EDITORIAL STAFF Publisher Tom Poberezny
Vol. 24, No. 11
Henry G . Frautschy
Straight & Level/
Espie "Butch" Joyce
2 AlC News/H.G. Frautschy
Computer Graphic Specialists
Olivia L. Phillip Jennifer Larsen
4 T he AAA Fly-In/H. G. Frautschy
and Paul Poberezny
6 The Marion Fly-In/Cruise-In/
8 Vintage Aircraft Markings/
Jim Koepnick Mike Steineke
Carl Schuppel Ken Lichtenburg
Advertising/ Editorial Assistant
10 Mystery Plane/H.G . Frautschy 12 Type C lub Notes/Norm Petersen
EM ANTIQUE/ CLASSIC DIVISION, INC, OFFICERS
13 Commanding Presence/ H.G. Frautschy 17 Wicks Piper Colt/ Norm Petersen 21 Helps and Hints/Brad Hindall
22 What Our Members Are Restoring/Norm Petersen
26 Welcome New Members/ Calendar 27 Vintage Trader/Membership Information Page 17
FRONT COVER ...One of the creations the the talented aero-engineer Albert Voellmecke. as built by the Arkansas Aircraft Ca .. was the Command Aire 3C-3. This example. restored by Tom Brown. Unity. WI and owned by Art Knowles. Jacksonboro. TX, was b rought to EM Oshkosh '96, EM photo by Jim Koepnick, shot with a Canon EOS-l n equipped with an 80-200mm lens. 1/250 sec @tll on 100 ASA slide film. Cessna 210 photo plane flown by Bruce Moore.
Vice-President George Daubner 2448 Lough Lane Hart1ord, WI 53027 414/673·5885
Secretary Steve Nesse 2009 Highland Ave . Albert Lea, MN 56007 507/373-1674
Treasurer E.E. ' Buck' Hilbert P.O. Box 424 Union, IL 60180 815/923-4591
24 Pass It To Buckl E.E. "Buck" Hilbert
President Espie ' Butch' Joyce P.O. Box 35584 Greensboro, NC 27425 910/393-0344
Back Cover ... The Reserve Grand Champion Contemporary selected at EAA Oshkosh '96 was this Piper PA-22- 108 Colt. a two-place training version of the Piper Tri-Pacer. This beautiful example was restored by a group of Wicks Aircraft employees. See the story starting on page 17 for more on this neat little short wing Piper. EM photo by Jim Koepnick, shot with a Canon EOS- l n equipped with an 80-200mm lens. 1/250 sec @tll on 100 ASA slide 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 EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberemy Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903·3086. Periodicals Postage paid at Oshkosh, WISCOnsin 54901 and at additional mailing offices. The membership rate for EAA Antique/Classic Division, Inc. is $27.00 for current EAA members for 12 month peri od of which $15.00 is for tile publication of VINTAGE AIRPLANE. Membership is open
to all who are interested in aviation. POSTMASTER: Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN 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 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 subm~ stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirety with the contributor. No renumeration is made. Material should be sent to: Ed~or, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WAR BIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and iogos 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 prohib~ed.
John Berencff 7645 Echo Point Rd. Cannon Falls, MN 55009 507/263-2414
Robert C. "Bob' Brauer 9345 S. Hoyne Chicaw, IL 60620 312/ 79·2105
Phil Coulson 28415 Springbrook Dr. Lawton, MI 49065 616/624-6490
John S. Copeland 28·3 Williamsbur8 Ct. Shrewsbury, MA 1545 508/842·7867
Charles Harris 7215 East 46th St. Tulsa, OK 74145 918/622-8400
Stan Gomoll 1042 90th Lane, NE Minneo£olis, MN 55434 61 /784-1172
Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis, IN 46278 317/293-4430
Jeannie Hill P.O. Box 328 Harvard, IL 60033 815/943-7205
Robert licktei~ 1708 Boy Oaks r. Albert Lea, MN 56007 507/373-2922
Robert D. ' Bob' Lumley 1265 South 124th St. Brookfield. WI 53005 414/782·2633
Dean Richardson 6701 Colony Dr. Madison. WI 53717 608/833-1291
Geoff Robison 1521 E. MacGregor Dr. New Haven. IN 46774 219/493-4724
Gene Morris 115C Steve Court, R.R. 2 Roanoke, TX 76262 817/491-9110
George York 181 ~oboda Av. Mansfield. OH 44906 419/529-4378
S.H. ' Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414/771 - 1545
DIRECTOR EMERITUS S.J. Wittmon 1904- 1995
ADVISORS Joe Dickey 55 Oakey Av. Lawrenceburg, IN 47025 812/537·9354
3238 Vicoria St. N
Sf Paul, MN 55126
930 Taro HLE
Hart1ord, WI 53027
STRAIGHT & LEVEL
by Espie "Butch" Joyce
It is hard to believe it is November already . The leaves are just beautiful here in the foothills of North Carolina this year, but if you haven't seen them by now, it is too late as the wind and rain we are now having is taking its toll by stripping the trees . This does, however, give people who are looking for something to do the job of gathering up those leaves and disposing of them. Each year I have the fun of disposing of about two dump truck loads. r am writing this just before going to the airport to fly my Baron to Oshkosh for the fall Board meeting. I was looking at the weather last night and thinking back on how many trips r have made to Oshkosh for meetings. It seems that the best I can recall is this will be my 89th trip for a board meeting. Brad Thomas, past president of your Antique/Classic Division who passed away this past year, and Morton Lester, an EAA Foundation Board member and past Antique/Classic Director, both live in the same general area I do and in the past we'd trade off rides when going to these meetings. The trips we made together were often an adventure in themselves. I could spend a lot of time telling you some war stories about them! There are a number of Board members who have volunteered more trips than I have by virtue of their long time service to the board. I have enjoyed, and continue to enjoy, my association with the Antique/Classic Division, the EAA, and hope to be able to continue the enjoyment of working as a volunteer in the future. EAA's theme during the coming year, culminating in a special series of events during the annual Convention, is "The Year of the Volunteer." We hope that during that week we will be able to show each volunteer how much their help is appreciated and how invaluable their help is to our operation in the Antique/Classic area . You will be hearing more about this in the coming year. Should you have any suggestions for the Antique/Classic Division , please send me a note anytime. For those of you who may have missed it, the 1997 Oshkosh Convention will begin on Wednesday, July 30 rather than on Thursday as in the past, so make your plans accordingly. As we start into the winter months, you might think aviation activities should slow down. That may be true in
some areas of the country, but it certainly is not coming to a halt. After Thanksgiving, as advertised in your VINTAGE AIRPLANE, there is the "Vintage Weekend" held at the Ocean Reef Club located just north of Key Largo, Florida. They will have some of the most beautiful vintage wooden boats and vintage autos you've ever seen on di splay, and last year was the second time for vintage airplanes. The Ocean Reef has its own private airport, managed by Antique/Classic member and Swift owner Denny Moore . Denny is responsible, in a large part, for the vintage aircraft owners being invited for this fun weekend. If you want a weekend of fun , sun , great seafood and fellowship, this is the place to be. Norma and I will be there again this year; come and join us . If you're interested, you need to give them a call as soon as possible, since the normal deadline for an RSVP has passed - perhaps they can still accommodate you. Call Marcy Kilby, 305/367-5874 for more information. You may wish to review the ad on page 29 in last month 's Vintage Airplane before you call. Also in December, the First Flight Society and the Man Will Never Fly Society will meet at Kitty Hawk, North Carolina December 16-17, to honor the anniversary of the Wright brothers ' first flight on December 17, 1903. As you might have already concluded, the First Flight Society is the serious group, while the Man Will Never Fly Society is the party group. When you visit the Wright brothers' first flight site in December on the outer banks of North Carolina, it will give you an appreciation of what the they suffered through in order to make their vision a reality. This year will be double fun as the First Flight Society will induct Paul Poberezny and Tom Poberezny into their Hall of Fame. Speaking of Halls of Fame, in November of 1997 your Antique/Classic Division will again be inducting new candidates into the Antique/ Classic Hall of Fame at Oshkosh. Should you like to nominate a deserving person, please send your nomination to Hall of Fame Chairman Charlie Harris, 7215 East 46th St., Tulsa, OK 74145; phone 1/918/662-8400. Be careful out there. Let's all 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
120/140 FUEL CAPS In the September issue of the Interna tional Cessna 1201140 Association ' s newsletter, Neal Wright of Sunnyvale, CA wrote a lengthy article detailing the haz ards of using a Cessna "half vented" fuel cap on those Cessna 1201140' s that require the fully vented type of cap. The fully vented cap used on the 120 and 140 is not interchangeable with the cap meant for use on the 140A and later model Cessnas. We can ' t go into all the details here, but if you are using that style cap on a 120 or 140 (it's OK on the later models), which is eas ily identified by a silicone tank vent valve built into the section of the cap that ex tends into the tank, you are at risk to have a fuel starvation incident, should the valve stick and prevent air from entering the tank as fuel is burned off. This is an excellent example illustrating why it is such a good idea to belong to the type club for your airplane . Why go it alone? Take advantage of the collective knowledge of people who have been there and done that! To join, contact Bill Rhoades , the editor of the International Cessna 1201140 Association ' s newsletter at Box 830092 , Richardson, TX 75083 0092 or call 612 /652-2221. His E-mail is pilotl40@AOL.com. If you'd like to buy a back issue of the September newsletter, call BeBe Owen at 407/595-9562 .
TYPE CLUB LIST Once again, we will publish a list of the Type Clubs who have contacted us over the years to let us know they're out there. We have sent out postcards to all those listed jast year, and if you received one, by the time you read this you should have sent it back by now. Ifit's still hanging around on your desk, please drop it in the mail today , or you can FAX it to us at 414/426-4828. If you're a new type Club just getting started, drop us a line via the mail and tell us who you are and your ad dress, how much membership costs, and how often you publish a newsletter. Send it to: EAA Type Club List, P.O. Box 3086, Oshkosh, WI 54903-3086.
LUSCOMBE AWARDED Charles "Sandy" Sanford of Cham am, NM won the restored Luscombe 8E of 2 NOVEMBER 1996
fered in a fund raising raffle sponsored by the Don Luscombe Aviation Historica l Foundation (DLAHF). The drawing for the raffle was held during the Copperstate EAA Regional Fly-In in Mesa, AZ on Oc tober 12, 1996. Sanford, who owns a Lus combe, purchased his tickets several months earlier in a effort to add his sup port to the work done by the DLAHF. This was the fourth time the raffle has been held, and a fifth Luscombe 8E will be raffled off in 1997, and as in years past, there is a limit of 2,800 tickets that will be sold. Tickets for the 1997 drawing are now available at $40 each or 3 for $ I 00 . Proceeds from the raffles have funded the preservation of the Luscombe Type Cer tificate and the production of needed parts. Other prize winners in the drawing were: Thomas Brennan, Oil City, PA - a GPS receiver W.F. Surgi , Rockville, MD - an ICOM hand he ld transceiver William Loomis , Chattadoy, WA - a $400 parts credit from the DLAHF Charles Harrison and Orlo Ellison Luscombe Comprehensive Maintenance Manuals Kent Wilson and Mr. Hard - Coffee table book "The Luscombe" by Saletri Anthony Kulikowski, James Klover strom, Robert Fowler, Dennis Feltin - "Vi sions of Luscombe" book by Jim Zazas The Foundation produces FAAIPMA's parts using many of the original tools pur chased with the funds generated from the drawings, and the sale of many new old stock and newly produced parts . The drawing archives, tools and materials are currently stored in a temporary location in Chandler, AZ while plans are being made for the erection of a permanent museum home for the DLAHF . Call the Founda tion at 602/917-0969.
SWIFT AWARDED AT WEST COAST FLY-IN The International Swift Association also had an airplane raffle, hosted by the Southwest Swift Wing. All the tickets were sold, and when eleven-year-old Brett Haley drew the winning ticket, the winner turned out to be none other than Mark Hol liday of Lake Elmo, MN . Mark had pur
chased four tickets to benefit the Swift Foundation. A big contributor to this year ' s raffle was Dr. Mike McCutcheon, who was able to donate half of his invest ment, in addition to half of the cost of completing Swift N80570 so it could be offered in the drawing. Mark hasn't im mediately accepted the Swift, since he cur rently has three. He and his accountant are checking how it might be possible to do nate the Swift back to the Swift Founda tion, so that next year there could be a drawing for two Swifts, one stock and the other modified. We ' ll keep you posted. Our congratulations to both the DLAHF and Swift Foundation for their proactive approach to dealing with the problems fac ing the production of replacement parts for their respective aircraft, and their work to preserve the heritage to these two great Classic aircraft.
SWEDI SH SPIRIT OF ST. LOU IS AlC Secretary Steve Nesse recently re ceived a letter from Pierre Hollander of Prastgardsvagen 8, S-74637 Balstra Swe den, phone 46 0 171-59355 . Pierre is pro ceeding with the construction of a Spirit of St. Louis replica, with the wing ready for covering, along with all the control sur faces. All the steel is welded, including the fuselage and landing gear. He has the control system ready, as well as an engine and propeller, and he even has a working Earth Inductor Compass . Right now, he biggest hole in his li st of needs are a Lukenheimer fuel distributor and the hand driven fuel pump. I f you have a lead on where he might be able to obtain these items, please contact Pierre at the address noted above.
AMELIA EARHART SYMPOSIUM Hardon M. Wade, Jr. , 560 Campbell Hill N.W., Marietta, GA 30060-1316 has written to tell us that a series of symposiums about Amelia Earhart are in the planning stages to honor the 60th anniversary of her attempted world flight and her 100th birthday. Loca tions considered include Oakland, CA, Mi ami, FL, Atlanta, GA and Atchison, KS. For more information, contact Harmon at the address noted above. ....
MORE FRANKLIN DISCUSSION Mr. K. C. Ostronik, This is in response to your letter in the September Vintage Airplane. I can't help you with any info on the Lycoming-to Franklin cylinder mod, but as a Stinson 108 owner I sure know your problems with Franklin parts availability. A few years ago, I had some success with an outfit called Carl Baker Co. in Van Nuys, CA at least for my Franklin 6 A4-150-B3. I'm not sure if they have parts for your model , but alot of Franklin parts are common among several models. The address is: Carl Baker Co. 209280 Osborne St. Canoga Park, CA 91304 8181786-3120 Are you aware that PZL in Poland, who owns the Franklin type certificates, is now producing the 6A-350, a 220 hp model that I think was a growth of your model before Franklin was sold. Perhaps you could get a one time approval for the Seabee without too much problem. It might be worth the research. As a Franklin owner I was con tacted by the U.S. distributor for the PZL Franklin, who happens to be located near me. PZL has no plans to support my en gine model, but if the part numbers are common between you engine and the 6A 350, perhaps you may find them helpful. I've enclosed the information I received from the U.S. Franklin distributor, Atlas Motors. You may want to check with him. Finally, there is a fellow in your area who does Franklin overhauls, mostly of 150s and 160s. He is mostly involved with Stinsons, and I have no idea if he knows anything about the other engines. He is: Bill Snavely 115 Heinley Rd. Lake Placid, FL 33852 I hope this is of some use to you a nd good luck with your spare engine. Jack Young Herndon, VA
KIDS, DON'T TRY THIS
AT HOME ...
Dear Sir, I have just finished reading "Amazing Float Recovery" by David Mathison in Vintage Airplane of August 1996 and it re called an experiment I made during the '50s. I had read about a pilot who crashed af ter a failure in the elevator controls, who tried to land using only the trim tab. My friend Todd Crow owned a Lus combe 8-F and we talked about how to solve such a problem. We used his Luscombe and I set the trim in full nose up position and started the takeoff roll. As soon as the wheels were off the ground, I took my hands and feet off the controls. The nose started to rise and as soon as the nose reached a good climb an gie I retarded the throttle to keep the nose from rising too far. Then in a climbing and mushing attinlde we climbed to traffic altitude, reduced throttle and pushed the left door open par tially open. The plane heeled over in a left turn and at the proper time we closed the door and opened the right door to roll out level on the crosswind leg. For the turn to downwind , we repeated the use of the doors, and again on the turn to base and final , while using throttle to control altitude. On final , I set up a mush ing glide and as we cleared the fence by 5 feet I added power to fly level. Then I took over and landed the plane normally. We were on a short grass field and felt confident that if the runway had been longer, we could have easily made a suc cessful wheel landing. Yours sincerely, Walter E. Best Indianapolis, IN
INTERNATIONAL HElP NEEDED Dear Sirs, The traditions of Lithuanian aviation are deep. We remember when the squadron of the aeroplanes constructed by General Gus taiti s surprised Europe. In 1998 we will celebrate the 100th anniversary of A. Gus taitis. The group of aviation enthusiasts
from Kaunas University of Technology run by A. Ziliukas has proposed an idea to re build A. Gustaitis aeroplane "ANBO-41." This aeroplane would be useful not only in Lithuania during aviation festivals, but helping keep the memory of General A. Gustaitis it would be possible to fly around the Earth and visit the fairest Lithuanian colonies. This would be an extension of A. Gustaitis' idea to fly around not only Eu rope , but the World . This wouldn't be so me record flight , but reminding the younger generation about the name of Lithuania. This idea was approved by the Kaunas Department of Lithuanian Culture Foundation , Aviation Museum, Hauna s Aviation Plant, Aviation museums have done much of the work preparing drafts (drawings?) of the aeroplane. With the help of sponsors we will solve the ques tions of material. But we do have a prob lem with an engine, without which we can't even talk about the rebuilding of an aeroplane. That's why we appeal to you with a re quest for advice. We have heard that there are such engines. If you have information or know where we could get it, we'd like to obtain an "Bristol Pegasus .X I part I.M3 1000-1 100". Please contact: prof. A. Ziliukas Kestucio 27 KTU 3000 Kaunas Lithuania Telephone: (3707) 76 82 55 private (3707) 22 46 03 office (370 7) 20 26 70 office FAX
This will be a tough one, but perhaps one ofour members has a lead on a Bristol Pegasus engine. This request came to the EAA Information Services office, via Tony Bingelis. Ifyou get in contact with the pro fessor, please let us know how his search is progressing. His l etter, which I have edited, was in English, and based on it we can safely assume he does speak English. so don't hesitate to call. - HGF VINTAGE AIRPLANE 3
EAAvlSlfS fHE - August 30September 2, 1996
by Paul Poberezny and H.G. Frautschy
One of the points of attraction on Antique Airfield are the AAA's hangars housing their extensive collection of Antique airplanes.
(Above) AAA Founder and President Robert L. Taylor and EAA Founder and President Paul Poberezny after Paul' s arrival via his Harley Davidson.
In response to an invitation extended by Brent Taylor, Executive Director of the Antique Airplane Association, EAA founder and chairman of the board, Paul Poberezny and many of the Directors of the EAA Antique/Classic Division trav e led to AAA ' s Antique Airfield in Blakesburg, IA over the Labor Day weekend for the annual AAA/ APM In vitational Fly-In. The AAAlAPM fly- in brings together a variety of AAA members who are vin tage airp lane enthusiasts and their air planes for an extended weekend of shar i ng o ld airpla ne experie nces a nd
(Above) Nestled between the two hangars is the Pilot's Pub, with a handy shaded porch with is just right for pilot kibitzing. (Right) The two founders take a moment to enjoy a working breakfast, dis cussing issues common to both organizations. Yes, that's Don and Ann Pelligrino's Fairchild XNQ-1 taxiing in the background. 4 NOVEMBER 1996
discussing relevant issues. Brent invited the folks from the EAA to enjoy the fly in and partake in a discussion regarding maintenance concerns that effect An tique, Classic and other older aircraft. In 1996, EAA and AAA have had a series of discussions regarding these issues, in cluding how to present our collective views to the FAA. The meeting, held in one of the Air Power Museum's hangars, was attended by a large number of attendees, and was opened by Bob Taylor, who founded the AAA in 1953 and serves as its president, had a few opening remarks before intro
(Above and right) Brent Taylor, Executive Director of the AAA , speaks t o the crowd about the mainte nance issues that are confronting the pilot/owners of older airplanes. EAA and AAA have had a continuing series of discussions regarding these issues, includ ing how to present our collective views to the FAA as a group.
ducing Paul Poberezny to the as sembled crowd. Paul made some remarks to his fellow aviators regarding the issues we all face, including an FAA that has become too politically moti vated, and efforts being made to keep the costs down of maintaining a personal airplane. Paul and Bob then retired to Bob 's office, where he and Paul reminisced for a couple of hours about the past successes of their respective organizations. Brent Taylor chaired the meet ing held in one of the APM hangars, with discussions centered around many maintenance issues. A I C Treasurer E.E. "Buck" Hilbert ad dressed the group concerning the items that have been included in the
ongoing ARAC meetings. Attending the Fly-In were AIC Directors Gene Chase and his wife Dorothy, Bob Brauer, Phil Coulson and his wife Ruth, Da le Gustafson, and Secretary Steve Nesse. Of course, there were plenty of other things to do during the laid back event, including visiting with fellow pi lots of antiques and check ing out the Air Power Museum, the AAA's collection ofrare antiques that include the one and only re main ing General Aristocrat, an al most complete collection of Aeron cas, and the sole remaining Welch OW-So The museum alone is rea son enough to visit the field , even outside of the Fly- In dates. ...
It wasn 't all work and no play - after all, the AAA and EAA Ale Division are dedicated to keeping the an t iques flying , and informing those who enjoy them. The Wallace Touroplane (above) of Bill Jowett's made an appearance. This Meyers OTW (below, left), regis tered to Dale Benskin, Marshalltown, IA was present, as well as the Hisso powered Travel Air (below) flown by owner Dennis Trone. Over 200 antiques, classics and homebuilts (and their pilots!) descended on An tique Airfield for the AAA National Fly-In.
VINTAGE AIRPLANE 5
by Ray L. Johnson The pilot of th is Stins on V-77 , George Moc k, le t people who were so in cl ined to hop up in si de and take a look a t th e big cabin a irplane fro m the 40's .
A Charity fly-in might be just the ticket for some local good will The idea for the Fly-in / Cruise-In started in June of 1991. Our daughter was in the Marion High School Marching Band, and they were in need of a major fund raiser. There 's a lot of interest in antique and classic automobiles in our area, per haps encouraged by the fact that a movie legend, the perfect "tough guy," actor James Dean was born in Marion, Indiana. We decided that we could invite an tique, classic and custom vehicles as well as anything that flies to our event. An all you-can-eat pancake and sausage breakfast is put on by the Band Boosters , and this one event has proven over the last six events to be the major fund raiser for the band . As a big added plus, we are ab le to highlight our loca l municipa l airport and promote general aviation. You may wish to promote your local aviation activities with a charity event for the same reasons, not the least of which is the sense of satis faction that you've contributed to some thing worthwhile when you and your fe l low organizers complete your event! Th is past August 31 we presented our 6 NOVEMBER 1996
(Above) Roy Foxwor thy and his Johnson Rocket flew up from Columbus, IN.
sixth annual event. The weather, thank fu ll y, was perfect, and we had 175 aircraft of all types and 225 vintage vehicles, with the cars and planes parked amongst one an other for the general public to enjoy. All of the registered participants received a dash plaque. Between the the genera l pub lic and the pilots who flew in with their pas sengers, 2, 100 breakfasts were served. The 1931 Sti nson Tri -Motor from Neenah, WI high lighted our event by sell ing rides a ll morn ing long. A lso, r ides were avai lab le from the local FBO in a pair of Cessna l 72s and a Cherokee Six. In ad d ition, David Kew ley and George Wilts flew their Cessna 172 in for Streator, IL and vo lunteered to fly 13 Yo ung Eag les . What a' class act! Special thanks to EAA Chapter 226 of Anderson, IN for helping us get started six years ago and EAA Chapter 304 of Jack son, MI for their conti nued support. Also, th e many EAA members who have helped make our fund raiser successful. Mark your calendars for the 7th Annua l Fly- IniCruiseIn, Saturday, August 30, 1997.
Homebuilts are certainly welcome at the Marit
Pam Workman zipped over from Zanesville, OH with this custom 7EC Champ restored by her husband Paul.
Walter Best's Stearman certainly had the crowd in足 terested in front of the hangars. He ' s from In足 dianapolis.
This pretty 1957 Studebaker pickup truck was brought to the Marion Fly-In/Cruise-In by Robert Westfall, Bluffton, IN.
t - here's Rick Rademacker's Pietenpol from Urbana, OH. VINTAGE AIRPLANE 7
by H.G . Frautschy You' re in the home stretch in your restoration pro j ect, rea ll y makin g head way and about to fi ni sh th e painting, wh en you reali ze you haven ' t dec ided how you' re go ing to layout the registrat ion numbers. How big do they need to be? Where do th ey go? What do the regs say? Yo u' d have to look at "Subpart C - Na ti onali ty and Registrati on Marks" under "45.22 Ex hi b ition, antique, and other a ircraft: Spec ial rul es" for th e deta il s. Fo r the p art that co nce rn s mos t o f us, it reads: (b) A small U.S. -registered aircraft bui lt at least 30 years ago or a U.S. -registered aircraft for wh ich an ex per imen ta l cert if icate h as b een issued und e r §2 1. 19 1(d) or 21. 19 1(g) fo r operation as an exhibition airc raft or as an amateur-built aircraft and whic h has the same external co nfigurati on as an airc raft buil t at least 30 years ago may be operated without di splay ing marks in accorda nce with §§45.21 and 45.23 through 45.33 if: ( I) It displays in accordance with §45.2 1 (c) marks at least 2 inches high on each side o f the fu se lage or ve rti ca l ta il surface consisting of th e Roman capita l letter "N" foll owed by: (i) The U.S . registrati on num be r of th e aircraft; or ( ii ) The symbo l appropria te to th e ai rwo r thiness certifi cate of the aircraft ("C", standard ; " R", restri cted ; "L", limited ; or "X", ex pe rim enta l) fo l lowed by th e U.S. registration numbe r of the aircraft ; and (2) It di sp lays no ot her ma rk th at begins with the letter "N" anywhere on the aircraft, unl ess it is the sa me mark th at is di splayed unde r pa ragraph (b)( I) of thi s section ." It goes on to explain what is needed if yo u w ish to fl y your 30-yea r-old or older airpl ane in an ADI Z or DEWI Z, as we ll as in a fo reign co untry. (A lthough the ICAO standards call out for 12" nu mbers, the U.S. and Canada have a "gentleman's agreement" that al lows th eir aircraft to enter the U.S . with 6" letters an d wing marki ngs, whil e Canada w ill allow U.S. -reg is tered a ircraft at least 30 yea rs old to enter with 2" numbers.) There are ot her parts that are "attached" to this regu lat ion, and if you're really interested, feel free to rev iew the regs in that section. So what's all this mean? Qui te simply, it allows you to put the same type of markings on your freshly restored Antique, C lassic or Contemporary aircraft that were installed by the fac tory , without having to deface or screw up an other wise beautiful paint scheme. It also means that you can build a repl ica of any of these aircraft and mark them as they did when they were built , with some small exceptions (letters at least 2" high - remember the 2" is a minimum, not an exact size). Now none of this is recent news - we've had this agreement via the regulations for well over a decade. EAA Founder and Chairman of the Board Paul Poberezny kept working 8 NOVEMBER 1996
12 inch numbers such as these are not required unless you plan to fly through an ADIZ or DEWIZ, as well as in a foreign country. Even then, you can mark your aircraft with temporary registration markings if you 're plan ning on making that international trip, or you plan on transiting coasta l airspace. Adhesive tape that will not blow off is all that is required fo r you r t emporary markings. By the way, although the ICAO standards call out f or 12" numbers, t he U.S. and Canada have a " gentleman 's agreement" that al lows t heir aircraft to enter the U.S. with 6" letters and wing markings, while Canada will allow aircraft at least 30 years old to enter with 2" numbers. Even if you 're using a custom color scheme on your restoration , you can use t he mark ings appropriate to when your airplane was built. In this Champ's case, a vertica l stack of 2" letters and numbers on the rudder would be ac cept able. Check with your type c lub fo r the t ype and size of the markings used on your aircraft when it was first built.
Here's a closeup of the markings you can use on the vertical tail of your Antique, Classic or Contemporary aircraft. These happen to be larger than the minimum required by the FAA, but that 's simple to explain - that's the way they were done at the Waco factory! The 2" dimension called out in the regs is a minimum, not an exact size.
Barney Petersen's Fokker D.VII replica is able to use these small N numbers un der the horizontal tail since it is a replica of an aircraft built more than 30 years ago (and how!). In fact, the markings do not have to feature this much contrast. Antiques with marking such as this are able to be marked as such under authoriza tion of FAR 45.22 (b) (1) (i and iiI. Since aircraft such as this are exempted from comp lying with FAR 45.21, the registration can have ornamenta tion , and it can also have little contrast with the background.
on this issue for 12 years with the FAA, and the AAA was making their opinion known to the FAA as well. Still, even after all these years, we sti ll routinely receive ca lls sta tin g tha t "my loca l FAA in spector says I have to have 12" num bers." Here's the straight skinny on that - you need 12" numbers only if you plan to fly through an ADIZ or DEWIZ, as well as in a foreign country. Even then, you can mark your air craft with temporary 12" regi s tration markings if you're planning on making that international trip, or you plan on transiting coastal airspace. Adhesive tape that will not blow off is all that is required for your temporary markings. Fo r aircraft over 30 years of age, that's the only time 12" number s are required. One other note - while you do have to put the reg istration marks on the fuselage or vertical tail surface (usually on the rudder or vertical fin) yo u don't have to put the large wing numbers on. If your airplane was delivered with them, and you want to be authen tic, you certainly will want to do it, but you don't have to as far as the FAA is concerned. Take a look at the photos included in this article for some explanation. Now one of the first things you may notice is that a many of the older antiques have registration markings that have more than the letter "N" included. In those instances, you can use for jus tification an FAA memo, number N8 I 30.61, dated 12/31 /90 and penned by Dana D. Lakeman, who was the Acting Manager, Aircraft Manufacturing Division, Aircraft Certification Service. It reads in part: " An antique aircraft or replica of an antique air craft described in FAR §45.22 (b) may display the symbols appropriate to the airworthiness certificate of the aircraft as part of the nationality and registration marks under the aircraft as part of the nationality and reg istration marks under the regulation. The capital letter "N" followed by either a "C", (standard); "R", (restricted); "L", (limited); or "X", (experimental) fol lowed by the U.S. registration number of the aircraft. When these marks are included with the nationality and registration marks they add to the authenticity of antique and amateur-built copies of antique aircraft. However, if these symbols are added to the nationality and registration marks displayed on the aircraft, they do not become part of the official aircraft registration numbers." Now I realize that this is exactly as spelled out pre viously in the regulations, but there was apparently some confusion about the issue. Most of it dealt with the fact that the official registration certificate issued by the FAA will not include the added mark, since it is not part of the officia l registration. This caused some heartburn with so me inspectors, who had noted the difference between the airplane and the FAA air worthiness and registration certificates. The memo was intended to clarify this issue to the FAA inspec ... tors in the field.
Antiques certainly have some interesting markings. This is C. Harold Armstrong's Pitcairn PA-4, with wing and tail markings for C3261, exactly as the biplane was marked when built in 1927. Harold had carefully documented the markings, including photos that showed his exact airplane's registration numbers. VINTAGE AIRPLANE 9
by H.C. Frautschy The August Mystery Plane was a helicopter, and it was well known to many ofyou, particularly to someone who 1 had hoped would write in - James Ricklefs, a long-time Ale Division member. James was one ofthe principles ill the company that built the twill rotor helo ill the photo. Here's his Ilote:
A Short History Compiled by James S. Ricklefs, AlC 964 " Fred Landgraf started in 1941 to de velop the experimental Model H-2 heli copter which was a single-place proof of concept design, built of wood and powered with an 85 hp Pobjoy English engine. At that time Fred was working at Douglas ' EI Segundo plant as a landing gear and hy draulics group leader. He quit Douglas in 1943 to work on the helicopter full time at home . r joined Fred in 1944 as his vice president, and also invested some money in the com pany. We looked around and found an abandoned gaso line filling station at 8024 S. Western Ave. in Los Angeles, and with the backing of 55 stockholders and six shop men, we started making progress. "The H-2 was ready to fly in late 1944. I transported it on a trailer behind my 1941 Buick Roadmaster convertible to the Army Lomita air strip near Torrance, California where it first flew November 2, 1944. In the test flight pictures as well as me you wi ll see Fred Landgraf and his father Ed, Lt. Edward E. Leatherbury ( in command of the Lomita air strip), George Halsey (professional test pi lot), Mike Newshall, Harry Cornish, Gilbert Magill (a helicopter designer and builder), Owen Petty and Harvey Chapman. Initial testing was done by George Halsey with very limited forward speed. Fred Landgraf tried his hand at hovering. Ed Leatherbury then did the majority of the flights some at fairly high forward speeds. Leatherbury crashed 10 NOVEMBER 1996
the machine on November 17, 1944 when one of the wooden hubs let go in forward flight. He suffered a broken jaw and other IIlJunes. "Landgraf then set about designing a metal rotor hub which was done in the In dustrial Plastics Corporation building at 1440 West I 66th St., Gardena, CA. In the spring of 1945 the Army awarded Landgraf a $50,000 contract for the development of a rigid rotor blade system to be used on the H-2 .The head of Army heli copter procurement at that time was Col. Keith Wilson and hi s
Landgraf sold forei gn manufacturing rights to Firth Helicopters Ltd., London, England for $100 ,000. This gave Landgraf th e money to purchase 13 acres of land adja cent to the Central Airport and build an 80'by 108' brick office and shop building at 13440 S. Central Ave., Los Angeles , CA. "Fred and I tried hard to get one of the large aircraft compa nies in the area to con tinue the project, as we ran low on money. We had conferences with Robert E . Gross of
~rr~~====iiiiii--1r~~~==-""" . Lockheed and many
assis tant was Maj. George Woods. By the spring of 1946 the helicopter was agai n ready to fly with test pilot Dean Hoatson. Exte nsive flying was done both at Centra l A irport near Compton, CA and at Vultee Field in Downey, CA. I soloed the H-2 at Downey on May 20, 1946. "A second , sma ll er Army contract came in January, 1948 for additional strain gage testing. Test pilot Dean Hoatson was killed while giv in g in stru ction in one of Lee Mansdo rffs Sikorsky R4-Bs near Comp ton, CA in August 1947 . " In mid 1946
others , but nothing jelled. The English com pany was also having money and production troubles as can be seen in the attached memo written by Landgraf for the stockholders." (The letter to the share holders details the concerns Landgraf had about the overweight aircraft built by Firth Helicopters, and expresses his belief that the Firth project was not heading in a posi tive direction. - HGF) " In early 1948 I formed my own heli copter operating company and rented the Landgraf faci liti es until 1955 when I moved my operation to San Francisco and Alaska. The Landgraf company had an auction January 19, 1949 at which time all the machinery and office equipment was disposed of including the model H-2. From a financial standpoint it was necessary to sell it so we could write it off the books at once rather than expense it off over a 17 year patent life. The machine was sold to a loca l junk dealer. I think he sold the en gine and destroyed the airframe. Gilbert Magill bought the patent rights but never
The November Mystery plane comes to us from the EAA archives. It's a ro bust looking biplane with an interest ing wing bracing arrangement, and we await your answers. Replies must be received no later than December 26, 1996 to be included in the February is sue of Vintage Airplane.
did anything with them as I recall. Mag ill died July 1986 in Texas at about age 76 after promoting two or three one-man helicopters. "The Landgraf company was dis solved in 1952 after selling the land and building to Robert Schultz. I continued to rent from Schultz until 1955. Fred died July 12, 1973 in San Diego after a heart attack. Fred and I kept in touch through the years. In early luly 1973 he sent me a long letter helping me with a weight and balance problem I was hav ing on the 1916 Spad VII airplane I was restoring in my shop."
Thi s Mys tery Plane was submitted by H oward l ung, Mo nterey Park, CA. Be sides hi s des ign work on the Luscombe 8 seri es, Howard was also part o f the team working on the Landgraf H-2. In his note that he sent with the photos, he wrote: " .. . We all (6) were fellow engineers hired by Douglas Aircraft-Northrop Division in El Segundo, CA. Fred Landgrafwas our group leader in the landing gear and hy draulics section. On the side, Landgraf was designing a helicopter. We all were interested and volunteered to work on this project after hours, doing mostly shop work. " The H-2 was powered by an 85 hp Pob joy engine, and featured a pair of 16 ft. in termeshing, synchronized rotors, with the helicopter's attitude controlled by ailerons built into the trailing edge of each rotor. It had automatic collective pitch control. (Increasing power resulted in increased collective pitch.) There was an override for that system to "fine tune" the collec tive pitch contro l, and to provide control during autorotation. The cockpit controls consisted of a sin gle control stick and throttle. A later de sign evolution of the H-2 tested a yaw sys tem actuated by "rudder" peda ls in the cockpit which extended spoi lers at the end of each rotor blade. By adding drag to the rotor disc on one side, an increased torque load was applied to that rotor, and yaw during hovering flight was possible. With out the added control, when the H-2 was brought into a hover, it would then weath ercock into the wind. The retractable landing gear had long stroke oleos built to soak up the impact of a power off vertical landing. Landgraf was working on the design of a pair of larger helos based on the same configura tion, but no one was interested in fronting the money to put the design into existence or production. Other correct answers were recieved from Charley Hayes, New Lenox, IL; Vi Smith, Uxbridge, Midd lesex, Eng land; Lennart lohnsson, Eldsberga, Swe den Doug Rounds, Zebu lon, GA; Ralph Nortell , Spokane, WA and Tim Wood, St. ... Louis, MO.
These photos, supplied by Howard Jung, were taken in early November of 1944. The color of the H-2 was red overall, w ith the top of the fuselage cream. The rotor blades are cream , with red tips. A few days later, on November 17, the heli copter crashed after a wooden rotor hub failed . The hubs were redesigned with steel hubs. VINTAGE AIRPLANE 11
by Norm Petersen Compiled from various type club publications & newsletters Twin Beech Association Inc., Fountain active bunch of antique and classic devo tees in and around the state of Oregon . Valley, CA 714-964-4864
From the Beech Eagle Flyer, Sept. '96 The president is Hal Skinner (541-746 3387) and the editor is Tom Bedell (541 " Perrone Leathers Tri-Gear 18 was a 929-5598) with the address of the club li sted as P. O. Box 613, Creswell, OR big hit at Oshkosh. If we were to give an award for extreme patience in restoring a 97426 . Annual due s are $10. The Twin Beech, certainly Bill Perrone, Senior October issue has an interesting member and Junior, would be the recipients. They profile on Don Harrell (EAA 53378) of P. have had more frustrations than anyone of O. Box 205, Brownsville, CA 95919, writ us could stand, time after time they ran ten by Carol Skilmer. " Don was born in Indiana in 1927 on a into problems with no sol utions in hand. farm near Monument City that is now They continued to pour money into their flying, leather display airplane and never under water due to a flood control project. gave up hope. Their last anguish was that He has lived in Brownsville, California, for 12 years and after 17 moves during his they were upside down money wise in the airplane. I assured them that they were military career. he says he expects to die not - th e proof came at Oshkosh as there. Although it seems to him he has hordes of people came to look at the only been married a few years, Lucille prominently displayed airplane. More reminded him it ha s been 18 . Must be than once, check books were pulled out wonderful years. "Don spent 23 years in the Air Force with offers to the Perrones to name their starting as an aviation cadet but the war price. One person, who shall re main anonymous, wanted to be first in line and ended. With a B.S. and an ROTC com said he would make whatever offer it took mission, he went back to flight school and to buy the airplane. Bill and Billy, smiled was a full-time pilot for 19 years. Service proudly as they declined all offers. Billy as an officer was much more enjoyable. "Soloing in 1943 in a brand new Piper ran into a problem when servicing the nose gear hydraulic snubber cy linder. 1-5 out of an Indiana cornfield, it was not until 1945 that Don got his pilot's license. Each time he did so, the right pilot's mas ter cylinder went soft. Any ideas? Billy He now holds commercial, single & multi engine land and sea, g lider, helicopter, suggested we come up with a li st of sup pliers of various components for the rotorcraft, in strument, CFI and seve ral Beech 18. We have a short list (so far). type ratings. Don says, ' I also have a Send us name s and address of repair piece of paper that calls me an A & P but shops, mechanics, and others who service that 's questionable. ' the airplane or do specia lty repairs, etc. "Never having co unted the number and Obviously, we want names of companies kinds of airplanes he has flown , Don and individuals of good repute. Enrico guesses a hundred or so. Naming hi s favorite is difficult but he says the DC-3 Botteri, editor." or C-47 because of its reliability. It also taught him about serious instrument fly The Oregon Antiquer ing . (Sounds lik e an interesting story October, 1996 itself.) Aircraft that Don ha s owned A very nice 8-page monthly bulletin include a Piper 1-2, Taylorcraft BC-12D, Luscombe and in Eng land, an Auster (with two pages of photos) of the Oregon Antique & Class ic Aircraft C lub Craft wh ich is a T-Craft with an inverted (OACAC) does a fine job of telling the four-cylinder in-line eng ine . He now story and happenings among a really owns a Cessna 170B, a Ryan PT -22 and a 12 NOVEMBER 1996
Starduster Too. "I has heard that Don had done some instructing outside the U.S. and thought it would make interesting reading. First was ferrying C-119s and setting up a school for the Indian Air Force. The next year he was a tactical helicopter instructor for the Venezuelan Air Force. Then came two years as an instructor/ advisor with the Columbian Air Force where he was the only English speaking person in town! Shortly after Don and Lucille were mar ried, the Shah of Iran advertised on the Q.T. for single engine jet pilots and heli copter pilots. Figuring his life expectancy was better in the helicopter business, he persuaded Lucille to give it a go. " But then the Shah lost his job and so did Don. Says Don, "Getting out is a story in itself. Ross Perot is one of my heroes." All this was followed by a stay in the Fiji Islands. " Don is somewhat of an expert on Cessna 170s, having owned 14. Three were totally rebuilt and restored to absolute new condition. The only factory jigs easi ly available to enab le a perfect rebuild are in Porterville, Cal ifornia. The cost of living th ere in a motorhome for four to six weeks increases the cost of a 170 to $45,000-$50,000 and nobody wants to pay that much, so what started as a business turned out to be a non-profit hobby. "Don and Lucille are one of 15 aviation minded families who live at Brownsville Aeropines, a narrow 2600 ' asphalt strip between Oroville and Grass Valley , California in the Sierra foothills. The air port is privately owned and operated as a public airport. "Don is President and a member of the Board of Directors of a homeowners orga nization that helps with the maintenance and advises on operations. "When asked about some interesting aviators he has known and/or flown with, Don said, "All aviators are interesting peo Continued on page 28
A Newly Restored OX-5 Powered 3C3
Highlights the Work of Pioneer Aero-Engineer Albert Voellmecke
by H.C. Frautschy Albert Voellmecke came to the United States from Germany during the economic aftermath of World War I. He'd been work ing for the previous 12 years at the Ernst Heinkel Airplane Works in Wamemuende, Germany, but the opportunities in German aviation of the 1920' s were not what he de sired. In the States, aviation seemed to be ready to burst upon the scene. Plenty of Iightplane work was being done in Ger many, under the restrictions of the Versailles Treaty, but that didn ' t satisfy the ambitious engineer. Incorporated in 1926 , the Arkansas Airplane Company of Little Rock, AR was licensed to produce the Heinkel HD-40 , a mailplane the company intended tj to sell in the very active market of 1927 . .~ ~ Part of the deal saw a very capable German ~ engineer come to work for the Arkansas " timl. By 1927, Voellmecke was working in Little Rock . Appointed the company's Chief Engineer, he set about laying out a new biplane that looked rather conventional. It was one of many from that era built to take advantage of the many surplus Curtiss OX-5 engines still stockpiled in the U.S. I f you were standing on the grass at an airport in 1928 taking a look over your shoulder, its design didn't strike you as something radically new, but a closer inves tigation after it had been parked and shut down revealed a well designed and thought out airplane. A wide spread landing gear 78 inches across kept it stable on the ground, Restorer Tom Brown , Unity , WI and while the center of the upper wings was owner Art Knowles, Jacksboro, TX braced entirely with struts , with no wire bracing used to reinforce it. The wing itself had no center section - the upper wing pan The airplane was so stable hands off that els are bolted together on the centerline. the company test pilot, Wright "Ike" Ver The triangular configuration of the "center milya, thought it great fun to ride the air section" struts is reminiscent of the Fokker plane atop the fuselage as the biplane flew D.VIl from WW I. A single set ofN struts along in cruise flight! That's wild enough, brace the outer wings, along with double but Ike did it without a parachute - clearly he sets of flying and landing brace wires. had just as much faith in his grip as in the Other innovations included an adjustable airplane's stabili ty! stabilizer, allowing the pilot to take advan By the late 20's , most designers who tage of the Command-Aire 3C3's inherent positive stability by trimming for hands off used the availab le water-cooled engines placed the rad iator in the center section or flight. The flight controls are of the torque below the fuselage near the landing gear. tube variety, as is the stabilizer trim.
Voellmecke put the radiator for the OX-5 in the nose of the Command-A ire, giving an unobstructed view forward , and lessening the drag of the entire unit hanging out in the breeze. Nothing comes free in aerodynam ics, and this radiator placement was no ex ception. It looked great, but airflow through it was less than it would be if it were mounted elsewhere. When the larger 150 hp Hisso engine was installed in a later model , the added heat generated exceeded the radia tor's capacity, and it had to be moved to be low the cowl, forward of the landing gear. The 3C3's designed evolved with a num ber of different engine installations, includ ing the 115 hp Ryan-Siemens and 110 hp Warner Scarab. The fuselage was re-de signed to accept engines of higher horse power, and the airplane was designated the 5C3. A pair of crossed center brace wires was also added. 185 hp Curtiss Challenger engines were installed, as well as the surplus Hisso, still available in great numbers from wartime production . The Axelson and Wright J-6-5 engines were also installed in various examp les built. Juptner's "U.S . Civil Aircraft" lists no less than 10 different ATC's for the various Command-Aire 3C3 and 5C3 models. Built as passenger carrying biplanes, the VINTAGE AIRPLANE 13
(Below) The only instruments are mounted at the forward end of the bath tub style cockpit, with a large crash pad mounted in the front. On the left is the tachometer and water temperature, and on the right is the height indicator and oil pressure. A Johnson airspeed indi cator is mounted on the right N strut, an a small swing down compass is inst alled in front of the rear seat, to the left of the aft crash pad. They hadn't learned about shoulder harnesses back then. (Above) The stabilizer of the Command Aire is adjustable form the cockpit. The large cuto ut for the stabilizer brace is necessary since the entire structure for t he stabi li zer is moved when a trim change is made.
A brass f uel cap a nd t he TASCO fue l gauge rebu ilt by Philip Krause of Vintage Aero are beautiful t ouches to a masterful restoration.
standard model of the airplane was built with a three-place cockpit, and the trainer versions with dual controls were licensed as two-place models. The cockpit of the 3C3- T trainer was in the "bathtub" config uration, with both pilot's seats encircled with one elongated oval cockpit cutout. Earning its ATC in May of 1929, the trainer was in response to an increase in the de mand for trainer type airplanes. Although only a short summer away, the great Stock Market Crash of 1929 was still in the fu ture, and not many people heeded the warn
ing of a few economists and businessmen. Money was being spent, and the market seemed limitless. Priced at $3,350, the Command-Aire 3C3-T was deemed a good ship, and at least 30 of them were pro duced, and another half-dozen or so exam ples were built with 110 hp Warner Scarab engines, at a price of $5,500. The bubble burst, as it did for so many men and their companies, as the winter of '29-'30 wore on, and the depth of the eco nomic plummet began to be felt. Voellmecke valiantly soldiered on at Com mand-Aire, designing what he hoped would be the prototype of a single place sport air plane that wou ld keep the company afloat. Called the Little Rocket, the racer, piloted by Lee Gehlbach, won the All American Air Derby in 1930. It was later destroyed in a fire. Half a century later, Joe Araldi of Lake land, FL, had finished the restoration of a Command-Aire. After being given the ad
dress of Albert Voellmecke himself, then living in Silver Spring, MD, Joe visited him with a photo of the restored biplane in his hand. Over a drink of cognac, when Araldi casually menti oned that he'd like to build .a replica of the Little Rocket, Albert made it possible by supplying a set of drawings and lending technical support to the building of what he referred to as "Little Rocket No. 2." First flown in 1990, it can be seen on display at the Sun ' n Fun Foundation's Museum, on Lakeland-Linder airport in Lakeland. Albert Voellmecke passed away in June 5, 1994, after having relived a past glory with the flights of the new Little Rocket. Joe is now restoring a 5C3 Command-Aire, a project he readily admits had gotten under his skin. "The airplane has a soul," he remarked re cently. Noted antique airplane collector Andy Anderson had a Command-Air 3C3- T in his collection, and in 1976, he advertised the basket case project in Trade-A-Plane®. None of the aircraft forward of the firewall was included, but a set of wings good only for patterns was there, along with a complete fuselage, tail surfaces and landing gear. It was stamped on the data plate as a 3C3- T model, making it a bit rarer than a straight 3C3. This particular 3C3 was built in March of 1929 and sold a few months later on June 17, 1929 to the Curtiss Wright Flying Club in Kansas City, headquartered at the Presi dent Hotel. Walter Briggs was the pilot who picked it up and signed the papers for a bill of sale that had $3,421.95 as the list price, and a 25% discount gave the final price as $2,584. That figure included 44 gallons of gasoline at $13.20 (that's .30¢ a gallon) and $6.26 for 5 gallons of oil (they must have carried one gallon home, because the engine only holds four gallons). Delta Airlines Captain Art Knowles knew what the ad in the yellow paper meant. He'd been keeping an eye open for a Command Aire project ever since seeing one in the pile of parts and pieces he helped antiquer John Thurmon move to the now defunct Justin Time airport near Dallas-Ft. Worth back in the mid-1970's. Art also lived on the air port, and he was interested enough in the bi plane to do some research, work that would prove useful when he looked at the airplane that Andy Anderson had on hand. When Art called Andy and obtained the project, he was apparently the only inter ested party in 1976 - how times have changed! Knowing that he had a pretty rare airplane, Art decided to restore it to its origi nal configuration, complete with an OX-5 and the bathtub cockpit. That's easy enough to say, but doing it takes a lot more persever ance. While the 3C3- T he purchased still had the OX-S engine mount welded in place, none of the sheet metal cowl remained. It was going to be quite a long haul, and it wasn't quite time to start, since Art had a Fleet 16 project he needed to complete. Coincidentally, there was another Delta
14 NOVEMBER 1996
To regulate the engine temperature, the cowl shutters open and shut. This set of shutters were handmade by Tom. The radiator itself was made over a decade ago by Forrest Lovely. With the OX-5, Tom says the radiator i n the nose is quite sufficient. A later model with the Hisso engine installed needed more ra diator area , so it was moved to below the cowling in front of the landing gear.
pilot who also had a 3C3 he was restoring, and between the two of them they amassed a collection of photographs, brochures, and other information. Fifteen years ago, Art asked Forrest Lovely to build up a pair of ra diators, one for his airplane and the other for the Command -Aire owned by his friend John Thurmon . That airplane is now owned and flown by Dennis Trone. The prop was also purchased early on in the restoration , carved by Ole Fahlin and carefully stored until it was needed. The engine was of course , a problem. Tom Hegy had one in Wisconsin, and Art picked up the parts and pieces of a couple more OX's so that a complete engine could be built up out of the collection. The only thing he has not been able to locate is one of the original "Phylix" fire extinguisher sys tems installed by Command-Aire. Actuated in the cockpit either manually or by G-force, it consisted of an extinguisher mounted in the cockpit, with a manifold running up to and around the engine compartment,just like some of the modem systems in use today. Just north of the former Justin Time air port Richard Wilkinson has an airplane woodworking business, and he had a young lady working for him , Shirley Gerard. A master woodworker, she came down to John Thurmon's hangar to build up a set of wings. After seeing her handiwork, Art said, "When you're done with these, just move south to my hangar. I' ll give you a set of keys and you can build up another set of wings." He just couldn' t pass up having the wings done by someone with such talent and expertise. She later covered the completed set after she and her husband moved to the Austin,
TX area. After completion, the wings were carefully stored, waiting for the rest of the project to catch up. After that, another slowdown in the pro ject was created when the Justin Time air port was closed by Ross Perot and his sons, who bought up a large tract of land to build the Alliance Airport. To ensure its longevity, the Perot' s bought up much of the surround ing property, precluding any additional de velopment. The little residential airport was in that category, and everybody on it hadt to find a new place to live and keep their air planes. Art bought a ranch in Jacksboro, TX, and found that running the ranch , flying for the airline and keeping up the machinery on the ranch used up almost all of his time. What he needed was someone who could finish the project, someone he could afford but whose work was excellent. By 1992 , it was time for Tom Brown of Unity, WI to take part in the project. At that time, Tom was just beginning to look for add itional projects to bring into his shop . Interested in adding to his income stream to help care and feed the Waco F-2 project he had completed, he wanted to do restorations fu ll time, and had already built a reputation as a fine craftsman. Art con tracted with Tom to finish the airplane, and
looking back on it, he says it was the best bus iness deal he's ever engaged in. More than that, he said it was the best friendship deal he ever made. As soon as he saw how Tom delved into the project and got on it im mediately, Art knew the best thing he could do to help Tom was to pay the bills and let Tom do his thing. And do his thing was wh a t Tom does best. All of the sheet metal in the airplane is flat wrap, with no compound curves in any of it, save for the spinner cap, and all of it was created by Tom in his shop. A master ful restorer, he hand b u ilt the shutters mounted in front of the radiator in the nose cowl. Even the cow l hold down latches were built by Tom, using an original from Dennis Trone's airplane as a guide. The project also was aided by two of his relatives. Tom 's father Ed Brown was on hand for those two-man operations, such as the rigging of the airplane. With 4-1/2 de grees of incidence in each wing, it cruises at 65 mph, and it flies as though it has a couple of notches of flaps out at all times. The final touche s, creating the painted logo on the fuselage , were done by Tom's sister Donna Seckler, who lives in the Minneapolis area. A talented artist, she's done a few portraits of the airplanes built by Tom, and she'll be doing the artwork on the Alexander Eagle rock he is currently restoring. Sheet metal repair wasn't limited to cre ating sheet metal parts. The original airplane had corrugated aluminum floorboards, which Tom repaired using a set of dies he made to re-form the original pieces. All of the instruments, all four of them, the water temperature, tachometer, height in dicator and oil pressure gauges, were refur bished by Philip Krause at Vintage Aero in Westport, NY, who does an masterful job maintaining the look and texture of the old instruments. A T ASCO fuel gauge was re built by Philip as well. Prior to starting the rebuild, Tom drove the fuse lage and other steel parts down to Leonard Manson of W inneconnie, WI. VINTAGE AIRPLANE 15
Leonard has a reputation as one of the best abrasive blasters in the area , and under stands the difficulties presented to aircraft restorers who need the job done quickly and right, so that it can be driven home and im mediately primed and painted. Tom says he can work through an entire fuselage in about 2-1 12 hours, finding any flaws that are no ticeable with the naked eye, and he works as fast as people can hand him the parts. Get ting there early in the morning meant it could be back in Tom's shop getting a coat ofTenaco epoxy paint and primer that same afternoon. Obtained from Viking Paint in Minneapolis, Tom swears by the stuff - in expensive, it is as hard as nails and sticks to steel well. As a side note, all of the steel tubing used in the Command-A ire is 4130, not 1020 that was prevalent at the time it was built. All covering is with Ceconite and an STC'd dope finish, with the wood fairing strips at tached in place per the original with rib lacing cord. As you can see in the photos, no addi tional do-dads were added to the airplane (save for a compass mounted on a small swing down panel), and it is very original, leading one to believe that the advertising numbers used for empty weight were rather optimistic. 1410 Ibs. was listed in promotional materials as the empty weight (early on, an article in Aero Di gest gave it as 1275 Ibs.!). This airplane came in at 1505 Ibs. To the uninitiated, that might sound really high for an airplane equipped with a 90 hp engine, but a good look at the pro peller will give you a clue as to what is going on - those 90 hp are developed at 1400 rpm, and you might wish to think of them as draft horses who powerfully plod along, rather than the quick thoroughbred who depends on speed to develop its full power. The OX-5 is capable of generating a large amount of torque at low rpm, and translating that to a lot of thrust with a large wood prop. No one would consider one of these biplanes a rocket in the climb, but they did their job well, and for a reasonable cost. For 20 more horsepower you'd pay nearly double the price for th e airplane equipped with a 110 hp Warner! 16 NOVEMBER 1996
Art let Tom just zip along on the project with minimal influence . The last time he saw it before it was completed and flying, it was unpainted and still in pieces all over the hangar. The engine was scattered all over the northern U.S., still being prepared for as sembly. Later that year, while at home at the ranch , Art answered the ringing tele phone, hearing what sounded like a thrash ing machine on the other end of the line. "Hi, Art," said the cheerful voice on the phone. Art knew then that the OX-5 was as sembled and running in the airframe, and that the end of the project was in sight. "I don't have to be there for the first flight," he told Tom. "When you've got it done and happy with it, get it in the air." That's exactly what he did, and it wasn't un til three days before EAA Oshkosh '96 that Art got to see the completed airplane. One of the nice things about restoring this partic ular Command-Aire was the fact that Tom was able to have the Milwaukee FSDO do a conformity inspection on the airplane, rather than needing a visit from the Minneapolis FAA engineering office, which would have taken more time. Why? This palticular airplane was issued an air worthiness certificate on an annual basis, until 1953. With an original of the last cer tificate, all that was required to put the air plane back in the air was a conformity in spection. That saved quite a bit of time when it came down to the wire and EAA Oshkosh neared. With regard to the experience of flying the Command-Aire , Tom reports that the bathtub configuration was a pleasant sur prise. " It is a lot more comfortable than you think it would be. I thought air would be blowing up your pants legs and everything, but it's not bad ," he says. The few instru ments on board are mounted only in the front cockpit, and you solo from the back seat, so you sometimes have to peer around your front seat passenger to check your alti tud e. The 10hnson airspeed indicator is . mounted on the outboard right N strut. The airplane, like so many of its day , was not equipped with an airspeed indicator when delivered by the factory, but a 10hnson wind
vane type indicator was often bought and in stalled by the pilot. When the appointed time came, Art ar rived over Tom's grass strip in north central Wisconsin in his Cessna 180. The Com mand-Aire looked pretty good sitting in front of the hangar as he circled above. When he taxied up and got a close up look, he said he was speechless - the completed airplane was simply beyond his comprehen sion, it was so pretty to look at. The weather didn't cooperate for three days, but finally it relented enough to allow the pair to fly the Command-A ire to the Convention. The trip down to Oshkosh wasn't without its thrills. During the early portion of the flight af ter it had been running for a hour or so, the OX-5 hiccupped a couple of times, as it had done once or twice before. Investigating the problem before they departed didn ' t tum up anything out of the ordinary, but over the Wisconsin River, the OX-5 decided to stop running for a few seconds. Art thought it was all over, since whatever you're over is where you're going to land in an antique bi plane like the Command-Aire. Thankfully, it picked back up again. Tom had a deter mined look on his face and pointed the air plane ahead, looking for a strip that he knew of, one that was not on the map. They landed at the duster strip used by Tom Hegy, who had supplied the basic en gine a few years before. The two Toms and Art decided that the coil in the magneto must have gone bad. A call back to th e house in Unity sent Tom' s wife Chris, Art's wife Betsy and the Brown 's two little girls, Rea and Elizabeth to the hangar for the spare magneto, then to Chris' car so the mag could be delivered to the duster strip. A magneto change and a nice stay overnight and they were on their way. The OX-5 has run flaw lessly since. The Command-Aire will re main in Wisconsin over the winter months, and then head south with Art Knowles , who will be a retired airline pilot by then. Here's to a happy retirement with his new jewel of an airplane , which was se lected as the Silver Age (1928-1932) Cham pion at EAA Oshkosh '96. Fly it in good health! ...
Highly detailed and immaculate engine compartment of the Piper Colt reveals dedication to originality. Individual primer lines to each cylin der are visible as w ell as new Slick magnetos and shielded harness.
Often referred to as a sleeper in the con temporary class, and probably one of the best aircraft for the money on the used market, the Piper PA-22-1 08 Colt comes from good lineage. It's a sister to the Piper Tri-Pacer and a first cousin to all the other short-wing Pipers. With Cessna making large inroads on the training market in the late 1950's with their Model 150, Piper decided to bring out a bare bones trainer that was low in cost and economical to operate. The result was the PA-22-1 08 Colt that a number of flight schools put on the line and many pilots earned their wings in this two-p lace , tri geared airplane. In addition, the Colt was certified on Federal skis (three required) for the cold weather crowd and Edo 88 1650 floats for the wet-foot crowd. With the assembly line cranking up to produce Colts in 1960, Piper went on to build approximately 1850 of this mode l during the next three years. Of this num ber, the current FAA register lists 1023 as survivors some thirty plus years later. In addition , a number of Colts have found there way overseas and are serving their owners well. The main features of the Colt, even though the airframe is nearly identical to a Tri-Pacer, include two seats (side-by-side), no flaps, very large baggage compartment (100 Ibs .), no inter-connect between the rudder and the ailerons and up front, a Lycoming 0-235-C I B engine of 108 hp. One out-of-the-ordinary item is the 6:00 X 6 nose wheel (the same size as the mains) which handles the bumps and ruts in excellent fashion . Normal fuel ca pacity was an IS-gallon left wing tank , however, many Colts left the factory with the optional 18-gallon right wing tank in stalled, for a total of 36 gallons. This com bination gave a range of nearly 650 statute miles at a cruise of lOS mph. With a use fulload of 71 0 Ibs., the Colt can carry 494 Ibs. of people and baggage with a full load of fuel on board , a quite remarkable achievement. 18 NOVEMBER 1996
(Right) Beautifully re done interior includes flat black finish on in strument panel, all over hauled or n e w instru ments and original herringbone fabric on seats. Note trim handle on overhead panel.
Side view of Colt reveals Tri-Pacer lineage including all three wheels being the same size, small nosewheel fender to keep belly clean, non-skid step on right landing gear for easier cabin entrance and polished stainless steel cowl latches.
The above mentioned information all came to light when our award-winning Piper Colt was discovered in 1992 at a small airport in Fairfield, IL. The Colt had been purchased new as a birthday present for the owner's wife. It was flown until the owner fa iled his medical, when it was sold to a second party. This party had difficul ties with hangar payments, so the airplane sat outside fo r two years. Eventua lly, a hai l storm caused damage to the fabric and meta l, so the Colt was put in a hangar where it forlorn ly sat for the next six years
- gathering dust. When the employee group at Wicks Air craft learned of the sad plight of the forlorn Colt in 1992, a team was sent to examine the dusty (and dirty) airp lane and report back to the group at Highland , IL. The team had permission to cut small hoes in the orig inal cotton fabric (now 32 years old) to examine the airframe underneath. It looked to be in excellent shape and the low total ti me of 1209 hours since brand new rea lly got their attention. In due time , a dea l was struck and the Colt was carefully
Looking up at Bill Weder as he brings the Colt in close, we get a good look at the overall caliber of workman ship exhibited by the Wicks employees. Th i s is one sweet flying airplane!
(Left) Ed Faiss, on the left, holds the record flight document from the NAA earned by N4247Z on its flight from Highland, IL, to Kitty Hawk, NC. On the right is pilot Bill Weder (with the big smile) and in between is the Grand Champion award won at the Short Wing Piper Club gathering. To this collection, we have now added the '96 Contemporary Reserve Grand Champion Lindy.
(Below) Near head-on view shows the short, thick (USA 35B airfoil) wings that do a remarkable job of lifting 1650 Ibs. at gross weight. The two fuel caps are visible on top of the wings, each tank holding 18 gallons. Jury struts from the wing struts to the wing spars are not used on the short winged Pipers.
dismantled and hauled back to Wicks Air craft facility in Highland, IL. This was to be the very first experience with a fabric airplane for the Wicks employees and they eagerly looked forward to the new chal lenge . Before the airplane was taken apart, they were able to start the 108 hp Ly coming engine and listen to it run! Granted, it only had 1209 hours, however, the 32 years of little use and long periods of idle storage had taken its toll , so it was removed and taken apart for a complete overhaul. The leaders in the rebuild effort were Bill Weder and Edward Faiss (EAA 181073), two sharp men of excellent enthu siasm, who really were able to keep the employees focused on finishing the air plane . When the fuselage and wings were uncovered, the airframe was fou nd to be in excellent condition with almost no corro sion. Once all the " prep" work was fin ished, the covering was done with Stits Poly Fiber. Ed Faiss had attended the Stits demonstrations at Oshkosh for the past five years and was now able to put his training to good use - teaching others as the various parts were covered . A look at the finished airplane reveals a fantastic job with the fab
ric, an impo rtant point well noted by the Contemporary judges. All hardware in the entire airplane was rep laced with new hardware as the rebu ild progressed. New control cables were fabri cated and insta ll ed. Even the difficult-to make endless trim cable was carefully fab ricated and installed - saving $ 150 in the process! Dua l toe brakes, so necessary when the airp lane is used for instruction, were insta ll e d a long wit h new chrome brake discs and new bungee co rds in the land ing gear system . For safety's sake,
new seat belts and shoulder harnesses were insta ll ed - standard items available from Wicks. A new three- light strobe system was in sta ll ed on the wingtips and rudder to aid visibility duri ng night flying. To make the cabi n more comfortable in warm weather, sma ll vents were added to each side win dow that have a micro adjustment for vol ume. All side windows were rep laced in the airp lane, however, the 36 -year-old winds hield was carefull y po lished inside and out, re ins talled in the airpla ne and it VINTAGE AIR PLANE 19
Left) High over Wittman Airfield at EAA Convention t i me, the pretty Colt is in deed a sharp looking airplane with it' s original paint scheme in Daytona White and Phoenix Tan.
(Below) The rounded w i ngtips and rounded tail feathers are all part of the design detail found in Piper products for many yea r s. Both w ingtip strobe lights and left w ing landing light are visible in this overhead shot.
looks like new! The original instrument panel was to tally redone and finished off in the original flat black finish. All new or freshly over hauled instruments were installed including radios, transponder, etc. to where the air plane is now certified for IFR flight. The original lettering on the instrument panel was precisely duplicated by Moody Aero Graphics. The interior fabrics on the seats, walls and door, were carefully matched by the husband/wife team of Jerome and Nancy Hediger of the Wicks group, who did a fan tastic job of duplicating the factory interior on the Colt. The fabrics were all treated to meet the FAA fire retardant code before in stallation. The finished interior is a thing of beauty and makes one feel like it's 1960 all over again when you enter the airplane and sit in the comfortable seats. One item that raised a few eyebrows happened when the search began for an original chrome plated ash tray that mounts on the glareshield above the instrument panel. A phone call to Univair (Aurora, CO) revealed they had only one left - and it was an original Piper ash tray. Almost afraid to ask the price, they swallowed hard and said, " How much?" The answer was, "Two dollars and sixty cents! " (This was probably the original Piper price from 1960.) Without hesitation, the group bought the chrome plated ash tray and in stalled it in the square cut-out in the glareshield - the one , true bargain of the entire restoration. The final colors were the original Daytona White and Phoenix Tan that were carefully matched to an original paint scheme drawing provided by the Short Winged Piper Club (SWPC) who were most helpful throughout the restoration. Up front, the original boot cowl had sus tained damage during the hail storm, men tioned earlier, so it was decided to fabricate a new one from aluminum and stainless steel. The resu lt shows remarkable workmansh ip and when combined with a fresh ly painted cowling, it is easy to see how the judges were 20 NOVEMBER 1996
attracted to the airplane. The wing struts were carefully punch tested and found to be corrosion free. They were oiled inter nally, painted on the outside and installed on the airplane. When the 0-235 Lycoming was dis mantled, it was discovered the crankshaft had a crack in it, so it was replaced with a certified shaft. The camshaft also showed signs of wear so it was replaced. In addi tion , four new cylinders from Lycoming were installed along with a set of new Slick mags with dual impulse and harnesses. The propeller was sent out for overhaul and was returned, complete with a yellow tag. Eventually, the long hours of rebuilding and the many sore muscles began to pay off as the Colt rapidly neared completion. The many details that have to be taken care of -one at a time - slowly reduced to where the pretty little tri-gear was ready for final inspection and sign off for flight. Bill Weder taxied the Colt to the end of the runway on October 21 , 1995, turned , opened the throttle and lifted the newly re stored airplane into the blue sky. It cli mbed out smartly and even Bill was sur prised at how we ll the Colt flew. Before long he was able to take each employee for a well-earned ride. They all enjoyed it!
A visit to the Short Winged Piper Club Fall Fly-In gave an inkling into the future when the restored Piper Colt ran off with Grand Championship Award at the fly-in. Before long, plans were made to attempt a record flight in December from Highland, IL, to Kitty Hawk, NC. On December 16, 1995, with everything fine tuned, the Colt made the flight to Kitty Hawk in eight hours, two minutes and 24 seconds of flying time, setting a new record of96.64 miles per hour, for its official weight class. By the time EAA Oshkosh '96 rolled around, some 70 hours had been recorded on the Piper Colt and once more, it was cleaned up and polished and flown to the huge gath ering in Wisconsin. Representing the entire crew of Wicks employees were Bill Weder and Ed Faiss, two very knowledgeable repre sentatives. When the week was over and all the shouting had died down , the pretty Colt had run off with the Reserve Grand Cham pion "Lindy" award in the Contemporary class. The supreme efforts of a dedicated group of Wicks employees had paid off - in spades! Along with thousands of other folks, we add our sincere "Congratulations" to a re ally fine group of genuine aviation people. You have earned it! ...
by Brad Hindall, Ale #14860
-Occasionally the nozzle of pwnp sprayers of degreasers and other cleaners will clog. Trying to unplug it with a pin usually does not work. Put an air nozzle with high pressure (90 100 psi) against the outside orifice. This nearly always removes the obstruction. -During a restoration or repair of older air craft, it sometimes becomes necessary to remove studs, bolts or machine screws that have broken off in a part. "Easy Outs" can occasionally do the job but a little trick is to use a left-hand drill bit to drill the hole for the easy out. This in itself will sometimes break the offending fastener loose. -A large nut, bolt, pipe or piece of tubing is often difficult to rotate without scratching it with wrench marks. Or possibly there is insuf ficient clearance to even get a wrench on it. A solution can often be found by tightly fastening a hose clamp around the piece and using slip lock pliers to grab the worm drive and push or pull as necessary. It may be necessary to loosen and reposition the clamp occasionally. You may also want to wrap the work piece with tape or sheet rubber to aid in grip and protect from scratching. -An easy way to clean metal files is to place duct tape fmnly across the face and pull it away quickly. -Before getting involved in a greasy job, scrape a bar of soap under your fingernails . This will keep the dirt out and make cleaning your hands easier. -We often take our pliers for granted but they glip better if the teeth are clean and sharp. It's a simple job to take a small triangular file to clean the grooves while sharpening them at the same time.
-To hold a large pan gasket in place dur ing assembly, tie fine sewing thread through a few holes on the pan and gasket. The thread is too small to interfere with the seal formed by the gasket after installation, or you can snip and pull it out before tighten ing the bolts or nuts. -An ordinary deck of playing cards can be used as a sanding block for irregular or grooved surfaces. Placed on edge, the cards will conform to the contour of the surface to be sanded and the sandpaper can then be folded around them. -Running wires through rubber grommets in firewalls and other sheet metal areas can be made easier with less wear on the wires and grommets by inserting a short piece of metal tubing of the appropriate size through the grommet. The wires are then passed through the tubing and the tubing is removed. -Hot melt glue can be used to hold nuts or screws to a wrench screwdriver or dowel in order to place them into hard to reach places. When in place or stal1ed, the glue breaks away easily. -A soldering gun makes a great magne tizer or demagnetizer for screwdrivers. To magnetize, insert the driver inside the loop formed by the gun and tip, tum on the gun and then tum it off, remove the driver. To demagnetize the piece, insert it in the loop, tum on the gun and pull the screwdriver out at least six to eight inches from the gun, and then tum the gun off. -Favorite, often used tools seem to get mis placed. They can be easily located by painting
them with a bright Day-Glo® color and then coating with clear lacquer or enamel. -Wire buffing wheels will last much longer if occasionally turned around and allowed to rotate in the opposite direction. -Various size magnets make great hold ers for media blasting and painting small steel parts. -An old refrigerator compressor, after the Freon® as been properly removed, makes a good vacuum pump with some tubing, a gauge and valve properly installed. -When checking clearances with a feeler gauge, it is sometimes difficult to get the proper "feel" to know exactly what the spac ing is. To check the clearance, use the go/no go method. If the setting is to be 0.15, use the .015 and .016 leaves of the gauge. If .015 fits but .016 does not, rest assured you are right on. -Plastic storage boxes make excellent organizers for "stuff' in the baggage com partment of your aircraft. They are light and keep everything from bouncing around and reasonably organized. - When sanding and scuffing a paint surface in preparation for another coat, consider using a 3M Scotchbrite® pad designed specifically for that purpose. Produced to replace steel or alu minwn wool, the pads come in different grades of coarseness, and work well to rough up an aluminum surface prior to priming, and to "scuff sand" a painted surface. They also make a velY coarse, open pad for paint stripping for use in conjunction with a chemical stripper. They leave little pad residue, and best of all, .... you won't get slivers from them! VIINTAGE AIRPLANE 21
WHAT OUR. MEMBERS ARE RESTORING
- - - - - - - - - - - - - - - - - - - - - - - - - - - - by Norm Petersen John Gardner's 1940 Porterfield CP-65
This very original looking 1940 Porterfield CP-65 Collegiate, NC27224 , SIN 721, is the pride and joy of John Gardner (EAA 520119) of Edmond, OK. Totally restored by the previous owner, Wallace Black of Chickasha, OK, from 1982 to 1984, the tandem two-placer sports a Continental C-85-8F in the nose which makes for some very lively performance according to John, who soloed an Aeronca Champ in 1945. "The Porterfield is faster in cruise," he says, "And is a real delight to fly ." The colors are original silver wings and horizontal tail with a red fuselage . There are presently 27 CP-65 Porterfields remaining on the U.S. register.
Rowland H all's Champ Above the fleecy clouds on a summer forenoon is this pretty Bellanca 7ACA, N9165L, SIN 27-71, flown by Rowland Hall (EAA146593, AlC 12951) of North足 field, IL. Originally powered with a 60 hp Franklin two-cylinder engine, the Champ has been converted to a Continental A65-8 for better and smoother perfro足 mance . Other differences from the original Aeronca7 AC are spring landing gear and squared off 22 NOVEMBER 1996
rear windows. Although only 25 years old at present, Rowland 's Champ is patiently waiting for the day it can be included in the Antique/Classic judging. Mean足 while it is flown on wheels all summer and skis in the winter by a very enthusiastic Rowland Hall who just passed his 80th birthday last June 24th!. Congratula足 tions to a real gentleman who puts us younger pilots to shame with his vitality and "get up 'n go."
Ernie Kittner's 1956 Bell 47G-2 These photos of a completely restored Bell 470-2 heli copter, N2807B, SIN 1495, were sent in by owner, Ernie Kit tner (EAA 531071) of Honesdale, P A, who rebuilt the pretty machine over the past six years. It is used for scenic tours, air photos, student training and various special occasions. Ernie has been active in aviation for 52 years and has been a very busy CFI (fixed wing and helicopter) for the past 45 years with over 27,000 hours in his logbook! He started flying in 1944 in a Standard Biplane and presently has a 235 Apache, a Cessna Aerobat 150 hp, a Cessna 150 and the Bell 470-2. We are pleased to announce that Ernie' s lifelong dedication to aviation has not gone unnoticed as he is a recent recipient of the Charles Taylor A ward from FAA. Congratulations, Ernie, and many more years of cherished flying experiences.
Phil Chandler's Champion 7EC on floats This photo of a pristine 1959 Champion 7EC, C-FWTZ, SIN 7EC-629, mounted on a set of PK-1500 floats , was submitted by owner, I'hil Chan dler (EAA 517317) , of Sudbury , Ontario, Canada. The pretty paint scheme of overall yellow with red trim is most becoming and is set off by the silver floats. Power is supplied by a Continental 0-200 engine of 100 hp swinging a McCauley seaplane propeller. Note the landing light in the left wing leading edge and the aux. seaplane fins on the stabilizer. Phil says the Champ is a great two-place floatplane, especially with full electric systems and all the " goodies". His area in Canada is heavily populated with floatplanes because of the many fine lakes available - a virtual sea planer's paradise.
Per Skott's Auster V )-4 Archer This very pretty 1946 Auster V J-4 Archer, OY-ECO, SIN 2071, is the pride and joy of Peer Sk0tt of Nordborg, Denmark. The bright yellow with silver trim airp lane was built in England with a heavy influence from the American Taylorcraft which is readily visible . Power is a 100 hp Blackburn Cirrus Minor II in verted four-cylinder engine swinging a Hoffman propeller. Be sides the Auster, Peer is involved with the restoration ofa 1937 Corben Junior Ace, OY-DBA, at their local flying field called Nordals. Peer has been a member of the Danish antique airplane club called KZ & Veteran fly K1ubben (EAA Chapter 655) for over 15 years. Photo taken by Simon Skl0tt of Nordborg, Denmark. VINTAGE AIRPLANE 23
BUCK by E.E. " Buck" Hilbert EAA #21 Ale #5 P.O . Box 424, Union, IL 60180
Here's more about Harry L. Fento n 's dad, Han), D., with more on his adventure some trip in the middle of winter with an Aeronca C-3 Master. Dear Buck, "Thanks for inquiring about my dad and his Aeronca C-3. The attac hed photos, though somewhat worse for th e wear, de picts the typical view of an airp lane flown from a pasture during the immediate post war 1940s. Incidentally, the bam and farm are still owned by my fami ly, and can be seen on U. S. 20 between Rockford and Belvidere, Illinois. " During the summer of 1945 he pur chased his little C-3 NC 15290, SIN A620, and flew it home to the family farm near Rockford, Illinois. An open pole shed next to the barn was commandeered to house the little plane , and the adjacent pasture was used as his airfield. The bam was situ ated on the highest hill in the country, and everything sloped away steeply from that point, so takeoffs were downhill , and land ings were uphill. A beacon was affixed to the top of the silo so that dad could find his way home at night. "The picture of the plane with my dad is the condition in which he purchased it origina ll y. Dad had the mechanic at the airport in South Beloit, Illinois , a fellow named Smitty, repai nt the airplane from its overall yellow co lor to a medium blu e fuselage co lor, with ye llow wings an d ac cent stripes. The second photo shows my dad and my grandfat her (both named Harry, by the way), as it appeared during the fall of 1946. "This C-3 had a couple of un usua l fea tures. Apparently it had been owned by a CAA inspector of some sort and had been fitted with position lights which were pow ered by a smal l battery behind the seat. The tires were not your typical balloon tires , but had a s li ght streamline profile. (Standard equipment for the C-3 Master HGF.) Dad's optimistic reco ll ections at tributed several miles per hour in airspeed to these tires, altho ugh, w ith a ll respect, I think that an inaccurate airspeed indicator was the most significant contributor to the 24 NOVEMBER 1996
In this shot, which features Harry D. (right) and his father Harry in front of the C-3. The single leg landing gear of the Master replaced the tripod landing gear of the earlier C-3 and C-2, and the narrower profile of the streamline tires helped remove a bit of the built-in headwind of the C-3's design.
performance of the C-3. " With only a couple of hours of time in the C-3, dad dec ided to fl y to Miami from Rockford to participate in the Gu lf Air Tour of 1946 . His mechanic prompt ly gro und ed the plane up on lea rnin g of my dad's intentions and fina ll y re lented on ly when my dad , under much objection , mainly due to th e $ 14 expense, agreed to install a compass. Dad complained about this event even 40 years later as he felt a compass was a rather expens ive luxury . He kept the compass, and so me new spark plugs for the E- 11 3, and I still have them today amongst my collection of things. "The next milestone for thi s trip was ann ouncing to the family collected at home awaiti ng New Year ' s Eve dinner th at he wou ld not be able to jo in them as he was leaving immediately in the C-3 for Miami! The eve nts at the very traditional Fenton household following that announcement unr ave le d wi th a feroc it y equa l to the Marines hitting the beach at Iwo lima. Un daunted, dad trundl ed the C-3 out into the snow and disap peared into a wis py cloud
of white on a southerly heading. "The destination for that day was Pur due University Airport and his first landing on a cement runway, which resulted in breaking th e tail skid offofthe C-3. The next day was spent dodging bad weather wh il e work ing his way through Indiana. Landings were made at Shank, Bush and Gillespie airfields with several notes refer ring to hi gh winds, fog and use of the com pass that was lucki ly forced upon him at the last moment. At one of these small air fie ld s in Indiana (I be li eve Ramsey) dad befriended one of the owners and his wife, who developed an almost parental concem for this young pilot and his determination to fly the C-3 to Miami. Dad often recalled that they asked him to check in periodi ca ll y with them to inform them of his progress and, for many years afterward, my dad corresponded with the wife. "After a co upl e of days of delay due to poor weather, the mighty E-113 was fired up a nd the flight co ntinued south through Bowling Green and Nashville. Southeast of Tullahoma, Tennessee, the weather that
had menaced the trip from the outset fi plane in the pasture and began to filter out Belvidere Airport. Dick's fami ly has re nally closed in, trapping my dad and the C to take a look at the flying machine. As it mained active in aviation, and his so n, turned out, modem amenities were unheard 3 in a fog shrouded Appa lach ian valley. Steve , has built the now named Poplar Out of gas and in the dark, he landed in a of and even cars were uncommon. The C Grove Airport into a thriving aviation com open field ten miles outside of Pelham , 3 was the first airplane that virtually all of munity . Dad finally so ld the plane when Tennessee. After shutdown, he crawled these country folk had ever seen. he became aware of a Service Bulletin "At this point dad became a reluctant whi ch required an inspection (nitric acid or out of the little Aeronca and was shocked to be confronted by several very unfriendly guest of sorts. He expressed a desire to get magna flux) of the crankshaft every 25 locals pointing cocked and loaded shotguns gassed up and continue hi s trip, but he was hours. The C-3 had become too expensive at him! informed that, due to the lack of motorized to own. "At this point, the socia l standards in ve hicl es, there was no gas to be had for "When I was about five years old, dad place in the Appalachians of southeastern miles. 1 suspect that gas was available, but took the fam il y on a vacation and revisited Tennessee must be considered to put my deep down , the country folk of this small the town of Pelham. A small reunion was dad 's reception in perspective. Knowledge town realized that my dad represented a held in the local restaurant and the locals of the world beyond the hills was limited glimpse of a civilization other than their recalled his visit from years before, espe and strangers, if encountered, due to the re own, and they were not about to let him cially the owner of the restaurant. It seems moteness of the area, were rec eived cau disappear back into the sky and beyond the that my dad 's visit had a profound effect on tiously. Given that much of the local econ hills until they were darn well ready. For the then five -year-old boy and he realized omy was driven by moonshine production, three day s dad was treated to the Ap- that there was more to the world than the most strangers were sirnply not ~~~~~~~~~1~~~~~~~~~~~~~~~~~~~~~~~~~~~~~' tolerated, let alone strangers in air. J planes (revenuers were known to use aircraft to hunt for moonshine sti lls). "So there stood my dad in hi s CAP uniform, his gold wings looking for all the world to these unknowing Tennesseans like the badge a revenuer would wear, bab bling in Yankee about flying from a mythical place called Illinois to an equally mythical place called Florida. All of it sou nded lik e trouble to the suspicious Ap palachian farmers. "The events that followed more closely re se mbled the fate of a downed American a irman cap- Harry D. Fenton and his newly acquired Aeronca C-3 Master (500 Roundback series) during the tured by th e Gestapo hundreds of summer of '45 at the family farm between Rockford and Belvidere, IL. miles deep into hostile Germany territory. The pasture that dad had landed in was full of cows that had taken paJachian lifestyle (including delicacie s surrounding hills. The littl e boy worked their own particular type of interest in the such as mountain oysters), in trade for hi s his way through school and became the C-3. One cow in particular had decided discussion of the airplane and li fe beyond owner of several area restaurants. " Off and on since the late 1970s I have that the C-3 had bee n placed there as a the mounta ins . Curiously, several of the scra tching post for its hindquarters. farmers took an interest in the zippers in tried to trace the subsequent history of the C-3. It was last owned by a fellow named Alarmed that the cow was going to damage the C-3 fabric used for inspection access. More than one thou g ht that tho se areas Doncevic in the Harrisburg, Pennsylvania his plane he tried to get the farmers to help him move hi s ship. The shotgun totin g would make for excellent areas to transport and was de-registered in 1971 . I wrote to him a couple of times and received no an farmers, in a tone that did not mask their the local distilled commodities. intentions for my dad to do exactly what "Eventually, th e locals let the young pi swer. I have friends in the area , but no they told him, shoved my dad into a wagon body seems to have much information on lot go free , and, after some rides, he disap peared to the south agai n. Eight days after him or the status of the plane . Last sum and left the C-3 where it sat. mer I had talked to a fellow in Ohio about "The next several hours were very dis the trip began, he arrived in Chattanooga. Weather would again be a problem, and fi purchasing a C-3 project, and he told me concerting for dad. Exhausted, he fell that he thought that this fellow had owned asleep in a dark room at a house he was nally, dad gave up his plans to go to Miami a few C-3 projects and that my dad's was taken to, only to be awakened and moved and headed home. probably used for parts. It would be nice to several more times that night in a must un "After IS days and 28 flying hours, dad returned home to a less than enthusiastic have some more history on the C-3 , but I gracious manner. Ultimately , he was placed in the company of a fanner who was reception from his parents , tired , but en suspect that it no longer survives as a com lightened from his adventure. Overall , he plete airplane. a local authority of some sort, listened to " In the end, I don 't think that it matters. my dad' s story and eventually calmed the had spent about $30 for gas and oil , and The real treasure is not really the airplane, $8.75 for mechanical repairs to the C-3. fears of the others. "Dad flew the C-3 for a few more but the enrichment it has had on the lives " After a night 's rest, the farmers took that it visited. dad back out to the C-3 and helped him months and had a few more interesting ad " Once again, Buck, thanks for your in ventures and took many local people for move it to a more secure part of the pas rides. To this day , many of the old-timers terest. And as you say, ture. Although the curious cows had still talk about the little Aeronca . One of over to you!" scuffed the paint in a few places, no dam Neat l the people given his first airplane ride was age was done to the C-3. " The local populace had heard of the Dick Thomas , one of the founders of
VINTAGE AIRPLANE 25
Dodson Manly ..................... Fruitland Park, FL
Steven A. Marsh ........... .... ..... Eaton Rapids, MI
George F. Martin ........................ Newville, PA
Burt M. Morrow ................. Ormond Beach, FL
Carl R. Moser ...................... Bloomington, MN
Dou glas G. Murray ................ Mountain View,
Michael Naramore ....................Cornelius, NC
Robert C. Nelson ............... .............Fruita, CO
Wayne M. Nichols .......................... Wray, CO
Kevin J. Nugent.. .. ..................... Greenville, IN
Paul T. O' Reil ly ...... ..................... Burleson, TX
Alberto Ofenito ............................... Venice, FL
R. G. Ohllll ..........................Emmitsburg, MD
James R. Ott ...... .. ............................... Bath, PA
Aaron Petersen ............................ 51. Paul, MN
Ronald Riikola ........ ... ........................Elko, NV
Gary Root ...... .. .......................... .Berkeley, CA
John M. Ruffcorn .....................Santa Rosa, CA
Bruce Smith .................................Oxford, ME
Wayne Stoll ........... .... .... ................ Miami, OK
James Tittle ............ .. ................. Pewaukee, WI
Crai g Wolter ............................ Anchorage, AK
Ted P. Wynn .......... .. .....................Denton, TX
Aerospace Branch Library ........ Little Rock, AR Richard S. Allen ........................... Lewiston, ID Steve P. Bentley ........................... san Jose, CA Charles Boswell ....................Brandywine, MD Edmund T. Burke ....................Toms River, NJ Wayne W. Burkhardt.. ... North Brookfield, MA Dan R. Campbell .....Trenton, Ontario, Canada James H. Crowl ey ......................Riverview, FL Tony DeGrand ...... .. ...............Cornell, MI Arthur G. Douse .... .. ........ Ft. Lauderdale, FL Robert J. Floeder ........... Rosemount, MN Henry J. Frieh .....................................Joliet, IL
Frank Gleason ........... ............ .Darlington, SC
George Greene .............................Presque, MI
Scott Hagerman ....Markham, Ontario, Canada
Charles J. Harrington .................... Wichita, Ks
Fred P. Hodge .................... ............sanger, TX
Earl Ice .......................................... Dewey, OK
Krista Ann Jautz ....................... Milwaukee, WI
Carlos Jobke ...................... Olivios, Argentina
Rick R. Jones ............................ Greenville, NC
Barbara Kajiya .... ......................... Duvall, WA
Russ W. King .. .. .... .... .................Ingleside, TX
Glenn Kinneberg ................ spring Grove, MN
Alan Lackie .............................. Melbourne, FL
CiII POST,jJ, SERVICE,.
Statement of Ownership. Management, and Circulation
, ... -...OIIebClrt>ADgno..lMIow
b 10 1.1,1-1.1.1. r~ 9/30/96
JANUARY 1, 1997 - NAPPANEE, IN - EAA Chapter 938 5 th annual New Yea rs Day Hangar Over Party/ Fly-In. 11 :00 a.m. - 2 p.m.. For info ca l/ "Fast Eddie" Mil/eman, 2 19/546-4997. FEBRUARY 28 - March 2 - 39th Annual Cactus Fly In sponsored by Arizon a Antique Airc raft Association at Casa Grande, AZ. Contact John Engle 602/830-9670. APRtL 6-12 - LAKELAND, FL - 23 rd Annual Sun 'n Fun EAA Fly-In and Convention. 813/644-2431. MAY 24 - DECA TUR, AL - (KDCU) EAA Chapter 941 9th Annual Fly-In. Food, fun, aircraft judg ing . Doe more information contact Dick Todd, 205/971-4060 or 205/961-4540 (work). JULY 30-AUGUST 5 - OSHKOSH, WI - 45th Annual EAA Fly- In and Sport Aviation Convention. NOTE DA Y CHANGE - Now Wednesday through Tuesday. Wittman Regional Airport. Contact John Burton, EAA P.O. Box 3086, Oshkosh, WI 54903-3086,414/426-4800.
(RfIqUftd by :J!J USC 3685) l.~~
Calendar The following list of coming events is fur nished 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.
P.O. Box 3086. Os hkOS h, WI !l0t903 - 3086
P.O. Box 3086, OShk06h . WI !l4903-3086
~~~~~"'"=t~EdIDo,Iftd."....,~(oOnaf ....... **J 50
Tbccas p, PoberezDY ltAA.
3086, Oshkosh, WI 54'}03-3086
Henry G, Fraut.c::hy £AA,
3086, a.hkosh. loll !l4903 -J086
Gold" G. COx
£AA, P.O. Bolt 3086, o.hkos b. WI 5 4 903-3 086
............ -·,."pcAIInI.."."'pU;/IIIWIDt.. ,."...~".. ...
Experu.ental Ai.rcraft Association
P.O. Box 3086. OS hkosh
91 . 811
98 . 4 31
Instructions to Publishers
I . CompIeIeandlileoneCXI9Y04lt1islormwtth)"O'Jrpc:l$ClTl6SllllamuaJlyonOfbefOfVOdober I. KM9acOJlYoI\he~ed Iormlol ,...~
2.1nca.-....t>cIf.Iho~()fsecurityholOllllslln.l6fM.irM;lJdeinll_'O¥1ll111hef\afM0IIheper$OtlOf~1or whom !hot bu&1M is 1Iding. "leo ~!he names and addresMs at IndMc:tJaIe: who are ItoeknoIdefS wt.o 0Wf'I 01 hold I pefOlflt Of IIIlQ 01 the total amount 01 bonO&, mongagu. ()fOlher neurfIIef; ottl\8~lngcorponllloo. 1n Melfl l !.11 none. c;h(dI.lMl)(IX. UN bl&rtrsheetsUmoftlsptoe4litf~
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4. If ItIe publ'tcalion had ser:~ IIUII'IorizaIk, &5 II gerwtral or requutlllr pW1lca1lOl'l. It* Statement 010wnefWIip. MsnaQImWfIl. and CI~tIon mUSl be pubkhed: it mUll be pmted In any INue it! Odober Of, it the public;at:ion is not p\bkhed Ib1ng October. !ha fIrsI:
~~~~~:::.~_'- _ _ ........ Ior ..... m-.~ 1i1:I l1u0w00-:l~~'21obft~,..,.MId .......... oI~_IiI~J
26 NOVEMBER 1996
5. In iIem 16, fl6cat. tIM! diltltot!hot INue in wt«h lhil$ !)tal.rnen; 01 Owne~ttipw. be ptbIiIhed. 6.1tem1 7~ beligned. FaI#ul&IOIiItIOf'putoIisI1.st.~of_I'Ihf>m.ty"Id/O~r;I~~tkJI'I.
Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may be just the answer to obtaining Membership in the Experimental Aircraft that elusive part. AO¢ per word, $6.00 Association. Inc. is $35 for one year. including 12 minimum charge. Send your ad and issues of SPORT AVIATION. Family membership payment to: Vintage Trader, fAA is available for an additional $10 annually. Junior Aviation Center, P.O. Box 3086, Membership (under 19 years of age) is available Oshkosh, WI 54903-3086, or fax your at $20 annually. All major credit cards accepted ad and your credit card number to for membership. 414/426-4828. Ads must be received by the 20th of the month for insertion ANTIQUE/CLASSIC in the issue the second month following Current EAA members may join the Antique/ (e.g., October 20th for the December Classic Division and receive VINTAGE AIR issue.) PLANE magazine for an additional $27 per year.
Babbit Bearing Service - Camshaft regrinding, cam followers reground , piston rings, piston pins, valves . For shipping instructions, call 1/ 800/233-6934 . Jack H. Bunton, Machinist, Vintage Engine Machine Works, N. 604 Freya, Spokane, WA 99202. (11/96)
EAA Membership. VINTAGE AIRPLANE mag azine and one year membership in the EAA Antique/Classic Division is available for $37 per year (SPORT AVIATION magazine not included). For Sale: 1943 Stinson V/77 (AT/19) .
01940 Aeronca TC65 - Restoration by A&P 90% complete, ceconite cover, low time engine. All parts to complete. 916/621-1822
Current EAA members may join the EAA Warbirds of America Division and receive WAR BIRDS magazine for an additional $30 per year. EAA Membership. WARBIRDS magazine and SUPER CUB PA-18 FUSELAGES - New man one year membership in the Warbirds Division is ufacture, STC-PMA-d , 4130 chromoly tubing throughout , also complete fuselage repair. available for $40 per year (SPORT AVIATION ROCKY MOUNTAIN AIRFRAME INC. (J . Soares, magazine not included).
EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 per year. EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included).
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add $13 postage for SPORT AVIATION magazine and/or $6 postage for any of the other magazines.
Midwest Randolph Distributor - All Randolph products and services, dopes, epoxies, paints. Call or write for product information and color chart. Brown Aero, B716 CTP , Unity, WI 54488, 715/223-4444 . (1194)
Completely restored in 1994. Call for informa Will trade land in Florida Keys valued at tion and color photos. Ernest Denton, 1325 $15,000+ for airplane. Looking for Aeronca 2800 Lane, Hotchkiss, CO 81419, 970/872 Champ or Chief. Please, no projects. Call 4712 or Maryj Hartman, 1048 "R" Road, Mack, 904/428-3591 . CO 81525,970/858-7299.
Current EAA members may join the International Aerobatic Club. Inc. Division and receive SPORT AEROBATICS magazine for an additional $35 per year. 1941 Culver Cadet Project - Fuselage rebuilt, EAA Membership. SPORT AEROBATICS maga wings recovered, Franklin 90, new propeller. zine and one year membership in the lAC $15,OOOOBO. 860/974-3399. (1224) Division is available for $45 per year (SPORT AVIATION magazine not included).
Curtiss JN4-D Memorabilia - You can now own memorabilia from the famous Curtiss "Jenny," as seen on "TREASURES FROM THE PAST" We have T-shirts , posters, postcards, videos, pins, airmail cachets, etc. We also have RIC documentation exclusive to this historic air craft. Sale of these items supports operating expenses to keep this " Jenny" flying for the avi ation public. We appreciate your help. Send SASE to Virginia Aviation, P.O. Box 3365, Warrenton , VA 22186. (0052)
FREE WORLDWIDE BOOKSEARCH for out of print books. ALSO, over 1,000 aeronautic titles available. Leatherstocking Bookscout, 738 Hillside Ave., Lake Wales, FL 33853, 800/230 8071. (1272) Northeastern Ohio maintenance and restoration facility is seeking qualified applicants for A&P mechanics , various positions open , craftsmenl craftswomen for antique aircraft restoration . Experience is a must. Maintaining piston and turbine singles and twins. LA. certifi cate is helpful. Benefits program. Wages com mensorate with experience. Gemco Aviation Services, Inc., Youngstown Elser Metro Airport , 10800 Sharrott Road , North Lima, OH 44452.
Pres .), 7093 Dry Cree k Road, Belgrade , Montana 59714, 406/388-6069, FAX 406/3 88 1930's "Bubble Face" Panel Compass - high 0170. Repair station No. QK5R148N. (0387) quality Kollsman Model 132-B, have several avail able, $395. Aircraft Yearbooks by Aero Chamber Commerce, 1923-1924-1925-1927-1929-1931 FREE CATALOG - Aviation books and videos. 1933-1934, $125 each. Brass Venturi, 2" by How to, building and restoration tips, historic, Pioneer, have several, $125. 01' Jon Aldrich , POB flying and entertainment titles. Call for a free 9, Big Oakflat, CA 95305. PH 209/ 962-6121 catalog. EAA. 1-800-843-3612. (1315)
Ra gwing 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 placardsllabel plates. SASE for information: 7AC Specialties, 835 New London Turnpike , Stonington, CT 06378. (1004)
EAA AVIATION CENTER
P.O. box 3086
Oshkosh, WI 54903-3086
WEB SITE http://www.eaa.org
E-MAIL Vintage @ eaa.org
PHONE (414) 426-4800
FAX (414) 426-4873
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 screensaverlcatalog for $7.95, receive valuable discounts, visit us www.amavart.com (0991)
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A Life in the Clouds - Written by retired Eastem Captain John Anderson. An interesting story about Aviation Cadets, crop dusting, flying as a fighter pilot and flying for the airlines. 388 pages, $19.95 + $2.00 shipping. IL residents add $1.45 sales tax. Order from Jean Anderson, 605 West Spring St., South Elgin, IL 60177.
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VINTAGE AIRPLANE 27
NOTES Continued from page 12 pie." Don paid OACAC a rea l co mpli ment by saying we put the fun back in fl y ing. They enj oy meeting the wo nderful people who go on the (Oregon) tours, vis iting with them, and not to mention seeing the beautiful old planes. To quote Don, 'Each and every tour has been enj oyable. Keep the tours going!",
Ercoupe Owners Club 910/572758 Charles Wood, Aero Accessories Inc. 800-822-3200, FAX 919-449-5461 From "Coupe Capers "AC" Diaph ragm Fue l Pumps The "AC" diaphragm fu el pumps used by th e Ercoupes a nd man y oth e r sm a ll Co ntinenta l engine powered a irplanes are very reliable. However, as with anything mechanical, they will wear out, or simpl y "age" out, given enough time. Many of the fu el pumps now fl ying are 20, 30, 40 or more years old. Even if they are workin g okay, the rubb e r pa rt s are s ur e ly e mbrittl e d a nd if typi ca l, th e
mechanical moving elements are showing signs of advan ced wear. Additionall y, they are subject to internal corros ion in the sc reen/sediment bowl area. Depos its of the corrosion product may clog the screen a nd/or ca use a va lve to sti ck closed or block open. If the time has co me to do something a bo ut yo ur fu e l pump , yo u ' re in lu ck . Even th ough Co ntinenta l no longe r sup pOliS the pump, there is a current fully cer tified source of parts for overh aul repa ir kits, co mp le te overha ul ed pump s, a nd bra nd new pumps. Ae ro Accesso ri es makes them all. We specialize in making hard to get and out of producti on aircraft parts as we ll as making thousands of other parts and pi eces fo r currentl y produced planes. All parts for th e pump are ava ilable, even new levers and castings. In contrast to the ori g inal, a lase r cut, all we lded, all stainless steel sc reen assembl y is offered. The new sta inl ess steel screen produces v irtu a ll y no e lec tro ly tic reac ti o n w ith either the casting, moisture in the fue l, or between the frame and the screen. Best of all , the new screen costs much Jess than the ori ginal! The pumps can be overhaul ed success full y us ing commo n tool s along with a few specia l ones th at are eas il y made. Tool specificati ons come with the repa ir parts kits. Care needs to be taken w hen tapping out the pin on which the lever piv ots. I f too mu ch fo rc e is used, o r th e
housing is not properly supported, you can break it. Also, if the drift is allowed to damage the surface of the pin hole in the casting, an oil lea k is likely. When a new pin is installed the casting must be peened to lock the pin in place. Aero's levers are laser cut, carbonitride hardened (case hardened) and ground. Be careful that you get the ri ght lever by part number as th ere a re two di ffere nt ones . One is used in engi nes hav ing the large di ameter cam eccentric. The other is used with small cams. Techni cal personne l can pro vide assistance in dete rmining w hi ch one your engine takes. Us ing the wro ng one can cause catastrophic fa ilure of the pump and possibly the engine. Aero overhauls pumps on a custom or exchange bas is. In their overhauls virtua l ly eve rythin g exce pt th e castin gs, a nd w he n needed, eve n th ose are re pl ace d. Esse nti a ll y th ei r ove rha ul prov ides a "new" pump. Amaz ing ly, however, th e price of a brand new Aero pwnp is only a few dol la rs m o r e th a n a n o ve rh a ul! The Centurion Series Pump does not require as much labor. What we save in tear down, wash up, and repai r time, we pass along to th e cu sto me r. Ae ro's new pumps run from just over $3 50 to a little over $500 for the rare "hi gh pressure" type. In additi o n, to the fue l pumps, Aero makes ignition parts, vacuum pumps and parts and lots of other good stuff. Call fo r your free catalog: 1-800-822-3200. ...
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• Cushion upholstery sets • Wall pa nel sets • Headl iners • Carpet sets • Baggage co mpartment sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete product line. Fabric Selectio n Guide showing actual sample colors and styles of materials: $3.00.
259 Lower Morrisville Rd. , Dept. VA Fallsi ngton, PA 19054 (215) 295-4115
Earl Smith EAA member Antique/Classic member Chap 66 member in Ft Myers, FL Won Best Modified in 1994 at International 120/140 Meet in Maryland Won Best in Type in 1995 at Sun & Fun
"I find AUA, Inc. Insurance to be a money-saver! I like the the broad coverage - the open pilot's clause
AUA's Exclusive EAA Antique/Classic Division Insurance Program lower liability and hull premiums Medical payments included
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Fleet discounts for multiple aircraft carrying all risk coverages
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me very reasonable rates and
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No component parts endorsements Discounts for claim-free renewals carrying all risk coverages
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AVIATION UNLIMITED AGENCY
Offical EAA速 Antique Classic Merchandise '97
30 NOVEMBER 1996
Short-Sleeve Oxford This Van Heusen® shirt features short sleeves and a button-down collar. Antique/Classic logo adorns the front Made from 60/40 cotton/ poly blend Available in two colors in half sizes from 15 - 17 1/2. Burgundy Short Sleeve Shirt Size 15 - 171/2 41-41099 $23.95* Blue Stripe Short Sleeve Shirt SizeI5-171/2 41-41105 $23.95* (Cover and insert) A. Golf Shirts Show your interest in the Antique/Classic Division with one of these snazzy golf shirts. Available in three different col ors to suit any taste. Made of comfortable 100% combed cot ton. Two-button collar. Jade M-XXL 41-41150 $26.95*
M-XXL 41-41127 $26.95*
B. Antique/Classic Windbreaker Made by Swingster® this jacket is 100% nylon. Has elastic cuffs and waist and two pockets on the front. This quality windbreaker has the Antique/Classic logo embroidered in classy gold stitching. Available in two pop ular colors. Eggplant Windbreaker M-XL 41-41036 $34.95* 2X 41-41039 $36.95* Navy Jacket M-XL 41-41031 $34.95* 2X 41-41034 $36.95* C. Polar Fleece Pullover
This cozy pullover will definite
ly keep the chill out! Made of
100% polyester fleece for long
lasting comfort. Embroidered
with Antique/Classic logo.
Sizes M-2X 41-41070 $52.95*
To order or for more information call:
1-800-843 3612 (Outside US and Canada 414-426-4800) 24-hour FAX: 414-426-6761
....c: Blue Aviator Shirt This timeless design looks great on any Antique/Classic fan. This long sleeve shirt is a 65 /35 cotton/ poly blend for comfort and easy care. It is embroidered with the Antique/Classic logo and epaulets adorn the shoulders. Available in sizes 15 1/2, 16 1;2 and 17 1/2 only. Sizes 151;2-171;2 41-60016 $29.95* Needle -Out Sweatshirt Y Our most elegant Antique/ Classic sweatshil1, features needle-out stripes for a truly classy look. Gray and navy ribbed collar, cuffs and waist. Embroidered AlC logo on front. Soft 70/30 cotton/poly material. Sizes M-2X 41-41066 $33.95*
A Commemorative T-Shirt The 25th Anniversary of the Antique Classic Division is celebrated in this high quality T-Shirt. A/C logo with 25th Anniversary banner is embroi dered on the front. The back of the shirt features a silk screened image of Antique Classic Division Director Emeritus Steve Wittman and his or write:
famous airplane "Bonzo". Experimental Aircraft Association,
100% cotton. Dept. MO, PO Box 3086
SizesS-XL 41-20176 $17.95* Oshkosh, WI 54903-3086 Major credit cards
accepted. 'Plus shipping and handling. .
VINTAGE AIRPLANE 31
-II( Oatmeal Sweatshirt with
Cowl Collar Unique features like a drawstring cowl collar and contrasting navy and green trim make this sweatshirt a real winner. Soft 70/30 cotton/ poly blend material. Features ribbed cuffs and waist and an embroidered Antique/Classic logo. Sizes M-2X 41-41062 $33.95*
A sure hit with any Antique/Classic fan, this forest green swea tshirt is adorned with an attractive laurel leaf embroidery. 50/50 cotton/poly blend with ribbed collar and cuffs. Sizes M-2X 41-40819 $35.95*
Antique Classic Division Accessories Official Division Patches, Pin and Decal
Caps With Embroidered AIC Emblem Light weight blue poplin with embroidered 25th Anni versary logo. One size fits all. 41-00818 $10.99* Grey, 65/35 cotton/poly blend with embroidered 25th Anniversary 10go.One size fits all. 41-11219 $10.99* Antique Classic cap in either white or navy blue. 60/40 cotton/ pol y fa bric em broid ered with Antique Classic Di vision logo. One size fits al l. White 41-00358 $ 10.95* $ 10.95* Blue 41-41030
Antique Classic Division Commemorative Tankard 12 ou nce glass tankard is imprinted with th e Antique Classic Division's 25th Anniversary emblem. 41-20 165 $7.00 Each*
Offical Division Patches Large 41-32560 41-32360 Sma ll
Window Decals Outside Inside
41-3060 I 41-30603
Official lapel Pin A distinctive addition to a hat or jacket. 41-30101
Division Coffee Cup Royal blue ceramic coffee mug is highlighted with gold trim on the rim and a gold Antique Classic logo. 41-41054 $8 .95 / Each*
Desk Set with Pen
Antique Classic Division Jacket Patches Add a new patch to your trusty flight jacket. 25th Anniversary patches come in two styles. Style 1 features Antique Classic logo with "25th Anniversary" on a red banner. Style 2 fea足 tures "25th Anniversary" and the dates" 1971 - 1996". Style I 41-00806 $3.00* Style 2 41-11212 $2.50* 32 NOVEMBER 1996
A great gift for that special fan of antique and classic air足 craft. This StoneArt desk set includes a mable-like base with space for adding a personali ze name pl ate . Base is engraved with Antique Classic logo. Brass plated pen holder and pen are included. 41-60025 $ 12.00*
Button-Down Classic Special Antique/Classic 25th Anniversary embroidery on the front marks 25 years of flying history. A silk-screen scene fea turing pioneer aviator Steve Wittman. 100% cotton construction with button-down collar and front pocket. Available in two colors. Faded Denim Sizes M-XL 41-4091 9 $38.00* Khaki
Sizes M-XL 41-40922 $38.00*
HOW TO ORDER Call our toll-free number anytime between 8:15 a.m. and 5:00 p.m. , Monday through Friday (central time). One of our operators will be ready to assist you in selecting your merchan足 dise . Please have your credit card
number and expiration date, the list of items you wish to purchase and your EAA membership number hand y when you call. If you would rather place your order by mail, simply fill in the order form found on this page
and mail it to EAA, P.O. Box 3086, Oshkosh, WI 54903-3086. EAA also has express shipping available through UPS. For details on thi s servic e, please call 1-800-843-361 2 or FAX 414-426-676l.
Official Merchandise Order Form Write: EAA Catalog Sales, PO Box 3086, Oshkosh, WI 54903-3086 or Call Toll Free: 1-800-843-3612 Name _________________________________________________ EA.A # _______________________________ Address _____________________________________________________________________________________
Phone (Daytime) _________________________________________ FAX PLEASE SPECIFY METHOD OF PAYMENT: (Check One)
Enclosed Check or Money Order in the Amount of $_ _ (Make checks payable to EAA. Sorry no COD's)
Charge to: 0 AMERICAN EXPRESS 0 VISA 0 MASTERCARD 0 DISCOVER CARD Account # ___________________________________________________________________________________ Expiration Date _________________________________ Signature (Signature required if using credit card)
Add the following SHIPPING and HANDLING CHARGES to U.S. orders only: $ .0 1 to 10.00 ........................ .............................. .....$3.50 $10.01 to 20.00 ...................................................................$5.00 $20.oJ to 30.00 ........ ....... .. ......... ............... .. ...........................$6.50 $30.01 to 45.00 ...................................................................................................................$8.00
$45.0 1 to 60.00.... ................. ........... .........$9.50 $60.0 1 to 75.00.. ............................................... .. ........................... $11.75
$75.01 to 90.00 .......................... .......................................... ............................ $12.50 $90.01 to No Limit ............................................................................................................... $14.00 Foreign orders, please call or write for actual shipping charge via either surface or air mail.
SUBTOTAL Shipping Charge Wisconsin Residents add
5% Sales TAX TOTAL (Please subm it in U.S. Dollars)
PRICES AND AVAIlABILITY SUBJECT TO CHANGE
SOME QUANTITIES LIMITED ALLOW 3-4 WEEKS FOR DELIVERY
CALL TOLL FREE: 1-800-843-3612 (OUTSIDE USA and CANADA 414-426-4800)