DAVE JAMISON 1971-1972
E.E'. "BUCK" HILBERT ....-' 1972-1975
J.R. NIELANDER 1976-1978
. -ESPIE"BUTCHN JOYCE 1988 - PRESENT
Vol. 24, No.1
2 Straight & Level/
Espie "Butch" Joyce
3 AlC News/ H.G. Frautschy
6 Type Club NoteslNorm Petersen 8 AlC 25th Anniversary/ Dobbie Lickte ig
10 Freedom Flight America/ Dick and Jeannie Hill
12 Mystery Plane/H .G. Frautschy
EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS
13 The First Cabin Waco/ H.G . Frautschy 17 Interstate L-6/Norm Peterse n
22 An Old Friend/Peter Bowers 24 What Our Members
are Restoring/ Norm Petersen
President Espie 'Butch' Joyce P.O. 80x 3S584 Greensboro. NC 27425 910/393-D344
Vice-President George Doubner 2448 Lough Lane Hartford. WI 53027
Secretory Sieve Nesse 2009 Highland Ave. Albert Lea. MN 56007 507/373-1674
Treasurer E.E. 'Buck' Hilbert P.O.80x424 Union. IL 60180 815/923-4591
26 Pass it to Buck/ E.E. "Buck" H ilbert
28 Welcome New Members 29 Calendar 30 Vintage Trader
Tom Pob e rezny
Marketing & Communications
Henry G. Frautschy
Golda Cox Art Director Mike Drucks Assistant Art Director
Sara A. Otto
Computer Graphic Specialists
Olivia l. Phillip Jennifer La rsen
George Hardie. Jr. Dennis Parks
Jim Koepnick Mike Steineke
Carl Schup p el Donna Bushman
Page 22 FRONT COVER ... This 1932 Waco QDC restored by Alan Buchner. Fresno. CA was picked as the Reserve Grand Champion Antique at EAA OSHKOSH '95. Alan 's Waco was once owned by his father in 1938! EAA photo by Mike Steineke. Shot with a Canon EOS-l n equipped with a 70-200mm lens. 1/250 @f80n Kodak Lumiere film . Cessna 210 photo plane flown by Bruce Moare. BACK COVER ... Edward Clay Smith of Athens. AL has just completed the restoration of Ihis 1942 Interstate L-6. which happens to be the first off th e production line. It was selected as the Antique WW II Military Trainer/Liaison Runner -up. EAA photo by Jim Koepnick . Shot with a Canon EOS-l n equipped with a 70-200mm lens. 1/250 @ flO on Kodak Lumiere film . Cessna 210 photo plane flown by Bruce Moore.
Copyright © 1996 by the EAA Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Second Class Postage paid at Oshkosh, Wisconsin 54901 and at addrtional mailing offices. The membership rate for EM Antique/Classic Division, Inc. is $27.00 for current EM members for 12 month period of which $15.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADORESSES - Please aliow at least two months for delivOlY of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse 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 POLICY: Readers are encouraged to submrt stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh. WI 54903-3086. Phone 414/426-4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIAnON FOUNDAnON and EAA ULTRALtGHT CONVENTION are trademar1<s of the above associations and their use by any person other than the above association is strictly prohibrted.
John Berendt 7645 Echo Point Rd. Cannon Falls. MN 55009 507/263-24 14
Robert C. ' Bob' Brauer
9345 S. Hoyne
Gene Chase 2159 Carlton Rd. Oshkosh. WI 54904 414/231-5002
John S. Copeland
28-3 Williamsburg Ct.
Shrewsbury. MA 01545
Phil Coulson 28415 Springbrook Dr. Lawton, M149065 616/624-6490
Stan Gomoll 1042 90th Lane. NE Minneapolis. MN 55434 612/784-1172
Cha~es Harris 7215 East 46th St. Tulsa. OK 74145 918/622-8400 Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis. IN 46278 317/293-4430
Jeannie Hill P.O.80x328 Harvard. IL 60033 815/943-7205 Rober! D. ' Bob' Lumley 1265 South 124th St. Brookfield. WI 53005 414/782-2633 Gene Morris 115C Steve Court. R.R. 2 Roanoke. TX 76262 817/491-9110
Robert Uckleig 1708 Bay Oaks Dr. Albert Lea. MN 56007 507/373-2922 Geoff Robison 1521 E. MacGregar Dr. New Haven. IN 46774 219/493-4724
181 Sloboda Av.
Mansfield, OH 44906
S.H. ' Wes· Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213 414/771-1545
DIRECTOR EMERITUS S.J. Wittman 1904-1995
ADVISORS Joe Dickey 55 Oakey Av. Lawrenceburg. IN 47025 812/537-9354
6701 Colony Dr.
Madison. WI 53717
STRAIGHT & LEVEL
by Espie "Butch" Joyce
This past year has been a very active one for the Antique/Classic Division. We have been able to maintain a steady growth over the past 12 months, gaining some 2,000 new members. While our membership has sur passed 10,000 members, we have tried hard to continue to serve our new and present members with a quality maga z in e, VINTAGE AIRPLANE, and m embership programs such as your Antique/ Classic insurance program . We continue to receive good com ments from the membership con cerning the hard work th a t is put forth by the Division officers , di rectors, advisors, chairmen , volun teers and staff. For those individuals who do not know, the officers and Board of Directors are almost totally re sponsible for the operation of the Division. The Antique/Classic Di vision also has the added responsi bility to oversee the Antique/Clas sic and show plan e camp in g area before, during and afte r the week of the EAA Oshkosh Co nve ntion each year. From the time that one Convention is over until the nex t Convention starts req uires a good deal of work year-round. Although durin g the year th e Pioneer Airport operation is a to tally separate operation from that of the Antique/Classic Division , a good many of the Division 's mem bers volunteer their wee kends to make this operation an aviation 2 JANUARY 1996
success story from both an educa tional and mu se um viewpoint. With the support of the member ship, volunteers and staff, Pioneer Airport will continue to honor the greats of aviation as well as the history of aviation , to e ducate those who do not know, and to re mind those of us who do know how we have gotten to where we are today. Moving on here, as many of you do know , your Antique/Classic Board of Directors met in Novem ber 1995. There were a num ber of things that happe ned at this meet ing. We had to do a few Articles of Incorporation changes , as well as some min or changes to our By laws . This was done so that we could move ahead with an applica tion to the IRS for the Division's 50l(c3) tax exempt status as a non profit corporation . Hopefully we will be awarded this status by the IRS somet im e around mid-Febru ary 1996. Should the Division have this status, it will be very beneficial to all of the volunteers who help us so much eac h year. The Board voted to fill the vacant seat of Vice President with Director George Daubner. I am very happy to have George on board as VP and look forward to having a productive working relationship with him. The Board th e n voted to ap point Advisor Geoff Robison as a Director to fill George's vacant seat. G eoff is a very dedicated in dividual to the Antique/Classic Di vision's movement and has been
th e Security Cha irman for the Di vision at Oshkosh for the past sev e ral years. Geoff carries out this duty well as he has a background in sec urit y by being the Polic e C hi ef of New H ave n , Indian a. Your Board also voted to donate $20,000 (pledged as $4,000 per year for th e n ext five years) to complete the Steve Wittm a n hangar located on the Pioneer Air port complex. Steve was always an avid supporter of the Division because of his personal ties and contributions to the history of avi ation. This, month is the kickoff of the Division ' s 25th Anniversary. T here will be a number of things happening this year that will be of great interest to you. Director Rob ert "Dobbie" Lickteig has been appointed as the Chairman of this activity a nd events for your 25th Anniversary. Dobbie will ex plain some of the comi ng year ' s events in VINTAGE AIRPLANE this mo nth (see pages 8 and 9). We are on the move. This year will be a good time for yo u to ask a fri end to join us and enjoy the golden years of aviation. I hav e not said so in th e past , but th e re have been severa l things come to pass in th e past several months that made me realize not only can we as a group enjoy older air planes, we also enjoy a great bond as individuals. Let's a ll pull in the same direction for the good of avi ation. Rem e mber we are better together. Join us and have it all! ....
compiled by H.G. Frautschy
NPRM COMMENT PERIOD EXTENDED The FAA has extended the comment period for NPRM 95-11 which included changes in pilot certification and flight school regulations. the NPRM also in cludes EAA's proposal for recreational pilot self-certification. (See the October issues of both Sport Aviation and Vintage Airplane for more information on the proposed rule changes.) The original deadline for public comment was Decem ber 1l. Comments will now be accepted until February 12, 1996. Any person may obtain a copy of this NPRM by submitting a request to the Federal Aviation Administration, Office of Public Affairs, Attention: Public In quire Center , APA-220, 800 Indepen dence Av. SW, Washington, DC 20591 or by calling 202/267-3484. Requests should be identified by the NPRM number (No tice NO. 95-11) or docket no . (Docket No. 25910). Comments on the proposals may be delivered or mailed in triplicate to: Fed eral Aviation Administration , Office of Chief Counsel, Attention: Rules Docket (AGC-I0) Docket 25910, 800 Ind epen dence Av. SW , Washington , DC 20591. For further information contact: John Lynch , Certification Branch, AFS-840, phone 2021267-3844.
FEBRUARY EAA ADULT ACADEMY PROGRAMS FILLING The EAA Adult Air Academy, teach ing basic aircraft maintenance, building and restoration skills will be offered Feb ruary 19-23. Your $800 registration fee covers lodging, food, local transportation , and all elements of this educational pro gram upon arrival in Oshkosh. The EAA/ZENAIR Aircraft Building Academy is scheduled for February 24 March 3. The goal of this academy will be to construct an all metal ZENAIR Zo diac CH 601. The $800 registration fee provides accommodations , meals , local transportation, necessary supplies and materials. For further information and registra tion materials, contact the EAA Educa tion Office by calling 414/426-4888 or writing P.O. Box 3065, Oshkosh , WI 54903-3065.
LYCOMING AD PROPOSED An AD has been proposed requiring inspections and possible replacement of the crankshafts of Textron Lycoming 235 series, 290 series, and certain 320 and 360 series engi nes. The proposed AD would require initial and repetitive inspections of the crankshaft inner diameter (ID) for corrosion and cracks, and replacement of cracked crankshafts with a serviceab le
part. This proposal permits operation of engines with crankshafts that are found to have corrosion pits but are free of cracks provided repetitive inspections are per formed until the next engine overhaul or 5 years after th e initial inspection , whichever occurs first , at which tim e crankshafts with corrosion pits but no cracks must be repl aced with serviceable cran kshafts. There is a pretty short fuse on this
MILESTONES William Ammentorp one of our volunteer pilots at EAA's Pioneer airport, is show with the 500th Young Eagle flown during Pioneer Airport operations in 1995. Katie Long, Bloomington, IN took her flight with Bill July 17, 1995. Since that time, nearly 1,000 youngsters received Young Eagle rides with pilot volun teers at Pioneer Airport. Over 300 of them were flown personally by Bill, who along with his wife Mary spent many hours of volunteer time helping keep Pioneer open during the week days in the summer. As 1996 wound down, the Young Eagles program has flown nearly 180,000 kids. No matter how many you've flown , from one to hundreds, each flight is important. Our thanks to all who have participated so far in the program. If you need more information on how to get involved , contact the EAA Young Eagles Office at 414/426-4831 or you can write EAA Young Eagles Office , P.O. Box 2683, Oshkosh , WI 54903-2683. For a little inspiration , here are the top eight pilots who have flown Young Eagles: Robert Swanson Ft. Washington, MD
Thomas Snouwaert Gladstone, MI
Steve Applebaum Mt. Prospect, IL
Green Bay, WI
Michael Ferguson Helana, MT
Old Hickory, TN
* As a group, the Civil Air Patrol has flown
1986 Young Eagles.
VINTAGE AIRPLANE 3
information about the Illinois Midwest Aviation Maintenance/Exhibit Seminar contact D on Cramer at 217/785-5798 or Paul McLaughlin at 618/337-7575 ext 364.
FAIRCHILD FANS NOTICE
Douglas Corrigan, 88, passed away December 12, 1995 in southern California . One of the men who built Charles Lindbergh's Ryan NYP "Spirit of St. Louis," Doug Corrigan was reportedly inspired to follow in his slipstream, and wished to fly the Atlantic solo. Born in 1907, he was a pilot by the age of 18, and became an aircraft mechanic, as well as an accomplished navigator. By 1938, he had acquired a run out Curtiss Robin and overhauled it, converting it to the }- 1 configuration with a 175 hp Wright }-6 Whirlwind installed in place of the original OX-5. He then flew the airplane to New York from California intending to ask the U.S. Dept. of Commerce for a permit to fly the Robin to Europe. When the inspectors looked at his airplane, they den ied his request. The next time the Dept. of Commerce heard of Doug Corrigan, he was in the news papers, being quoted about "Making a mistake" and flying the wrong way home, winding up in Ireland instead of Ca lifornia. Corrigan steadfastly stuck to his story throughout his entire lifetime. He also kept his Robin, turning away offers to buy the historic airplane. "Wrong Way" Corrigan became part of aviation fo lklore and history with his flight. NPR M - comments must be received by J anuary 29, 1996. Submit comme nts in triplicate to the Federal Aviation Admin istration (FAA), New England Region, Office of the Assistant Ch ief Counse l, Attention ,: Rules Docket No . 94-ANE 44,12 New England Exec u tive Park, Burlington, MA 01803-5299.
PRECISION FUEL NOZZLE SERVICE BULLETIN Precision Airmotive Corp., 3220 100th St. SW Bldg E , Everett, W A 98204 has issued Service Bulletin MSA-8 cov ering the installation of carburetor 10 4439 or 10-3237 installed on Continental 0-300 or C-145 engines. Precision Air motive has received sporadic reports from operators who are experiencing engine richness or roughness after in stalling the one-piece venturi into their carbs. If you have not experienced any of these conditions with your C-145 or 0-300, then the bulletin does not apply to your engine. Precision has determined that under certain conditions, the new venturi alters the fuel atomization characteristics of the fuel nozzle. Improper installation of the new venturi can also cause these symp toms. A new main fuel nozzle kit , PIN 666-946 is available. Warranty considera tion may be available to you if you can prove that a genuine Precision Airmotive one-piece venturi was installed in your carb o Contact them at 800/838-8181 or 206/353-8181 for warranty information . 4 JANUARY 1996
AVIATION MAINTENANCE SEMINAR AT PARKS COLLEGE The 22nd annual Illinois Midwest Avi at ion Mai ntenance/Ex hibit Seminar will take place March 6-7 at the camp us of Parks College in Cahokia, IL. The Main tenance/Ex h ibit Seminar is open to all A&P and I A technicians, pilots and homebuilders at no charge. Thi rty speak ers from the aviation maintenance indus try wi ll address topics related to main taining the general aviation fleet. Over 90 exhibit booths are also expected. The Maintenance Seminar grows an nually due to the support of several dedi cated aviation organizations. This year's sponsors include the Illinois Department of Transportation , Division of Aeronau tics , Federal Aviation Admin istration, Parks College, and the Professional A ir craft Maintenance Association. For more
Vintage Video, P.O. Box 551, Green castle, PA 17225 , is offering a collectible gift set that starts off with a copy of the video "Fairc h ild PT-19 ' A Primary Trainer'''. This 25 minute long color film, prod uced by Fairchild in 1941 , shows the PT-19 dur ing production and in flight. T h e gift set also includes an " I'm a Fa ir ch ild Employee" pin from the Fairchi ld Homecoming held Sept. 8, 1995. you' ll also get an official commemorative Fairchild H o meco m ing brass coin , and copies of the Poem" Airplane Factory " by Victor Conrad and a special edition 16 page program, " Pegasus - The people and the Planes." The gift set cost is $29 post paid. Yo u can also call 800/444-1942 for ord ering in formation. A video is also avai lable of the U.S. Army Air Force training fi lm on PT-19 and PT-23 first echelon maintenance - the cost is $39.99.
ETBE APPROVED UNDER EAA AUTO FUEL STC Th e FAA has iss ued an approval for the use of unleaded au tomobile contain ing Ethyl Tertiary Butyl Ether (ETBE) in aircraft operating under an EAA Auto Fuel STC. ETBE is currently being added in some areas as an additive intended to increase the anti-knock index of the gaso line , as well as cut down the emissions as re qu ired by the EPA. ETBE is made fro m ethanol, but does not exhibit its bad qualities - it does not have an affinity for water , nor is it corrosive or have a ten dency to vapor lock . This approval is in addition to the one previously granted to EAA by the FAA concerning the use of Methyl Tertiary Butyl Ether (MTBE). STC users can continue to use " reformu lated" gasoline available in certain metro politan areas. The prohibition on the use of alcohol additives is still in effect.
(Continued on page 29)
UNISON lASARTM IGNITION NOW FAA CERTIFIED Unison Industries has an nounced that their electronjc igill tion system, dubbed "LASARTM" and sold by Slick Aircraft Prod ucts, is now F AA/PMA approved for installation on the Lycoming 0-320 series of engines, with other aircraft/engine approva ls due soon. For more information con tact Slick Aircraft Products, 815-965-4700.
MORE ON THE PARKS/ HAMMOND AIRPLANES Dear Editor, As the owner of a Parks PI (NC616V) back in the mid-1930s, I was interested in Mr. Frautschy's article on the Hammond 100 in your September issue. Apparently no two PIs were exactly alike. My PI had a split gear with Russco struts, 26 inch wire wheels with clincher rims , tires 26 x 3.5, no brakes. The tail skid was hinged with the upper arm secured to a fuselage tube by sev eral wraps of shock cord-worked great. Th e PI was a mo st forgiving air plane. It was my practice, on cloudy days, to attempt to climb through the overcast and get out " on top. " Since
the PI was not blessed with a phenome nal rat e of climb , the se efforts fr e qu e ntly e nded in failure. When I be came totally di so ri e nt e d , I would merely move the stabilizer lever one notch forward (nose down), chop the throttle, take my feet from the rudder bar, turn loose the stick , fold my arms and wait. Eventually we would brea k out, always in a gentle right hand turn. I had several other airplanes in this time frame , but none generated the same affection I felt for the Pl. Sincerely, Lee Spruill Parachute, CO
I'm glad to hear you never had a prob lem with the Pl - it sounds as though it was a nice flying airplane. Th e less
A PLEASANT EXPERIENCE Dear Mr. Frautschy, I would like to relate a story to you about a special person in aviation. My uncle, Swann D. Allen, a young man of 80 years, bought an American Eagle (OX5) in 1936. He flew it from a hand hewn sod strip in Milford, Michi gan. The Eagle then languished on my grandfather's farm for many years. In 1968 Swann started the restoration, which is a story in itself. The restoration was completed in 1989 (see VINTAGE AIRPLANE, April, 1990). Sadly, on the second flight, Joe Callahan, the test pilot, had a severe heart attack and crashed. I have taken over ownership of 7157 A and started the second restoration. Herein lies my reason for writing. While making many phone calls and running down leads on parts and information, I was fortunate to connect with Doug Dullenkopf, the owner of Screaming Eagle Aviation at Santa Paula airport, north of Los Angeles. Doug is in the business of selling and maintaining aircraft. One of the air craft he is currently trying to sell is American Eagle 3738. This aircraft was An tique Grand Champion at EAA OSHKOSH in 1976. Doug allowed me to pour over the Eagle, taking pictures, measurements, notes and multiple details. It was a tremendous boost to my restoration. He also provided pictures, stories and information, knowing full well I wasn't buy ing anything. Aircraft people are a special breed joined with a golden thread. I would hope anyone looking to buy a used aircraft, antique or otherwise, or needing maintenance on their current airplane, would look up the good people at Screaming Eagle. Sincerely, David W. Allen Huntington Beach, CA
crowded skies of that era, inherent stability of the Pl, and coupled with the fact that there were far fewer tall towers around probably enabled you to survive your let down procedure back then . I'm sure you'd agree it wouldn't be a good idea (not to mention illegal) to attempt it today. Those were different times, were they not? - RGF
AN INTERNATIONAL PERSPECTIVE Dear Phil and Ruth, And, you know, you guys who get to go every year and can get involved up to your armpits in EAA activity may find it difficult to imagine just how im portant visiting OSHKOSH can be to us who live half a world away. It is partly a kind of pilgrimage to Mecca-a visit to the Wailing Wall or the Vatican or kissing the Blarney Stone. But it is more. It is an opportunity to be reborn by having all the spent enthusiasm revi talized and re-injected into the veins. It is a chance to be surrounded for a time by thousands of positive thinking avia tion oriented brains and being able to tap their collective ideas. It is a history book-a time machine-a crystal ball in which the future may be glimpsed. No matter how solitary or remote your re s idential location, a visit to OSHKOSH demonstrates convincingly that you need never be alone again. These are some of the reasons why Australian s are present in such num bers at each year's convention - we are about as re mote from the centres of sport flying activity as you can get. A regular visit to the Big 0 is necessary (a) to convert more of the skeptics and (b) recharge the converted. I mean - 44 Wacos on the same field! I thought I was one of the luckiest guys alive back in 1981 when I flew in Harold Johnson 's one of a kind WACO and Eric Heins CRG, BOTH the same day! But 44!!! King regards, Margie and Brian Morayfield, Queensland AUSTRALIA VINTAGE AIRPLANE 5
Compiled from various type club publications & newsletters
Ercoupe Wing AD Ercoupe Owners Club
Carolyn Carden - Editor
Notes From the Swiss Wing Factory Shop - by Edd Smith, Tampa, FL
The Airworthiness Directive (AD) in volved with installing inspection panels on the Coupe wings seems to have caused a stir among some Coupe owners , prospec tive Coupe owners , and even a few wannabe Coupe owners. Some disagree with the AD . A few say they would rather switch than fly . The truth is , even Fred Weick didn 't think the Coupes would be flying after forty years; he said so himself. So , updating a 40-year-old Ercoupe wing for a thorough examination , and even a newer 28-year-old Alan Coupe, is certainly not an unwarranted intrusion. It's already proven to be good sense. Installing the inspection holes and cov ers is not that hard, even though there are 16 per wing. Most of the Coupes I've looked at seem to have them placed in logi cal order, so the additional inspection holes are not really complicated. Before we started, we discussed several way to get the most work done for the least amount of effort. The easiest of course was to just talk about doing the work and then have someone do it - that converts to money. But of course, that would not be much fun either. In the end, we decided to pull the wings off the two Alons. The Alons have metal wings as original equipment. Two people can pull the wings, although three is about right. At the very start , take off the cover strips on both wings and examine the area where the front main spar bolts pass through the spar attach points. Then ex 6 JANUARY 1996
amine the rear spar attach bolts. The rear bolts look a little puny compared to the front. After everything is opened up, care fully examine the area with a bright light and your friendly A & P. The reason of course is the wings may never have been off the airframe. So before rushing ahead, this is a good time to look, examine , and get familiar with the way things were put together. Disconnect the wing wiring for the Nav lights or strobes. It may be neces sary to cut the wires and install connecting plugs for reassembly. Plan ahead. Discon nect the static line and pitot line and mark which is which. Finally, disconnect the ailerons, making sure not to change the adjustments if possi ble. Check and examine the aileron bolts and carefully examine the four Heim rod ball joints for wear and tear. Don't fool around with old junk. They are available for about $9.00 each. The part numbers are in the book. After examining the four spar attach bolts, remove the cotter keys. Then take all four spar nuts off. With your associate, apply lifting pressure on the wing tip. Care fully drive out the top front and the top rear spar and lower rear spar bolts with a smaller diameter drift pin. Lower the wing tip slightly to allow for easier access to the front lower spar bolt. Next, while standing at the front leading edge by the fuel tank, you can begin to drive out the lower front spar bolt slowly and carefully. The wing is light enough to hold with one hand , for a few seconds anyway. Carry the wing and place it upside down on a pair of well lay ered sawhorses or a long table. Belly but ton height for a work level seems to be the best for most people. Armed with the updated AD, complete with corrected drawings, get a good chalk line to set out straight lin es. The chalk lines allow for good measurement and ref erence points on the wings. Use a tape rule to make the measurements. Pay attention
to the rivet locations (use the existing riv ets as reference points to determine where the ribs are located). With a grease pencil or felt tip pen , mark the center points for the inspection holes. Always measure once, walk away, come back and measure again, and drill. You'll get a warm feeling when you see the hole is where it is sup posed to be. We found the easiest way to cut round holes with no muss or fuss was to buy a 3 112 inch hole saw at the lumber store. Get the one that lets you use the 3/8 inch drive drill. If not available, buy a 1 inch hole saw and use the 3/8 mandrel with the 3 1/2 inch hole saw. Mark the center point for the in spection hole and use a center punch to dimple the skin. This, of course, will keep the drill bit from wandering around when it gets started. Let the drill do the work . Don 't push it, or force it, through the skin. Do try to hold the drill vertical though. Once you see the hole saw cutting through the skin, be pre pared to stop as soon as the drill cuts all the way through. After all the holes in one wing are cut, use a file or a deburring tool to blunt the interior edges of the cutouts. Make sure the edges are dull. Vacuum all the metal shavings and any other trash out of the bays (it won't really be that much of a mess). When you are at this point, you're at the very reason for the AD. Use a good bright light and mirror, and with an 01' glass eye, thoroughly examine the interior of the wing. We were lucky, both sets of wings we did, (the Star and Bar and blue and white) were clean. The Star and Bar wing, a full year newer and made in 1966, was unbelievably clean and preserved. You'd think the set was made within the last two years. The act ual round inspection panels were bought and painted months ago. Some will have to be touched up later with trim color, but it sure saved time by pre
Water Flying A Seaplane Pilots Association
Bob Richardson - Executive Editor
David Quam (SPA #1) writes about a special PA-18 Super Cub that attended the Minnesota Seaplane Fly-In on August 12 at Lake Vermilion. Besides the Cessna 180-185 group, a PA l8A Super Cub on PK 2050 floats owned by Dan Lindstrom of Hudson, WI, pulled up to the beach looking different. The first thing I noticed was the absence of the standard air intake, which caused me to start asking ques tions. It turned out that Dan has made some interesting changes when he rebuilt the plane. The changes included no wiring or
painting. The IA looked at them and said the paint job glistened. Start the installation by sliding the folded Tinnerman nut over the leading edge of the inspection hole , towards the leading edge of the hole , not the trailing edge. Place the Tinnerman, mark the hole witb a felt tip pen ; remove the clip-on Tin nerman and drill the hole. Put the Tinner man back over the newly drilled hole. On the inspection cover, drill a number 40 size hole approximately 114 inch to wards the inside edge of the inspection cover. Put the inspection panel on, slide it
switches in the wing roots , a large baggage area and a "Gell Cell" battery up under the front (instrument) panel. To charge the bat tery, he has mounted a 3.7 lb. , 8 amp alterna tor in the vacuum pump drive area. Without a vacuum pump , there are no gyros, just a good YFR plane. To keep the weight down , he tossed out the regular starter for a light weight one. On floats empty weight is 1214 Ibs., on wheels it 's at 10341bs. Dan said to get the CG in (the proper range) , he had to put a larger tail spring on. After looking the seaplane over, he took me up for a local ride. The lake was about 1400 MSL and with fuel tanks three-quar ters full, two 170 lb. pilots, a 160 hp engine and a Borer prop, the takeoff was about six seconds (!). For more information , write Dan Lindstrom at 482 Blue Bird Drive, Hudson, WI 54016 or call 715-549-6347.
around , line up the Tinnerman , and put the screw in. It 's that simple. Put everything back the same way it came off. Check the torque values for the spar bolts; use new cotter keys. Before placing the covers back on , test the Nav lights and aileron movements. Remember, when you either start or finish , working under the direction of a li censed airframe mechanic, get him to in spect your work. After it's all done, in spected by the Glass eye, sanctified with the holy oils of the FAA sprinkled upon the logbook, test fly it.
New Gyros Need More Suction The International
Cessna 170 Association
Velvet Fackeldey - Flypaper Editor
Jim Yates writes: r recently decided to update the gyros in my plane from the old , big, AN gyros to the modern small gyros. They are powered by a single 9- inch ven turi. I installed two freshly rebuilt gyros and found that the suction was inadequate. After some experimentation, I found that the new horizon would work very well with the old DG , but the new DG requires more air (suction) than the venturi can supply, I would like to know if there is a modern DG that will work on a venturi system? Bob Coats answers: I don't have much experience concerning the vacuum and gy ros operation. However, on my airplane I have three venturies which operate three instruments. So you may have to put more venturies on your airplane in order to operate the gyros you need. I have had excellent service from Century In stru ments in Wichita, KS (800-733-0116). Dis cuss your problem with them and if they can ' t help you or refer you to someone , feel free to call me and we will try to work together.
Trouble in Paradise Antique/Classic Chapter 10 Newsletter Charlie Harris - Newsletter Editor (918-622-8400)
And speaking of the Feds, and the De partment of Transportation , and Secretary Pena , tbe new Denver Airport had its first light blizzard (6" of snow is not very much) of the season on October 24th. The wheels fell off the place. The roof leaked through the tower ceiling, the computer got all wet; one airliner took a wrong turn and got stuck in a snowdrift and closed down the airport for nearly an hour ; and if this weren ' t enough, an airport operated ground support vehicle DROVE ONTO AN ACTIVE RUNWA Y causing a loaded scheduled air liner to do a go around to avoid the snow removal truck! (They have not decided as yet whether or not to discipline the driver!) Maybe radio has not yet gotten to Denver, This is all some place between the Three Stooges and The Gang That Couldn't Shoot Straight! All of this from our little '01 Five Billion Dollar Boondoggle that edged over budget by THREE BILLION DOLLARS , three years late, and still doesn't work right. Re member , this was Continental (Airlines) home base until they simply packed up and moved to Houston saying it was a JOKE, and Continental isn't exactly a model of how to run a railroad! How long, oh how long! .. VINTAGE AIRPLANE 7
EAA Antique/Classic Division
25 ANNIVERSARY by Robert "Dobbie" Lickteig
NC Division Past President (1984-1988) Member, NC Board of Directors Join us in celebrating the 25th An niversa ry of your EAA Antique /C lassic Division. 1996 is our Silver Annive rsary and it will be an exciting year with a salute to our past , recognition of the prese nt , and our goals and dreams for the future. During the coming year, you will read th e upd a ted history of your Division in th e July VINTAGE AIRPLANE , pre p a red and written by our editor H .G. Frautschy. Your EAA Antique/Class ic Division is the result of a small group of EAA me mbe rs who wanted to get a bit better o rga ni zed so they could p ark to ge th er. At th e annual EAA Convention in 1969, th ere was a discussion about th e need for a se parate parkin g area for An tiqu e a ircraft. Th e followin g yea r th e move was made to Oshkosh and your Di vision was form ed in 1971. Paul Poberezny, founder and chairman of EAA, provided the fledgling Division with th e EAA umbrella for help and sup 8 JANUARY 1996
port duri n g the formative years. Yo u r original list of officers and directors reads like a "Who's Who" in the annuals of avi ation. From this h umbl e beginning , the small group of dedicated membe rs has grown to 10,000 p lus today , and is the largest Division with EAA. Your Divi sion has grown in stature, recognition and the re sponsibility as spokesman for the largest segment of general aviation. Over the years, we ' ve grown in scope as well. First came th e addition of the Classic category (1945-1955) in the early 1970's. Since then , we h a ve a dd e d the Contemporary class of a ircraft (those manufactured from 1956 to 1960). This al lows your Division to represent all ge neral aviation aircraft throu gh ca lendar year 1960. We accept this additional responsi bility and the original purpose of our Divi sion will be applied to these aircraft. In our Division bylaws are written the purposes of the Division. They are:
1. To enco urage, aid and engage in re search, including that of a scien tific nature, for the improvement and better understand ing of aviation. 2. To encourage and aid in the retention and restoration of Antique, historical, Classic and Contemporary aircraft. 3. To establish and maintain a library de voted to the history of aviation and to the con struction, repair, restoration maintenance and preservation of aircraft particularly An tique, historical, Classic and Contemporary aircraft and engines. 4. To hold and conduct meetings, displays and educational programs relating to aviation with emphasis on restoration, maintenance and care of these aircraft. 5. To bond together those persons inter ested in Antique, Classic and Contemporary aircraft for their mutual pleasure, recreation and education. 6. To improve aviation safety and aviation education.
If anyone doubts the success of our col lective efforts, just look aro und the annua l EAA Convention. Yo u wil l see the re sults: the largest, the finest and the most aut hentic coll ection of aircraft from this exciting age of aviation. T hro ughout our anniversary , yo u r monthly magazine , VINTAGE A IRPLANE, will run feature articles on major events, interesting mem bers and our past successes. During EAA OSHKOSH '96, we will celebrate our Si lver Anniversary with many events throughout Convention week.
1. Founding members will be saluted with a press conference and a recognition program on stage at the Theater In The Woods. 2. Two " Parade of Flight" events will be scheduled . The first on Friday and the second to follow on Monday. Special awards will be presented for all partici pants. 3. Special parking will be reserved for returning past champion aircraft and awards will be presented to each aircraft. 4. The annual fly-out will be scheduled for Saturday morning, with an anniversary souvenir for all who participate. 5. A special 25th Anniversary partici pant plaque will be presented to all regis tered aircraft. 6. Our newest member, whose mem bership number sets a newall-time record, will be honored. 7. A Young Eagle flight in a past cham pion aircraft will be scheduled with An tiq ue/ Classic member Number 1- Paul Poberezny. 8. A special meet ing will also take place with the type clubs to recognize and thank them for their past and future sup port of our Division. 9. The Convention souvenir button will continue with our 25th Anniversary logo on the button. Please join us for this exciting year. It is not only a tribute to our fo unding mem bers , but to all members who made our Division what it is today. Through your efforts we have attained a position of leadership with international status. We often talk about the EAA spirit and the dreams we all have. Your EAA Antique/Classic Division is an example of our spirit and dreams. As the saying goes "dreams come true when dreams are reaL " Your elected officers, directors and ap pointed advisors are well prepared to serve you and continue our growth and progress. This way we all follow our dreams. So, to all our members-we salute you . Stand tall and take a bow for all our past accomplishments. Together we can look forward to the next 25 exciting years . Come join us and have it all! ...
(Far Left) During the EAA Convention in 1981, this is how the AlC "Red Barn" headquarters looked. Gar Williams (left) stands next to his newly restored AlC Antique Grand Champion Cessna AW, while Jim Jenkins (right) is in front of his Grand Champion Classic Piper PA- 17 Vagabond. This Ted Koston photo was featured on the cover of the October 1981 issue of Vintage Airplane. (Above) The Division has always run on "Vol unteer Power" (not to mention a moped or two!). During the 1981 Convention, here are just some of the Flight Line safety volun teers. In the back row, are (L to R) Bill Hill, Art Morgan, Dave Long, Richard Jenkins, and Brian Garinger. In the old AlC point building is Larry Agathen and resting on the beach is Bob Wallace. The trio on the bikes are (L to R) Jeff Alexander, Bill Buckles and Paul Medendorp. (Above right) The rank and file member is also part of the engine that keeps the Div sion going. In 1987, Stan Sweikar and his wife Sandy won the Silver Age runner-up trophy with their Fleet Model 2. (Below) Unusual aircraft are the norm in the Antique/Classic parking area during the Convention. Steve Pitcairn brought his restored 1931 Pitcairn PCA-2, with Autogiro veteran George Townson adding his considerable expertise to the restoration of the aircraft in 1985. It was the 1986 Grand Champion Antique.
VINTAGE AIRPLANE 9
by Dick and Jeannie Hill
FREEDOM FL IGHT was a flight of WW II vintage aircraft made across America commemorating the 50th anniversary of V-J Day, the end of WW II. It originated as a salute to the veterans of WW II, both civil and military. We first heard of this idea during a "hangar flying" session at the Phoenix 500 in 1994. Several of us were talking about future events and someone men tioned that a group was being formed to memorialize the 50th anniversary of the end of the war. The flight was to take place during the anniversary week that the atom bombs were dropped, when Japan finally capitulated. The plan was to start the Freedom Flight in California and gather warbirds along the way, making several prescheduled stops, culminating in a flyby past the aircraft carrier Intrepid and the Statue of Liberty. We immediately asked for details and sent in our request for in formation. Several hundred aircraft participated in this event. After opening ceremonies at Long Beach, California, Freedom Flight America flew across the nation, making its scheduled stops at various airports and air bases around the coun try. At each stop we shared our air planes and the message of our mission with the public, as well as hundreds of veterans who turned out to see just what Freedom Flight was all about. After departing California on Ju ly 27th, the group made stopovers at Phoenix, Arizona; EI Paso and Da ll as, Texas; Kansas City; Aurora, Illi nois; Wright-Patterson AFB and Andrews AFB at W ashington, D C. T he fl igh t over the Intrepid and the Statue of Lib erty was staged from Andrews AFB. As Freedom F li g h t p rogressed, planes joined a t th e vario us stops a nd flew as fa r as t hey co uld. So me fl ew 10 JANUARY 1996
from as far as the state of W as hingto n. Oth e rs joine d fro m almost every st ate in the unio n. Ma ny of the pla nes wen t the full ro ute a nd stayed for t he fi na l weeke nd s how at McG u ire AFB in New Jersey. We joined the gro up at Aurora, IL after leavi ng the EAA Convention in Oshkosh. Jeannie and I flew our Cessna T-50, the "Bimbo Bomber," along with our friend Paul Ci letti who acted as crew chief. As it worked out, Aurora was the stop that had the most activity. The largest and most diverse group of planes participated that weekend. The original pilot of the "Memphis Belle," Colonel Robert Morgan, partici pated in FREEDOM FLIGHT, flying in several different planes along the way. He and his wife Linda ran a display of Memphis Belle memorabilia at every stop. Lots of happy folks returned home with Bob's autograph under their arms. His presence added a touch of reality to the Flight that otherwise would have been missed by much of the general public. The Flight comp leted its mission by passing in review over the aircraft car rier Intrepid and the Statue of Liberty. As a tribute and thank you to those who fought the war for us, rose petals were dropped from each plane as it passed over the Intrepid. This was a very touching moment for those of us who truly understand and appreciate the tremendous sacrifice those dedicated men and women made for each and everyone of us. The sad part of the who le event was the lack of participation by the "heavy iron." It seemed that a lmost no one with fighters or bombers had enough in terest to honor this event with the ir presence. Two P-51s did stay rig h t thro ugh the sa lu te to the Intrepid. T he spo nsor of Freedom Flight even had to impose on the owners of a B-17 to get it to make a "flyby" with Colonel Morgan as pilot. T he B-1 7 was at a n eve n t in New E ngland and was going to Pennsyl vania so the crew made a pass down the
r ive r on th e way. It was necessary to take Col. Morga n to the plane and then p ic k h im u p afterward beca use they cou ld not afford to make a stop at An drews or McGuire. T he commemoration armada was made up of aircraft that flew for the Al lies during WW II. Several WW II vet erans flew their own planes in this event. Groups of simi lar planes were flown in formation. The leader of each group had a "flight number" and used it for all radio contacts. When the cards were handed out at the briefing, we drew number "45" and remained flight 45 for the entire trip. We thought it quite coincidental since the war ended in 1945, the same year that I soloed. Also , coincidentally, our T-50 had made its first civilian flight on August 7, 1945, 50 years to the day that we departed Aurora to begin our seg ment of Freedom Flight. The route of flight from Andrews proceeded up the Chesapeake Bay past Balt imore to Wilmington, Delaware and along the waterway, passing east of Philadelphia. It passed east of Trenton and then west of Newark up to the northeast corner of New Jersey. At the approximate point where the New Jer sey and New York borders meet the Hudson River, the flight turned south along the river. When each flight passed over the George Washington Bridge, it de scended to 800 feet for the pass in re view. The course down the Hudson passed Manhattan Island and cruised along the dock area where ships have arrived from all over the world for cen turies. One of those forgotten ships was the liner named "Normandy." It burned and sank in its slip while being con verted into a troop hauler during WW II. T hose docks now host the WW II air craft carrier Intrepid, fitted out as a me moria l to WW II and a wonderfu l aviation museum. T he flight passed the carrier and made the petal drop. Min utes later, th e fli ght passed Ell is Isla nd
and the Statue of Liberty. To the left,
after passing the length of New York
. City, was the Battery, Coney Island and
Fire Island . Then we flew out over the
bay for an altitude change to 1400 feet,
approaching the Verrazano Narrows
Bridge. The g roup was in constant contact with each of the Approach Control fa cilities as they were passed. Altitudes were changed to accommodate each of the flight patterns along the way. The VFR corridor down the Hudson was NOTAMed "close d " during th e hours that th e commemoration was in progress, so there was little conflict with traffic. A briefing was held each morning of the trip and that final briefing was the most complex. It had more radio fre quency a nd altitude changes than would be necessary for an Atlantic crossing. The FAA made it about as compli cated as it could be. My vote would have been to "b lock airspace" for the route and just monitor one frequency while airborne. But that would be too simple for a complex mind to und er stand. Leaving the NYC area, th e flight crossed the bay and landed for a week end air show at McGuire AFB in New Jersey. While there, we made flybys for the crowd. We flew home on Monday, which turned out to be the only day of the en tire week that would have permitted an uninterrupted, one day flight. Actually, the weather gods were smiling on us during the entire Freedom Flight. With the exception of one unplanned overnight at Clarksburg, West Virginia on the way out, good weather prevailed. Leaving Dayton on the way to Andrews AFB, the weather deteriorated and we felt it advisable to make a stop rather than push into bad weather as evening approached. It turned out to be a very good decision. The folks at Clarksburg were very hospitable to us and we en joyed our stay. The " Bimbo Bomber" made the en tire trip without complaint. In fact , she never flew prouder. It seemed her en gines ran a little sweeter and she had an extra buoyancy to her flights. She even see med to fly in a "Hey, guys, get a load of this!" attitude. And maybe this is just the pilot's interpretation, but whenever we flew over a military cemetery, instead of seeing thousands of small, white crosses, each cross seemed to be a waving arm and a smil ing face that said , "Yo u'r e looking good . Thanks for flying by! " It was the first time we 've ever been able to pass a military cemetery feeling a ny thing but extreme sadness. Instead, from now on we 'll keep that visual im
age of acres of waving arms and smil ing faces with us. About a dozen landings and a littl e over 17 hours were flown. Each of us spe nt a few hours at the wheel and we a ll had a wonderful time. We came' home feeling we had accomplished something truly meaningful. FREEDOM FLIGHT AMERICA was a once in a lifetime experience that allowed us to at least partially express our und yi ng gratitude to those who gave us this rare, often taken for g rant ed, privilege of freedom. It a llowed us to thank all those dedicated , patriotic men a nd women who lost their friends, their lives, their limbs, their peace of mind so we could, without lifting a finger, live in
a free country without the threat of war. We hope this tribute to them helped to show just how much we care.
NOTE: For those who are interested, Freedom Flight memorabilia is still available through the sponsor if you are interested in purchasing merchandise such as hats and shirts. Contact Freedom Flight America, P.D. Box 29253, Dallas TX 75229. Phone 7-800/687-4800. The gentleman who initiated the idea sells parts for the restoration of North American A T-6s. He made a huge com mitment and has taken a substantial fi nancial loss due to the lack of interest shown by the aviation community as a whole. ... VINTAGE AIRPLANE 11
Lt. Col. Boardman C. Reed (USAF Ret.) , Brownsville, CA sent in this answer: "Your Mystery Plane for October is the one-only 1929 Hall-Alu
by H.G . Frautschy
minum XFH-1 experimental Navy Fighter, USN BuAer A-8009. "It was all aluminum except for fabric covering, and had a unique water-tight fuselage for emergency ditching at sea, in lieu of conven tional Navy flotation gear . .. (although I wonder about waves splash ing into the single open cockpit!). Span 32 ft, length 22'6", height 11', gross weight 2518 lbs., max. speed 152.6 kts, service ceiling 25,300'. Engine a very early P&W R-1340 -8 "Wasp" of 450 hp. (Reference U.S. Navy Aircraft 1921-1941, William T. Larkins) "The Hall Aluminum Aircraft Corp. of Bristol, PA had as its pres ident Charles Ward Hall, a hands-on,working type. Hall is most re membered for his production of 24 biplane flying boats, the XPH-1 and PH-1s for the Navy and Coast Guard. (In 1939, I had a fun 2:45 flight in an old 1932 Navy Hall PH-1 , No. A-8691, over the Pacific, with a crew of enlisted Naval Aviation Pilots and Chiefs out of NAS North Island, San Diego) .
This month's Mystery Plane really is just that - Dennis Parks, EAA's Librarian has been digging though books and papers left and right and hasn 't been able to pin this one down yet. The print came to us as part of the Ken Cook/American Airman Collection, Hall-Aluminum and was also a photo collected by the late Tex LaGrone . We're wide open to documentable proof, so lets see what you aviation sleuths can come up with . Answers need to be in no later than February 25,1996 , for inclusion in the April issue. For a one-of-a-kind biplane fighter that failed to make it in U.S. Naval service during the 1930's, the Hall Aluminum XFH-1 certainly didn't trip up too many of our fellow members - 20 of you sent in responses to the October Mystery Plane. A bunch of answers hit my mailbox on Octo ber 23 - R.K. Alexander, Clifton Park, NJ; Frank Hansen, Llano TX; Charley Hayes, New Lenox, IL; Brain Baker, Farmington , NM; Larry Bei dleman, Granada Hills, CA; Herb DeBruyn, Bellevue, W; and James Borden, Menahga, MN. 12 JANUARY 1996
(Continued on page 21)
Cabin Waco "Honest I Really Did Find
it in a Barn!"
by H.G . Frautschy Alan Buchner (EAA 151755 , A/C 6276) , Fresno, CA has lived a fantasy . Stories of airplanes in barns have be come a bit of aviation folklore, a " holy grail" quest that more ofte n than not ends in seeing a lot more chicken feat h ers than airplane bits and pieces. He had heard about the possibility of an airplane in a barn not too far from his shop in Fresno, CA. A lan earns his liv ing in his own shop as an A&P/I A, aver aging over 50 annuals a year, mostly on newer aircraft. After the day's work is
(Above) Alan Buchner, Fresno, CA and his newly restored Waco QDC. The only other flying QDC, belonging to Tom Ahlers, St. Charles, MO is directly above the rudder of Alan's cabin Waco. (Below) The distinctive rear window shape of the early Wacos was born out a desire by the engineers at Waco to build a cabin airplane with inflight visibility as good as an open cockpit model.
(Above) Back to the basics with this very original style panel. Oil temp and pressure, altimeter, rate of climb and tachometer are all that is needed to conduct VFR flight. A small elec trical panel has been unobtrusively added on the left side wall near the pilots seat. You can see the pull over window shade used to keep the sun from baking the pilot and front seat passenger during flights with the sun overhead. The QDC has excel lent inflight visibility. VINTAGE AIRPLANE 13
done he then takes time out to wo rk on his own projects. T hat's just what he was looking fo r that day back in 1969. As he eased open the door of the big barn , there was a sight sure to make the hea rt of a ny a irpl a ne e nthu sias t ju s t a bout lea p out o f his ches t - a fu se lage resting on its nose in the corner, with the ta il rest in g o n th e wa ll a nd tw o win gs leaned up against the wall as well. What a find ! Wh at was it ? Wh o o wn e d it ? A nd most importantl y, wo uld th ey se ll it? T he o ld Waco was own e d by a crop du ster, a nd he ke pt it store d in a ba rn
14 JANUARY 1996
also used to shelter threshing machines. There wasn't enough room in the hangar to store the airpl ane completely asse m bl ed , so th e win gs and engin e ca me off. It had been there since 1954, when it had suffered an engine failure and landed in an alfa lfa field a short way from the local ai rport. A la n kn e w th e cr o p du s t e r who owned the airpl ane, and he pursued the questio n of selling the project fo r three years. The fellow wouldn ' t budge, and he was doubly di sa pp o int ed wh e n h e found out the duster had sold the Waco to another man , a crop duster mechanic who worked for a di ffe re nt outfit. An other friend of Alan's, a duster mechanic named Mr. Rasmusse n, told Alan about o bt aining th e project, a nd th a t he had gotten started on the rebuild. You never kn ow how thin gs will wo rk o ut , a nd a yea r later , Ala n got a ph o ne ca ll. Th e
mechanic was moving to Wisconsin, and didn ' t rea ll y wa nt t o t a ke th e project with him. Did Alan want to buy the air plane? You bet! What was it that A lan had seen lea n ing up aga inst the wa ll of th at barn ? A 1932 Waco QD C, th e first pro duct ion model of Waco's series of cabin biplanes. Th e bipl a ne h e fo und in t he b arn was completed Janu ary 18, 1932 and ca rries Seri al No. 3579. It was fi rst delivered to H. C. Lippiatt, Gra nd Ce nt ral A ir T er minal at the G lendale, CA airport. The QD C seri es o f cabin Wacos was based o n th e po pul ar F-2 series of two place open cockpit bipl anes. The Conti ne nta l A-70 se ri es of engin es, with 165 hp , was se lected to powe r the new air planes. A. Francis A rcier, chief engi neer of Wa co, se t o ut to d es ign a cab in b i plane th at did not suffer from a lack of visibility out of the cockpit. Good short
dows were also formed from flat sheet (molded Plexiglas® windows were still a few years in the future). The windshield was built up with sheets of automotive safety glass. At the debut of the QDC during the 1931 Detroit Air Show, the new cabin airplane was big news. Pilots were a bit wary of the trend to e nclose their cock pits - they liked the view out of the open cockpit, and were loath to change their ways . Predictab ly , th e visibility out of the new Waco Mod e l C was tout ed in press releases: "Wide angles of vision are emphasized in th e new ship . Vision is practically unobstructed in all directions - above, to the front and sides and to the rear quarters and tail." Even th e av ia tion press was im pressed. Dwight Huntington, writing for Aero Digest in April, 1931, wrote: "The cabin is roomy and comfortable and ex cellent vision rearward has been secured by a clever and efficient arrangement of the turtle deck. It may be safely said that thi s ship has better visibility than any other closed job." Oliver Pa rks of Pa rk s Air College , East St. Louis, IL, was so impressed by the airplane that he pl aced an order for one immediately. In June 1931, the col lege took delivery of wh at must have been a sharp looking airplane. The Parks QDC was painted gree n with a crea m stripe, and silve r wings. It takes but a few minutes to review the list of 37 Waco QDCs built during the 1931-32 produc-
field performance, a hallmark of ea rlier Waco biplanes, was also important. In every respect, the new airplane was to be a Waco, built with no compromises. The biplane configuration was retained for a number of reasons , among which were that the overall size of the airplane could be kept sma ll er for a given weight , and the structura l configuration of the bi plane offered great strength with a light weight structure. New features included a set of corrugated aluminum ai lerons , replacing the built-up wood ones used on previous models. The F-2 and " Mode l C," as the QDC was first named, also shared a simi larly designed landing gear and tail surfaces. The cockpit glazing was quite expan sive. In addition to the full side windows (the front ones could be cranked up and down) , the top of the fuselage was cov ered in clear plastic, and the rear win
VINTAGE AIRPLANE 15
tion run to see that they were far from a drab, dreary bunch. Perhaps in an ef fort to escape the disturbing news of the Depression, those who were well heeled enough to order a new Waco (and deal ers hoping to find someone willing to buy) had a little fun with the color schemes - colors like Stinson maize , commandaire green, drift wood smoke and vesta yellow were used on Model C Waco's ordered by the likes of Tex La Grone, Kenny Flying Service, and Mid west Airways. What fun it would be to have color pictures of so many of these airplanes from that time. For Waco NC 12438, SIN 3579, when it was first delivered, it must have been beautiful parked on the ramp, with the fuselage painted black, and the wings and tail surfaces painted silver. A pol ished aluminum ring cowl finished off the engine installation of the 165 hp Continental. Vern's Wing shop in Bakersfield, CA had already been tasked with re building the wings. They were able to use some of the wood in the wings, but new wingtip bows, false spars, and most of the ribs needed to be replaced. The fuselage and tail surfaces were all to be done by Alan, and it was a long project in coming. After he acquired the project in 1972, he didn't begin work on it in earnest until 1980. In the meantime he had joined the Waco Club and gotten a list of the airplane's previ ous owners. In the list was a big sur prise - Alan's father had owned the air plane for a while. One of the early FBOs in California, Les Buchner flew this very Waco as part of his charter service at Bakersfield, CA in 1938. A 16 JANUARY 1996
pilot since 1927, Les had worked for a small airline called Cardiff & Peacock, sweeping out hangars to earn twenty minutes of flight time. He later built up a flight school and charter service, fly ing hunters in and out of the mountains. His father's reaction at first was a bit nonchalant - since there were many, he couldn't remember exactly which air planes he had owned, but as the air plane came together, excitement mounted. The late Kendall Thomas was a good friend and an excellent model builder. He offered to help Alan with the wood work on the fuselage. Accustomed to working with model tolerances, the woodwork was done to a 1132 inch or less. One of the most difficult projects on the fuselage was the rear windows. The fairing and window frames are built up out of wood. Before Tim could be gin on the new woodwork, some "work" that had been done by a prior owner needed to be corrected. In a misguided effort to make the QDC look like a later model Waco , someone had used 3/8 inch water pipe to extend the fuse lage line from the tail to the upper wing root. The water pipe, threads and all , was removed and proper airworthy re pairs were made to the fuselage using 4130 steel tubing. The front end of the fuselage also was not standard. In 1946, a 220 hp Continental was installed, and a long Waco bump cowl was mounted. Nearly three feet long, it extended aft to the windshield. Alan never tried to install it, but instead, one of the first parts he had built up for the airplane was a new speed ring. Jim Allen of Fresno did the
wheel pants. The new metal aileron skins were built up by noted Waco re storer Tom Flock, and the seats were upholstered by Terry's Upholstery Shop. Alan did the rest of the interior work. When it came time to finish the air plane and cover up all of that beautiful woodwork, Alan chose the Stits (now Poly-Fiber) process and used Aerothane as the final finish coats, to duplicate the fine rubbed dope finish originally installed on the airplane. Alan came to work on airplanes nat urally enough - as soon as his dad would let him, at age 14 he went to work at his dad's flying school, doing whatever his was needed. He started doing charter work in 1962, flying for a corporation. When they didn't want to put him on salary, Alan opened his own aircraft maintenance shop. Throughout many of the ensuing years, Alan 's steadfast supporter has been his wife Connie, whose care of the homefront while Alan labors on the airplanes has enabled him to create some beautiful airplanes, in cluding a Rearwin Speedster he has re built twice since he bought it in 1951. It has a special tug on his heart, for it is the airplane he bought to learn to fly in. After flying it for a year or so, it needed to be recovered . It was then flown for 15 years before it was grounded and fully restored back to original. There are only four Waco QDC's left on the FAA registration rolls, and only two of them are currently flying the QDC restored by Tom Ahlers of St. Charles , MO many years ago, and the newly restored Waco by Alan . Two more are registered but not flying, yet. With just four hours entered in the log book of the newly restored Waco, Tom and Connie headed off to EAA OSHKOSH, a trip that used about 24 hours of flight time, with side trips to Branson, MO and Troy, OH. Once at EAA Oshkosh '95 Tom and Alan parked their airplanes side-by-side, among the 44 other Wacos that flew in as part of the American Waco Club fly in within the EAA Convention. Fifteen years of hard but enjoyable work paid off handsomely with the selection of Alan's 1932 Waco QDC as the Reserve Grand Champion Antique of 1995. Alan says that after his return home, he put on a couple dozen more hours, so that he now has 72 hours on the air plane, and he even added a few items that were not on the airplane during his trip to the Midwest - each flying wire has a neat little streamline fairing cov ering the wire terminal. He says it has been fun taking it to various west coast fly-ins where it has been gathering oohs and ahs, not to mention a few more tro phies. A pretty neat start to a new career for NC 12438. ...
by Norm Petersen
L e glint from a rather large piece of plastic caught my eye as I looked down the long row of airp lanes at EAA Oshkosh '95. Always one to take a closer look, I cautiously made my way down the row to locate the source of the brilliant reflection. As I came closer to the reflected rays of the late afternoon sun, I spied the culprit - it was the large upper plastic window of an Interstate L 6. It bore the "N" number of N47093 and on the tag under the tail, it read: Se rial Number 2. The owner was sitting in the shade of the wing talking with various aviation peo ple who were asking questions as fast as he could answer them . Most wanted to know what kind of airplane it was - and when would it go into production? The looks soon turned to amazement when the owner explained it was a 1942 airplane and this was the first airplane off the pro duction line - fifty-three years ago! In just a few minutes I was able to meet the owner, Edward Clay Smith (EAA 284382, AIC 11322) of Athens, Alabama, who goes by the name Clay, and is, in (Left) Head-on view of the L-6 reveals the large area of glass, especially above the cockpit. Dual brace wires are used on the tail surfaces. (Below) Clay Smith's son, Tom, on the left with rebuilder, Robbie Vajdos, on the right, ready to get aboard the L-6 for an air-to-air mission with EAA's photo plane. There is a great deal of aircraft restoration experience represented by this pair.
VINTAGE AIRPLANE 17
The instrument panel was restored with only the tachometer being re足 placed (for the 150 Lycoming) along with an hour meter. The spartan interior, the huge seatbelt and the old primer with a lock over it are all reminders of the L-6's military past. The yoke on the floor is off center to the left so the control stick is actually bent to the right centering the grip. The toe brakes are located above the rudder pedals.
(Above) " Office" of the L-6 observer is the rear seat where the person faces backwards and does his paperwork on the small table behind the seat. The small 00 pouch is the "desk drawer" used to hold all drafting necessities. (Left) Complete radio stack is built into the upper left cabin area where the original U. S. Army radios were located. It includes a transponder, comm, Loran and intercom. With the area all open, the pilot can see the main wing bolts dur足 ing his pre-flight as well as the aileron operating cables. 18 JANUARY 1996
deed, a serious student of aviation. Born the year Lindbergh flew the Atlantic (1927), the young Clay was "eaten alive with aviation" and soaked up everything he could learn about the subject. He soloed in a Piper J-5 Cub Cruiser at the age of 15 (they had to fudge on his age) and WW II came along, so he applied for and took the Army Air Corps examina tion. Although he scored one of the high est grades ever achieved, his eyes didn't pass, so he walked down the street and joined the Navy V-6 program and wound up as an aviation electronics technician. Separated from service, Clay couldn't find a job, so he went back to school and earned a degree in industrial manage ment. He then hired on with Worthington Corporation as their corporate manager of engineering. From there he moved on to Alcoa, Whirlpool, Ohio Quaker, Math ews Industries, Air Temp Corporation and finally with Borg-Warner as Vice President of Advanced Facilities. Clay retired from Borg-Warner and soon discovered he couldn't live with him self! He then took a job as a Construction Superintendent for a friend whose com pany was building the new terminal build ing at the Nashville, TN airport. The man's entire crew had gotten into a fight and the job was stopped - the construction
of the terminal was at a standstill. As a matter of fact, he told Clay, "All of my crew is either in jailor the hospital, and some of them both!" Into this tenuous sit uation , Clay introduced his highly in grained "Let's get the job done " attitude and before long, the crews were back at work and the terminal building was com pleted. Over the years, Clay has accumulated over 12,000 hours of flight time and ad mits that all the companies he worked for allowed him to fly his own airplane on company business - a very fortunate cir cumstance. As he says, "Avia tion has been very kind to me." About ten years ago, Clay had a bas ket-case Interstate L-6 that needed com plete restoration . Through a friend, he learned of the existence of the first pro duction L-6 . Intrigued by the thought, Clay began tracking it down - like a hound dog on a fresh trail. Completed at the EI Segundo, CA, plant in 1942, the L-6 had flown around California for a spell before being transferred to Lafayette, Indiana, and an Army Air Corps school at Lawrenceburg. Eventually, the L-6 was surplused and a Mr. Donnermeyer pur chased the airplane from the Reconstruc tion Finance Corporation in late 1944. He sold the L-6 to LeRoy Berg, who was the registered owner when Clay started tracing the airplane. " We chased Mr. Berg all over the world. At one time we were close to him at Pontiac, MI, but he disappeared until we just missed him in Detroit. I was able to talk with him a couple of times on the phone, but that was it. He was a very re served person." Time passed, until one day on a grass strip near Athens, AL, a tall gentleman walked up to Clay and introduced himself as Mr. LeRoy Berg. Encouraged to talk about the L-6, Clay asked him if it was for sale. Mr. Berg clammed up and vanished again. Clay later learned he lived in or near Huntsville , AL, but efforts to find LeRoy Berg proved fruitless. A year or so later, someone told Clay about an old man who lived outside of Tanner, AL, on a farm , who had an old airplane in a barn. "If I hear a rumor of an airplane in a barn, I'm gone! What I found at this particular place, 10 and be hold, was Mr. Berg again. He had retired and bought a 20 acre farmette, was living in a mobile home and had built a nice barn with a loft - a beautiful loft that held the L-6." Clay talked with LeRoy Berg more and he seemed a little more interested in sell ing the airplane, but not quite yet. A year later, he called Clay and asked if he was still interested in the L-6. Clay and his son, Tom, drove over to the farm and were interviewed regarding the L -6. Three more trips with continuing inter views would be conducted before the sale
was finally consummated. Mr. Berg explained that he was selling the airplane to Clay and his son, Tom, be cause they got along well together. He had had a terrible experience with his own son who was not into aviation and had gone off in a different direction. It turned out that Berg had flown the L-6 four times and had three forced landings. He found it incapable of sustained flights with the Franklin geared engine and sternly cau tioned Clay and Tom about flying the L-6. From Alabama, the pieces of the Inter state L-6 were carefully hauled to a shop in Louise, Texas (southwest of Houston) , where the next part of our story takes place. This particular shop is the home of Robert (Robbie) Vajdos, Jr. (the name is of Bohemian origin) who happens to be the very same person who built up Clay Smith's Stearman A-75Nl which garnered the Champion WW II Military Trainer Award at Oshkosh '94. Robbie Vajdos (EAA 298296, A IC 22684) grew up in Louise, and was in volved with airplanes from the very start. His father was a B-25 pilot in WW II and really moved things along regarding avia tion. At age 14, Robbie's father bought him an Aeronca 7AC Champ project which he proceeded to slowly rebuild. When Robbie was old enough to fly , his father bought him a flying 7 AC Champ to learn in. After high school, Robbi e at tended Texas State Technical Institute (TSTI) in Waco, TX, learning the ins and outs of an A & P course while working part time for a crop dusting outfit. As soon as he graduated from A & P school , Robbie moved back to Louise and set up shop in a 50 x 70 foot hangar. The first project he finished with his new A&P was his high school project Champ. Since then, Robbie has built up about 25 airplanes at his shop of which nine have been Stearmans - including the '94 award winner at Oshkosh. (Not too shabby for a man who has just turned thirty years of age.) Work soon began on the Interstate L-6 and several surprises were in store. It had a basically good airframe except for a few pinholes on the topside of the lower longerons . Both longerons were replaced from the landing gear back. The tail feath ers were OK and the wings were good. Even the wing spars checked out fine. The biggest job was cleaning out the huge pile of pecans and shells the squirrels had left inside the wings! Much of the original fabric was on the airplane and after nearly fifty years, it still tested out as serviceable! (No, they didn't tempt fate and keep it on the airframe.) Many of the missing parts such as door, bootcowl and firewall forward were lo cated in many different places. Bill Diehl of Anchorage, AK, who has owned the In terstate Type Certificates for years under the name Arctic Aircraft, was very helpful VINTAGE AIRPLANE 19
in supplying parts plus drawi ngs where the parts were not avai lab le. With the deci sion made to use a Lycoming 0-320 en gine of 150 hp, it was discovered that J. E. (Jim) Soares of Rocky Mountain Air frame in Belgrade, MT, had drawings for a 150 mount and he proceeded to bui ld one for the L-6. (Jim Soares has flown a 125 hp Interstate L-6 for over thirty years.) The McCauley propeller came from a 172 which was repitched to 52 inches so with a 76 x 52 prop, the L-6 performs very well with a short takeoff run. Clay still has the original wooden U.S. Propeller that came with the airplane, however, it uses a four-bolt hub on the geared Franklin engine and is not compatible with the 150 Lycoming. Eventually, Clay wants to have a wooden prop made to use for displaying the aircraft. One lucky find was the original pair of Interstate wheel covers (Shinn) that needed a substantial amount of work to bring them up to show qua lity , however, when fastened onto the wheels with new screws, they really make the 7:00 X 6 wheels and tires look original. The brakes were changed to Bodell as the original In terstate brakes were entirely inadequate, Swinging into a left turn, Robbie Vajdos gives us the complete silhouette of the L-6 with its gracefully rounded wingtips. The tailwheel swings with the input of left or right rudder. Original wheel cov ers are chic. Aileron mass balances are visible which give the controls a near velvet feel in roll.
20 JANUARY 1996
The steerable tailwheel encom passes its own tailspring in com pression. A rather substantial tailskid is built into the lower rud der post in case the tailwheel fails. Vajdos Aviation plate adds a certain amount of class to an award-winning airplane. Original brakes were replaced w ith Bodell units to handle t he higher horsepower of the Ly coming engine. You can see how nice they f it inside the wheel for a very clean appearance.
especially with the 150 hp engine. Clay was unable to locate any of the original L-6 radio packages so he built up a package that is mounted in the same lo cation as the original. With no visible an tennae outside, the installation looks very chic, yet serves the purpose for communi cation and navigation. The large, wide, military seatbelts came from Banaire in California. All of the neat woodwork on the door, the rear table and the floor boards was done by Robbie's father, Robert Vajdos, Sr. He is retired from the electrical business and thoroughly enjoys woodworking. (We strongly suspect he also enjoys watching Robbie work his magic on a 50-year-old airplane.) All covering on t he L-6 was done in Ceconite fabric and Randolph dope using
about 40 coats. The metal parts are fin ished in DuPont acrylic enamel. The wing fabric is fastened to the metal ribs with metal fabric clips that were an original In terstate patent. With these clips, you fas ten the front, then the rear, and then the whole length of the rib snaps down. It is very fast. The huge windows were all replaced with Lexan™ that Robbie made up him self. He likes to work with Lexan™ as it forms easily and doesn't crack when you put a little pressure on it. The upper win dows (eight) were made in one piece to simplify the installation and it worked out well. A close examination of the glass work reveals the touch of the artist. With the exception of the tachometer, all instruments were overhauled and in stalled in the panel. The old tach for the geared Franklin would not work for the Lycoming engine, so a new one was se cured. As far as Clay Smith can deduce, there are about 370 hours total time on the In terstate with the last flight before the restoration being made in 1954. That's when Mr. Berg had his last forced landing! To run off with the Runner-Up Trophy in the WW II Military Trainer/Liaison cat egory is quite an achievement in itself. For this, we add our sincere congratula tions to Clay Smith, his chief rebuilder, Robbie Vajdos, and all the other people that had a hand in the restoration of the Interstate L-6. It is a remarkable piece of work and to save the first production model of any airplane is a rare treat. Like Clay says, 'The story of an old airplane in a barn is still true and can happen!" ...
(Continued from page 72)
"As a fascinating historical footnote , those two dozen big Hall bi plane flying boats were the final development of the 1914 Curtiss "America", built to cross the Atlantic (but the war interfered). The design developed into the British Royal navy "Felixtowe" F-Boats in "the World War". Then the design recrossed the Atlantic to become the U.S. Navy F-5L ("L" for two Liberty V-12 engines). This same basic Curtiss flying boat design, with constant improvements and various engines, became the U.S . Navy's PN- series of patrol boats (the PN-9 made a valiant but unsuccessful attempt to fly non-stop to Hawaii in 1925). Douglas, Keystone and Martin all built modifica tion s of the PN-12, still using the old F-5L sponsons. Last of all, Hall-Aluminum built refinements of the PN-ll (without sponsons) designated PH-1 through PH-3 (some PH-3s lasted until 1944), the fina l end of the Line for the historic old original basic 1914 Curtiss design!" For further detail , here's Larry Beidleman 's letter: "f wouLd like to identiftj the Mystenj Plane shown in the Vintage AirpLane issue Vol. 23, no. 10 dated October 1995. "Your photo is a picture of the Hall XFH-1. This was a fighter design submitted to the Namj by the Hall-Aluminum Co. The model was submitted to the Navy in June of 1929 for their evaluation . The Aircraft had a gross weight of 2517 lbs. and was powered by a Pratt The October Mystery Plane was the Hall-Aluminum XFH-1 , shown here during 1929 after the upper wing structure was modified after a partial structural failure. Another Hall design had much better staying power - the PN series of flying boats, whose ancestry could be traced back to the Curtiss series of 1914, was in production for many years. In 1925, this Hall PN -9-1, commanded by John Rogers, attempted to f ly from San Francisco to Hawaii, but Rogers and his crew were forced down at sea 600 miles short of their goal when their fuel was exhausted. An epic 10 day sailing journey to the last island in the chain, Naw iliwili, ensued after ships stationed along their route searched the wrong area and never found the airplane or its crew. They were fi nally taken in tow by a Navy submarine when they were within sight of the island of Kauai, and lived to tell the tale. In this photo, Rogers and his crew show off the barrels of the 1,350 gallons of fuel they carried on their flight - it wasn't enough without a healthy tailwind, which never materialized.
& Whitney R-1340B engine.
"The aircraft was designed by Charles Ward Hall, formerly with Curtiss, who designed the F-4-C-1 aircraft. The Navy wanted a de sign using an all metal fuselage design, watertight, to withstand a water landing. The XFH-1 also featured a jettisonable Landing gear to achieve a successful emergency water landing. "The prototype aircraft delivered to the Navy was assign ed BuAer. No. 8009. Prior to its first flight, inspections reveaLed some structural weaknesses. The Na vy began to realize the aircraft was not going to be able to meet the standards of a Navy fighter. Trial flights reveaLed serious buffeting that damaged the plane. In October 1929, the aircraft was being tested in a vertical power dive when the rear spar of the top wing buckled, partially jamming the aileron. "The watertight fuselage was inadvertently tested when an emer genClj landing in water had to be made due to engine failure. On this occasion the landing gear was not jettisoned. The aircraft settled about 40 ° nose down with about 2 feet of freeboard at the cockpit. The XFH-1 stayed afloat for forty minutes before it was hoisted out of the water. "The Na vy reported the aircraft was heavy on the controls and nose heavy with power off. They concluded while a waterproof fuse Lage was certainLy possible to achieve, it was not practicaL because of construction costs and maintenance. "An so, the Charles Hall designed XFH-1 faded from the scene in March 1930. The information is found on pages 42 and 43 of "Unit ed States Navy and Marine Corps Fighters 1918-1962" published in 1962 by Harley Ford Publications Limited, Letchworth Herts, EngLand. LI brary of Congress Card no. 62-19914, compiled by Paul R. Matt , edited by Bruce Robinson." The XFH-l had an unusual wing structure geometry. The lowe r wing was swept forward 4 degrees, with the upper wing swept aft 6 degrees. (According to the book mentioned above by Larry B e idleman, this was don e to giv e the pilot better sight lines during carrier operations.) All of this aerodynamic work did littl e to give the airp lane acceptable handling quali ties - it was sluggish on the controls, and when power was ap plied it was tai l he avy, and would become nose heavy with the powe r off. Othe r correct answers were received from Steven McNicoll, D e P e r e, WI ; Bob O ' Hara, G eor ge town , CA; Wayne Van Valkenburg, Jasper, GA; T.A . Watson , Corona, CA; Rowland L. H a ll , Northfield, IL; Frank Abar, Livonia , MI; William Rodgers, Jacksonville, FL; Edward Wyka, Clifton, NJ; Bob Nel son, Bisma rck, NO; and Ralph Nortell , Spokane, W A . ...
VINTAGE AIRPLANE 21
AN OLD FRIEND by
AI Nordgren1s Widgeon has been photographed before... I found an o ld fri end on page 18 of the August, 1995 issue of Vintage Airplane. The N number of Al Nordgren's beautiful restored Grumman G-44 Widgeon didn't rin g a bell at first , but mention of Lana Kurtzer's name in the text did . That sent me rushin g to my photo files - I couldn 't check my log books, they had been lost in a fire a few years ago. NC69058 was the re - La na Kurtze r's G-44, the Wid足 geo n in which I got my multi-engine sea rating in 1950. It still had the inverted Range r L-440 e ngines the n, but metal Curtiss-Reed pro足 pellers instead of wood props. My main memory of it was tryin g to hold a steady airspeed while trying to synchronize the two engines. The photos show me flyin g it during my ratin g check ride. The photos we re taken by my friend Victor Seely out of my Luscombe 8E seaplane flown by one o f Kurtzer's instructo rs. The color scheme of the Widgeo n was all white with dark blue trim , including the registratio n numbers. You'll note that the registration is NC69058 eve n though it was supposed to be N-only from late 1948. People had 10 yea rs, or until the air足 craft was repain ted , to keep the o ld NC prefix in the registration. I've eve n got pictures of an airplane with NC numbe rs on the wing and tail a nd N o n the fuse足 ... lage after the 12-inch fuselage numbers beca me ma ndatory in 1966.
22 JANUARY 1996
(Above) 1950 - Pete Bowers, nattily dressed in shirt and tie for his multi-engine sea rating check ride, above the waters of Seattle, WA in Lana Kurtzer's Grumman G-44 Widgeon. (Left and below) Steady as she goes on the approach. After touchdown, Pete eases the control wheel back to allow the Widgeon to settle nicely into the still harbor waters.
(Left) Peter slips the Widgeon into the water at the famous Kurtzer seaplane base in Seattle. Watch out for that bit of flotsam ahead off the starboard bow, Captain Bowers! The amphibious twin was painted overall white with dark blue trim, including the registration numbers. VINTAGE AIRPLANE 23
WHAT OUR MEMBERS ARE RESTORING
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ by Norm Petersen
years later , th e Franklin flew on Jun e 5, 1995. A s of Octobe r, the cute little biplane had accumulated over 30 hours. The cov ering was done in Stits process with the fi nal colors of B a h a ma Blu e and Lemon Yellow done in Aerothane to match th e last known color scheme. Bud's wife , Ann, made th e sea t covers from de e r hid e lea th er in a starb ur st pattern a nd con tribute d a la rge supply of e ncouragemen t durin g the lo ng rebuild . The airplane logs go back to day o ne a nd of the original 14 airplanes, four are still known to be fl ying.
Bud Cook's Franklin Sport 90 These photos of a freshly reb uilt Franklin Sport 90, NC13271 , SIN 106, were contributed by th e airplane's owner, Cle la nd " Bud" Cook (EAA 215148, AIC 18369) of Eaton R apids, Michigan. Powered with a 90 hp Lam bert R-266 e ngi ne , the a irpl a ne was ma nufac tured in Franklin, PA , o n September 27, 1933. Number 106 was the las t of 14 a ircraft built by the Franklin Company. Bud brought the " basket case" home in April, 1987, from Sidney, Ohio, a nd commenced th e res toration . Eight
Ted Herlihy's Cessna 180B Sitting on the main wheel of his highly polished Cessna 180B, N5077E, SIN 50377, is Ted Herlihy (EAA 415506, A IC 19564) of Fallbrook , CA. Ted purch ased the pai nted 180B in 1992 and spent the next month stripping and polishing the bird. He then proceeded to put 200 hours of flight time on the airplane before ta kin g on a load of contaminated fuel (the lOOLL plus jet fuel sce nario) . After a factory fr esh rema nufactured engine fro m TCM Contine ntal was installed in late 1994, Ted has flown the airplane to Spokane, WA , three times to visit his fellow an tique airplan e e nthusiasts , Addiso n a nd Wendy Pe mbe rton (EAA 154948 , A IC 6679). The photo of the sharp looking 180 was taken at the Flying Flannigan 's ranch at Chowchilla, CA.
Bruce Bixler's Taylorcraft DC-65 This rather ra re 1941 Taylorcraft DC-65 "ta ndem trainer, " NC36263, SIN 4035, was restored by Bruc e Bixler (EAA 76406, AIC 1655) an d Marvin Springer of Alliance , OH . This particular DC-65 (o ne of200 built) featured metal spars and ribs and flew over 2,000 ho urs in the CAP and CPT programs during WW II. Covered with Stits P- L06 fabric, the T-craft is fi nished in original metal lic blue and yellow factory scheme. The Contine ntal A65 8 e ngine was majored and finished off with a set of Slick mags and a stainless steel exha ust system. The first test flight was done by Forrest Barber, whose fat her, the late AI Barber, made the first flight o n this airpla ne, October ] 5, 1941. There are 60 D C-65 Taylorcrafts remaining on the FAA register. 24 JANUARY 1996
Richard Starke's Stinson SR-SA That 's ownerlrebui ld er Richard Starke (EAA 155224, AIC 10538) of Burlington, ND, standing in
front of his pride and joy, a 1934 Stinson SR-5A, N 13872, SIN 9251-A, powered with a 225 hp Ly
coming R-680-13. Richard, who has owned the Stin son for thirty years, completely rebuilt the big cabin job in 1986 after retiring from the Air Force as a Major. The rebuild took abo ut seven months of diligent work, however, the results are quite evident and the red and black paint scheme is most compli mentary. When he flew the Stinson into Oshkosh, the tower controller referred to the airplane as "the big red tail dragger" - not being able to identify a Stinson SR-5A. Richard reports the airplane is cur rent ly housed in the Dakota Territory Museum at the Minot, ND, airport and is one of only five SR 5A Stinsons remaining on the FAA register.
Argentine Focke-Wulf 44) This photo (below) of a bright yellow Focke-Wulf FW-44J "Stei glitz" registered in Argentina, LV-ZAS , was se nt in by its owner-re storer, Alfred Jobke (EAA 435648, AIC 20349) of Buenos Aires, Ar ge ntina . Alfred reports he star ted with a "basket case" and finally finished the restoration in 1994. The Steig li tz (which means Go ld Finch in German) is powered with a Siemens & Halske SH-14A "Bramo" engine of 160 hp and equipped with dual carburetors for in verted flight. (This is the same engine as used on the Bucker Jung meister.) Argentina is home to a surprising number of antique airplanes and is the only country outside of the U.S. to have its very own AntiquelClassic Chapter 12.
Working on a project of your own?
Send your photos along with a short story
on your airplane to:
Attn: H.G. Frautschy
P.O. Box 3086
VINTAGE AIRPLANE 25
by E.E. " Buck" Hilbert EAA #21 NC #5 P.O. Box 424, Union, IL 60180
Dear Buck, I enjoyed your recent thoughts on oil filters. All my mechanical life I have been heavy on lubrication and filtration. It is cheaper to change oil than an en gine! Have you ever used a magnetic drain plug? You will be amazed at the amou nt of metal these collect, particularly from fresh engines. Over the years I have used these sim ple filters in auto motive, aviation and marine engines with great success.
J'm really happy with the filter and yes , I have used the magnetic particle pick-up as well as the chip detector. As a matter of fact, for a while I had a home rnade magnetic pickup in the drain plug of my A-65, but it gave way to an easier oiL change when I put in a quick drain. The chip detectors were standard of the L-19's as an afterthought when the CAP was using them. Thanks for your Letter Captain, and Over to you!
Hi, Keep up the good work. I.W. Stephenson GC
Capt. BA, retired
Menominee, MI 49858
(Below) One more look at the Sedan's fil ter installation. The cowling prop rod with a little rubber bumper on the end, men tioned in Charles Grauer's letter, is mounted on the back of the engine baffle. I don't have it up in this shot because we needed to hold the cowl open so we could take photos. It simply swings up and props open the cowl so you don't need three hands to add a quart of oil! It was built up using a piece of aluminum tubing, an a few other hardware odds and ends I had around the shop.
Hope all is well with yo u folks! I sure enjoy Pass it to Buck! Octo ber ' 95 issue is right on! Too often, fo lks don't understand direct s upervi sion . The FAA reads that as not by phone, not on the other side of the field, etc.! Both the owner/operator/ and the A&P and IA can have real heartburn over this! Your articles are a great service to all working with aeroplanes. Thanks. Harold A. Lossner 4115 8th Place Des Moines, IA 50313-3303 Harold, you don't know how much your comments mean to me. You, my friend, are one of the "best!" When it comes to aircraft maintenance, your background as an antiquer, your accomplishments as an educator, your willingness to help anyone and evenjone to maint ian and fly their airplane and your support, this aLL adds up to more than words can express. I enjoy and appreciate your friendship and counseL , Harold. What more can I say, except Over to you.
26 JANUARY 1996
Dear Buck: Re: Sedan oil filter I sure enjoy your articles in VIN TAGE AIRPLANE and this one on your oil filter installation hit home. I have a '48 Sedan N1115H, SIN 135 , and have wanted to install an oil filter, but J just haven't been ready to part with the cash or hassle to get it on. Do you have an oil cooler? If so, did you just put the oil filter between the oil cooler adapter output and the oil cooler inlet port? I just majored my 0-300A and have 12 hours on it now. I had the same kind of stuff in my screen (lint, gasket particles, a few flecks of various met als, etc.) as you described. If you would, I would appreciate any help (guidance in getting the paper through FAA) you could give me . Would it be possible to get a copy of your approved 337? That is what it takes here in Wi chita to get the FAA to approve a one time deal. In your picture I noticed a rod by your "scat " tube on the back of your baffling; is this a rod to hold up the cowl half when looking in the engine compartment? If the filter does in fact make the oil run cooler, did you eliminate the oil cooler? Do you have two shock cords on each main as the service letter sug gests, or do you have three as was original? J have just the two 10 inch rings on but the gear stays open just a little when on the ground. J noticed other Sedans seem to do this as well. I plan to replace the cords this winter and haven't decided whether to put on two or three cords. The original complaint with three was the gear was too stiff. I sure enjoy your articles and keep up the good work. If everyone can
help each other, we a ll benefit. We just started an EAA chapter here in our airport (Smoky Hill EAA Chapter 1127) in Ellsworth, Kansas. 1 have wanted to do it for years but couldn't get enough people interested. This has generated more interest at our airport than anything else we have done. When we were going around last sum mer to promote our chapter forming, we generated interest at two other air ports and they are now starting chap ters also. I guess they thought if Ellsworth (small town) could do it, so can we! We're happy for them and trying to help and support them even if we will lose some of our members in those ar eas. But 1 know from my experience that if the Chapter is too far away, you just don't get to really be a part of it. 1 hope to be able to see you at EAA OSHKOSH '96; I talked briefly with you at EAA OSHKOSH '94 but hope to get acquainted better. Sincerely yours, Charles Grauer P. O. Box 506
Wilson, KS 67490-0506
Hey, Charles, Thanks for the letter and the compli ments. It 's great to hear from a fellow Sedan owner. I'll take your questions in order. If you look at the specification sheets, the oil cooler is only required for the sea plane. I took mine off. It didn't seem to make any difference with the old engine, which ran a little hot. The newly over hauled C-145 D-2 was never run without the oil filter, so I can only tell you that it's running very cool in this fall weather. The old one always peaked out at about 195°F, with and without the cooler. The new en gine was well up there, about 205, until we got the temperature break (break in indica tion) and it is now running about 140 to 160°F. I'm sure the filter installation does help with the cooling; after all, there are about 60 inches of hose and the filter body is finned. I'll enclose copies of the paperwork if you intend to use them. Like you, I labored men tally at spending the five-hundred bucks for the installation, but when I com pared it to the cost of overhauling the en gine, it was the deciding factor . The rod you saw is indeed a cowl hold
open device. I have one on each side. They sure make it easier to add oil, etc., but they are not restrained and occasionally the wind will upset me by picking up the cowl and depositing it on my head! I have the two shock cords and, yes, the airplane is a little "spraddle" legged and STILL stiff legged. Putting on a Scott pneumatic eight inch tail wheel helped a lot, but with just me in there it's a real "hopper." I'm passing along your letter to Bob Mackey up at EAA. I'm sure he'll be very interested in your chapter organizational efforts. I'm also passing the letter onto H.G., our editor. He is a devoted and dedi cated Aeronca man. He just brought 1048H back home Friday after Thanksgiv ing. I was going to South Africa on Na tional Aeronautic Association business, and after much cajoling I allowed him to take it. He flew it about 19 hours last month. (I think 1 got most of the hops out of it by now - just ask the guys hang ing on the airport fence! - HGF)
'Enuf for now . I'll FAX your informa tion. Over to you, Charles.
by Norm Petersen
Parked among a row of biplanes at the September MAAC Fly-In at Brod head, WI, was this immaculate Waco UPF-7, N39714, SIN 5847, that has been totally restored by George "Bud" Hays (EAA 142642, AIC 19751) of Lowell, In diana, and his lovely wife, Mary Lou. Painted in a medium light blue paint scheme with black trim, the Waco features a Waco emblem carefully painted on the top side of the center section along with a full bump cowling and wheel pants. The Continental R-760 engine of 220 hp swings a ground adjustable Hamilton Standard propeller that Bud located in Florida. The "basket case" UPF-7 was found in a swamp near Norwood, MA and hauled home in bits and pieces. It was restored over nine years. Ed Sampson, Belview, MN, rebuilt the wings and Bud had much help from Dan Vermuelen, Jim Overland, Nick Kuck and Dick Cain. The covering was done in Stits with final coats in Aerothane. That's Mary Lou and Bud kneeling in front of the pretty Waco. VINTAGE AIRPLANE 27
New Members Westmoreland, NY Moses J. Acee Belfair, WA Ted R. Apeland William T. Arnesen Olympia, WA Gerald F. Arnold Sun City West, AZ Janis M . Babcock Walnut Creek, CA Frank Baccelli Elk Grove, CA John E. Baker Brookings, OR Walt Baldwin Brighton, CO Seattle, WA Walter Barke Harry O. Barker, Jr. West Milford, NJ James Bartolome Albany, CA Hopkinsville, KY Robert J. Bastin Jim Bentley Lopez, WA L. William Benton Batavia, NY William Bihrle, Jr. Jericho, NY Russell C. Bingley Chico, CA Sedona, AZ William N. Blatt John Bonvin Vucherens, Switzerland West Pawlet, VT Richard J. Bovey John G. Braband Medford, NY Victor Bravo Milpitas, CA R. J. Britton Tukwila, WA David C. Brunner Colden, NY Calvin A. Bugbee Issaquah, WA Gerry Bukurak Colonsay, Saskatechewan, Canada B. T. Bullion Memphis, TN Robert L. Burke Fontana, CA James P. Caire Hillsboro, OR Michael R. Carpenter Desoto, TX Thomas S. Carr Hillsboro, OR Robert D. Chambers Springfield, TN Thomas B. Cochran Lake Worth, FL Morton Collins Princeton, NJ Lee A. Coltrin Westminster, CO Bruce L. Curran Bristol, CT Jack L. Curtin Lewiston, ID Don B. Davidson, Jr. Rome, NY Evergreen, CO Ricky Davidson Vernon S. Davies Deerfield, NH Kenneth Davis Flushing, MI Thomas A. Decker Kirkwood, NY H. A. Dier Poway, CA Howard A. Dillon Sutherlin, OR John T. Dove Missoula, MT James S. Elder Windham, ME Orlo Thomas Ellison Lakewood, CO Don B. Erchinger Seattle, WA Woodridge,lL Thomas F. Ewing 28 JANUARY 1996
Dominick J. Fazio Smithtown, NY Salvatore Filippone Irving, TX Robert C. Finley Washington, OK Independence, OR Robert D. Fitts Fred Fortin Peacham, VT John D. Fradet Sheridan, WY Howard J. Fulton Batavia, IL Joseph D. Gauvreau Glenn Dale, MD John J. Gifford, Jr. North Bellmore, NY Jim Griffin Lebanon, OR C. A. Hair McKinney, TX Gary L. Hall Fayetteville, GA James c. Hamilton Orcas, WA Bob Hansberger Phoenix, AZ Todd Harders Wood River, NE Ron Harris Cedar Rapids, IA Thomas Hatton Hopatcong, NJ Ed Hemmingson Albany, OR Tucson, AZ Thomas T. Hinshaw Glendale, AZ Michael J. Holm Ray N . Hopkins Scott Depot, WV Ronald E. House Mesa, AZ Wayne A. Huser Morton, IL Bobby J. Irby Paris, TN William H. Jacobs Boulder, CO T. E. Jaggers Woodinville, WA David C. Johnson Cheyenne, WY Wilbur Johnston Port Angeles, WA Herbert B. Kaehler Fairfield, CT Christopher J. Kalishek Madison, WI Robert Katz Encino, CA Gordon E. Kaye Garrison, NY Dennis E. Kelsey Connell, WA James Killian Lexington, IL Paul Kimball Exter, NH John W. Knight Jackson, MI Robert Knight Albuquerque, NM Mark Kohl Fairborn, OH Richard Kornhiser Centerville, MA William P. Lambing Greenwood, IN Calvin Laughinghouse Columbia, SC Richard L. Leighton Spokane, WA Thom Leslie Unionville, Ontario, Canada George Levin Seattle, WA Edward R. Lindgren Guifford, CT Gary E. Livesay Lizella, GA John C. Lorenz Tijeras, NM William J. Losey Cochranville, PA Raymond A. Marineau Gales Ferry, CT Joseph Marlo Walnut Creek, CA John W. Mattingly Pueblo West, CO Tom Mayo Fredericksburg, TX Wally Menckel Sun City, AZ John H. Metzger Grand Island, NY William J. Meyerriecks Ridge, NY Dr. John D. Miller Seattle, WA Chuck Milton Independence, OR George E. Mitchell Bayport, NY Stuart Mitzel Tyth Valley, OR William A. Monroe San Diego, CA Patrick J. Mooney, Sr. Gilbert, PA C. Wesley Moore West Chester, PA Clifford Moore Dallas, TX Thomas L. Morris Martinez, CA Hugh A. Murray Murrysville, PA Arthur R. Myers Camp Hill, PA Morris R. Nacke Louisville, KY Jim Nelson Vacaville, CA Norwood Nelson New London, NH
Tucson, AZ Daniel F. Neuman, Jr. Phoenix, AZ Floyd D. Newton The Netherlands Herman Noort Las Vegas, NV Patrick O'Neill Scarboro, ME Leon E. Olds Amarillo, TX Lee R. Oliver Lawrence G. Olson Palos Verdes Penn, CA North Tonawanda, NY John J. Palesh Port Ludlow, WA Leonard A. Palmer Robert D. Patrick Coleman, TX Blairsville, PA Boyd T. Payne Edward L. Peterson Hummelstown, PA David H. Pflegl Oregon City, OR Fredericksburg, VA Paul J. Phelps Birmingham, AL James A. Pittman, Jr. Graeme Charles Planck Warregul, Victoria, Australia James W. Pugh Mineola, NY Dagley M . Reeves Fountain Hills, AZ Dan G. Reid Klamath Falls, OR Lester F. Reinig Sun Lakes, AZ Christopher P. Renkel Fairview Park, OH Clark C. Rice Newtown, PA Gordon T. Richardson Burns, WY Robert W . Robinson Lebanon, TN Willard Ray Rosvall Fillmore, UT Strong, ME Harley V. Sargent LeRoy Seidenspinner Deer Park, NY Steven H. Shockley Marietta, GA Tucson, AZ David B. Sirota Karl Smalley Dearborn, MI Hugh E. Smith Groveland, CA Sandy G. Sowders Knoxville, TN Allen J. Starr Erie, PA Dennis J. Steed Salt Lake City, UT John J. Steele Coraopolis, PA Tom Steers West Hills, CA Bobby Stender Jacksonville, AR C. D. J. Strachan Waterbeach, England Timothy B. Styles Orangevale, CA David Swagler Aurora, CO Malcolm Sykes South Windham, ME Thomas T. Tabar Pittsgrove, NJ Dennis R. Tabler Knoxville, TN James W. Tarbox Sanford, ME Roland E. Taylor Sun City, AZ Burton H. Tekippe, Jr. Mason City, IA Jay H. Theder Coppell, TX Alan N. Timmerman Tucson, AZ Michael E. Todd Mc Kenna, WA John S. Tokar Pompton Plains, NJ Richard Toler Moberly, MO A. G. Tomson Prescott, AZ Keith D. Trombly Plattsburgh, NY Guy N. Ullman Narberth, PA Frank Varnum Roseburg, OR Lee V. Way, Jr. Perkins, GA Clyde, OH Wayne R. Weiker Earnest F. Weiser Erie, PA Marshall Welch Williamsport, PA James Wendt Durango, CO Donald A. Westerberg Bellevue, WA Kathleen A. Wilson Page, AZ Gene Wolstenholme Warminster, PA Paul N. Woodruff Salt Lake City, UT Glen Word Anthony, NM Curtis Wyborny Sand Point, ID Frank H. Youngquist Tucson, AZ
(Continued from page 4)
MINNESOTA SPORT AVIATION CONFERENCE The eighth annual Minnesota Sport Aviation Conference and Flight Expo will be held February 24-26 at the Minneapolis Convention Center in downtown Min neapolis, MN. Dedicated to recreational flight of all sorts, its motto is "Flying is Fun." There will be sessions of general inter est as well as seminars on homebuilding, Antique/Classic, aerobatics, hot-air bal looning, sai lpl anes, ultralights, skydiving, helicopters , the '99s a nd aviation youth activities. A three hour long Cockpit Re source Seminar will be held, as will a four hour Teledyne-Continental e ngine semi nar. Speakers include NASA astrona ut Pamela Melroy, Cirrus Design president Alan Klapmeyer, original Tuskegee air man Col. Kenneth Wofford, and a host of
other regionally and nationally recognized speakers. A pilot safety seminar hosted by Chas Harral will take place Saturday evening. A large display area will be set up fea turing aircraft, commercial exhibitors and other displays. Open to all pilots and the public, admission is $5 per day. Call the Minn. DOT, Wayne Petersen if you need more in formation. 612/296-9853.
MONTANA AVIATION CONFERENCE February 28-March 2 are the dates for the Montana Aviation Conference at the Colonial Inn , Helena, MT. T here will be workshops, seminars, nationally recog nized speakers and a trade s how. For more information, contact the Montana Aeronautics Division, Box 5178, Helena, MT 59604, or call 406/444-2506.
AIR SERVICE CARAVAN For many years, a company known as Air Service Caravan of New Bedford, MA supplied copies of o ld er aircraft manuals and other aircraft maintenance material that have been out of print. That company had closed it doors in the recent past, and a new firm, Air Cara van of New Bedford has now acquired the company and is now open for busi ness . A large library dating back to the 1920's is avai lable. You can obtain a printed li st for $2.00 (refundab le with an order over $10) by writing Air Cara van of New Bedford, P.O . Box 50727, New Bedford, MA 02745-0025. They are in the process of compiling their list of Ge neral Aviation manuals, so if you don't see what you are looking for, give them a specific request and they'll look to see what they have.
Fly-In calen~a~r~~ The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the information to fAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date.
FEBRUARY 4 - KINGSLAND , TX - EAA
Chapter 889 Spot Landing Contest. 975/388-3397. FEBRUARY 10, 1996 - MERRITT ISLAND, FL - Merritt Island airport. Aviation Day '96, sponsored by Alpha Eta Rho, Sigma Alpha chapter, Florida Institute of Tech nology. Aircraft rides and tours with F.I. T. 's NIFA precision flight team, the Fal cons, as well as landing and bomb drop competitions. Ca ll 407/ 242-4949 for more info. FEBRUARY 24-25 - RIVERSIDE, CA - EAA Chapter 7 Annual Open Hous e/Fly-In. Flabob Airport. 25th Anniversary of the Marquart Charger. 909/686-7378. FEBRUARY 24-25 - MINNEAPOLIS, MN Minnesota Sport Aviation Conference and
Flight Expo, Minneapolis Convention Center, 9 a. m. - 70 p.m. Saturday, 9 a.m.
- 6 p.m. Sunday. Aviation speakers, exhibits, workshops. Sponsored by the Minn. Office of Aeronautics, FAA and Minnesota pilot groups and associations. Ca ll 672/296-8202. FEBRUARY 25 - WARROAD, MN - 18th Annual Ski-Plane Fly-In/ Breakfast. 27 8/386-7 8 78. MARCH 1-3 - CASA GRANDE, AZ - 38th Annual Cactus Fly-In, sponsored by the Arizona Antique Aircraft Association. For more information ca ll John Engle 602/830-9670 for more information. MARCH 6-7 - NASHVILLE, TN - Tennessee Mid-South Aviation Maintenance Semi nar. Contact TN Dept. of Trans. , Office of
Aeronautics, P.o. Box 77326, Nashville, TN 372 77. Call 675/741-3208. APRIL 14-2 0 - LAKELAND, FL - 22nd An nual Sun 'n Fun EAA Fly-In and Conven tion . 813/644-2431. JUNE 12 - KINGSLAND, TX - EAA Chapter 889 Spot Landing Contest . 915/ 388 3397. JUNE 30 -JUL Y 1 - SHERBROOKE, QUE., CANADA - 2nd Conseil Reg ional RAA Quebec Convention - Grass and D aisy Roots aviation event. AUGUST 1-7 - OSHKOSH, WI - 44th Annual fAA Fly-In and Sport Aviation
Convention. Wittman Regional Airport. Contact John Burton, fAA, P.O. Box 3086, Oshko sh, WI 54903-3086. 414/426-4800. VINTAGE AIRPLANE 29
EAA Membership in the Experimental Airc raft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATION. 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.
Something to buy, sell or trade? An inexpensive ad in the Vintage Trader ~~y be just the answer to obtaining that elusive part. .40¢ per word, $6. 00 mInimum charge. Send your ad and payment to: Vintage Trader, f AA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your VISA or MasterCard ANTIQUE/CLASSIC number to 414/ 42 6-482 8. Ads must be received by the 20th of the month for Current EAA members may join the Antique/ insertion in the issue the second month following (e .g., October 20th for the Classic Division and receive VINTAGE AIR December issue.) PLANE magazine for an additional $27 per year.
EAA Membership, VINTAGE AIRPLANE mag azine and one year membership in the EAA AIRPLANES Antique/Classic Division is available for $37 per year (SPORT AVIATlON magazine not included). 1939 STINSON SR-10 (Reliant) - 10434 TT, 598 SM OH, 265 SPOH, KX 175 B lAC Trans., KI208 OBS, KT-76A Xponder, ELT. Current EAA members may join the International Call John Hopkinson 403/637-2250, FAX Aerobatic Club, Inc. Division and receive SPORT 403/637-2 153. (3-3) AEROBATICS magazine for an additional $35 per year. 1943 G-44 WIDGEON - 3000 TT, 200 EAA Membership, SPORT AEROBATICS maga SFOH , 200 SPOH, Oshkosh "Outstanding zine and one year membership in the lAC Achievement :" Award winner . John Division is available for $45 per year (SPORT Hopkinson & Associates Ltd ., 403/ 637 AVIATION magazine not included). 2250, FAX 403/637-2153. (3-3)
1938 MILES MAGISTER - Fine collection Current EAA members may join the EAA piece in perfect flying condition. For sale or Warbirds of America Division and receive WAR trade. Call 5461-445089, FAX 5461-272059 BIRDS magazine for an additional $30 per year. or 54623-44007 , or write Mario Cardama, EAA Membership, WARBIRDS magazine and Alem 202, (5577) Rivadavia, Mza, Argentina. one year membership in the Warbirds Division is (1-1) available for $40 per year (SPORT AVIA TION magazine not included). 450 STEARMAN PROJECT - Includes ribs , wing and center section wood , engine, EAA EXPERIMENTER flying surfaces, ailerons, etc . Add some elbow grease and few bucks and you'll be Current EAA members may receive EAA flying! $24,500.00 or trades considered on EXPERIMENTER magazine for an additional $18 small taildragger, flying or project. Greg per year. EAA Membership and EAA EXPERIMENTER Davis 803/882-5900 days or 803/882-5255 magazine is available for $28 per year (SPORT evenings. (1-1) AVIATION magazine not included).
_FOREIGN MEMBERSHIPS 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.
EAA AVIATION CENTER
OSHKOSH, WI 54903-3086
PHONE (414) 426-4800
FAX (414) 426-4873
MEMBERSHIP DUES TO EAA AND
ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE
30 JANUARY 1996
MISCELLANEOUS Babbitt Bearing Service - Camshaft re grinding - cam followers reground - piston ri ngs - piston pins - valves . For shipping inst ructions: 1-8 00-233-6934. Jack H. Bunton, Machinist, Vintage Engine Machine Works, N. 604 Freya, Spokane, WA 99202 . (1/alt) Flying Field - by James Haynes can be purchased by mailing your check to Robins Nest Company, 21 Sunset Lane, Bushnell, IL 61422-9739. Flying FIeld is about the historic Monmouth, Illinois airport, "the old est continuously operated airport in Illinois." And , does it ever have good stories! 250 pp - 133 photos. $19.00 includes tax, shipping and handling . An excellent gift anytime of the year. (1-1 ) Plans - Ragwi ng Repl icas - Ultralight lega l Pi ete npol , Pitt s, Heath , Churc h Midwing. Plans $70. Brochure $3. 312 Gilstrap Drive, Liberty, SC 29657. (9/96)
Ultraflight Magazine - Hear our "FAST ACTI ON CLASSI FI EDS ." Call 1-800-411 0042. Buy, sell, trade, kit built, fixed wing , powered parachutes , rotor, sailplanes , tri kes, balloons and more. Stories galore! Sample issue $3.00. Annual subscription $36.00. INTRODUCTORY OFFER OF ONLY $24.00. Ultraflight Magazine, 12545 70th Street, Largo, FL 34643-3025. 813/539 0814. SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d , 4130 chromoly tubing throughout, also complete fuselage repair . ROCKY MOUNTAIN AIRFRAME INC. (J . Soares, Pres .), 7093 Dry Creek Road , Belgrade, Montana 59714, 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. (ufn) FREE CATALOG - Aviation books and videos. How to, building and restoration tips, historic, flying and entertainment titles. Call for a free catalog . EAA, 1-800-843 3612. Curtiss JN4-D Memorabilia - You can now own memorabilia from the famous Curtiss "Jenny," as seen on "TREASURES FR OM TH E PAST. " We have T-shirts , posters , postcards , videos , pins , airmail cachets, etc. We also have RIC documen tation exclusive to this historic aircraft. Sale of these items supports operating expenses to keep this "Jenny" flying for the aviation publ ic . We appreciate your help. Send SASE to Virginia Aviation, P.O. Box 3365 , Warrenton, VA 22186. (ufn)
WANTED Wanted - A usa bl e, se rvicea bl e, or rebuil dable woode n cen ter sec t ion for Fairchild PT 19/23/26 Type Aircraft. Chris Polhemus, 41 2/966-7719. (1-1)
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Published on May 3, 2013