, was flown by Bobbi Trout in the first Woman ' s Air Derby, August 18-26, 1929 from Santa Monica, CA to Cleve­ land,OH. "The second day of the race she lost power on the approach to Yuma, AZ and made a forced landing in a culti­ vated field near Algodones , Baja, six miles west of the Yuma Airport. The 26 APRIL 1994

Golden Eagle went up on its nose and flipped. "Resulting repairs put Bobbi 2-112 days behind the other contestants. However, she followed the race course, though out of contention. She spent the night of the 23rd at Pecos, TX while the others were at Wichita, KS. She left St.

Louis at noon on the 25th and RON'd at Greenburg, IN while the others were at Columbus, Ohio for the night. "Bobbi told the writer she finished at Cleveland on the afternoon of the 26th about the same time as Ruth El­ der who was flying a Swallow. Elder had stopped at Akron on the Colum­

bus-Cleveland leg of the race. "The tenacity paid off - Bobbi's ar­ rival brought to 15 the number of fin­ ishers in the field of 20, a good showing for that era." Lynn Towns of Brooklyn, MI adds this: "This was a new Type Certificated version of the Golden Chief which was furnished to Bobbi Trout by the factory for promotional purposes. Earlier in 1929 Bobbi flew a 60 hp LeBlond pow­ ered Golden Eagle for 17 hours, S min­ utes and 37 seconds to set a woman's landplane endura nce record (non-refu­ eled). "The insignia behind the race num­ ber in the plane pictured was that of the National Exchange Club, who spon­ sored the race . Above the insignia is the name 'San R afae l' . I believe this was probably the local Exchange Club chapter which sponsored Bobbi Trout." Ralph Nortell of Spokane, W A adds this: "The original design of the Golden Eagle, with a Velie K-5 engi ne, was by Mark Campbe ll , a versati le aviation personality of southern California. A partnership with R .O. Bone of Ingle­ wood was dissolved early in 1929, leav­ ing Bone to organize the Golden Eagle Aircraft Corp. in Inglewood. A some­ what cleaned up version of the 'Chief' with the 90 hp LeBlond engine was is­ sued ATC No. 202 in August 1929. "Enclosed are a co upl e of snaps of the 'Chief' NC68N , SI N 808 of 1929. NC68N had a succession of owners in the Spokane area for many years. Per­ sonally acq uainted with one of these owners, it was my pleasure to have ex­ perienced breezy trips 'around the patch' in this old bird on two occasions.

" Early in 1960 owner Warren Gard­ ner re-engined NC68N with a zero­ time 120 hp Ken Royce 7G. During the '60s this ' Chief' was dark blue with ivory trim. From the '70s on, the finish has been cream and red. T he red was applied on the fore-fuselage and verti­ cal tai l in the same scallop-type format used on N223M, the Mystery Plane."

Other answers were received from Charley Hayes, Park Forest, IL; Robert Wynne , Mercer Island , WA ; James Borden , Menahga , MN , Marty Eisen­ mann, Garrettsvi ll e, OH; Tony Moro­ zowsky, Zanesville , OH; Bill Thaden, Kittery Point , ME ; Earl Stahl, York­ town, V A , and Pete Bowers, Seattle, WA.



~-~-t 0





Golden Eagle "Chief"





~----------------------------------------------------------~~ (Above and Top) Ralph Nortell also had some experience with Warren Gardner's Chief. The color scheme shown above is the scheme on the airplane during the

1970's. Pete Bowers (Left) in the cockpit of the Chief with owner Warren Gardner. The picture below, taken in 1963, is another view of P.M. Bowers at the controls.


APRIL 24 - GREENSBORO , NC­ North Carolina Dept. of Trans. NC Wings Weekend . Free flight instruction and seminars. To register contact: NCDOT Div. of Aviation, 919/840-0112. APRIL 24 - HALF MOON BAY, CA. - Half Moon Bay Airport. Pacific Coast Dream Machines benefit. Gates open from 10 A.M. until4 P.M. To benefit Coastside Adult Day Health Center. Par­ ticipant 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 in­ formation, call R. Bottom, Jr., 103 Powhatan Pkwy, Hampton, V A 2366l. Fax 804/873-3059. APRIL 30 - MAY 1- WINCHESTER, VA - Winchester Regional Airport. EAA Chapter 186 Spring Fly-In. On field camp­ ing, trophies for winning showplanes. Pancake breakfast Sunday, rain or shine. Concessions and exhibitors. Contact Al or Judy Sparks, EAA Chapter 186. 703/590-9112. MAY 1- DAYTON, OH - 31st Annual Funday Sunday Fly-In at the Moraine Air­ park. Breakfast, awards, flea market and lots of antiques. Contact: Jennie Dyke, 513/878-9832. or write Jennie Dyke, 2840 Old Yellow Springs Rd ., Fairborn, OH 45324. MAY 13 -15 - CAMARILLO, CA­ Camarillo EAA Fly-In and Air Show. ex­ perimental, antique, classic, warbirds, type clubs. Pancake breakfast, BBQ, and Awards dinner, Vendors , lAC air show and flight demonstrations , Factory and FAA seminars . For information , call 805/584-1706. MA Y 14 - MT . VERNON , TX ­ Franklin County Airport. BBQ and cam­ pout Fri. night. Pancake breakfast Sat. morning, Hamburger lunch. Contests, Fo­ rums, door prizes and awards. Contacts: Ted Newsome 903/856-5992, Tom Willis, 903/885-5525 or the airport at 903/537­ 271l. MAY 20-22 - COLUMBIA , CA - 1994 Luscombe Gathering. 18th Annual event, and will feature judging, spot landing and flour bombing, plus a clock race. Contact: Art Moxley, 206/432-4865 . MA Y 20-22 -HAMPTON, NH - Hamp­ ton Airfield. 18th Annual Aviation Flea Market. Fly-in , Drive-in - camping on air­ field. No fees. No rain date. Anything aviation related ok. Food available. For info call 603/964-6749. 28 APRIL 1994

May 27-29 - ATCHISON, KS - Amelia Earhart Memorial Airport. 28th Annual AAA, Kansas City Chapter Fly-In . For information, call Herb Whitlow, 913/379­ 5011 or Stephen Lawlor, 806/238-216l. May 27-29 - WATSONVILLE, CA ­ 30th Annual West Coast Antique Fly-In and Airshow. Call 408/496-9559 for more information. JUNE 3-4 - MERCED, CA - 37th Merced West Coast Antique Fly-In. For more information , contact Merced Pilots Assoc., P.O. Box 2312, Merced, CA 95344 or Mike Berry 209/358-3728. For conces­ sions information, call Dick Escola, 209/358-6707. JUNE 4-5 - V ALP ARAISO, IN (VPZ) EAA Northwest Indiana Chapter 104 3rd Annual Fly-In Breakfast. 219/926-3572. JUNE 5 - JUNEAU, WI - EAA Chap­ ter 897 Fly-In, drive-in pancake breakfast at Dodge County Airport. Breakfast served 8 - 1 pm. Hamburgers and brats served from noon until 3 p.m . Aviation fly market. Co-sponsored by the Gold­ wing motorcycle and Hot Rod associa­ tions. Contact: Rick, 414/885-3696. JUNE 5 - LACROSSE, WI - Annual Fly-InlDrive-In breakfast. 608/781-5271. JUNE 5 - DEKALB, IL - DeKalb-Tay­ lor Municipal airport. 7am - noon. EAA Chapter 241 serves its 30th Annual Fly­ In/Drive-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 MEM­ BERS ARE , WORLDWIDE - INTER­ NATIONAL YOUNG EAGLES DAY. Check with your local EAA or Antique/Classic Chapter to find out if they are holding a Young Eagles Rally. If you're too far away from a chapter activ­ ity, 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 Avia­ tion Center, P.O. Box 3086, Oshkosh, WI 54903-3086. Call 414/426-4800. JUNE 5 - FOWLERVILLE, MI ­ Maple Grove Aerodrome. Sterman Fly-in, sponsored by Maple Grove EAA Chapter 1056. Vintage airplanes invited. All wel­ come. A/C parts swap meet. To pre-reg­ ister or for info call: Rich - 517/625-3338 or Ron - 517/223-3233. Rain date June 12 or June 18. JUNEII-DECATUR,AL-EAA Chapter 941lDecatur-Athens Aero Ser­ vices 7th Annual Fly-ln. All invited. Ven­ dors, Demonstrations, Judging. For info call 205/355-5770.

JUNEII-GADSDEN,AL-EAA Chapter 1048 2nd Annual J-3 Cub and Piper high-wing Fly-in . For info call 205/442-3313. JUNE 11 - COLDWATER, MI ­ Branch County Memorial Field. 10th An­ nual Fairchild reunion . Contact Kike Kelly. 517/278-7654. JUNE 17-19 - DENTON, TX - Denton Municipal Airport. 31st Annual AAA Texas Chapter antique airplane Fly-In. Contact: Dan Doyle, 214/542-2455. Host hotel is the Radisson: 817/565-8499. JUNE 17-19 - CREVE COEUR, MO ­ Annual American Waco Club Convention and fly-in. For info, call the A WC at 616/624-6490 or write A WC, 3546 New­ house PI., Greenwood, IN 46143. JUNE 18 - HUNTSVILLE, AL Moontown Airport. 2nd Annual EAA Chapter 190 Father's Day Fly-ln. Poker run, spot landing contest, refreshments, etc. Camping OK. 100LL and auto gas available. Rain Date: June 25. For infor­ mation, 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 19 - RUTLAND, VT - Annual Taildraggers rendezvous sponsored by EAA Chapter 968. Fly-in breakfast. Call Alpine Aviation for info. 802/773-3348. JUNE 23 - 26 - MT. VERNON, OH­ 35th Annual National Waco Reunion Fly­ In. 513/868-0084. JUNE 26 - MICHIGAN CITY, IN­ Michigan City Aviators - EAA Chapter 966 Pancake breakfast. 7 a.m. - Noon. Call Glenn or Kathy Dee for info: 219/324­ 6060. JULY 1-3 - GAINESVILLE, FL­ EAA Chapter 611 26th Annual "Cracker" Fly-In. Antiques, homebuilts, Judging in 9 categories. Contact: S.S. McDonald , 404/889-1486. JULY 8-10 - LOMPOC, CA -10th An­ nual West Coast Piper Cub Fly-In . Con­ tact: Bruce Fall, 805/733-1914. JULY 16-17 - DELAWARE , OH­ 13th Annual EAA Chapter 9 Fly-In . Young Eagle rides, BBQ chicken, refresh­ ments, more . Contact Don Rhoads. 614/747-2522. JULY 17-23 - ROSWELL, NM - 25TH Anniversary convention of the Interna­ tional Cessna 170 Assoc. Contact: Lyn Benedict, 136 E. Orchard Park Rd. , Dex­ ter, NM 88230. 505/622-3458. JULY 28 - AUGUST 3 - VAL­ PARAISO, IN (VPZ) EAA Northwest Indiana Chapter 104 10th Annual Food­ booth during the week of Oshkosh. 8 a.m. - 6 p.m. daily. 219/926-3572 for info. 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! ...


On this page you'll see the latest additions to the ranks of the EAA Alltique/Classic Divi足 sion. Whether you're joining for the first time, or are coming back, we welcome you, alld we'd especially like to welcome those ofyou who are joinillg us with your interest in Con足 temporary class aircraft. Welcome one and all!

Mark Acosta Caruthers, CA Curtis W. Allen Moundsville, WV Johnny D. Allen Belton, MO William Allmon Las Vegas, NV William Berry Modesto, CA Lexington, OK Billy 1. Blackstone Lugoff, SC David B. Boisvert Jeffrey B. Bond Anthony, KS Alexandria, V A James W. Bonner Tim Bourgoine Peralia, NM Willmar, MN Jim Braness George Bredewater Columbus, IN Edward Brencic Parker, AZ John Brennan Tallahassee, FL Pete Burke Lynchburg, V A Aiken, SC Thomas N. Butler Jeff S. Cammenga Grandville, MI Ian Campbell Manilla, Ontario, Canada Marc Carter Lisbon, IA John E. Chmiel Rhinelander, WI Daril F. Cinquanta Arvada, CO Patrick Clark Anchorage, AK Burlington, NC Thomas L. Coble H. Roy Collins Mt Laurel, NJ Stewartville, MN Joseph T. Connell Dundee, IL John T. Creegan, Jr. LeeJ. Davis Peachtree City, GA Richard E. Davis Savannan, GA Kent, WA Richard A. Decker Richard L. Dickerson Fort Worth, TX Danny & Patricia Doyle Mckinney, TX Duluth , MN Bruce A. Dudley Douglas G. Dunn Medford, OR Bob Elmore Marengo, IL Robert W. Elmore Elizabeth, P A Modesto, CA Dennie W. Farris Juneau, WI Richard F. Fischler Huntley,IL Truman Fisher Brandon, MS George T. Flynt Beverly, MA Jane K. Frost James L. Gould Shannon , GA Larry Gower Guadalajara, Jalisco, Mexico Edward B. Gray Toney, AL Theodore G. Griggs III Bethlehem, P A MtHolly, NC Mark N. Hall Louisville, CO J. Scott Hamilton Parachute, CO Barry J. Hicks Norman Hoerst Eagle River, WI H. H. Holloway, Jr. Baton Rouge, LA Porter Houston Cockeysville, MD Enid, OK Charles R. Howard Donald R. Humphries West Columbia, SC Morgan Hill, CA John C. Hunsicker Jim W. Jatho Evans, GA Father William Jenkins Cincinnati, OH Richard L. Johnson Salol,MN

Philip D . Jolly Zephyrhills, FL R aymond Kaisershot Montgome ry, MN Steven Frederick Kammeyer Tucson, AZ Alan D. Kasemodel Billings, MT H. Kaudle Lake Winnebago, MO Charles R. Keane Santa Anna, CA Norman F. Kurtz Witefish, MT John LaCroix Shrewsbury, MA Jennifer S. Ledman Gaithersburg, MD Joseph Leonard Garrettsville,OH New Haven, CT Peter A. Marshall Penny D. Massell Urbana, IL Fred W. McDaniel Naples, FL Christopher O. Miller Carson City, NV Prattville, AL Larry C. Miller Stephen A. Miller Southboro, MA James T. Mooney Central Square, NY Titusville, FL Don Moorman Michael L. Morrison Hereford, AZ Pembroke, KY Randall E. Nason Morgantown, WV Sams WNeal James E. Neldner St Francis, WI Gerald L. Nichols St Clair, MI Elkton, MD Robert A. Parrack Charles N. Patterson Lakeland, FL Thomas G. Pelz Carson City, MI William R. Perkins Lexington, KY Charles C. Pinckney Ridgeland, SC David Pohl Bloomfield Hills, MI Edwin I. Power, Jr. Nut Tree, CA James A. Reisinger Sparta, WI Mark A. Sasko Utica, OH Robbin Schramm Brookfield, WI Darrell Schuler Aurora, CO Stuart Shinn Scarborough, Ontario, Canada Graham, WA Chris Smith Jim Snodgrass Upper Sandusky, OH Howard K. Stock Woodstock, IL Richard Stowell, Jr. Ventura, CA Luther Strayer Menasha, WI Titusville, FL Ray T. Thomas Jonathan Thompson Santa Ana, CA Burton L Thomsen Aurora, NE Frank A Upshall Sylmar, CA Robert L Walker Montauk, NY Alexander G Webb Aberdeen, SD Paul H. Wedin Midway,AR R Stuart Weisgerber Ionia, MI Joseph E Whitbeck Fair Lawn, NJ William White Lexington, KY Delbert E Whitten J r Winter Haven, FL Roy Williams Mcallen , TX Clark Wilson West Palm Beach, FL John E Woytanowski Bayville, NJ Denver, IA Robert Wylder Boris Zissoff Toronto, Ontario, Canada



EAA Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATlON. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annUally. All major credit cards accepted for membership.


Current EAA members may join the Antique/ Classic Division and receive VINTAGE AIR足 PLANE magazine for an additional $20 per year. EAA Membership, VINTAGE AIRPLANE mag足 azine and one year membership in the EAA Antique/Classic Division is available for $30 per year (SPORT AvtATlON magazine not included).

lAC Current EAA members may join the Intemational Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $30 per year. EAA Membership, SPORT AEROBA TICS magazine and one year membership in the lAC Division is available for $40 per year (SPORT AVIATION magazine not included).

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $30 per year. EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIA TION magazine not included).

EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 per year. EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included).



Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add $13 postage for SPORT AVIATION magazine and/or $6 postage for any of the other magazines.


P. O. BOX 3086

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(Continued form page 20) curve was expensive, and Kelly should be proud of the rare skill he has embraced, even if it came expensively. It was time for the home stretch - cov­ ering time. After seeing the results that could be obtained by using the Stits (now Poly Fiber) process, Kelly used it to cover the Travel Air. He was looking for some assistance, and asked Ray Stits for a refer­ ral. Ray gave him the name and phone number of Arlie Londo, who Ray said was " The fastest rib stitcher I've ever seen." Kelly called Arlie and asked if she would be interested in helping out on the Travel Air. She consented, and soon he had Ar­ lie treating Kelly to all the little details that help separate a great covering job from a run of the mill project. Getting the seams straight and making sure the edges of the pinked tapes were ironed flat were just some of the pointers she left him. When it came time for painting , no shop was willing to do the work up through silver - some wanted to do only the color coats. Kelly figured if he had to do the work up through silver, why not just do all the job?

After the first days of hand sanding, he knew why - it was hard, tedious work! As he worked, he began to see how the de­ tails Arlie Londo had been teaching him paid off. The airplane began to look like a biplane again, and the weather was begin­ ning to beckon . It was soon time. Kelly describes the big day. "Mike Strong was kind enough to fly in from Wyoming to be the test pilot. I went along as a hostage in case the craftsman­ ship failed the test. This is the time that tries men's souls , or at least the mechan­ ics. I white knuckled the take-off, think­ ing about all the things that could possibly go wrong-but nothing did. The biplane performed well and the flight was a smooth one. When we had taxied back to the hangar, Mike offered me his hand and said, 'Kelly, she 's a keeper; now it's your turn to fly her.' I gave him a sheepish smile and climbed into the cockpit think­ ing about my last flight as the pilot in com­ mand. It was January 1, 1989, the fatal day I ground looped her. It had been over five years, a long time to think about my mistakes. I started the Wright Whirlwind engine and began taxiing. I checked the mags and controls ; they were all opera­ tional. I taxied to the turn runway and pulled my goggles down over my eyes and said a quick prayer. Throttle forward , stick forward and the biplane began to roll. I glanced at the airspeed and concen­

trated on keeping her lined up on th e grass. I pulled back on the stick and started climbing. The idea of having five years of my life and a quarter million dol­ lars of airplane dependent on my skills as a pilot was scary. I climbed to pattern alti­ tude and made several circuits of the field trying to get the feeling of the plane back. I was surprised how much of it was still automatic. I checked the various fuel tanks and the trim as I rehearsed the land­ ing that was to come next. Turning base and final I worked the throttle to get just the right angle to fly her down the imagi­ nary corridor of flight and set her down just past the threshold. I managed to flare just right and three pointed with a smooth roll-out. I did it. I made a good landing." Careers take funny turns. Kelly Mason found that he has the talent and desire to restore old airplanes, and he is hard at work making his new dreams come true. The Travel Air is up for sale, so that fu­ ture projects can be worked on - a Stinson SR-8 takes up a lot of hangar space when it's fully assembled! Also in the wings is a Piper Cub, a Fairchild 24W, and a PT-17 Stearman. It sounds like his career plate is pretty full now!





You can contact Kelly Mason at 17820 59th Av. , NE ., Arlington, WA 98223 or give him a call at 206/435-3841. ...

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If you're like many EAA members, you save your back issues of Sport Aviation as a personal resource library. But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or, worse yet, missing! End your worries and organize your Sport library with these new EAA Sport Aviation binders. Store a complete year's worth of Sport Aviation, without worry. These attractive, high-quality binders are extremely durable and are available in deep blue with gold-colored lettering.

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IS THERE A NEW LOCATION IN YOUR IMMEDIATE FUTURE? Be sure that your membership . . . and VINTAGE AIRPLANE ... follows you. Let us know at least two months in advance of your move. Send your change of address . (include membership number) to:

VINTAGE AIRPLANE P.O. BOX 3086 OSHKOSH, WIS4903-3086 or call

1-800/843-3612 32 APRIL 1994

MISCELLANEOUS: CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous "Jenny", as seen on "TREASURES FROM THE PAST". We have posters, postcards, videos, pins, airmail cachets, etc. We also have R/C documentation exclusive to this historic aircraft. Sale of these items support operating expense to keep this "Jenny" flying for the aviation public. We appreciate your help. Write for your free price List. Virginia Aviation Co., RDv-8, Box 294, Warrenton, VA 22186. (c/5/92) 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 209/962-6121. (c-5/94) GEE BEE - R-1, R-2 super-scale model plans used for Wolf/Benjamin's R-2. GB "Z", "Bulldog," "Goon," Monocoupe, Culver, Rearwin. Updated, enlarged (1/3, 1/4, 1/6-1/24) . PLANS on SHIRTS/Caps! Catalog/News $4.00, refundable. Vern Clements, 308 Palo Alto, Caldwell, 1083650. (c-9/94) Classic Aero - parts, sales, and service including used airframe and engine parts and complete aircraft, restoration services, and pilot supplies for most small Classic era aircraft. 910/475-2587, (4-1) AVIATION ART BY ARTIST SAM LYONS - Limited edition prints and original paintings available. Full color catalog $3.00. (refundable with first order.) Commissions accepted. Lyons' Studio, 4600 Kings Crossing Drive, Kennesaw, GA 30144, 1-800-544-4992, FAX 404/928-2948. (4-1)

WANTED: Wanted - Taylor Young (1938-40), or E-2, or Fury or craft to use 10 hour A-40. Greene 401/783-2350. (4-1) Wanted - Experienced craftsman to do museum quality restoration of 1931 biplane. Reply to: Sutton, PHA, 418 E. 59th Street, New York, NY 10022. (4-1)


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