EDITORIAL STAFF Publisher Tom Poberezny
Vol. 24, No. 10
Henry G. Frautschy
Straight & LeveV Espie "Butch" Joyce
Computer Graphic Specialists
Olivia l. Phillip Jennifer Larsen
2 AlC News/H.G. Frautschy
3 AlC C hapter List
4 Mystery PlanelH .G. Frautschy 6 What Our Members Are RestoringlNorm Petersen
Advertising/ Editorial Assistant
8 An Ercoupe F rom The Amish/ G.T. McInerney II
EAA ANTIQUE/ CLASSIC DIVISION, INC. OFFICERS
9 T he Antique/Classic Division 's 25th Anniversary at EAA Oshkosh ' 96/H.G. Frautschy and Norm Petersen 21 What Type of Stearman is T hat? / H.G, Frautschy 25 Pass it to Buckl E.E. "Buck" Hilbert
27 Welcome New Member s/ Calendar 30 Vintage T rader Page 26
President Espie "Butch" Joyce P.O. Box 35584 Greensboro. NC 27425 910/393-0344 Secretary Steve Nesse 2009 Highland Ave. Albert Leo, MN 56007 507/373-1674
Vice-President George Daubner 2448 Lough Lone Hartford, WI 53027 414/673-5885 Treasurer E.E. "Buck" Hilbert P.O. Box 424 Union, IL 60180 815/923-4591
26 You Learned To Fly In a What?/Charles Trask
Jim Koepnick Mike Steineke
Carl Schuppel Ken Lichtenburg
FRONT COVER ... Unusual Stearmans don't show up too often. and this one certainly got the attention of the spectators and judges alike a t EAA OSHKOSH '96. It's a Boeing PT-27 Kaydet, built for use by the Canadian RCAF under t he Lend/Lease p rogram during WW II. Jock Roethlisberger of Beaver, PA is the proud owner, and he was awarded the Military Trainer/Liaison Champion Lindy during this year's Convention. EAA Photo by Jim Koepnick. shot w ith on EOS-I n equipped with a 70-21Omm lens. 1/125 sec. @ 116 on Fuji Provia 100 slide fi lm. Cessna 210 photo plane Hown by Bruce Moore. BACK COVER ... Lo ren Chantland, 4319 Pillsbury Av" Minneapolis, MN 55409, phone 612/827-2356, painted t his month's featured artwork from the 1996 EAA Sport Aviation Art Competition. Awarded on "Excellence- ribbon, it depicts Maj. Francesco Baracca, the leading Italian ace from WW I with 34 victories during the downing of on Alba tros OVa just prior to his death June 19, 1918.
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 monlhly al EM Aviation Center, 3000 Powezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, WISConsin 54901 and at add~ional 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 ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We inv~e 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 subm~ stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATtONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EM SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.
John Berendt 7645 Echo Point Rd. Connon Falls, MN 55009 507/263-2414
Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, IL 60620
Phil Coutson 28415 Springbrook Dr. Lawton, MI 49065 616/624-6490 Charles Harris 7215 East 46th St. Tulsa, OK 74145 918/622-8400 Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis, IN 46278 317/293-4430 Robert Uckteig 1708 Boy Oaks Dr. Albert Leo, MN 56007 507/373-2922 Dean Richardson 6701 Colony Dr. Madison, WI 53717 608/833-1291
John S. Copeland 28-3 Williamsburg Ct. Shrewsbury, MA 01545 508/842-7867 Stan Gomoll 104290th Lone, NE Minneapolis, MN 55434 612/784-1172
Geoff Robison 1521 E. MacGregor Dr. New Hoven, IN 46774 219/493-4724
Gene Morris 11SC Steve Court, R.R. 2 Roanoke, TX 76262 817/491-9110
George York 181 Sloboda Av. Monsfield. OH 44906 419/529-4378
Jeannie Hill P.O. Box 328 Harvard, IL 60033 815/943-7205 Robert D. "Bob" Lumley 1265 South 124th St. Brookfield, WI 53005 414/782-2633
S.H. OWes" SchmId 2359 Lefeber Avenue Wauwatosa, WI 53213 414/771-1545
DIRECTOR EMERITUS S.J. Willman 1904-1995
ADVISORS Joe Dickey 55 Ookey Av. Lawrenceburg, IN 47025 812/537-9354
Roger Gamoll 3238 Vicoria St. N St Poul, MN 55126 612/484-2303
Steve Krog 93OTora HL E Hartford, WI 53027 414/966-7627
STRAIGHT & LEVEL
by Espie "Butch" Joyce
Each year I talk about how the fall of the year is one of my favorite seasons. Flying this time of year can be one of the most pleasant experiences, with the weather coop erating and the temperature cooling off. It's not always perfect - I do remember when I had the pleasure of owning and flying a Waco UPF-7. That cockpit could get to be very cold. Once, I was returning in the Waco from an Antique/Classic Chapter 3 fly-in held in Camden, South Carolina, after I had melted the ice off the wings that morn ing, my feet got so cold and numb that I didn't know if I would be able to use the rudder pedals on landing. At touchdown, my feet miraculously warmed up in a hurry and everything worked out ok. There are many times that we plan or think that our ac tions may produce one outcome, only to be surprised when it does not work out that way. Each area of the country has some sort of weather drawback. Here in the south east coastal region, during late summer and fall we get the pleasure of doing the hurricane watch thing. The news shows these storms starting out in the Atlantic ocean, moving across to the Caribbean is lands then becoming a threat to the main land. There will be all kinds of specula tion about when and where these storms will come ashore. On the average, most of these storms will approach the coastline. Then, because of the counterclockwise movement of the storm, they will hook the coastline and head north out to sea, sparing us of any damage. Having watched hurri canes for a number of years I have come to the conclusion that the important thing to watch is the forward speed and size of the storm. Mind you that all of this is my am ateur opinion, but any storm with winds over 100 mph, a diameter of over 200 miles, and a forward movement of 15 knots or better needs to be watched with respect. A storm that size will most likely not be turned by any ground friction, con flicting weather fronts, etc. when it hits the coastline. This September 5th and 6th we were the host to Hurricane "Fran" here in North Carolina. You can imagine what a
storm of that magnitude can do to light air planes and their hangars. I live some 200 miles from the coast in foothills of the Blue Ridge Mountains, "the Piedmont area of North Carolina." Raleigh, North Carolina, where my daughter is a stu dent at North Carolina State, is about halfway between my location and Wilming ton, North Carolina. Fran roared on shore at Wilmington doing a great amount of damage to the barrier islands. Wilmington also received their share of damage as Fran passed through that area. Fran was on a northwest track headed for us later Thurs day night or early Friday morning. Norma and I went and pulled our boat out of the water at the marina at Belews Lake because of the 10 to 15 inches of rain that we were supposed to get that night. Then it was off to the hangar to make sure that the doors were secure, that the center pins in the big door were in place and to move all of the loose items inside. We headed back home to put away the wind chimes, hanging plants, trash cans and lawn furniture. Fran came to visit us from about II p.m. until 8 a.m. the next day. We got the rain, but the wind was not as bad as I had thought that it would be. We were lucky we only got wa ter in the basement and lost four or five trees, but we never lost power as so many did. My daughter, Sara, at NC State in Raleigh, reported the area received quite a bit of damage and was without power for five days. There were over 200,000 peo ple who had to do without power for some time and other services. Some of the avia tion related stories coming out of the storm included a group of aircraft owners at a small airport east of Raleigh who decided to move their aircraft to a new large metal hangar at another airport so that they would be more secure. A good move, ex cept with the large amount of rain, there was a lake dam that broke and flooded the airport with about five feet of water. One owner told me that he floated his 172 out of the hangar, but totally lost a homebuilt that he had been working on for seven years. It was almost finished. This loss was hard for these people particularly be cause they had made an extra effort to pro tect their pride and joy. Then there was another owner who moved his aircraft to a small private field
and put his aircraft in an old "T" hangar for protection; the "T" hangar blew down on his airplane. I am sure that everyone can relate a similar story, be it the floods in the Midwest or other factors. Most weather related losses happen because the owner does not realize or is not given enough advance notice there is going to be a problem . With a hurricane you know it's coming, you know it's coming, you know it's coming. AUA, Inc., the people who administer your Antique/Classic air craft insurance program, advised that there were a number of aircraft owners who called in advance of Hurricane Fran wanting to buy hull coverage for their air craft. AUA, Inc. would like to me to pass along that when a weather peril threatens an area of the country the insurance mar kets shut down during that period of time and coverage cannot be obtained in these areas. After all of this, this past weekend at the hangar was just great. The airport was very active. A number of friends dropped by to see what was going on and to visit with each other. Henry Miller was rib-stitching his PA-18 wing, Emory Chronister was stopping some oil leaks in Sandi's new Taylorcraft, I was working on my new project of rebuilding a Pitts S-2A (anybody have any parts?) and other people were talking hangar flying or telling jokes. It does not get much better than this. Your Antique/Classic Division contin ues to grow in membership, we continue to received good comments about your maga zine, Vintage Airplane, the quality of your volunteers continues to improve, and the quality of the aircraft restorations continues to improve. I could not be more proud of activities of the Antique/Classic chapters and their leadership. I am also proud ofthe membership and the support that they have given the Board of Directors and Officers. Your Board of Directors will be meeting the first weekend in November so if you have any concerns please send them to me so we can talk about these items. Let's make the next 25 years even better than the past 25. Ask a friend to join up with us so they too can be part of the next 25. Everyone needs to pull in the same direction for the good of aviation. Remember we are better together. Join us and have it all! .... VINTAGE AIRPLANE 1
A/C NEWS compiled by H.G . Frautschy MEMBERSHIP RENEWALS A NEW METHOD In response to members requests, EAA will be updating its membersh ip renewal process. Currently, members who have dif ferent expiration dates for the EAA mem bership and their Division membership re cei ve renewal notices for each one. For some members , this could mean receiving a renewal request almost every month. As a benefit to members and to simplify the renewal process, a new renewal system will be implemented so Division member ships will expire on the same date as your EAA membership , making it easier for members to renew all of their memberships at the same time. The result of this change will be better service to members, improved efficiency and cost savings for your organi zation. A special "Pro-rated Renewal Notice" is being sent to those members immediately affected by this change. If you receive a no tice, it would be appreciated if you respond immediately. If you have any questions re garding this change, please call our Mem bership Services number at 1-800/843 3612.
AlC BOARD RE-ELECT E D The results of the voting this past su m mer were tabulated at the business meeting of the EAA Antique/Classic Div ision on Tuesday, August 6, 1996. Re-elected were president Espie "Butch" Joyce, secretary Steve Nesse and directors John Be rendt,
WHERE DID THIS COME FROM? Henry Hoffman, 2900 Cypress Ridge Trail, Daytona Beach, FL 32124 has a bit of an advertising histo ry mystery on his hands. Some t i me back he found this poster, measuring 14x28" in a tobacco bam in Lynchburg, VA. No one at the NASM was able to identify it, nor were any of the cereal or tobacco companies. It is printed in color. Can anyone help identify it?
2 OCTOBER 1996
Robert Brauer, Charles Harris, Jean Lehman Hill, Robert Lumley, Eugene Morris, Geoff Robison and George York. Elected to serve as a director is Dean Richardson, who most recently had served as an AlC Advisor. Retiring director Gene Chase was lauded by the Board for his many years of service to the Division as a director, volunteer and as an EAA staff member. Also, treasurer E.E. "Buck" Hilbert announced that he will resign that position as of the November board meeting. HYDROGEN EMBRITTLEMENT A few inquiries recently to EAA HQ lead us to believe that there is still some confusion regarding the chrome plating of steel parts. When chromium is plated onto a steel part, excess hydrogen is also introduced into the base metal. This extra hydrogen changes the characteristics of the steel, making it more brittle. The amount of hydrogen intro duced can vary widely from one pla t ing process to another. Rea ll y excessive amounts of hydrogen can accelerate corro sion of the steel. If the part is not a structural component, such as a rocker box cover or door ha ndle, hydrogen embrittlement is not a big prob lem, but if it is a stressed part, say a tail brace wire, landi ng gear component or fit ting, a very real potential fo r a catastrophic fai lure is produced. It is possible for some components to be heated in a heat treating oven to "bake out" the excess hydrogen this requires the knowledge and expertise of someone experienced in this particular phe nomena, and that isn't always the case when dealing with a plating shop. We'd strongly discourage anyone from chrome plating any brace wires or fittings . With the excellent epoxy primers and topcoats now availab le, there should be little reason to do so. Check with yo u r local IA or FAA office before considering plating parts of your airplane . Making it look pretty could have unex pected and unpleasant results. ERRATA DEPT. One little detail sli pped through in last month's article on the Bugatti 100 racer. The tai l is supported by a hydraulica lly re tracted tailskid, not a tailwheel. It's not cur rently mounted within the Bugatti as it sits now in the EAA Air Adventure Muse um, but all of the parts are with the bits and pieces that came with the racer when it was delivered to EAA. Bruce Jovagg of the EAA staff in Oshkosh is busy working to clean and pre-
serve a ll of the various machined and cast fittings . He has a table full of bagged parts awaiting identification and, eventually, restoration. We' ll keep you posted on the Bugatti's progress. POLY F IBE R " L EA RN TO CO VER" WORKSHOPS During the next few months, Poly Fiber and some of their distributors will host these four workshops intended to show you how simple fabric covering can be , even if you've never done it before. Registration costs vary between each distributor, and are in the range of $150-200 . Calling to pre register is advised . Call the number listed or call Poly Fiber at 1-800/362-3490 for more information. October 19-20 Reno, NY Alexander Sportair Center 800/967-5746 770/467-9490 November 9-10 Chino, CA Aircraft Spruce and Specialty 800/824-1903 714/870-7551 December 7-8 Marietta, OH Aero Coverings 800/203-6645 January 11-12, '97 EI Cajon, CA EI Cajon Aircraft Supply 800/888-3227 619/448-9000 NE AE RO HISTORIANS ANNUAL MEETING The 32nd Annual meeting of the North east Aero Historians will be hosted by the Franklin Institute in Philadelphia, PA Octo ber 18-20, 1996. A reception Friday, with special guest "Amelia" will be held. Satur day there is a seminar and banquet, with Dr. Thomas Crouch, Chairman of the Dept. of Aeronautics at the NASM speaking. Sun day, tours of the American Helicopter Mu seum and Education Center and then the Boeing Wind tunnel will be conducted. Call 610/ 644-7920, fax 610/644-9222 or write to Ray Noll, 307 Spencer Rd., Devon, PA 19333 . Registration is $75, and the ac commodations, Banquet and Fly Market are at the Holiday Inn, 1800 Market St.. Spe cial rate for Northeast Aero Historians. RAYM O ND P. BETZOLDT Our condolences to the family and friends of Ray Betzoldt, 84 who passed away this past summer. Ray was one of AI Meyer's earliest employees, working as a designer, builder and test pilot for many of the aircraft constructed by Meyers Aircraft. As the test pilot for the Meyers 200, he remained a consultant for Rockwell after they purchased Meyers. He also had an FBO for the repair and mainte nance of Meyers and Rockwell aircraft at the Tecumseh, MI airport. Ray was a member of the EAA, OX-5 Club, Meyers Aircraft Owners Assoc., and the SPA. All five of his sons grew up to become licensed pilots, something Ray was quite proud of - as any father would. ...
Here's the latest list of the twenty local EAA Antique/Classic Division Chapters here in the U.S. and overseas. CALIFORNIA 29 Hayward William B. Field 229 Rickenbacker Circle Livermore, CA 94550-7616 Phone: 510/784-1168 Meeting: Second Thursday, 7:00 p.m. Hayward Airport.
KENTUCKY 28 Lexington David M . Trapp 170 I Alexandria Dr. Lexington, KY 40504-3149 Phone: 40504-3149 Meeting: Second Sunday, I :30 p.m., Georgetown Airport.
OIDO 27 Delaware Roger R. Brown 1201 N. Galena Rd. Sunbury, OH 43074-9590 Phone: 614/965-9252 Meeting: First Saturday, 9:00 a.m. Delaware Muni Airport.
25 Sacramento William H. Merwin 47530 N. Courtland Rd. Clarksburg, CA 95612-5059 Phone: 916/775-1652 Meeting: Second Saturday, 9:00 a.m., contact president.
LOUISIANA 30 New Iberia Roland Denison 106 Aline St. New Iberia, LA 70560-3802 Meeting: First Sunday, 9:00 a.m., Acadi ana Regional Airport.
22 Zanesville lohn Morczowsky 1629 Wheeling Av. Zanesville, OH 43701-4528 Phone: 614/453-6889 Meeting: Third Sunday, 2:30 p.m., every other month on even months, lohn's Landing Airport.
COLORADO 19 Grand Junction Danny Nichols 43732 1/8 Rd. Clifton, CO 81520-9005 Phone : 970/434-4535 Meeting: First Thursday, 6:30 p.m., contact president.
MINNESOTA 13 Albert Lea Gordon G. Kimber 205 Houston St. NW Preston, MN 55965-1004 Phone: 507/765-2567 Meeting: Fourth Thursday, 7:30 p.m., contact president.
OKLAHOMA 10 Tulsa Michael McCullough 9124 E. 49th PI. Tulsa, OK 74145-7323 Phone: 918/622-4921 Meeting: Second Thursday, 7:30 p.m., Hardesty Library
FLORIDA 1 Lakeland Allan 1. Wise 2517 Caribbean Ct. Orlando, FL 32805-5854 Phone: 407/442-5027 Meeting: Contact president.
4 Minneapolis Stanley V. Gomoll 1042 90th Ln. NE Minneapolis, MN 55424-3353 Phone: 612-784-1172 Meeting: Quarterly - contact president.
TEXAS 2 Houston Fred L. Langston P.O. Box 691444 Houston, TX 77269-1444 Phone: 7\3/351-4059 Meeting: Fourth Sunday, 2:00 p.m., Dry Creek Airport, Cypress.
ILLINOIS 26 LANSING Peter D. Bayer P.O. Box 134 Monee, IL 60449-0134 Phone: 708-534-6240 Meeting: Winter - Lansing Airport Summer- TBD Contact president. 24 Rantoul William R. Claxon 205 Willard Gifford, IL 61847 Phone : 217/568-7810 Meeting: Third Wednesday, 7:00 p.m. , contact 路president or any officer. 16 Overland Park Gerald Gippner 14810 W. I 59th St. Olathe, KS 66062-3630 Phone: 913/764-8512 Meeting: Third Friday, 7:30 p.m., contact Stanley Bank.
NORTH CAROLINA 3 Mayodan James M. Steele 7683 Mabe Rd. Walnut Cove, NC 27052-9513 Phone: 910/595-2637 I NEW HAMPSHIRE 15 Hampton Corey G . Jacques 98 Heath Rd. Saco, ME 04072-9334 Phone: 207/283-1010 Second Saturday, II :00 a.m. Chapter Clubhouse, Hampton Airfield. NEW JERSEY 7 Flanders Thomas M . Boland 7 Sutton Rd. Andover, NJ 07821-2018 Phone: 201/786-5682 Meeting: First Tuesday, 8:00 p.m., contact president.
George A. Meade
5514 N. Navajo Av.
Glendale, WI 53217-5039
Meeting: First Monday, 7:30 p.m.,
12 San Pedro
Guido A. Jontza
San Lorenzo 315 P 13
Meeting: Second Sunday, 10:00 a.m.,
Aerodrome Mercedes BSAS.
Ifyoll 're interested in starting an A/C Chapter, contact the EAA Chapter Office at 414/426-4876 and ask for a Antique/Classic Chapter Starter Kit.
VINTAGE AIRPLANE 3
by H.C. Frautschy First, a quick review of the April Mys tery Plane. John Underwood wrote to ad vise us that it ... "was the creation ofJohn M. Miller, not to be confused with John M. Miller of of Eastern Airlines and Pitcairn autogyro fame. The other JMM was a WW I naval aviator who had an FBO at New Brunswick, NJ JMM took out a patent on the hull design, built a prototype and crunched it on a test flight on 9 August '29. It was a bust in every way. The engines are J-5s. JMM is perhaps best remembered as the pilot of the Hamilton H-45 in the 192 7 Spokane NAR." The July Mystery Plane jumped off the page to a number of you . The two photos on the opposite page were sent in by Walter D. House, Wichita, KS. His letter is quoted in the caption that accompanies the two shots. The original Mystery plane photos were sent in by Richard E. Sampson, Ft. Laud erdale, FL. He wrote: "My knowledge of it is limited, but it be longed to Ellis Mann who was the head me chanic at the Packard agency in EVV, and was built in Wichita. I never saw or heard ofanother." "Ellis dismantled it after he bought a Gypsy Moth (in which I had about 30 hours in 1934) and later on, this same Hisso was put in a 16ft. outboard hull I had on the Ohio rivet:" John Underwood recalled the sales man ager for the Swifts was a fellow by the name of A.J. Edwards, whose claim to fame was a
having sold Lindbergh the "Sp irit of St. Louis" when he held th e same job with Ryan. Other correct answers were received from Lennart Johnsson, Eldsberga, Sweden; Marty Eisenmann, Alta Lorna, CA; Jos . Juptner, Laguna Hills, CA; Charley Hayes, New Lenox, IL and Fred Mundinger, Clearwater, FL. ...
Member Richard Sampson had the Hisso from a Swift in a boat he kept on the Ohio river. It looks like the craft is mostly engine, with a little boat under it. Imag ine what those twin straight stacks sounded like as it pounded down the river!
4 OCTOBER 1996
Swift Model 18
We love these old photos, so we've got another mystery for you from the EAA Archives. A nice looking biplane with decent proportions, the fuselage sides appear to be covered in plywood. I should tell you that the original print was doctored somewhat around the rudder, presumably to show better con trast between the milky sky and white fabric on the rudder. It looks as though the shape is correct, but there could be a slight difference. Answers need to be in no later than November 26 , 1996 for inclusion in the January, 1996 issue of Vintage Air plane.
From Walter House, Wichita, KS, came this: "The July Mystery plane caught my eye as it looks like the Swift Model 18 built by the Swift Aircraft Corp., Wichita, KS 1928-1930. As you will notice, the two Swift Model 18's in the enclosed photos have ailerons on the upper wings only, while yours has them on the upper and lower wings. Also, yours has a balanced rudder and one of my two has an unbalanced rudder. Swift also built three other models, the 'Sport,' Model 19 and Model 4000. The models 19 and 4000 were OX-5 powered, while the 18 was Kinner K-5 or Wright J-6-5, and the Sport was powered with the Quick converted LeRhone stationary ra dial, and also tested with a Warner. The model 19 looked a lot like a Swallow TP. The 4000 looked like a lot of other OX-5 biplanes and only the 4000 had ailerons on both the upper and lower wings. All Swift models had the outrig ger shock strut main landing gear. " "The one in you July photo looks like a Model 18 with the balanced rudder, but with wings and ailerons from the 4000. The The Hisso in your photo was a re placement, and I found that 8863 in the enclosed photo also had its J-6-5 re placed with a Hisso. 8196 in the other photo has the fin and rudder like yours but not the ailerons. Swift may have built more than I have found in old regis tration lists, and their serial numbers do skip. " Reg # ...... S/N .......... Swift Model.. .......... Engine
4647 ........ 1000........Sport......................Quick
6976 ....... 1001 .......Sport......................Quick
7653........ 1002........ Sport......................Super Rhone
8196........ 1005........ 18............................Kinner K-5
372M ....... 1007........Sport......................Quick
9871 ........ 2 ............. .4000 ........................0X-5
8863 ........ 5 .............. 18........................... Wright J-6-5 (later, a Hisso)
8864 ........ 6 .............. 19............................0X-5
"Note that serial numbers 1003, 1004, 1006, and Nos. 1, 3 and 4 are missing. Their engineer was C. B. Bennett, later Thomas M. Finnie. Of additional inter est, the major investor in Swift was Walt Anderson, the founder of the White Castle Hamburger chain here in Wichita in the 1920's. Can you read the reg istration number on your photo? (yes, it is 8196, when it sported a Hisso on the nose at one time in its existence. - HGF) If yours is not a Swift, then just forget everything I said after 'Dear H. G. '"
VINTAGE AIRPLANE 5
WHAT OUR MEMBERS ARE RESTORING
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - by Norm Petersen Pete Brucato's Stinson 108-1 This neat photo of Stinson 108-1 , N8874K,
SI N 108-1874, was sent in by owner Peter
Brucato (EAA 224456, A /C 14719) of Kens足
ington , NH. Featuring the original Franklin
150 hp engine with six-cylinder smooth ness,
Pete 's Stinson employs a wooden propeller on
the nose and a Scott 3200 tailwheel on the tail
end. A close examination of the photo re足
vea ls float fittings along the lower longero n
and s ki fittings on the landin g gear. Pete
plans on rigging the sk is this fall (while it 's
still warm) so they will be ready when th e
snow flies in New Hampshire - which isn't
that far away!
Richard Lounsbury's Aeronca Sedan This photo of an Aeronca 15AC Sedan on floats , N 1398H, SIN 15AC-449, registered to Richard Lounsbury of Anchorage, AK, was contributed by Airl ine Captain Larry Schweitz of Burr Ridge, IL. The picture was taken at Lake Hood in Anc horage an d shows a nice looking Sedan on Edo 2000 floats and powered with a Lycoming 180 hp engi ne. The ri ght side door appears to swing upwards as prefered by seaplane pilots. With its 200 sq. ft . of wing area , th e Aeronca Sedan makes an excellent float plane and can haul a nice load, especially with the larger engine.
Aeronca 7EC Conversion in Germany This photo of a neat looking Aeronca 7EC, registered D-EUUU, SIN 7FC-404, was con tributed by owner, Gottfried Esser (EAA 423075 , A/C 19995) of Wi llebadessen, Germany. He reports the rebui ld lasted from December, 1992, to the first flight on September 22, 1995 , and required about 1500 hours of dedicated work. The 90 hp 7FC tri-gear was converted to a 7EC with the work done at Wi.irzburg, Bamberg, Uehlfeld and NeustadtiA isch for fi nal assemb ly and rigging. The stick grips, clock and altimeter are from a Yak足 52, purchased during an aerobatic course taken by Gottfried in Kyviskes, Lithuania, in 1993. The paint scheme is silver with dark blue trim , a very pleasing design. Note the landi ng light in the left wing near the tip. Co ngratulati ons to Gottfried Esser on a beautiful restoration and " Welcome" to the world of tail draggers! 6 OCTOBER 1996
Tom Hamblet's J-3 Cub Pictured in front of it's hangar near Grand Prairie, TX, is Piper J-3 Cub, NC98641, SIN 18867, that is the pride and joy of longtime EAAer Tom Hamblet (EAA 15754, AlC 320) of Grand Prairie, TX. Featuring a standard A65-8 engine with a metal prop, the 1946 metal spar Cub has been flown by Tom for 22 years doing the "Crazy Farmer Act" at airshows and gatherings throughout the southwest. The Cub was restored in 1971 and has since been flown over 1500 hours. The colors are bright red with black trim edged in white, making it an unusual looking Cub. In addition, Tom is a member of the three-man Piper Cub Racing Team, who often take on such high-speed machinery as balloons going up wind, monuments in a cemetery and large machinery digging drainage ditches. Notice from the photo how grass and Cubs go together.
Ron Tarrson's Waco ARE This unique photo, taken through the wires of a Waco UPF-7 by Forrest Lovley of Jordan , MN , during the American Waco Fly- In at Creve Coeur Airport near St. Louis, MO , shows Ron Tarrson (EAA 504120 , A I C 24996) arriving in the one and only Waco AR E, NC20953, SIN 5080. Formerly owned by Dave Jameson of Oshkosh, WI, and restored by John Cournoyer of Ellsi足 nore, MO, the ARE is powered by a 330 hp Jacobs en足 gine swinging a Hami lton Standard propeller. Formerly owned by the New York Daily News, the big cabin Waco has enlarged righthand cabin windows for doing aerial photography and the Daily News logos are painted on the fuselage and lower left wing panel. Ron reports the ARE wi ll be receiving a complete new interior this winter and we all look forward to seeing the majestic cabin airplane next summer.
Herman Peterson's Luscombe on floats From the far off lands of British Columbia, Canada , comes this picture of an all-metal Luscombe that has been built up for floats by veteran pilot, Herman Peterson, of Atlin, Be. Registered CF-YHQ, the Luscombe features a Lycoming 150 hp engine conversion and is mounted on a set of PK 1500 floats. Herman says the combination works very well and makes for a good performing seaplane. In ad足 dition, Herman has a Smith Miniplane that he built some years ago and still enjoys flying on a sunny afternoon. The photo was delivered to EAA HQ by Bill Rorhig of Kaukauna, WI, who stopped to visit Herman on his way back frArrl
A J.::.ct... ~
The straight and narrow cart path back to the main road was a bit muddy. You can see a number of the ruts were made by a horse drawn carriage, the standard method of transportation of the Amish, who prefer a simpler way of life. After clearing away the small saplings and brush, the Ercoupe was loaded onto a trailer and hauled back to EAA Chapter 304's headquarters. You can see in the close up view that the sheet aluminum has fared rather well, other that the obvious surface discoloration.
AN ERCOUPE FROM THE AMISH COUNTRY
You a ll have heard stories of restorabl e aircraft being found in a barn, urb an garage, or sitting in so m e dilapidated hangar just waiting for someone to step in and blow the dust off of it. Well, over the years Jackson EAA Chapter 304 has had it' s share of discover ies: an L-19 was found in a chicken coop; we found a BT-13 in the middle of a woods with a small tree growing through its fuse lage ; and a fellow Chapter member found an original photo reconnaissance P-51 Mustang in an urban garage a few years ago , restored it and seized the Grand Champion WW II trophy at Oshkosh . The fight er had sat undisturbed in this garage since the mid-1940s and, as far as we know , is the only representative sample of a Mustang in a "photo-reco n" configura tion remaining, let alone flying. Now, Jackson EAA Chapter 304's most recent restoration project is a 1946 Er coupe. The ' Co upe, less firewall forward , was purchased after it had mushed into a corn fie ld in Illino is. As usual , it turned out to be a ground up restoration project, lack ing everything forward of the firewall. We fo und anothe r E rcoup e which had been sitting in a farmer's pig pen for about 15 years. It wasn't much to look at s ince the farmer had dragged it around th e pen with a backhoe, yet we were able to sa l vage the engine and a few other associated parts. But by the fall of 1995 we s till were lacking some ve ry majo r Erco up e parts. But to purc hase th ese parts e ithe r new or restorable on the open market was out of the question for a Chapter operating on a limite d budge t - so our Ercoupe proj ec t came to a screeching halt. 8 OCTOBER 1996
by G. Thomas Mcinerney, II
Then our fortunes took a turn for the better when fellow Chapter member William R. Acock, III remembered hearing an old rumor that there was an Ercoupe sit ting on a Amish farm somewhere eas t of Co ldwater, Michigan, just north of the In diana/Michigan border. Since Bill was fa miliar w ith the Ami sh nuances, we asked him to investigate a nd report back to our Chapter President, Ea rl Sco tt, on the ru mor ' s va lidit y. Within a week Bill re ported that there was indeed a n Ercoupe sitting down in "Ami sh country" and gave Earl its aircraft registration number. Turning to th e FAA Reg ister, we ob tained the name and address of the Er coupe's owner. But as fate would have it, th e address turned out to be out of date. But with Bill asking questions in the Cold water area, we began tracking the owner's movements from Michi ga n to Arizona, and finall y into Ohio. Then with a se ries of ca lls to directory assistance, we located him in Findlay, Ohio and ga ined permi s sion to inspect the aircraft, of course after he had notified the Amish fam ily leasing the farm property from him of our attended
arrival. Driving into an " Am ish enclave" was a unique experience for all of us. After crisscrossing a series of well kept county dirt road s, we arrived at the Amish farm where the Ercou pe had been encaps ulated for al most 30 years. A young Amish gentleman met us at the farm's carriage path and guided us to the Er coupe. What we viewed was a complete air craft; not damaged, it's aluminum only tar nished, with little, ifany, corrosion. It had been protected by a slight knoll on one side and a wooded area on the other. We all looked at each other in absolute agreement, then asked the Amish who had gathered around if it would be permissible to remove the brush and small saplings which surrounded the Ercoupe, so that it could be removed and loaded on our trailer. (They were able to use a gas powered chain saw to clear the brush because the chain saw was driven with " horsepower. ") Without reser va tion , consent was given and w ithin the span of 45 minutes, the aircraft was loaded and we were on our way back to the Chapter 304 Sport Aviation Center restoration shop with the trailer and Ercoupe in tow. W e ha d purchased a perfect 1946 Er coupe with a low time engi ne and acces sories, and a treasure trove of excess parts and assemblies. This purchase amounted to one-fifth of what it would have cost us for the few needed parts to fin ish our waiting project. The excess parts and assemblies wi ll be sold and we will bette r than recoup our original investment. The quintessence of our excursio n is to point out that many a rumor finds its basis in fact. Now our Chapter philosophy states: " If a rumor is not followed up, an opportu ... nity has been squandered."
EAA Oshkosh '96 ...
by H.C. Frautschy and Norm Petersen The Division's Silver Anniversary was anticipated by many, and a nice turnout of Antique, Classic and Contem porary airplanes helped make the activities surrounding this milestone a success. The sigllts (a Mylar® covered Waco) and sounds (the bark of a rarely heard Wright J-4) added to the enjoyment of the Division's members and volunteers. Or how about Richard Mueller from Germany, who flew his Comanche from Germany for the second year in a row! Everywhere you looked, AIC members were enjoying themselves. What a great place to be in 1996! Doug Fuss, Arlington, TX, recently over saw the completion of the restoration of this Laird Commercial by Bob Guttmann, complete with a 200 hp Wright J-4 engine. A very historical airplane, it flew the airmail between Chicago and MinneapoliS/St. Paul, on a route owned by Charles "Pop" Dick inson. After Pop got out of the airmail busi ness, the Laird raced in the 1927 Spokane New York race, finishing second to Speed Holman in an identical Laird. Later that year, it was modified to the " Speedwing" configuration and was raced, with Pop rid ing as a passenger while Ed Blue piloted. The 1928 Nationals and the coast- to-coast Air Derby, NY-LA, saw the Laird compete in the race, and even with mechanical dif ficulties, it still managed to finish second. In 1933 it was returned to the Commercial configuration, and then flown for a few years, until being placed in storage. At EAA Oshkosh '96, it was selected the Golden Age Champion.
Last year's Reserve Grand Champion moved up a notch in 1996 by captur ing the top award in the Antique category. Alan Buchner (right) of Fresno, CA was presented with the Grand Champion Antique Award for his 1932 Waco QDC. Alan's father, Les Buchner, once owned the Waco back in the late 193Os. Alan and his wife Connie once again headed east with the Waco from Cal ifornia. Prior to departing Fresno, they did have to remove the speed ring, as the hot conditions in the area when they departed resulted in the engine tem peratures bumping against the redline. This photo, from 1995, shows the air plane with the ring installed. A complete article on the restoration was published in the January 1996 is sue of Vintage Airplane. VINTAGE AIRPLANE 9
The Reserve Grand Champion Antique is this 1944 Beechcraft D-17 Staggerwing, owned and flown by Thomas W. Wright, Rus sell, KY. Purchased by Tom a few years ago from Staggerwing leg end Glen McNabb, it spent the past year at Doc's Aero Service in Sand wich, Il. The re sults are pre dictable - another award winner!
Flown to the Conven tion by owner Torquil Norman and his friend Henry Labouchere, this 1936 DH-90 Dragonfly was originally on its way to EAA Oshkosh '95 via the North Atlantic, but it was stopped short by what turned out to be a faulty oil pressure gauge. They were joined by Tom Walthan in the Bill Turner built DH-89 Comet racer repli ca for this once-in-a -lifetime shot, taken over lake Winnebago as Torquil and Henry headed east to bring the Dragonfly home to England. In the above photo, AlC Division president Butch Joyce presents a special appreciation award to Torquil during this year's Convention.
10 OCTOBER 1996
John Meyer, Hudsonville, MI had noted Cub expert Clyde Smith, Jr. help him complete the restoration of this 1938 Piper J-3C Cub Sport, picked as the Bronze Age (1933-1941) Champion. Complete with a Continental C 50 with the up-exhaust, the Sport had a jazzier interior and a list of 30 options, including color schemes other than yellow! Endeavoring to keep the air plane as original appearing as possible, John and Clyde even in stalled a three piece windshield.
Frank Borman (right) and his friend Ron Karp (left) came t o EAA Oshkosh '96 in the 1941 Waco SRE re stored by Frank, Ron and other friends over the past couple years. Originally the New York Daily News photographer's airplane, it's been used for crop spraying, and cloud seeding. It was even pressed into service w ith the mil itary in WW II. Powered by the Pratt & Whitney R-985, many pilots and aviation enthusiasts consider the SRE the finest example of the cabin Waco ever pro duced. We're planning a fea ture early next year on the SRE's that have been seen lately. Look for it in ~ the first half of 1997. J:
Currently being restored by Mark
Grusauski at North Canaan Wing
works in Connecticut, this Waco
ZKC-S, owned by Laurence Smith,
was covered with clear Mylar® and
placed on display in front of the An
tique/Classic Red Barn Headquarters.
The clear covering allowed con
vention goers to see the structure un
derneath, and for many who had nev
er seen a fabric covered airplane
"naked," seeing how light the struc
ture is, coupled with its strength, was
illuminating for many.
Originally built as the 2,500th Waco, and designated a YKC-S equipped with a 245 hp Jacobs en gine, it became a ZKC when a 300 hp Jacobs was installed. Now back in the shop in North Ca naan, the Waco will be completed and covered with certified fabric. VINTAGE AIRPLANE 11
Jim Younkin, Springdale, AR, built up this "Su per G" version of a Staggerwing Beech, which was finished by Roy Redman at his shop in Min nesota. Owned by Gerard Dederich of Wadsworth, IL. Originally a D model, Jim's impeccable work manship and engineering as transformed it into the ultimate Staggerwing, able to make the most sanguine observer drool in anticipation of flying such a jewel. Roy's final finish work and covering is just as spectacular, and the two tone red paint, reminis cent of the Travel Air Mystery Ships helps set the tone that this is a fast biplane. It was awarded the Antique Customized Champion trophy.
! E =;
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75, 518 West St., Raleigh, NC
Our 1996 Antique Judging Corps, starting with the back row, from left to right: Chairman Dale Gustafson, Dave Anderson, Ken Morris, Gene Morris, Dave Morrow, Dave Clark, Bob Wilson, John Pipkin, Don Coleman, Xen Motsinger and Bob Kit slaar. In the front row we have Gene Chase, Phil Coulson, Steve Dawson and Mike Shaver. Jerry Brown is represented by the hat in front. 12 OCTOBER 1996
Classic Pulling in close to the camera with the canopy open is the 1996 Best of Type award winning 1946 Ercoupe 415-C, NC94196, SIN 1519, flown by its owner and restorer, Syd Cohen, of Wausau, WI. Powered with a Continental C85-12F of 85 hp, the pretty two-placer was totally restored over a period of two years, sev en months and four days - replacing over 80% of the metal in the airplane! To date, Syd has flown 258 Young Eagles in this highly polished Ercoupe besides run ning off with the Best of Type award. (Left and below) Robert Hollenbaugh, Harry Pratt, and David Morgan, all Aeronca retirees, have spent part of their retirement years rebuilding the oldest post-war Aeronca Chief - SIN 2, the first production Chief built. Its unusual color scheme and other slight differences in trim details made ~---'r-----------;;r----,~ for interesting study by Aeronca fans. It was judged to be the Best Aeron ca Chief at EAA Oskosh '96.
You can almost hear the soft growl of the 300 hp Jacobs radial engine as Jim Sayers cruis es by in the 1996 Reserve Grand Champion Classic Cessna 195, NC2197C, SIN 16182. Built in August of 1954, this was one of the last of the 195 production and was used for charter work for many years, hauling four pas sengers and pilot at 150 to 160 mph. Jim Say ers of Marion, OH, used the big cabin Cess na for five years in his charter operation be fore taking the airplane down for a major restoration. The results are quite spectacu lar and the finished airplane, all done up in original paint scheme, gave the Classic Grand Champion a real run for its money. With over 18,000 hours in his logbook, Jim says it is still a real joy to fly the pampered 195 to aviation events where people can peruse the highly polished airplane and ask a million questions. VINTAGE AIRPLANE 13
This sharp looking triple-tailed 1951 Bel lanca 14-19 Cruisemaster, N522A, SIN 2075, was flown to Oshkosh '96 by own er Robert Seals and his family of Fres no, CA. Robert has owned the Bellan ca for over twenty years and did the first restoration in 1992. Six weeks later, on a trip to Oregon, the Bellanca was parked next to an airplane that was burned by arsonists. The fire melted half of the Stits covering on the airplane but it didn't burn! In 1993, the airplane was totally restored the second time and was brought up to its present award winning condition. The " Phoenix" in signia on the side of the cowl refers to the airplane arising from the ashes. With a Lycoming 0-435A engine of 190 hp, the 14-13 cruises at 140 mph with four people on board. It is IFR certified and is regularly flown in IFR conditions.
CFI Allen Steffey and Matt Miller, who is working on his CFI flew this Cessna 140 and Piper Cub Cruiser from Prescott, AZ. The Cub Cruis er is a working airplane, providing a mount for those wishing to learn how to fly with a tailwheel equipped airplane at Tailwheels and More, located on the airport in Prescott. Matt bought the 140 re cently and has put over 100 hours on it, having already flown it to Long Beach, CA and back, plus his trip to Oshkosh. A broken valve in the engine of the Cub meant a two day stay in Hooker, OK while a cylinder, piston, rod etc. could be changed, but it didn't stop our cross country fliers - nor did a trip to row 150 in the AlC Parking area.
(Left) It's always nice to see a vintage airplane or two in the daily airshow, and this year, we were treated to the sight of a pretty Waco CTO Taperwing being put through its paces by Stu Moment of Champaign, IL
(Right) David and Roger Jackson of Broonten, MN have fun with Bill Marcey's " Kidplane," parked in front of the AlC Red Barn. Their grand parents, Kay and Brenda Mohr, brought the boys to the Antique/Classic area this year. Bill built the "Kidplane" as a project for his local EAA Chap ter fly-in , and is refining it as more children "test fly" the airplane. Bill's the volunteer editor of Aerograms, the daily newsletter of the Division during t he Convention. 14 OCTOBER 1996
With lots of Classics, we need lots of judges. This year, they were: (back row, left to right) Larry Keitel, Frank Moynahan, John Swander, Clyde Bourgeois, Jerry Gippner, Frank Bass, Steve Bender, Chuck Johanson, Dean Richardson, Paul Stephenson (Co Chairman). In front are: Carol Womack, Carol Santone, Joan Steinberger, Shy Smith, Kevin Pratt and Chairman George York. Those two hats in front are Kate Tiffany and John Womack.
Aviatrix Linda Finch is planning to re-trace Amelia Earhart's at tempted circumnavigation of the world. Linda will use this Lock heed 10E, the same type of air plane used by Amelia in 1937. Planning a March, 1997 depar ture from Oakland, CA, Linda's organization, World Flight, will make an educational program available to schools and stu dents, as well as via the World Wide Web. For more informa tion, contact World Flight, 477 Sandau, Hangar G, San Antonio, TX 78216. Phone 210/525-9168.
One of the 25th Anniversary special events was a Young Eagle ride with EAA Founder and Chair man of the Board Paul Poberezny in the EAA Foundation's Stinson SM-8A. Our 225,00Oth Young Eagle Ian Rosenberger and his father An thony thank Paul as he offers his congratula tions after lan's Young Eagle ride.
VINTAGE AIRPLANE 15
Contemporary Running off with the Contempo rary Grand Champion Undy at EAA Oshkosh '96 was this Beechcraft J-35 Bonanza, N8370D, SIN D 5463, flown in by its owner and re storer, Richard Jones, of Everett, WA. Powered with the original Continental 0-470 engine of 250 hp, the beautiful Bonanza drew many an admiring glance during its short stay at the EAA Conven tion. Finished off in the original paint scheme as it came from the factory in 1958, the V-tailed speed ster was original in all respects in cluding the Brittain Tip Tanks, which were an option. This is the first Bonanza to win a Grand Champion "Lindy" at Oshkosh in the Contemporary Class.
One of the first of its type to win big at Oshkosh was this 1960 Piper Colt, PA-22-108, N4742Z, SIN 22-8298, which garnered the Reserve Grand Champion award in the Contemporary class for its owners, Wicks Aircraft of High land, IL. Discovered in 1992 in a hangar at Fairfield, IL, where it had been stored following hail damage, the perky little two-plac er had only 1209 hours since new and still had the original cotton fabric from 1960. With no expe rience in fabric covered airplanes, the employees at Wicks Aircraft decided it was an excellent re build project. Under the leader ship of Bill Weder and Edward Faiss, the entire Wicks crew jumped in and totally restored the Colt from the ground up. Cover ing was done in Stits Poly-Fiber with the final colors matching the original paint scheme to a "T". The Colt also won an award at Kitty Hawk, NC, before coming to EAA Oshkosh '96.
This 1958 Piper Apache G, a PA-23-160 G, with the Miller mods, has been all over the U.S. and Europe. Owner "Smilin" AI Oien, Roanoke, TX has flown it in the 1985 TransAtlantic Air Rally, from New York to Paris and back. It's one capable Con temporary! 16 OCTOBER 1996
One of the classiest DeHavilland DHC 2 Beavers to show up at Oshkosh was this totally restored custom Beaver on wheels and flown by owner, Charles (Cully) Culwell and his lovely wife, Mar ilyn, of Dallas, TX. Originally built for the U.S. Army in 1957, this Beaver spent five years flying in S.E. Asia for Air America (CIA) and then in Viet Nam for several years. After a stint in the Arkansas National Guard, it hauled parachuters in Dallas before Cully Cul well bought it in 1986 and totally re stored the big bird. Included in the re build was a Wipline STC'd enlarged baggage compartment and new rear deck windows. In addition, seaplane aux. fins were added to the stabilizer in case the Beaver is ever put on floats. It is presently used as a first class camping airplane to travel to many remote parts of the world.
Joel Miller, of Solon, IA brought this very pretty 1956 Cess na 172 to the Con vention. It wasn't al ways so nice looking. In fact, as recent as last year one might have called it, well, not too nice to look at! Joel and his wife and daughters can now tool around in style in the 172, thanks to a spectacular job of refurbishing done to the airplane in the past year. Now he can turn them all loose with polish ing rags to make it really shine.
The Contemporary Judges
this year were: Oeft to right)
Rebecca Greene, Tim
Greene, Chairman Dan
Knutson, Art Anderson,
Co-Chairman Dick Knut
son, Rick Duckworth, Jeff
VINTAGE AIRPLANE 17
The Antique/Classic Group Takes All Four Seaplane
Awards at Oshkosh '96
by Norm Petersen Blessed with about five days (out of seven) of excellent fly ing weather, the 1996 EAA Oshkosh Seaplane Fly-In was a rous ing success with a beautiful representation of seaplanes from all comers of the country. Included in the 114 registered par ticipants were 31 seaplanes from Canada along with their pi lots and crews. These folks always add spice to a fly-in and are usually in the front of the line when it comes to doing vohm teer work. The peace and solitude of the Vette Seaplane Base is a welcome respite from the busy EAA Convention and many, many thousands of people came to visit and enjoy the cama raderie of the seaplane crowd. The Seabase Transit buses were busy from mornirlg 'til night hauling people between Wittman Field and the Vette Seaplane Base. The armual Seaplane Fly-By down Runway 18 at Wittman Field in front of the large crowd was held Saturday noon. Some fourteen floatplanes and amphibians made the fly-by in trail formation led by this author's J-3 Cub on Edo 1320s flown by Mike Weinfurter. A second fly-by on Tuesday had to be scrubbed because of too much wind and rough water. The award for the Best Metal Floatplane at EAA Oshkosh '96 was taken by a sharp looking 1958 Cessna L-19E Birddog, N32555, SIN 27701, mounted on a set of Edo 2425 floats and
flown to Oshkosh by John Wallace (EAA 534076) of Birming ham, MI. John reports the L-19 is a great performer on floats with the large wing flaps helping on takeoff as well as land ing. He espeCially appreciates the flat top deck on this mod el of Edo floats for moving about without slipping into the water! 1996 will go d own in history as an excellent seaplane fly in, due to the tremendous help of many, many volunteers un der the guidance of the new Seaplane Chairman, Gordy Ol son, who took over for retiring chairman, Bill Brennand. With the popularity of the seaplane fly-in growing every year, it re quires more volunteers to handle all the tasks that need to be done. In a very fitting tribute and ceremony on Saturday evening, Bill Brennand and Al Ziebell, the two driving forces behind the seaplane base activity for over forty years, were honored with a large engraved stone that bears mute testimony to what these two floatplane pioneers have accomplished through hard work and diligent effort. A very special "Congratulations" and "heartfelt than ks" is extended to Bill Brennand and Al Ziebell of Oshkosh from the entire gang at the seaplane base.
Winner of the Best Amphibian Award for 1996, among some very determined competition, was a 1956 De Havilland DHC-2 Beaver, N622JM, mounted on a set of Wipline 6000 amphibious floats, and flown to Oshkosh '96 by John Melk (EAA 524869) of Chicago, IL. Fresh out of the Wipline shops at Inver Grove Heights, MN, the big DeHavilland looked really sharp with its many mods and fancy paint scheme in white and yellow with black trim. The 6000 amphibs have proven to be a very popular float when installed on the Beaver due to excellent flotation and ability to get off with heavy loads. 18 OCTOBER 1996
Seaplane Base The Seaplane judges had a busy time this year and carried out their tasks in a professional manner. The winner of the Best Fabric Covered Seaplane was a 1948 Stinson 108-3, registered CF-KJV, SIN 108-4841, mounted on a set of Edo 2440 floats and flown to Oshkosh by its re storer, Ric Henkel (EAA 234398, AlC 10766) of Winnepeg, Manitoba, Canada. A veteran pilot of 20 years experience, Ric has owned four seaplanes over the years and purchased this particular Stin son 108-3 in 1994 at Timmons, Onto It had been converted to Super Stinson status with a Continental 0-470 engine of 230 hp and a constant-speed prop. Ric took the Stinson down to bare bones and restored the airplane from the ground up, using the Stits process and finished off with Aerothane. The pro ject, which took nearly two years of spare time work, produced a beautiful looking, high performance seaplane which cruises at 135 to 140 mph and car ries a good load with ease.
A Special Recognition Award was issued this year to an impressive looking antique seaplane, a 1930 Waco CSO biplane, NC656N, SIN 3136, mounted on a set of Edo M-2665 floats that were also built in 1930 (and may be the oldest set of Edo floats presently flying on an aircraft). The Waco owners, Lar ry and lise Harmacinski (EAA 241492, AlC 11740) made a dolly takeoff from the airport near South Bend, IN, and flew non stop to Oshkosh where they made the first water landing with the Waco in 32 years. Powered with a 250 hp Wright R 760 engine swinging a Hamilton-Standard ground adjustable propeller, the Waco performed very nicely off the water and was a tremendous hit with the seaplane crowd. VINTAGE AIRPLANE 19
A special presentation was made to Kate Morgan, the wife of past AlC Division Vice president Art Morgan, who had served as the Chairman of the AlC Parking area for many years. Art passed away last year just prior to the Convention. AlC President Butch Joyce and Andy Anderson, a long time volunteer and good friend of Art's, present the "Art Morgan Volunteer of the Year" plaque to Kate. Now displayed on the wall of the AlC Red Barn, a new name will be added to the plaque each year as a deserving volunteer is named as the recipient of this honor.
Georgia Schneider, an 8-year AlC vol unteer, was the "Back Stage" Art Mor gan Volunteer of the Year award recip ient. Georgia lends her time and talents to the AlC Red barn Sales area.
The Art Morgan Volunteer of the Year Awards were presented by AlC Director and Se curity Chairman Geoff Robison.
The Flight Line Art Mor gan Volunteer of the Year award was pre sented to Kathy McGur ran, Aurora, CO for her work at AlC Point, help ing the endless stream of AlC airplanes find a spot to park.
(Right) This beautiful ly engraved granite boulder commemo rates the unfailing volunteer dedication and work done by Bill Brennand and AI Ziebell at the Bren nand/ Vette Seaplane Base over the past 40 years.
1996 is the silver anniversary of the Division, and on Monday night of the the Convention a special program was held in the Theater in the Woods. Hosted by E. E. " Buck" Hilbert, it hon ored many of the men and women who were the charter mem bers of the Division. Reminising about the beginnings of the Division, as well as the start of the Classic and Contemporary categories were all part of the festivities. Special commemo rative plaques were presented to the charter members.
1997 will be dedicated by EAA as "The Year of The Volunteer,"and we certainly wish to second that motion. All we do and all we are within EAA and the Antique/Classic Division is meant to serve you, our fellow members, and the unselfish devotion shown by the thousands of people who give of their time during the annual Convention and beyond continually show why Vintage Airplane people are a special breed. To the Chairmen and volunteers alike, you're all to be congratulated and we extend our thanks to each and everyone of you. 20 OCTOBER 1996
The co c kpit is essentially stock, and the Boeing de signed ca nopy completely encloses both cockp its. You can see that the r egular windshields w e re re t ained, in the event the military choose to remove the canopy. Although Ken Wilson and Jack are certain that more than one of the PT -27s was equipped with the Boeing canopy, the exact number made is unknown. A t otal of 300 PT- 27s were built by Boe i ng - Wichita. Stearman became a subsidiary of Boeing in 1934.
A 50°F temperature isn ' t too bad until you add a 100 mph wind chill factor to it! Some of the winterized PT-27's had gaso line powered heaters installed, but again, in a situation like the canopies, not all of the airplanes were so equipped. Another limi tation of the full canopy was the distracting glare from the cockpit lights when the slid ing canopy was closed - in fact, the current FAA restricts the PT-27 from night flight with the canopy closed . Flying at night with the canopy open or removed is okayed. Delivered from the factory in Wichita, KS between February, 1942 and the following October, the PT-27's augmented the train ing the RCAF was doing to support the war in Europe. Later, many of them were re turned to the U.S. to serve with the Navy. Of the examples built with the canopy (we don't know the exact number), fewer still kept them after they were brought back to the States. Because of that, not too many 22 OCTOBER 1996
The PT -27 was sent to work under the RCAF as part of t h4 they were first (at least on paper) U.S. Army Air Corps airpl Canadian squadron number and markings. You can also s
people have seen a complete PT-27, includ ing the Boeing designed canopy. Jack Roethlisberger (EAA 504155 , A /C 26270) of Beaver, PA knew what it looked like, and he wanted one. In fact, he's had more than one! A number of years ago, he had a PT-27 project from New Jersey he was slowly restoring, but he lost interest in it and decided to se ll the project. T he fr iend, Jeff Lee, who bought it to ld Jack that he'd cry when it left. He was right, Jack did when his project pulled out of his driveway. Sometimes life has a interesting way of working out. That project didn't have the Boeing canopy, and it had been painted up in the regu lar ye llow and blue PT-1 7 color scheme. Seeing his first PT -27 project go was too much, and Jack started looking for another. What he found was a series of six Boe in gs . As he ' d ge t o ne about ha lf done, someone wo ul d co me along and buy it. He had projects he found
in New Jersey, Kentucky, and Georgia. Fi na lly, he found what he was looking for in a PT-27 , only 20 miles away from his home near Pittsburgh . Guess who he bought it from? Jeff Lee! Not the same airplane he had sold to Jeff, but another project, com plete with a full canopy. A rusty old hulk, it hadn't flown since 1950, and Jack was only the third owner since it had been mus te red out of the military. Jack and his son Mark dove into the project full force. A Stearman project is not a little job, as you can see. It's sheer size can be impos ing , and it tends to take over whatever space you've allotted, and then some . Not only is it taller than most garages when sit ting on its main landing gear, there are a lot of parts to keep as you get closer to the end - yo u 've got to find room to store four of the prettiest wings you've ever seen. As so many of our members have expe rienced, a fu ll airplane restoration takes the
Jack and Mark Roethlisberger of Beaver, PA
lease program in place during the second World War. Since hey carry a US serial number and stencils, in addition to their winter front cowl for t he Continental R-670-5 engine.
airframe down to the last nutplate and screw. Everything that is bolted or glued on is removed, refurbished and then, after the fuselage frame has been inspected for cracks, every newly refinished part is re-in stalled. The real fun starts when a part is missing or worn out. The search is on, and the phone bills show it! A trip to consult with the staff at the Smithsonian National Air and Space museum was in order, to check on prints for some of the parts they needed. Jack and Mark intended to rebuild the PT -27 as close to original as possible, so they needed lots of information. Fortu nately, there are quite a few people who know the aircraft exceedingly well. One of them is Ken Wilson of Indiana . He was able to provide documentation about the position of some of the unusual equipment and markings on that particular PT -27, in cluding the mounting of the running lights, compartment and panel markings, along
with the exact color scheme. If Stearman's are your thing, the '27 presents some un usual markings. The airplane carries a U.S. Army Air Corps serial number, along with its Canadian roundels, Canadian flag ban ner on the vertical fin and squadron number on the aft fuselage . This particular PT-27, U.S. Air Corps SIN 42-15-595, RCAP SIN 753784 served in Calgary, Alberta, for a year before it was returned to the U.S . and serving as a military trainer at a civilian run training school at Thunderbird Field in Ari zona. Research also led to the construction of the landing light fairings built into the lead ing edge of the lower wings . Prints were not available, so by carefully scaling up a photograph, Jack was able to reproduce the fairing using a sealed beam light, instead of the reflector/lens and bulb combination that was most likely used on the original. Jack was never able to put his hands on
one of the heater units, and he says he's not too sure he'd be willing to install it in his fabric covered airplane, even if he had one. Besides building L-4's for the Army, Piper Aircraft in Lock Haven also kept busy with subcontracting work . One of these contracts was with Boeing, building the canopy frames for the Canadian PT's. Many of us have seen the Rawdon Hood canopy retrofitted to some PT -17s after the War, but the Boeing hood is different. The Rawdon is built in a practical way, and serves its purpose well. The Boeing hood strikes you as very substantial, and able to take anything you could dish out. Expect ing it to be handled by students in cold con ditions, when they may act a bit quicker and are less likely to take their time, the en gineers put together a canopy that's built to last. Jack enjoys flying with the canopy. "It's real nice on a long cross country - you don't lose your maps!" VINTAGE AIRPLANE 23
The unusual lines of a full cockpit canopy on a Stearman is just one of the changes made by Boeing for the model designated the PT 27. Other changes included a winter front cowl for the engine with controllable shutters, and a full set of running and cockpit lights, and landing lights mounted on the lower wings.
Research led to complet ing the canopy. Happily, the canopy was complete except for one small part that had to be duplicated. Even the orig inal Plexiglas® was intact, but since it showed the signs of years of neglect, Jack farmed out the molding of some new transparencies, one of the only pieces he had done outside of his shop. Modern concessions in clude a comm radio, cleverly hidden behind the throttle quadrant so it's not to obtru sive. A Garmin GPS helps Jack and Mark find their way. Otherwise , the cockpit is stock. In the engine compart ment, an oil filter has been added to help make the Con tinental last longer. The Con
tinental turns a Jasco alterna tor instead of a generator, making the
electrical system more efficient.
All of the access panels and inspection windows are as they were, and the big bi plane even has the original Stearman brakes and wheels. Jack proudly pointed out that his son Mark, who had a very ac tive role in the restoration, polished the en gine parts and firewall dishpan. "I gave him a couple of Cokes and a buffmg wheel and let him go!" he recalled. The covering is Ceconite, and the air plane is finished with the AirTech process. The markings have been carefully re n searched and applied, right down to the white inspector's block and stamps. The Jj proper paint code is applied to each part, and all of the U.S. Army Air Corps fuselage year, and has been helping his dad add to the over 200 hours they've put on the air markings are reproduced, thanks to the re plane since it was restored . Mark earned search done by Ken Wilson. What does an airline captain and his his Private license when he turned 17 son do with such a pretty prize? Why fly years old, and has been working to master it, of course! This Stearman is no hangar the PT since his Dad let him solo it. Fly ing it with the other 5 Stearmans on the field, queen. 22-year-old Mark was finally turned loose with the Stearman earlier this the Roethlisbergers have fun flying in forma
24 OCTOBER 1996
tion and critiquing each other's landings. They've taken it to EAA Oshkosh and to the big Stearman Fly-In in Galesburg , IL, so cross-country flying with the biplane is just great fun for this father and son. Sharing ad ventures like that are what make aviation more meaningful, and to do it with your dad ... or son is just plain wonderful.
by E.E. "Buck" Hilbert
P.O. Box 424, Union, IL 60180 The Logbook reads: Dec. 12 1945 Aeronca Chief"N" (number missing) Total Time I :05. Private Pilot Flight Exam :35 Solo :30. The Pilot's name: Harry D. Fenton. This is the way it was right at the end ofWW II. It was unusual for a student to have more than eight hours dual before solo and in that lit tle length of time he learned to handle an airplane with enough skill to do emergencies, a series of seven different stalls, spins, precision land ings, short and soft field work, crosswind work, even downwind landing and takeoffs. He learned map reading, how to use an old E-6-B cal culator (they called them computers in those days), how to draw a line on the map and do his True Course and then correct for magnetic variation, compass deviation, wind correction, figure his groundspeed, and then fly his cross-country. I go back to that time and I knew Harry D. Fenton. The Fenton name is probably familiar to you cause Harry's son, Harry L., is the mag neto guru over at Unison Industries (read Slick) over at Rockford, Illinois. Harry has done some neat stuff with ignition systems and is al ways willing to help a fellow pilot or mechanic. Unison has that new electronic ignition system installed on Bruce Bohannon's "Pushy Ga lore" that goes around breaking all those time to climb and altitude records. Back to the scenario. Here's Harry with his brand new Private Pilot certificate. He has a total time of 60 hours and 10 minutes 39:55 of this time is solo. His next log entry is December 23rd 1945 and reads: 12-23-45 Aeronca C-3 NCI5290 1:20 solo with remarks, checking ship and preparing for trip to Florida. Lawrence
Matheson, my first passenger Beloit and Rockford. 01-01-46 Aeronca C-3 NCI5290 home to Rockford :30 remarks, gas up and start for Florida. 01-01-46 Rockford to Lafayette, IN 2:30. Overnight at Purdue U airport. 01-02-46 Lafayette to Indianapolis 1:00. Shank Airport. Very nice and friendly - good field 01-03-46 Shank to Ramsey, IN 3:25. Headwind, had trouble finding Bush Airport cement runway. 01-04-46 Ramsey to Bowling Green, Kentucky 2:45. Bad winds - fog, etc. very rough. 01-04-46 Bowling Green to Nashville, Tenn. Gillespie Airport, nice but sod runways. 01-04-46 Nashville to Pelham, Tenn. 1:45.3 miles from Pelham in a cove surrounded by mountains, too late to make Chattanooga. 01-07-46 Pelham, Tenn. local :30. Clouds and storm forced landing 10 miles from Pelham. 01-08-46 Pelham to Winchester, Tenn. :30. Finally got to University of South airport. 01-08-46 Winchester to Chattanooga :55. Clouds near top of mountain at Chattanooga. 01-09-46 Chattanooga to Nashville 2:00. Landed at Berry Field. Taxi to Vultee side (looks like he gave up and started home). 01-12-46 Nashville to Bowling Green, Kentucky. 1:00. Great to fly at 5700 feet. 0112-46 Bowling Green to Louisville 1:35. Forced to fly at 600 feet account offog. 01-12-46 Louisville to Indianapolis. 2:00. Low ceiling 1000 ft. with lower scattered. 01-13-46 Indianapolis to Villa Grove, Illinois. 2:00. Good weather, stayed with Burnett. 01-13-46 Burnett home to Cooper Airport :10. Ralph rode with me. 01-13-46 Cooper to Champain. :35. Got tail skid fixed. 01-13-46 Champain to Burnett's Farm 0:30. Landed :30 minutes after sunset. Moon up. 01-14-46 Burnett's to Dekalb 2:30. Landed at 5:15 P.M. very dark - no moon - bad headwind. 01-15-46 Dekalb local and home :45. Landed home at 4:35 Florida trip finis! What an adventure! He was enroute 15 days, never got to Florida, flew through weather that must have been horrible with a 2-cylinder, single ignition engine, but loved every minute of it. Son Harry added these remarks: Dad got his private license in December and a couple ofhours laterfelt ready to make a 2, 000 mile round-trip flight to Miami and back in the C 3. He skipped New Years' dinner to take off. His folks were still angry about this years later. The wife ofthe owner ofthe Ramsey, Indiana airport wrote to my dadfor a number ofyears after this flight. The Pelham, Tennessee stop was an interesting one. Once dad was on the ground, the locals were suspicious he was a "revenoor." After a while they got to like him and more or less wouldn't let him leave so that they could entertain him. His airplane was one ofthe few contacts the locals had with the outside world. Many years later myfamily visited the town on vacation. A lot ofpeople hadfond memories ofmy Dad 's visit. Ralph Burnette was an Army buddy ojDad's. Ralph was pilot ofa B-17 that was shot down over Germany and spent a good part ofthe War as a POW The farm where Dad kept the C-3 is still owned by the family. The air strip was deactivated years ago due to Commonwealth Edison's wires and surrounding housing development. I guess we were all a little naive in those early postwar days. We weren't brave, or daring, we just didn't have much knowledge. With all the schooling that the private pilot gets today, they still do some dumb things. We had an excuse! What's yours? Over to you, f'(
YOU LEARNED TO FLY IN A
Charles N. Trask
This is the airp lane that I learned to fly in: AeroncaC-3, NC13098. I never flew it solo be cause I wasn't quite old enough, but I learned a lot. The floats were Edo 990s, probably the smallest size that Edo ever marketed . Time and place were summer 1940 at Lakeport,New Hampshire on Lake Winnipesaukee to the left of the dock for the excursion steamer Mt. Washington, an old time side-wheeler with a walking beam steam engine. There was a pulp mill on the other side that required con stant vigilance for pulpwood that had strayed outside the boom. I was 15 that sununer and I worked there for several weeks . My in structor was Lillian Putnam, a college st u dent whose father ran a garage at Newport, New Hampshire and a grass airport on the edge of town, mostly on weekends; I believe she had learned to fly in an Alliance Argo as soon as she was old enough to grip the stick and reach the rudder pedals . Together we probably weighed less than 200 pounds. We usually flew in the evening after the passenger hopping was shut down and the other airplanes were secured for the night. At first we simply went out on the lake and taxied around, and later on whe n we couldn't coax the Aeronca into the air due to excess ive even ing calm, we ran a bout on the step and got soaking wet. Some evenings we had a five to ten mile an hour breeze and a bit of a choppy surface a nd VINTAGE AIRPLANE 26
were able to head into the wind and take off without incident for a little air work, but when we were faced with only a glassy swell, a bit of ingenuity was required . Al most as soon as the takeoff run began, there was a feeling as to the possibility of taking off going straight into the wind and the procedure called for a large circle to the left; in the first quadrant of the circle a bit of aileron would be fed in, in the down wind quadrant the right float would come out of the water as the left float came up on the step and speed relative to the water would begin to build up as the C-3 com pleted the circle and came into its own wake at which point the wings would be leveled up and with slight back pressure on the stick, the airplane would fly - maybe. At times my coordination wou ld be off - or something - and the thing would come down off the s tep and we'd go around again in a larger circle just outside the first and then we'd fly . Failing thi s, we'd go back to the C-3's tiedown buoy and I'd log
a half-hour of taxi practice. The rest of my instruction was the same as flying a land plane , although landing on a glassy surface is a bit tricky inasmuch as one looks down at the bottom of the lake, not at the surface of the water. After the Labor Day weekend, the sea plane operation closed down for the season and the various operators took their air planes home. Lillian and I went back to our respective schools. I had some 20 or 30 hours of dual in my logbook, and when I turned 16 at the end of September I made my first solo flight in a J-2 Cub on wheels. The following month I got my private . I never flew NC 13098 again, but I ran a lot of errands in another C-3 that had a winter enclosure during the 1940-41 winter - even into East Boston (now Logan) several times. I' ll never sell an Aeronca C-3 short, be it on floats , wheels or skis. 1940 was a very good year for me. One more mile stone was a bit late r - in 1941 [ received my driver's license. ...
The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, con trol or direction of any event (fly-in, seminars, fly market, etc.) listed. Please sendthe informa tion to fAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903 3086. Information should be received four months prior to the event date.
OCTOBER 9 . 13 - SAN D IEGO, CA - Silver Wings Fraternity National Convention for those who soloed over 25 yea rs ago. Open house a nd Fly - In , San Diego A erospace Mu seum Annex, G illespie Field. Pickup at M ontgomery Field and Hanalei Hotel. For info ca ll Marian Banks Prophett 619/272-79 14 or 800/554- 1437. O CTOBER 13 - TOWA NDA, PA - Towanda air port (N27) Fly-In Breakfast - all you can eat. Eggs, sa usage, pancakes, 100 % pure maple syrup. 7 a.m. - 1 p.m. O CT. 13 - ZANES VILLE, O H - Riverside Airport. EAA Chapter 425 and the ARTHRITIS FOUN DA TfON Hog Roast. 8 a.m. - 5 p.m. Contact Don Wahl at 614/454-0003. OCTOBER 13 - WEYBRIDGE, SURRY, EN GLAND - Brooklands Museum Fly-In. Contact: julian C. Temple or Peter Edmunds, Brooklands Museum Trust, 01932857381 or FAX 0 1932855465.
OCT. 18-20 - KERRVILLE, TX - Southwes t Regional Fly- In. For info ca ll 800/221-7958. Vendors should ca ll 2 10/9 14 -3746 . OCT. 18-20 - GURDON, AR - Forest Festival Air Expo. Call M ary Burns at 501/353-25 14 or FAX 353-4348 for info. O CTOBER 19 - DA YTON, O H - Moraine Airpark (173). 11 a. m. - 4 p.m. Chili Fly-In, Antique, Classic and W acos a re a ll welcome. Call 5 13/866-2489 fo r more info. NOV. 1-3 - LANCASTER, CA - Fox Field National Air Races and EAA Fly-In. 1FT races, Aerobatics, Gee Bee R-2, Long EZ Dash, Antique/Classic aircraft. Ca ll 805/940-1 709 for info. JANUARY 1 , 1 997 - NAPPANEE, IN - EAA Chapter 938 5th annual N ew Years Day Hanga r Over Party/Fly- In. 11 :00 a.m. - 2 p.m.. For info call "Fast Eddie" Milleman, 219/546-4997.
J. M ike Abrahams ........ Des Moines, IA
Doug J. Armstrong ... . ..... Charlotte, NC
Pau l L. Baker ........... Grasonville, MD
Paul Bale .. .. . ......... .Summervi lle, SC
Eugene R. Bl air ..... . .. .. Birchwood, WI
Howard Bohl. ........... . Temecu la, CA
Charles V. Boswell ...... Brandywine, MD
Jon A . Braithwaite ............Moore, ID
William F. Brown .............O ca la, FL
Char l ie Buller .......... Caesarea,Ont a rio ,
Canada Carl Burden ....... .. . ....... Sedan, KS Garth J. Ca meron ... Du ned in,New Zealand Lawrence Carlson . .. . .... Solomons, MD Charl es J. Champieux .... . . .. Buffalo, MO Charl es B. Cianchette ... .. .. Pittsfield, ME Liane Conway . ..... ... .. San Mateo, CA Leslie C. Conwell .... New Port Richey, FL Patricia A. Cooke .. . ..... .. Roanoke, TX Rod L. Crane. . . . . . . .. Savannah, NY James A. Dalton ... . ........ E. Peoria, IL Peter R. Davis ........ . . Wi lmington, NC John K. Dawson ........... Florence, Ms David L. De Wolfe .. .. . ... . .Mach ias, ME James E. Denly ...... . ...... . .. Erie, CO Joseph E. Deruytter . . .. ... Lake Plac id, FL Lee Dodd . .. ... .. .. .... W oodstock, GA Greggory L. Dohrer ....... Long Vi ew, TX Charles D. Elms . . . .. . . .. .. . Manteo, NC Thure H. Erickson ........... Blaine, MN Arthur E. Ertel . . .. . .. .... . . Goshen, O H Louis Farhood ..... . . . . .. Fowlervi lle, M I David L. Fayman .......... Lawrence, Ks Pau l R. Fedorka ..... .. . . ......Kenai , AK Larry G. Fischer .. .... .. ... Waseca, MN David M. Fischl er ... ...... . . Elkhorn , W I Glynn Frets .... . . . . . . . . . Ga inesvi lle, GA Hargrave Garrison ... . .. N . Yarmouth, ME
Paul G iebudowsk i ... . .. Evergreen Park, IL Robert Gordon .... . . . Warn er Robins, GA Eri c W. Gray .... . .. .. ...... Au rora, CO Ron ald V. Grewell ... W est Carroll ton, OH Rodney Hald ..... . ..... . Burn svill e, MN Roger W. Harris . . ... ... . . . . . Laveen, AZ Jon K. Heggen . . ... . . .... Yellow Pin e, ID H . K. Herring . ... . . .. _.... . Ashvil le, NC Scott C. Hersha .... . . . ... Cincinnati, OH Robert L. Horner .... . .... Boardman, OH Terr i L. Hull .......... Fort Recovery, OH Kathleen L. Jaffe ... . . . .. . Maplewood, NJ Colin M. Jenkins ....... . .. Houghton, M I Thomas Jenkins . .. ... . ... Fort Worth, TX Frank T. Johanson ... . .... . .. Auburn , ME Raymond W . Joh nson . . . . . ... Buffalo, MN Ri chard W. Joh nson .. . ..... . Lawton, OK James King ... ... . ...... Indianapolis, IN Carole Kr ieghoff .......... Loveland, OH Robert Kritz ler......... Overl and Park, Ks Nikita Kush elevsky ........ Livingston, TX Edward E. Leineweber .. . .. Lone Rock, W I Chris A. Manzo ...... .. ... Norcross, GA Timothy S. Ma nzo . ...... .. .. Ch icago, IL Charl es S. Maples ...... . . A lexandria, VA Martin M attingly . . .. . .. . . . . Frankfort, KY Don M cC lure ........... Clearwa ter, MN Bruce Mci ntyre . ... Campbell vi lle, Ontario, Canada Dani el R. Mead .. . .. .. ..... . . Aurora , IL James M. Meisenheimer . .... . Franklin, W I Timothy M icke l .......... Scioto Mi lls, IL Benjam in R. M iller ....... Indianapolis, IN Harry M iltner . .. ..... . .. Ell ensburg, WA A ll an R. Mo ltze n, Jr.... . .. M enlo Park , CA Dav id Money ... . ... . . Paremata, Porirua , New Zea land Wi lli am B. M orris . . . . .... . . Ho ll and, O H
Bruce R. N ield .......... .. Dumfries, VA Steven R. Nurnberg ......... Frankli n, MA Rona ld I. Oeh ler . . . ...... Burnsville, MN Matthew N. O lson ......... Tacoma, WA David Oreck . ... . .. . ... New O rl eans, LA Christopher Pajak .. . .. .. Minneapoli s, MN Philip W. Partee ..... .. .. Vero Beech, FL Wil lard E. Perkin s ... .. ..... Plainfield, IL Peter Petersen IV .... . ... Chesterl and, OH Jim Pou lter ....... . .. . . . ... Chelsea, MI Ian Q uin n ... . ..... . .. . .... Hong Kong Peter D . Rawl inson . . . ...... Crossville, IL Jean Pierre Riendeau .. Granby, PQ, Canada John B. Robertso n .. ... Mount Clemens, MI R. Ma lco lm Rose. Po rt M acQuarie, Australia Louis J. Sc hmidt . . . . ....... An aheim, CA Patrick H. Sea le .... . . ... . . Winona, MN Daniel senseman .... .... Terre Haute, IN Jeffrey C. Smith ... ...... . . Asheboro, NC Samuel V. Smith . .. ....... Arlington, VA Timothy E. Smith ...... . ... Livermore, CA Benjamin H . Stevens ...... E. W indsor, NJ Jera ld D. Stewart, Jr........... Dal las, TX Fred Stite ler ....... ........ Windsor, CT Ei ichiro sugita . . Ushh iku -s hi, Ibaragi, Japan D iran Tori gian, Jr. ........ Sim i Valley, CA Berna rd T. Trud ea u . . . .. .. M id lothian, TX M ichae l J. Turok. . ........ Norfolk, VA Ca lvin E. Wal lace ......... 51. Louis, MO Donald D . Wa ll s .... . .. . Yo rba Lin da, CA ... Rochester, MN Nancy D. W alsh Lin Wa tkins ........ Colorado Spri ngs, CO Adam W . W eber ....... . .. Hastings, MN Bri tton C. W eldon ... ..... Haymarket, VA Dr. Gary We ller ........... Ash land, MA Dona ld M . Wil liamson ...... Bea leton, VA Charl es Za loom . .. . ... . . Washi ngton, DC
VINTAGE AIRPLANE 27
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Our proprietary electric oil scavenging and shutoff system is 100% foolproof and safe. This kit is cockpit-controlled, with guarded switches and annunciation lights. 12- and 24-volt systems available. Custom engineering is our specialty. Clean Kit™ is eligible for field approval using standard 337 process for all cate gories of aircraft. © Darton International, Inc., 1996.
The Board ofDirectors of Ocean Reef Club
Key Largo, Florida
cordially invites you to attend
3RD ANNuAL VINTAGE WEEKEND
December 6th,7th and 8th, 1996
Honoring classic conveyances by air, land, and sea
The Antique and Classic Airplane Fly-in
The Concourse d'Elegance ofAutomobiles
The Antique and Classic Yacht Rendezvous
Participation includes welcoming cocktail party in a private home Friday evming; Satin-day day-long celebration ofboats, cm"S, and planes; gmuine Maine lobster bake Saturday roming Ivith special guest Maine humorist Tim Sample; mvards and fm·e'Welllrreakfast Sunday moming. $150 per pmon
Many Kilby - (305) 367-5874 by November 1st Because Ocean Reef Club is a private elub, The Vintage Weekend is open only to members and invited guests staying in the Inn or Marina.
OCEAN REEF CLUB·
O C E A N
R E EF
D RI V E,
S U ITE
LAR G O ,
FL O RIDA
Membership in the Experimental Aircraft 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 may be just the answer to obtaining that elusive part. .40¢ per word, $6.00 minimum charge. Send your ad and payment to: Vintage Trader, fAA Current EAA members may join the Antique/ Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad Classic Division and receive VINTAGE AIR and your credit card number to 414/426-4828. Ads must be received by PLANE magazine for an additional $27 per year. the 20th of the month for insertion in the issue the second month following EAA Membership, VINTAGE AIRPLANE mag
azine and one year membership in the EAA Antique/Classic Division is available for $37 per year (SPORT AVlATION magazine not included).
<e.g., October 20th for the December issue.)
Current EAA members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $35 1950 CaliAir A.2, Rare, one of 36. STOL per year. 150 Lycoming, 620 SCMOH. 100 hrs. since EAA Membership, SPORT AEROBATICS maga complete AF rebuild. 315/677-9900. (1101) zine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included).
Current EAA members may join the EAA Warbirds of America Division and receive WAR BIRDS magazine for an additional $30 per year. SUPER CUB PA-18 FUSELAGES - New
manufacture, STC-PMA-d, 4130 chromoly tub
EAA Membership, WARBIRDS magazine and ing throughout, also complete fuselage repair.
one year membership in the Warbirds Division is ROCKY MOUNTAIN AIRFRAME INC . (J.
available for $40 per year (SPORT AVIATION Soares, Pres.), 7093 Dry Creek Road, Belgrade,
magazine not included).
Montana 59714, 406/388-6069, FAX 406/388 0170.
Repair station No. QK5R148N. (0387)
Current EAA members may receive EAA EXPERIMENTER magazine lor an additional $18 per year. EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATlON magazine not included).
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.
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
P.O. box 3086
Oshkosh, WI 54903-3086
WEB SITE http://www.eaa.org
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PHONE (414) 426-4800
FAX (414) 426-4873
MEMBERSHIP DUES TO EAA AND
ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE
30 OCTOBER 1996
WANTED-SPARTAN EXECUTIVE 7W stabiliz er tips or any related 7W parts . Anything you've got, interior/exterior. Please call Ed 201/288-4775.
A Life in the Clouds - Written by retired
Eastern Captain John Anderson. An interesting
story about Aviation Cadets, crop dusting, fly
ing as a fighter pilot and flying for the airlines.
388 pages, $19.95 + $2.00 shipping . IL resi
dents add $1.45 sales tax. Order from Jean
Anderson, 605 West Spring St.,
South Elgin, IL 60177.
• AVIATION INSURANCE • Ragwing Replicas Ultralight legal Aircamper, Heath, Pitts, Duster, Triplane. Plans $52. Brochure $3. P. O. Box 39, Townville, SC 29689. (0400)
Freshly Minted Aeronca hubcaps and metal placards/label plates. SASE for information: 7AC Specialties, 835 New London Turnpike, Stonington, CT 06378. (1004)
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US and Canada call ATTENTION AVIATION ART COLLECTORS! Add style, class and prestige to your collection by adding a selection from: Ferris, Kodera, Galloway (& many more). Acquiring prints and originals from the masters is easy and afford able through American Aviation Art. Call now, 1 /900/950~2233 and order your 3 .5" PC diskette screensaver/catalog for $7.95, receive valuable discounts, visit us www.amavart.com (0991)
800-276-5207 NOl avaiiableill Quebec
CAviMCO~ INSURANCE COMPANY
What's A Comet Made Of? Fly high with a
quality Classic interior
Complete interior assemblies for do-it-yourself installation .
Custom quality at economical prices.
DoLY-FmER... plus genius, perseverence, dedication, perspiration, and a love of classic aircraft. Geoffrey de Havilland designed the Comet racer in 1Y34. A few years later it became the phenomenal Mosqu ito fighter-bomber. Tom Wathen's replica chose Poly-Fiber for its
• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.
o.i"eJI;RODUCTS, INC. 259 Lower Morrisville Rd ., Dept. VA Fallsington , PA 19054 (215) 295-4115
lei i I!
Oct 10 thru 13 Mesa AZ
Nov 2 & 3 ChinoCA
Customer Service: 800-361-3490 Other Stuff: 909-684-4280
Post Office Box 3129
Riverside, California 92519
easy application and unri valed curability, and Poly Tone because it recreated the satin finish of the '30s. Try it yourself at one of our Learn-to-Cover Work shops, held nationwide. They're hands on and just $150 a person. And look for us at the Oshkosh and Lakeland fly-ins, too. Dec 7 & 8 EI Caion CA
ffHflfi Aircraft Co,atin.gs
VINTAGE AIRPLANE 31
William I.. O'Brien
First flight on 9th Birthday in a 1936 Aeronca PC-3 1952 graduate of Air Force Flight Training Former New York Air Guard Purchased Swift aircraft in 1986 EAA - Antique/Classic member
Fly In at Key
"Marge and I purchased the Swift 10
AUA's Exclusive EAA Antique/Classic Division
years ago and, because we were
EAA members, discovered AUA's
fROM AUA, INC.
To become an
EAA Antique &
Lower liability and hull premiums
excellent aircraft coverage. Our
Medical payments included
association with AUA is great. The
Fleet discounts for multiple aircraft carrying all risk coverages
people are helpful and friendly. The
N o hand-propping exclusion
premiums are reasonable and fit the
No age penalty
needs of the Antique/C lassic division of aircraft."
- Bill O 'Brien
No component parts endorsements Discounts for claim-free renewals carryJng all risk coverages
Member, call The best is affordab le.
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We' re Se tter Togetherl
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COMAV, working with AUA Inc., has the broad knowledge it takes to cover the specialized needs of antique and classic aircraft pJots. COMAV coverage is backed by SAFECO InslITance, one of America's most trusted companies, with an A++ rating from A.M. Best. For more about OlIT unique programs, contact your aviation specialist. Or, if you're an EAA member, call AUA at 800-727-3823. Remember, we're better together.