VA-Vol-24-No-3-Mar-1996

EDITORIAL STAFF Publisher Tom Poberezny

March 1996

Vol. 24, No.3

Vice-PreSident

Marketing & Communications

Dick Matt

Editor"in-Chiet

Jack Cox

Editor

Henry G, Frautschy

CONTENTS

Managing Editor

Golda C o x

1 Straight & Levell

Art Director

Mike Druc ks

Espie " Butch" Joyce

ASSistant Art Director

Sara A O tto

2 AlC NewslH.G. Frautschy 4

Computer Graphic Specialists

Olivia L. Phillip Jennifer Larsen

Aeromail

AdvertiSing

Mary Jo nes

5 AlC TidbitslH.G. Frautschy 6 Arrow Sport/Norm Petersen

Page 11

Feature Writers

George Hard ie, Jr. Dennis Parks

7 From the A rchives/ Dennis Parks

Staff Photographers

Jim Kaepnick Mike St eineke

Donna Bush man

C arl Schuppel

11 Cub Recreators/ Norm Petersen

Editorial Assistant

Isabelle Wiske

EAA ANTIQUE/CLASSIC DIVISION, INC,

OFFICERS

15 The Luscombe Annual Convention/M. Williams

18 What Our Members are Restoring/Norm Petersen

Page 15

20 Pass it to Buck!

E.E. "Buck" Hilbert

President Espie ' Butch' Joyce P,O. 80x 35584 Greensboro, NC 27425 910/393·0344 Secretary Steve Nesse 2009 Highland Ave, Albert Lea, MN 56007

Vice-President

George Daubner

2448 Lough Lane

Hartford, WI 53027

414/673-5885

Treasurer E,E, 'Buck' Hilbert P.O. Box 424 Union, IL 60180

DIRECTORS

21 The First Production Cessna ISO/H .G. Frautschy

26 Mystery Plane/H.G. Frautschy 28 Welcome New Members 29 Vintage Trader 30 Calendar

Associate Editor

Norm Petersen

Page 21 FRONT COVER ... Numero uno. first one out the chut e · whatever you want to call it, N5501E is SIN 002 in the Cessna 150 ranks. It is the very first production model of the 150, rolled out the factory doors in 1958, Craig Roberts of Aurora, OR restored the airplane, and it was selected as the Grand Champion Contemporary aircraft at EAA OSHKOSH '95, EAA photo by Jim Koepnick. Shot with a Canon EOS-1n equipped with a 7D-200mm lens. 1/250 @ f8 on 100 ASA slide film. Cessna 210 photo plane flown by Bruce Moore.

BACK COVER . .. Artist Mel Brown's depiction of Lt, Ralph O. Earle's flight over the Grand Canyon in 1919 was picked to receive an "Honorable Mention" ribbon from the judges in the 1995 Sport Aviation Art Competition. See A/C News on page 2 for more information.

Copyrighl © 1996 by Ihe EAA Antique/Classic Division Inc, All rig his reserved.

VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc, of the Experimental Aircraft Association and is published monlhly al EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.

Second Class Postage paid al Oshkosh, Wisconsin 5490t and at add~ional mailing offices. The memberShip rate for EM Antique/Classic Division,lnc. is $27,00 for current EM members for 12 month period of which $15.00 is for the publication of VINTAGE AIRPLANE, Membership is open to all who are interested in aviation.

POSTMASTER: Send address changes to EM Antique/Classic Division, Inc" P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail.

ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

EDITORiAl POLICY: Readers are encouraged to subm~ stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made.

Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426·4800.

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.

507/373-1674 John Berendt 7645 Echo Point Rd, Ca nnon Falls, MN 55009

507/263-241 4 Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 41 4/231-5002 Phil Coulson 2841 5 Springb rook Dr. Lawlon. MI 49065 616/624-6490 Chartes Harris 72 15 East 46th Sf. Tulsa, OK 74145 918/622-8400 Dale A. Gustafson 7724 Shady Hill Dr, India napolis, IN 46278 317/293-4430

815/923-4591 Robert C. ' Bob' Brauer

9345 S. Hoyne

ChicaW' IL 60620 312/ 79-2105 John S. Copeland 28-3 Williamsbur8 Cf. Shrewsbury, MA 1545 508/842·7867 Stan Gomoll 104290th Lane, NE Minneapolis, MN 55434 612/784-1172 Jeannie Hill P.O.80x328 Harvard, IL 60033 815/943-7205 Robert D. ' Bob' Lumley 1265 South 124th Sf. Brookfield, WI 53005 414/782-2633 Gene Morris Robert UCkteiE 1708 Bay Oaks r.

115C Steve Court, R,R, 2 Albert Lea, MN 56007 Roanoke, TX 76262 507/373-2922 817/491·9110 Geoff Robison George York

1521 E. MacGregor Dr. 181 Sloboda Av.

New Haven, IN 46774 Mansfield, OH 44906

219/493-4724 419/529-4378

S.H. ' Wes' Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414/77 1-1545

DIRECTOR EMERITUS S.J. Willmon 1904-1995

ADVISORS Joe Dickey 55 Oakey Av. Lawrenceburg, IN 47025 812/537-9354 Sieve Krog 930 Tara HL E Hartford, WI 53027 414/966-7627

Roger Gomoll 3238 Vicario St. N St Paul. MN 55126 612/484-2303 Dean Richard son 6701 Colony Dr. Madison, WI 53717 608/833- 1291

STRAIGHT & LEVEL

by Espie "Butch" Joyce Your Antique/Classic Board of Directors met this past February and a number of issues were cov­ ered. Two Advisor slots were open and the Board appointed two ne w individuals to fill these vacancies.

Roger Gomoll was appointed to serve as an Advisor. The membership services manage r for Minnesota Public Radio, Roger has been very active at Pioneer Airport in Oshkosh as a volunteer. He and his father Stan are very active antiquers, with several operat­ ing Antique aircraft. Our other new advisor is Steve Krog. He operates a marketing and communications ser­ vice in Mequon , Wisconsin. Steve also serves as a flight instructor, with a specialty in taildragger instruction. He also is an active antiquer with several aircraft, one of which is a Bird biplane.

Our two new advisors , with Steve in charge, will be putting together a Flying Safety Program for the An­ tique/Classic Division. This program will be an in-depth seminar, with a focus on flying older and taildragger type airplanes. This program will be presented at the EAA Oshkosh Convention this year and will take an hour or two each day. The actual contents of the program are still being worked out, but it looks as though it will run over three days. As we are ab le to work out more details about this safety program, you will be the first to know.

Each year I bave listed the accidents or losses the An­ tique/Classic members have had within the framework of the Antique/Classic insurance program. This is done without any names or "N" numbers, because that stuff re­ ally doesn't matter. The point of this is to get you to think about how you may have had a similar incident, and what the consequences might be. Forewarned is fore­ armed. Hopefully the same thing will not happen to you.

1. 7AC - crosswind landing, braking hard, prop hit the ground.

2. J-3 - someone shot 20 holes in the aircraft while in tbe landing pattern.

3. '56172 - person in next T-hangar spraying paint, overspray settled on plane.

4. 170B - loss power on takeoff - forced landing.

5. Stinson lOS - taxied into a culvert , damaged landing gear.

6. Stinson lOS - hangar collapsed from snow load.

7. Luscombe - deer on runway, had to brake bard, nosed up.

S. 7AC - gear collapsed on landing, damage to right wing.

9. Waco - crosswind landing, hit runway sign, damage to right wing and prop.

10. Stinson lOS - bad landing causing a prop strike.

11. Funk - engine failure on takeoff causing a force landing.

12. Ercoupe - sto rm caused hail damage to both wings.

13. Cessna 140 - bad landing causing airplane to nose over.

14. Luscombe SA - not tied down, hard wind flipped airplane on back.

15. Ercoupe - engine failure on takeoff caused forced landing.

16. Luscombe SC - bad landing, aircraft flipped onto its back.

17. J-3 - engine failure , possible fuel contamination.

IS. Ercoupe - in-flight engine failure causing forced landing.

19. Luscombe - landing gear brace wire broke on landing, damaged right wing.

20. Beech 17 - hangar fire damaged aircraft.

There you have it ; just use this inform at ion to your benefit in the future.

The weather in North Carolina in March is generally anybody's guess as to what we will have, but whatever it is will not last long as each day we are getting closer to spring weather. One of the great things about spring is that once again we will be able to attend the Sun 'n Fun EAA Fly-In. After all the poor weather we' ve experienced, I pre­ dict that this year's fly-in will be very well attended.

Why? Because everyone I have talked to cannot wait to get to the sun and warm weather in Florida . I plan to be at Sun ' n Fun for the full week and will be available in the Antique/Classic area, as I have done for the past several years. I hope to see you there and visit with a number of members that week. Should you want to talk to me about any item , you can leave me a message at the EAA build­ ing, located just across from the FAA building. I will be checking in there daily , as well as the Antique/Classic Headquarters.

I talk ed to Billy Hend erso n tbe other day on tbe phone . Billy told me tbat they are making many im­ provements and wish to extend a special invitation to the Antique, Classic and Contemporary aircraft owners to come and enjoy this get-together in sunny Florida.

We bave now some 20 Antique /Classic Chapters across the USA and most of these Cbapters are very ac­ tive. Should anyone out there wish to form an Antique/Classic Chapter, EAA Headquarters will be glad to send you a Chapter information packet. All you need to do is call EAA at 414/426-4S00 and ask for the Chapter Office. Tbey'll take it from there.

Your Board of Directors do a great deal of hard work for the Antique/Classic Division throughout the year.

They asked me to pass along to you, the me mber, their thanks for be ing a membe r and remaining a membe r throughout the years. One of the most important things tbat you can do for your Division is to encourage your friends to join up with us. This is our 25th year; help us make it one of our best years. Let's all pull in the same direction for the good of aviation. Remember we are bet­ ter together. Join us and have it all! ...

A/CNEWS compiled by H.G. Frautschy MENASCO SUPER BUCCANEER SO LONG TO VOR's As GPS navigation use becomes more widespread, a timetable has been set in the Federal Radionavigation Plan for the phase out for a number of marine and aviation navaids, including VOR. First to go will be Omega, scheduled to be turned off by Sept. 30,1997. Next to go will be Loran, which despite work by a number of marine and aeronautical organizations will be closed down during the year 2000.

ADF stations will begin to be phased out starting in 2000, with final shut down by 2005. VORIDME and ILS shutdowns will begin in the year 2005 and be com­ pleted by 2010.

CONGRESS REMOVES REQUIREMENT FOR RADIO STATION LICENSES Contrary to what yo u may have read in a recent aviation newspaper, the FCC has not yet eliminated the rule requiring a radio station license for your aircraft.

When President Clinton signed the new 1996 Telecommunications bill into law, he did away with the law that requires do­ mestic aircraft and boats to have radio station licenses. Now that the law has changed, the FCC can, but is not required to , change its regulations to do away with domestic aircraft radio station licenses.

The law is listed under Section 403 ti­ tled the "Elimination of Unnecessary

Here's an engine you may have never seen before - the Menasco C-6S-5 Super Buccaneer, an inline 6-cylinder supercharged engine that was rated at 260 hp at 2300 rpm, but was, of course, pushed to produce much more. Built for racing use, the non­ ATC'd engine was used in the Crosby CR-4 racer, which is currently being restored for static display under the direction of EAA Aviation Foundation director Morton Lester. Morton donated this engine, which carries SIN 6200, to the EAA Aviation Foundation, and it was recently restored to static display by EAA staffer Bruce Jo­ vag. Severe corrosion in the blower casting rendered the engine unusable, but the rest of the machine work is intact, and a peek inside the crankcase revealed a level of workmanship that was simply outstanding - machine marks had been carefully pol­ ished away at the factory. What an impressive bark this engine must have had.

Other versions of the C-6S powered other inline racers of the golden age of air racing, including the Keith Rider R series of racers, Chambers R-l "Chambermaid," Howard DGA-4 "Mike" and DGA-5 "Ike," and Gordon Israel's "Redhead" racer.

Our thanks to Morton for his donation, and we look forward to seeing the restora­ tion of the Crosby CR-4.

Commission Regulations and Functions."

The law states that the FCC "may by rule authorize the operation of radio stations without individual licenses in the follow­ ing radio service: (A) the citizens band radio service; (B) radio control service; (C) the aviation radio service for aircraft stations operated on domestic flights when such aircraft are not otherwise re­ quired to carry a radio station ... " The passage of the new law is a big step in doing away with the regulation for radio station licenses in our sport aircraft.

The FCC must now write a proposed rule change and it must be approved before we no longer need to have a radio station license in our aircraft. EAA thanks all the members who wrote their Congress-

MINNESOTA SPORT AVIATION CONFERENCE Antique/Classic Director Bob Lum­ ley speaks with one of the many atten­ dees who visited the EAA A/C booth during the Minnesota Sport Aviation Conference and Expo February 24-25.

In addition to a commercial display area that featured a complete range of aeronautical activities from aeromod­ eUing to ballooning, seminars were held in adjacent rooms on subjects that included "Getting Started in Gliding," "Ag­ ing Aircraft" all the way to "How to become an Astronaut," with speaker Dr. Kalpana C. Chawla, a NASA astronaut with an active interest in sport aviation.

Other noted speakers included Tuskegee Airman Col. Ken Wofford, Ron Alexan­ der and Rich Stowell. An Antique/Classic seminar was also held, and an expanded A/C program is being planned for next year.

Over 3,000 people attended this year's conference, held for the second year at the Minneapolis Convention Center in downtown Minneapolis. If you live in the upper Midwest, make plans to attend next year!

2 MARCH 1996

men in support of this change. We also thank those Congressmen who co-spon­ sored this bill. If your Congressmen voted for this change, remember to thank them for their vote. We'll keep you posted on further developments.

CONTINENTAL AD Most users of Continental A and C se­ ries of engines (and Rolls Royce, pic) are aware of AD 94-05-05, issued in February of 1994 to inspect for cracks in the cylin­ der rocker shaft bosses and rocker shafts.

The FAA has issued a recent amendment to that AD, 94-05-05 Rl , that clarifies its requirements, particularly with regard to when the inspection must be accom­ plished. Basically, the cylinder must un­ dergo inspection the first time it is re­ moved from the crankcase for any repair or overhaul even if the reason for remov­ ing the cylinder is not directly related to engine maintenance. If you need a copy of the AD, contact Jerry Robinette, Aero­ space Engineer, Atlanta Certification Of­ fice , FAA, Small Airplane Directorate , Campus Building, 1701 Columbia Av. , Suite 2-160, College Park, GA 30337­ 2748. Phone 404/305-7371 or Fax at 404/305-7348.

SEATTlE GETS NEW PARKS No, not one with grass and trees, but one with an extensive knowledge of avia­ tion literature and artifacts. We're speak­ ing of Dennis Parks, former Library/Archives Director of the EAA Aviation Foundation's Boeing Aeronau­ tical Library. Dennis has recently left

WHEELPANT MYSTERY This unusual pair of aluminum wheelpants was dis­ covered in the main hangar at the airport home of Stanton Sport Aviation, Stanton, Minnesota. It is suspected the wheelpants have been a "resident" for many years, however, nobody seems to know the ori­ gin of the pants and what they came from.

The airport was started back in the 1940's and run for many, many years by the late Malcom Manuel.

His widow sold the airport to the Stanton Sport Avia­ tion group, who operate the airfield today.

Holding one of the wheelpants in the photos is Silas Peterson, retired Northwest Airlines captain and Director of Operations at the Stanton Airport. Each pant has a light in the leading edge of the nose that employs a 100 watt bulb with a power cord going out­ side the housing. The outboard side of each pant is removable with several screws for servicing the tire and wheel inside the pant.

Notice in the photos how the lower edge of the wheel opening is carefully wire beaded for strength and the overall beautiful job of gracefully shaping the alumin um. Tbere seems to be no visible method of attaching the wheelpants to a landing gear or axle, which adds more questions to the ori­ gin.

If any readers out there in Antique/Classic land have any clues or information as to the origin of this set of wheel pants, please let us know at EAA headquarters so we can pass it on to the good folks at Stanton, Minnesota. - Norm Petersen

EAA to work for Seattle's Museum of Flight as the Curator of Collections. It is a job with wide ranging responsibilities for the Museum's extensive artifact and document collections, as well as the restoration facilities.

I can't begin to tell you what Dennis' tenure at EAA has meant to me as editor of Vintage Airplane. Nine times out of

ten, when a harried editor would rush in and say "Hey, do we have a photo ofXYZ biplane with an OX-5 on it? I need one for an article!" Dennis would be able to put his hands on it due to the cataloging work done by him and Librarian Susan Lurvey. His knowledge of the EAA Foundation collection is outstanding, and he will be missed. To our benefit, he has

agreed to continue writing the "Vin­ tage Literature" column as an EAA member volunteer.

Thanks and best of luck, Dennis.

A/C CHAPTER 29

OPEN HOUSE/FLY-IN

Antique Classic Chapter 29 has hit the runway running with the an­ nouncement they are holding a Fly-In BBQ/ Open House/ Membership Drive on April 13. It starts at 0900 with coffee, donuts and rolls, and lunch will be offered later, with a menu of entrees that sound great - chicken ($6.00), tri-tip steak ($7.00) or a kid 's hot dog lunch for $3.00. Stearman and Cub rides sold by the pound, display air­ craft, either yours or theirs, and a fly-by pattern. They're primarily interested in seeing those of you who would be inter­ ested in joining this fast growing and ac­ tive chapter in the San Francisco Bay area. For this particular event, they're not actively seeking attendance by the general public. If you need more infor­ mation, call the Chapter hotline at 510/831-2429,24 hours a day.

WOME N IN AVIATION We have an addition to our type club/organization listing. It is: Women in Aviation, International Dr. Peggy Baty P.O. Box 188

Dayton, OR 45402

513/225-9440

FAX: 513/225-9455

Magazine: Quarterly

Dues:$28 per year

($20 per year for students)

OLOF ANDERSON

Above - Ole and the Travel Air. Note downward extension to exhaust pipe. The black book in Ole's shirt pocket is his pilot log. The lettering on the engine cowl promotes a soft drink called "Big Jim".

OX-5er and inductee into the Minnesota Aviation Hall of Fame, Olof Anderson, recently passed away. He was 92. Ander­ son was a Northwest Airlines pilot until his retirement in 1963.

An immigrant from Sweden, "Ole" barnstormed across the northern plains states with a Canuck, and later with an OX-5 powered Robin. His aviation career was filled to the brim with the experiences of post WW I aviation, all the way to the jet age.

Much of Ole's early aviation career was documented in a series of articles published in the February through June 1984 editions of Vintage Air­ plane, written by Roy Redman.

Ole is shown here with the Travel Air 2000 he flew for owner Jim Bowen. You can plainly see the ex­ haust extensions added by Ole for his comfort, as well as his passengers. The extensions kept the cockpits quieter,

as well as keeping the fumes out of the passenger and

pilot's faces.

Also shown are Ole's wings issued to him as a member of the Chicago Flying Club in 1925, (they 're 10k gold!) and his flying record for 5:25 of flight time, kept on the back of the club card.

VINTAGE AIRPLANE 3

VINTAGE

AeroMail

If you have a comment regard­ ing articles or policies of the fAA Antique/Classic Division, please feel free to send it in. As a mem­ ber, this is your magazine, and your input is important! Send your letters to:

Send your letters to:

EM Antique/Classic Division P.O. Box 3086

Oshkosh, WI 54903-3086

Need more information on format, photos, etc.? Call 414/426-4800 and ask fo r the Vintage Airplane editor - he'll put you on the right path!

Please see the "Editorial Policy" printed in the box at the bottom of the "Contents" page.

4 MARCH 1996

Gentlemen: I was very much interested about the Interstate L6 article you ran in the Jan­ uary, 1996 issue.

I was in the market for a used plane back in the summer of 1970. I visited the local airport (Waukegan Memorial) and talked with the A&P on the Beechcraft end of the field.

He said they had one I might be in­ terested in. We walked to the rear of the hangars and parked there was this L6 , minus the prop. He claimed the former owner had the plane and the en­ gine, a Franklin 113 hp with geared prop , completely overhauled (zero time) . He had broken the prop on his first flight when the brakes failed and he ran into a hangar door, shattering the prop, a US Propeller, that had long since gone out of business. It sat for four years in the open and he could not locate a prop for it.

I took a chance on this and I bought this plane for $800.00. I did some work on the brakes and other minor repairs.

Then I had to get serious about getting a prop.

I read an article in FLYING maga­ zine about a shop located on the edge of Stapleton Airport that had the cer­ tificates for many old-time Cessna, Beechcraft and Piper parts. I called there and yes, they could supply the prop for the L6-cost: $90.00. After not running for four years, the engine started after two turns. I had to replace the fabric on the fuselage top. It was painted black and failed the Maule test.

I flew it for about ten hours . Top speed was 101 mph-stall at 45 mph . It took all I could do to lift the tail (they built them heavy!).

There is a lot more to this story, but to make a long story short, I sold it for $950.00 and I believe it is now in Alaska. Enclosed is a photo of it in civilian dress.

Sincerely, Robert F. Johnson Beach Park, IL

Ale

WELDING A FITTING MOUNT To keep a pair of fitti~g mounts built up from tubing aligned during welding, a long bolt of the proper dlameter, combined with a a pair of washers and a nut can be used to clamp the two tubes in place. Be careful to modify the bolt as shown by grinding flats on the bolt shank. If the flats were not ground, the bolt would be difficult if not impossible to remove once the welding was completed.

Using a b<:>lt. of the proper di.ameter keeps the tubes aligned, and prevents them from shiftmg off center dunng handling and welding.

Tidbits

compiled by H.G. Frautschy

MORE HINTS FROM BRAD HINDALL ...

• A flexible oil can spout of almost any length can be fabricated using an old automotive speedometer. Simply cut off the original spout near the base of th e oil can lid and solder one end of the speedo cable to the top of the can and the other end to the cut off spout.

• When holding threaded objects in a vise or lathe chuck, slot the side of a hex nut of the proper size and thread pitch.

Screw the threaded object through the slotted nut and clamp it down in the vise or chuck so the slot is at an off angle.

• A handy, inexpensive square drive socket wrench extension for emergency or one time use can be made from square hex key stock available at many hard­ ware and auto supply stores. 114, 3/8 and 112 inch are standard sizes and come in lengths up to three or four feet. They are much less expensive than standard extensions and can be cut to the exact length desired.

• A simple method to keep paint from collecting and building up in the lip groove of paint cans is to punch two or three small drain holes in the bottom of the groove with an awl or nail. This will allow the excess paint to drip back into the can and the lid will still seal.

• A small piece of scrap aluminum plate (about 118" x1 "x3") makes a great file cleaner in place of a file card. Sim­ ply put the file in a vice and scrape the file parallel with the teeth.

• An old broken flex cable can be turned into a cotter pin puller for hard to get to areas . Simply keep the knob end and cut the spring wire about a foot from the knob. Heat the end, bend it into a hook and re-temper.

• A heating device to expand bear­ ings prior to installation can be easily fabricated by using a 100 watt bulb and metal funnel. Using a porcelain recepta­ cle to hold the bulb upright, set the fun­ nel on top of the bulb with the bearing over the funnel. In about a half an hour, the bearing should be sufficiently ex­ panded without cooking the grease or melting the seals.

CESSNA 120/140 AILERONS Here's a problem that hasn't been documented well before. David Cheek, of Newport News, VA noticed that the screw called out in the parts manual to secure the aileron push rod to the aileron, an NAS 205-19, has been super­ seded by the AN509/MS24694 screw.

That would be great, but the head di­ ameter of this newer 100° countersunk machine screw is a bit smaller than the old one by about 0.030". When installed, the head is countersunk below the sur­ face of the sheet metal bracket, reducing the amount of material in contact with the screw. John solved the immediate problem by making a die to punch out a stainless steel shim washer that put the screw head in proper contact with the aileron horn when installed . He also pointed out that the original screw had a Reed & Prince head instead of a #2 Phillips.

While researching this problem, he

did find that the maximum diameter of the newer MS24694 screw could be 0.0385", but he has never been able to find one with that diameter - they've all been closer to the minimum dimension.

David's primary reason for bringing this to our attention is simple - it is en­ tirely probable that many 120/140's are flying with the newer screws installed.

With the reduced contact area between the head of the screw and the aileron horn, the potential exists for cracking or failure of the horn at the rod end attach­ ment. You may wish to inspect your rod end attachments on your ailerons, to en­ sure the screw head is not excessively countersunk.

If you need more information regard­ ing this discrepancy, contact either my­ self here at EAA HQ or David Cheek, 804/357-0826.

Have you run across any helpful hints our readers might be interested in? Send your ideas to: H.G. Frautschy, EAA, P.O. Box 3086,

Oshkosh,VVI54903-3086

VINTAGE AIRPLANE 5

John Beattie's

ARRO SPORT

MODELM

by Norm Petersen

AReally Rare Bird When you have the only one in the en­ tire world, it has to be classified as a rare piece of machinery! And this story is about the only Arrow Sport ever built with a Menasco 125 hp engine in the nose.

Completed in Lincoln, Nebraska, in 1938, the M was production se rial number 105 and still retains its original registration of NC18764.

The man behind this rare airplane is 58-year-old John Be attie (EAA 88808 , AIC 7034) of Casco, Michigan, who traded a Winsted Special OX-5 powered biplane plus cash for the Arrow Sport Mode l M with the Airpower Museum in Blakes­ burg, Iowa, back in December of 1993.

The Arrow Sport was trailered back to Michigan on December 12, 1993, and the work commenced to restore the Model M to flying condition . The sheet metal, which needed a great deal of help, was either re placed or repaired, new tires were installed, a new propeller was added to the nose , a new windscreen was installed and new interior paint was ap­ plied to the cockpit area. On the out­ side , a new coat of paint really bright­ ened up the looks and de tailing made it even better. The "e" was added to the registration numbers on the wings and

rudder to reflect the 1938 time period.

By August of 1994, the Arrow Sport was all together and after receiving its an­ nual inspection and re-licensing, was read­ ied for flight. On August 8, 1994, John Beattie took to the air with the sharp­ looking low-winger and was quite pleas­ antly surprised as to how nicely it flew .

With the Menasco winding up nicely, the Arrow Sport gets off the ground well and climbs smartly. With the "coupe top " closed to keep out the wind, the neat two­ placer scoots along at over 100 mph, how­ ever , by slowing down a bit , the "co upe top" can be slid backwards and the air­ plane flown as an open cockpit machine ­ kind of the best of both worlds . John 's airplane is an unusually low time machine with only 290 hours on the airframe and 244 hours on the engine since brand new!

Approximately 100 Arrow Sport F's were built in '36 and '37 with the 85 hp Ford V -8 engine , which was converted and certified for avi­ ation use . The origi­ nal Arrow Sport de­ sign came from a 1935 con tract wi th the Bureau of Air Commerce to design

and build an airplane with a low-cost au­ tomobile engine (sound familiar?).

The airplane was moderately success­ fu l, althoug h the first ones had a rather nasty stall because the disturbed airflow from the wing root would blank out the tail surfaces at slow speeds. Eventually, the factory redesigned the wing with a smaller root rib that, combined with a large metal wing fillet , made the Arrow Sport a fine flying airplane. The one at­ tempt to use a standard airplane engine resulted in the Arrow Sport M, which is the very airplane that John Beattie owns.

The high cost of the Menasco engine nearly do ubled the price of the airplane and by 1940, the company was in re­ ceivership.

If you should be looking for a really low-time , extremely rare airplane from the 1930's, better give John Beattie a call at 810-727-7039 as the Arrow Sport M is for sale. ...

Invited to a gathering at Selfridge Field, MI, the Ar­ row Sport " M" shows off her clean lines as a C-130 flies overhead. The airplane has yellow wings and fuselage trim, set off with a black pinstripe on the fuselage arrow and red pinstr iping on the rest of the scallops. A medium red fuselage with anti-glare black forward of the cockpit, and the tail registration numbers are white.

6 MARCH 1996

From The Archives ...

by Dennis Parks

EARLY ANTIQUING The 1959 Oskalooska Fly-In Among the materials in the collection of AMERICAN AIRMAN files donated by the late Ken Cook was a wide selection of photos. Ken, who was owner of the Ken Cook publishing company of Milwaukee, was the pub­ lisher of AMERICAN AIRMAN. For four years it was the official magazine of the Antique Airplane Associa­ tion. Ken is probably best known in the aviation com­ munity as the owner of one of the first military jets in private hands, a DeHavilland Vampire.

AMERICAN AIRMAN was pub lished monthly from September 1957 until December 1961. Among the col­ lection of materials are many of the photographs used during the publica tion of the magazines. In the photos are a batch of color transparencies of antiques shot at the 1959 AAA Fly-In at Oskaloosa, Iowa. These photos provide an interesting glimpse into the very active an­ tique airplane movement at the end of the 1950s.

(Above) The 1929 Curtiss Robin (NSOH) of Norm Sten heads this line up. It is followed by a Great Lakes (N12887) owned by Robert Burge of Sylvania, Ohio. In 1966 the Robin was regis­ tered to Bob Fergus of Columbus, Ohio. Today this Robin is undergoing restoration at the EAA Museum in Oshkosh, WI.

(Above) Rex Wiseman's 1938 Fairchild 24 (N28E). In 1964 it was registered to Frankie Schwarty of Salem , MO. Now the plane is listed as belonging to James Beckner of Mansfield, OH.

(Right) A rare Stearman-Hammond Y1S built in 1937 (N15521) was flown by Johnson and Rosewald. In 1964 it was registered to Aeromarine Development of Elkhart, IN. In 1966 three other of these aircraft were registered.

VINTAGE AIRPLANE 7

Below) Dick Hardin's 1935 Waco VOC (N15244). In 1995 this plane was regis足 tered to Nancy Jaeger of Allentown, PA.

(Above) A Fleet 16B (N128H) owned by John Hooper of Metairie, LA won 3rd place for Best Restored Aircraft. This aircraft is now registered to Samuel Johnson of San Juan Capistrano, CA.

(Left) A 1937 40 hp Piper J-3 (N20231) of Al足 fred Oetzel of Davenport, IA. Now it is reg足 istered to James Rheudasil of Dallas, TX.

(Below) Stanley and John Howe of Novelty, OH brought this 1938 Waco AVN-8 (N231 E).

. -~---

8 MARCH 1996

(Above) Vince Burke's 1929 Parks P-2 with Wright J-6-5 (N499H). Later owned by Evander Britt, this aircraft, after sale to Richard Bach, would gain fame in Bach's book "Biplane", the story of his 1964 barnstorming tour across the United States. Today it is reg足 istered to Edmund Johnson of Ft. Worth, TX.

(Below) The 1941 Waco UPF-7 (N32060) belonging to AI Pivonka of Palos Heights, IL.

(Above) Bill Adams's 450 Stearman Special. Bill was from Sussex, WI. In this, his first AAA aero足 batic competition he finished third behind Hal Krier and Frank Price.

(Left) Charles VanTrease brought this Meyers OTK (N26466). Current FAA records list this OTK as belonging to the More Sand Company of Junction City, KS.

VINTAGE AIRPLANE 9

-

L------::~

~-

~--

-

.--.

--足--足

--足- --.

(Above) 1933 Waco UIC (N13072) belonging to Bob Hanson of Le Sueur, MN. In 1964 it was owned by Joseph Kasper of Minot, NO. and by 1966 this aircraft had found its way to Fairbanks, AK. You can also see a Kinner Sportster on the opposite side of the taxiway.

(Left) Bill Shank of Indianapolis, IN brought this Beech 0-17 Staggerwing (N44564).

(Below) Ryan PT -22 (N73729) Raymond Lane of Oak Lawn, IL.

CUB Recreators

by Norm Petersen

John Monnett's Restorations/Sky Struck Enterprizes It was just ten years ago that a large sign on the north side of Wittman Air­ port at Oshkosh, WI, emblazoned with a cute bear cub , said , "FLY FOR FUN ­ Cub Rides , Rentals & Flight Instruc­ tion." The sign was prominently posted in front of the "Monnett Experimental Aircraft , Inc." building housing John Monnett's company that produced the Sonerai and Monerai aircraft kits.

With two yellow Cubs flying the pat­ tern all day long, it was a most pleasant sight to watch the trainers fly by the EAA headquarters building almost every day, their 65 hp Continentals making an easily discernible "purr" as they quietly

(Top) These two Lycoming powered Piper PA-15 Vagabonds, complete with wooden props and Cleve­ land wheels and brakes, qualified for the Microlight Category in Italy at under 635 Ibs. They were disassem­ bled, packed in to a container and shipped to Italy.

They are being flown almost every day and the Italian pilots are ecstatic with the pretty yellow birds.

(Above) A smiling John Monnett stands in front of his Sky Struck hangar, surrounded by yellow Cubs and Vagabonds.

chugged by. As Archie Bunker would say, "Those were the days! " Today, John Monnett's wood spar Cub, NC26846, is owned by Bill Fucik at Ladysmith, WI, and his metal spar Cub, NC98872, is owned by Dick Maher of Charlotte, NC. Just the thought of those pretty yellow Cubs earning their keep and at the same time, allowing his many customers to thoroughly enjoy the fun of learning to fly, has never left the recesses of John Monnett's mind.

After finishing the restoration of an Aeronca L-3 liaison aircraft (in full wartime colors), John constructed a new hangar on the east side of Wittman Air­

port and commenced the restoration of a J-3 Cub. Before long, he acquired two "basket case" Piper PA-15 Vagabonds that were in dire need of rebuild. Pieces and parts of airplanes were starting to fill his hangar and John was indeed a busy man.

About this time , Hurricane Andrew coughed up a victim - a J-3 Cub project was available in Key West , so John 's friend, George Rotter, drove to Florida and hauled the bent Cub all the way back to Oshkosh. Carefully looking over the latest acquisition, John discovered the metal Cub data plate in the center of the instrument panel was fastened on with VINTAGE AIRPLANE 11

Velcro™ and could be snapped on and off at will - this was a first!

With two J-3 Cubs and two PA-15 Vagabonds all under rebuild, John was the busiest A&P mechanic in the country and his hangar was beginning to look very "yellow". All of the airplanes were covered with the Superflite II process, which John Monnett likes to use (and he has become very adept with the system).

He especially likes to use his high vol­ ume/low pressure (HVLP) spray system which puts the material on the airplane and very little on the floor.

By January of 1995, John had com­ pleted all four airplanes and no buyers

were forthcoming . He was wondering if possibly he had made a mistake and the market was not there. His "friends" would tease him about "feeding oats to a dead horse" and "for them what don't like yel­ low, supper is over!" Suddenly, manna from Heaven fell when all four airplanes sold in the same day. One Cub went to Alabama, and the two Lycoming powered PA-15 Vagabonds were shipped to Italy, where they qualify under the Italian Mi­ cro light regulations at 635 lb s. empty weight. The other Cub went to Tennessee.

At least John could now clean up his hangar, make a bunch of necessary im­ provements and get ready for the next

batch of restorations. Good news travels fast and before long, a couple of rebuild jobs came in and another J -3 "basket case" was obtained. While putting his energy into the these three J-3 Cub pro­ jects, John had a chance to buy two more PA-15 Vagabond projects, which were promptly hauled home from out west by George Rotter and Bruce Bonner. So once again, John is knee-deep in Piper projects and yellow paint and he is happy as a lark.

In addition to aircraft rebuilds, John and his partner, R.J. Siegel, have a com­ pany they call Sky Struck Enterprizes, Inc. which conducts hands-on workshops for different groups of aircraft builders, which are primarily weekend seminars.

Scheduled in June and September be­ cause most people can attend during those months, the workshops have proven to very beneficial for the folks building or covering airplanes.

The "Superflite Rag 'n Restoration" workshops are scheduled for June 22-23 and September 14-15. As they can ac­ commodate up to forty people at a time, you may want to consider this workshop if you plan on covering an airplane.

Other workshops are for R- V Builders on June 1-2 and September 7-8; Sonerai Builders on June 8-9 and Sep­ tember 28-29 and Tailwind Builders on

Jim Soares'

Rocky Mountain Airframe, Inc.

Tucked away in a beautiful Mon­ tana valley surrounded by moun­ tains is a cleverly disguised "farm" that has a neatly clipped grass run­ way along the frontage road and a couple of airplane hangars next to the driveway. The first hangar has the nose of an Interstate L-6 poking out and the second hangar ha s a neat biplane in it (constructed by Jim Soares). One would surely ex­

(Above) The bright yellow fuselage jig which is carefully assembled with new Super Cub tubes and fittings before being clamped in position and readied for welding. This is the heart of an ac­ curately welded fuselage.

(Right) Flanked by six brand new Su­ per Cub fuselages, Jim Soares, the pa­ triarch of Rocky Mountain Airframe, Inc., poses by some of his handiwork and wearing the true mark of a work­ ing boss - bib overalls.

12 MARCH 1996

pect to find a "flying farmer" ruling the roost in such a setting. However, such is not the case.

The owners of this 'farm with the large barn ' are Jim and Dorothy Soares, two of the finer people that inhabit the aviation world. Together, they came out of north­ ern California some years ago and set up a metal working shop in the huge reno­ vated barn, just a few miles outside of Belgrade, Montana. The quiet, peaceful

(Left) Looking almost like a miniature Lock Haven facility, John's shop is full of wings, tail feathers and fuselages for Cubs and Vagabonds.

(Far Left) On the line at EAA Oshkosh '94 are John Monnett's first J-3 Cub and Vagabond restorations. The J-3 ran off with the Best Class I Award in the Classic Group.

(Below) A pair of wooden spar J-3 Cub wings undergoing com­ plete restoration with new spars, new trailing and leading edges, new tip bow and all new hardware.

September 21-22.

These have aU proven to be very popu­ lar (and beneficial) and if the extra work­ load on the weekends isn't enough to keep him busy, John is working on a new two­ place, side-by-side low wing aircraft de­ sign that should be a winner from the starting blocks.

Apparently the fertile mind of John Mon­ nett never stops working - or maybe that yellow dope is starting to reach it! Either way, the rest of us are the beneficiaries.

John Monnett's work number is 414-426­ 8333 and Sky Struck Enterprizes is 1-800­ Sky Struck (For the folks who don't like let­ ters, its 1-800-759-7875).

scene of the huge barn belies the fact that inside, the pace of work is reminiscent of the German phrase, "Made by der elves in der voods! " - everyone is busy doing their job.

Jim Soares (his full name is James Ed­ mund Soares) comes from a strong Por­ tuguese background and grew up in the Stockton , CA , area. As a youngster, he always had an interest in aviation and took his very first flight lesson in Septem­ ber of 1940. However, he didn't solo until October 18, 1946, in a J -2 Piper Cub at Sky Harbor Field at Stockton . By the early 1960's, he had purchased an Inte r­ state L-6 for $350 which was in dire need of a total rebuild, and commenced a four­ year restoration project including the in­ stallation of a Lycoming 0-290-D2 engine of 135 hp. This is the same Interstate that sits in his hangar today , nearly 35 years later. On September 5,1966, Jim 's lovely wife, Dorothy , soloed a Cessna 150 and ea rned her Private license on August 7, 1970. Not to be upstaged, Jim passed his Commercial license on April 12, 1971.

Alwa ys a handyman with metal , Jim has a most unique ta lent for shaping just about a nything made of metal and is an expe rt welder in all classes of welding.

This affinity for metalwork is what le d him into aircraft work to almost accept a " calling " as it were. Jim and Dorothy wanted to move east from California and set up shop to cater to the metalworking trade. The delightful spot near Belgrade, MT, was the final choice.

Perhaps the first item that started things moving was a rear fuselage section that could be welded into a Piper PA-18

Super Cub, replacing the aft section that a lways suffered the most deg radation over the years from corrosion , chemicals and hard tailwheel use. Once FAA ap­ proval was applied for, the long uphill struggle began to acquire the F AAIPMA designation. The long hours of drawing, substantiating, engineering and going ove r the tiniest of details finall y resulted in the highly desirabl e FAA /PMA Ap-

Five new Super Cub lower door assem­ blies ready for epoxy primer before being readied for shipment. These units can be opened from either inside or outside.

VINTAGE AIRPLANE 13

(Right) Racked up on the wall are new el­ evators, rudders, stabilizers and fins, all ready for shipment.

(Below) This rack holds all the different lengths of tubing that are machine cut (at exactly the correct angle and radius) and ready for installation in the fuselage jig.

Each tube has its own number for identi­ fication.

proval being issued and R ocky Mo untain Airframe, Inc. was off and ru nni ng.

From the prod uctio n of new aft fuse­ lage sections, the business grew to incl ude the structural repair of Piper Super Cub fuselages - which begat a large fuselage jig to clamp all the vario us t ubes rigid ly in place before the expert we lding bega n.

Please bear in mind that the fuselage j ig had to clamp the many tu bes in abso lute alignme nt, yet when all the we lding was completed, the jig had to be quick ly d is­ mantled to allow the repaired fuselage to be removed. J im Soa res deve loped a fuselage jig that really worked, and better yet, could be adapted to hand le fuselages from J-3's to PA-lI Cubs and on u p to Piper PA-18 Super Cubs.

It wasn't long before t he word got out and bent fuse lages started coming in from every quarter. Jim and his crew were busy reb uilding the mos t bea t up , bent, broken and bashed in pieces of fuselages t hat yo u ever saw. It is close to a mira­ cle how some of those mangled chunks of former fuse lages ever got back together. However, Jim is a very persistent man when it comes to reb u ilding something in metal. His skilled hands can shape just about any­ thi ng and t he we lds fl ow in to the joints wi th amazing dexter­ ity.

T he huge pile of old twisted, bent a nd discarded tu bing out behind the shop bears mute tes­ 14 MARCH 1996

ti mo ny to t he unusua l amo un t of reb uild work that has been acco m­ plished.

So me fuse lages t h at we re brought in were just too far gone to save, especiall y from a cost/benefit sta ndpoint. T he wheels started to turn in J im Soares' head . Most of these fuselages were fro m thirty to fifty years o ld an d perhaps th e re was a p lace in t hi s world fo r bra nd new fuselages made entirely from 4130N chro­ mo ly tub ing, b uilt with FAA/P MA ap­ prova l and constructed to the " nth " de­ gree for perfect alignment. A check with the FAA revea led t hey req ui red a new fuse lage jig and a completed fuselage for them to come out and do a conformity in­ spection to make absolu te ly sure the fuse­ lage meas ured up to original Piper PA-18 Super Cub drawings a nd specificatio ns.

The die was cast!

The fancy new fuselage jig (pa inted bright yellow) was assembled using every id ea in the book that J im had learned over t he many years of meta lworking.

Before long, the first new PA-18 fuselage was finish welded and the FAA was called in . Surpr ised by the accurate workman ­ ship and beauti ful welding, the FAA in­ spectors were visibly impressed wit h the fi nished product and once conformity was established, sources of supply were estab­ lis hed for t raceabi lity a nd the consider­

(Continued on page 25)

(Above) Jim Soares makes a new curved leading edge tube for a Super Cub stabilizer with one pass through this hand­ powered custom roller. (It came out perfect with no kinks.)

(Left) Lowell Wright welds a lower sub-section for a new Su­ per Cub fuselage in a special fixture before it is taken out and placed in the large fuselage jig.

Observing this man weld tubing is a rare treat, indeed, because his workmanship and skill are superb.

The Dayton, Ohio

LUSCOMBE

Annual Convention

(Above) Jerry and Delores Adkisson 's beautiful Luscombe SF takes off during the Luscombe Convention. They're from Tuscola, IL. (Below) The Luscombe gang gathers for a photo at Moraine Airpark. Left to right, they are: John Bergeson, Terry Henger, Mike Wonder, Rick Duckworth , Gordy Lee, Walt (Steve) Smith, Ralph (REO) Orn足 dorf, Jerry Adkisson , Ed DuBois, Jim Cardis, Gar Williams , Carlton Perry and Jim Zazas.

clubhouse, which was a barn complex on the southeast side of the airport runway.

Over 60 tie-down spots had been located right across from the clubhouse left over from the 195 event. So with the help from Jack Jackowski (a Cessna 195 owner), Ron and Sherry Adams, also 195 owners,

by Michael G. Williams (NC 17782) Back in the early 1980s, the Luscombe Association moved a yearly gathering to Dayton, Ohio. It started from a conversa足 tion between the late Dr. Boise and Ed DuBois. Dr. Boise (a Cessna 195 owner) told Ed that it would be possible to host such an event with all the great volunteers at Moraine Airpark. Ed DuBoise, a Lus足 combe owner, agreed , and with the help from a special friend Ralph (REO) Orn足 dorf, rounded up all the people who had helped with a Cessna 195 fly-in several years back at Moraine. That included many Cessna 195 owners.

It was decided that the gathering place for the event would be the old wind tunnel VINTAGE AIRPLANE 15

many other Moraine volunteers began lin­ ing up.

Well-known aerobatic pilot and Moraine Mayor Harold Johnson, airport manager, was hosting the annual 4th of July air show on the same weekend. After the event, which turned out very well , it was decided that Moraine would invite John and Alice Bergeson and the entire Luscombe Associa tion back next year.

A few changes were made, like the loca­ tion on the field, since the clubhouse burned down , destroying many priceless antique airplanes owned by Harold Johnson.

Luscombes were parked at the west end the following year and the gathering was moved to Bob and Pat Wagner's hangar located near the center of the air­ port. Bob and Pat Wagner fly a 450 Stear­ man , an airshow wingwalk act known all over the world . They offered the hangar and equipment for the event and it has worked out beautifully.

If you wonder what you can expect when you visit a Luscombe Convention at Moraine , the following should help give you an idea of just how special an event it really is. The first thing you will notice when you land is many smiling volunteers who immediately help you get squared away. When you are ready, you are as­ sisted in parking your aircraft in very straight even rows. This has become a sci­ ence with the gang and it makes for some fantastic photo opportunities. You park and then are directed to the tent for sign­ in and a list of activities planned for the weekend . Mary Estridge and Sherry Adams run the tent with everything orga­ nized and ready to go. Times are estab­ lished so you can enjoy numerous things.

Besides great meals and a trip to the USAF Museum , a forum is held on Satur­ day morning and offers great tips and edu­ cational topics.

Guest speakers include well-known Luscombe experts like Gar Williams, Rick Duckworth and Doug Combs. There are many options available for the weekend in­ cluding the use of a beautiful city indoor/ outdoor swimming pool with lighted tennis courts , etc. right at the air­ port 's back door. Other Luscombe members choose to have their own rental car and see other interesting sites like some who visited the Cincinnati Zoo last summer.

The annual Luscombe Conven­ tion at Moraine Airpark treats its visitors to a variety of wonderful things . First, the visual history of Moraine is all around. As you walk in the airport office, you will notice a sign on the brick wall stating that the location of the sign is the water­ mark of a great flood which oc­ curred in 1959 and destroyed more than 70 aircraft. Photos of many rare and one of a kind planes fill the office walls with delight. Manyof 16 MARCH 1996

the photos were actually taken at Moraine during many of the yearly air shows high­ lighting the summer flying season dating back to 1957 and include names like Bevo Howard and Bill Adams. There are Waco biplane photos everywhere and as Lus­ combe visitors walk the hangar rows (eight to be exact), they will find antique bi­ planes filling many of those hangars. You will see many Waco UPF-7s, a 1928 Waco ATO Taperwing and some very famous airplanes like Darrell Montgomery's 450 Super Stearman , Harold Johnson's 1934 Waco UMF-3 and Pete Hein's 1930 Waco CRG. The airport is full of beautiful an­ tique and classic aircraft. When asking questions about biplanes, it will be men­ tioned that Moraine Airpark is home to the first seaplane activity and first ever seaplane base. The Wright Brothers tested planes on the Great Miami River, which circles the airport on three sides.

During WW 1, the military trained pilots near the same location and the nearby Kettering-Moraine Museum houses nu­ merous photos proving that fact. As you take in all the sites around the airport it sets the stage for a real big history lesson , a trip to see the USAF Museum in Fair­ born.

The entire convention is only made possible by a great group of volunteers, most of whom have worked the entire time the Luscombe group has been meet­ ing here which at the end of 1995 was 12 years. REO deserves much of the credit since he has really assumed the entire pro­ ject. This yearly event which takes place the third weekend in June now, requires follow-up work all year long. And besides that , this is just one of many events that Moraine Airpark hosts each summer.

REO and many of his friends also volun­ teer for the annual EAA Funday Sunday Fly-in Air Show which takes place May 12, 1996 for the thirty-third straight year A nice line up of Luscombes on the grass at the 1995 Luscombe Convention at Moraine Airpark, Dayton, OH.

and makes it one of the longest running events of its kind in the same location, in the world. The volunteers spirit really gets things done at Moraine. You see many smiling faces from guests and volun­ teers during the Luscombe weekend.

Everybody has a great time.

There is no doubt, that if you own, fly or just like Luscombes, you owe it to your­ self to attend this convention. The Lus­ combe Association has thousands of mem­ bers and it is worth every penny when you join. Talking with many members over the years, it appears the Luscombe group is really respected and appreciated.

If you plan a visit to the Moraine Air­ park for the annual Luscombe event it is required that you fill out a form so we can provide the necessary items for the week­ end. That form is provided to members in the newsletter. We hope that all Lus­ combe members/owners will get to Moraine for the convention in the years ahead. It would be a shame for any fan of aviation to miss the great time they would have visiting our airport. Hopefully, we will see many of you in 1996 when the Luscombe Convention returns with the 12 plus 1 reunion on June 21-23.

If you need more information, contact the Luscombe Association, 6438 Millbrook Rd, Remus, MI 49340 . 517/561-2393 and 517/561-5151 (Fax) .

'*

Many members make the Luscombe fly-in a regular summertime event. One of those who travels each year to Dayton is J.l. Griffin from Monroe, LA. He even has a shirt to match his red, white and blue color scheme!

A rare 11A Luscombe Sedan, this is serial No. 172, and it belongs to William Wright of EI Cajon, CA.

Cooking up a storm in front of the new airport clubhouse is Ralph (REO) Orndorf. That must be the industrial strength size Weber Kettle!

Jim Zazas settles in for a landing at Moraine Airpark with his newly rebuilt Luscombe SA.

VINTAGE AIRPLANE 17

WHAT OUR MEMBERS ARE RESTORING

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - by

Norm Petersen

Larry Hamacinski's Waco ASO on skis These photos of a beautiful Waco CSO mounted on a set of restored 1931 Marsten skis were sent in by Larry Harmacinski (EAA 241492, AlC 11740) of South Bend, IN. Featuring a Wright R-760 engine of 250 hp swinging a Hamilton G/A metal propeller, the Waco makes for rather spritely performance on skis. Larry doesn 't mention it, but we assume you should wear your "long winter underwear" when flying this open cockpit jewel on skis.

Rare Clamp-On Federal skis These photos of a Piper 1-3 Cub mounted o n a set of Federal 1850 Clamp-On skis were sent in by H ugh McKenna (EAA 24415, A/C 9910) of Oswego, New York. It is easy to fathom how fast the skjs are installed.

The large clamp is pulled tight over the tire and the ca足 bles and bungee are hooked up - ready to go! Federal made just a limited number of pairs of these models using an A1850 ski. You can see the Federal tag on the tail end of the ski. Hugh reports the skis work well although the added height of the gear makes the door a bit high to get into the Cub.

18 MARCH 1996

Jim Kujanpaa's J-3 Cub Standing along side of their Piper J-3 Cub, NC42345, SIN 14595, mounted on Federal A1500 skis are Jim and

Donna Kujanpaa (EAA 253043, A/C 14474) of Austin足 burg, Ohio. These two died-in-the-wool skiplane peo足 ple drove all the way to Oshkosh, WI, to attend the Pio足 neer Skiplane Fly-In on January 20,1996, which was cancelled for lack of snow. However, we had a first class "hangar party" for about 175 folks with about 20 gallons of chili and a huge birthday cake for Audrey Poberezny. Jim and Donna enjoyed the party and told of their many, many Young Eagle flights made with their Cub on wheels and skis. There are few people in this world that enjoy flying more than Jim and Donna Kujanpaa.

Jim Sweet's Aeronca 7AC on skis These photos of Aeronca 7AC Champ, N2627E, SIN 7 AC-6209, mounted on a set of Federal A1500 skis, were sent in owner J im Sweet (EAA 501436, A/C 25039) of Eagan, MN. Jim reports the skis belong to his friend,

Dick Harden (EAA 25488, A/C 3481) and were installed with the help of veteran Minnesota seaplane pilot Loren Schiebe. Note the cleverly designed wheel/ski below the tail which works like a charm, according to Jim. With the 65 hp Continental chugging away, the Champ will haul two husky Minnesotans into the cool air with no problem. The two photos were taken by Kate Sweet.

Andrew King's pre-war T-Craft This photo of a BC-12 Taylorcraft, N23876, SIN 1512, mounted on a set of Federal SC-1 skis was sent in by owner, Andrew King of Centerville, VA. An足 drew reports the picture was taken the first week of February, 1996, and all the local pilots who have gone for a skip lane ride say, "That's the first time on skis since 1958" - which was apparently the last time that Virginia had appreciable snow (until this year!) . The SC-1 skis were borrowed from Jack McCarthy in Maryland and were made in December, 1940. Andy reports they work very nicely on the T-Craft.

Working on a project of your own?

Send your photos along with a short story about your airplane to: H.G. Frautschy, EM, P.O. Box 3086,

Oshkosh, VV154903-3086

VINTAGE AIRPLANE 19

PASS db

BUCK

by E.E. "Buck" Hilbert EAA #21 Ale #5 P.O. Box 424, Union, IL 60 180

Dear Buck, lustflnished rereading your column in the October VINTAGE A IRPL ANE and I couldn't agree more. All of us pi­ lots need to have a better understanding of the FARs. I'm afraid that most ofus don " review the changes as th ey're made, to say nothing ofthe main body it­ self.

I wish more pilots would take the time to perform the preventive maintenance items in Appendix "A. " The more we know about our machines, th e better pi­ lots we become.

As an A&P mechanic, I'm happy to supervise maintenance and repairs for pilots Willing to learn the inner workings of their aircraft. I only wish I didn't ha ve to chargefo r my tim e. Ho wever, an aircraft owner can save mon ey by working along with his/her mechanic to perform work in the proper way.

I also feel that it 's essential for the owner/operator to review the aircraft logs with the A &P. Studying th e STCs and A Ds for possible limitati o ns or changes in operating procedures is very important.

Thanksfor th e great column. You make the information not only interest­ ing but outright entertain ing. Sorry I haven 't taken the time to reply sooner. 1 realize that you don't know if we 're lis­ tening unless you hear from us.

All best wishes, Donald F. D. "Klop " Klopfenstein Portland, OR A/C 12654 Thanks for the note, Klop . Maybe if more owner/pilots felt like you do, air­ planes would be even better maintained.

With yo ur positive attitude and willing­ ness to work with the owner, I ' ll be t your se rvices as an A&P are in strong demand! Over to you.

20 MARCH 1996

Thi s will be a short one! I' m on my way to EAA Chapter I 's open house at Fla-Bob Airport at Rubidoux , California.

One of the main rea sons for be ing out th ere is that I have spent too much time in the office doing all thi s paperwork s tuff and no w I'm going out a nd " re­ new!"

Chapter I is a real cross sec tion of EAA. We ha ve every facet of aviation out there, and some great people. It's al­ ways great to visit with them. Also, Joe Juptner, "Little Joe" to his many friends, wasn ' t able to be at the ceremony to re­ ceive his EAA Antique/Classic Hall of Fame trophy, so guess what? Ole Bucky is going to get the chance to present it to him at the dinner Saturday night with a ll of his aviation friends right there to see it!

I f anyone of our members deserves this Hall of Fame Award, " Little Joe" is it. There isn't an a ntiquer who isn't aware of his books. He has prese rved history in a manner that is of use to any and all history buffs. The nine volumes of his U. S. Civil Aircraft are invaluable, in my mind. They 've been reprinted and are available again. If you haven 't a set you' re missing out!

Also while I ' m out in th e land of " prune pickers" and "oran ge pee lers," I' m going to visi t the Valhalla Cemetery at North Hollywood. You learn some­ thing every day. There is a shrine there to pioneer aviators that I had no idea even existed.

There are 13 pioneer aviators buried there and the list is awesome when you realize how much these early pioneers affected aviation. There are people there like the Moi sants, Bert Acosta, Kinner, a nd Charles Taylor, a machinist who worked with the Wright brothers on their f irst engi nes. Many of these pioneers were OX-5ers , Ea rly Bird s, Silver­ Wingers, 99s, and original members of the Aero Club of California.

Antique airplane historian, author and aviaton good guy, Joe Juptner.

The shrine was shaken up some in the 1994 earthquake and the principals are in the process of refurbishing it. As I un­ derstand it, it will be simi lar to the EAA Memorial W all and will have bronze tablets dedicated to aviators people would like to see enshrined and remem­ bered. ['11 be there for the National Aeronautic Association and hopefully we will have one of those memorials em­ placed to honor and remember Orville and Wilbur Wright.

Orville was the first president of the Aero Club of America, which is now the National Ael'~nautic Assoc iation . Re­ member, too, that Orville signed all the pilot li censes before the Department of Commerce took over that job in 1926. [ think Orville is a fitting candidate. After all, I'll bet he "signed off' every one of the people buried there!

I'll see some of you out there in Southern California during my week visit, and I' ll gi ve you readers a report when I get back . Meanwhile, it's over to you.

IstOne

off the

Line

by H.C. Frautschy

Craig Roberts Brings Back the First Production Cessna 150

(Left) Craig Roberts, EAA 493845, of Aurora, OR found and restored the first model Cessna 150 flown out the factory doors in Wichita, KS.

Looking for a time builder, EAAer Craig Roberts of Au­ rora, OR got a call one day from a friend of his who knew he was in the market for something to fly.

He called from his petroleum job in Canada and said: "You might be inter­ ested in this - they call it the 'original' 150!

You should give them a call!" At first Craig thought perhaps that the airplane was very original, but until he talked to the owner, he didn't realize it was the first model 150.

Gordon Raaber of Wataskewan, Al­ berta did indeed have the very first Cessna 150 to roll down the Wichita production line. An Alberta farmer, Gordon flew the airplane off a private strip on his property, and used it to visit his other friends. Other than a set of larger wheels and tires, the airplane was still pretty original, according to the photos that he sent Craig.

Intrigued, Craig did some basic re­ search on the airplane. Cessna said, yes,

that serial num­ ber was the first one that was built on the line, although they didn't know its whereabouts, they were pretty sure it still existed. They were right!

Not only did it exist, but Craig knew he had to buy the airplane . How could he not? Up to Canada he went, determined to bring home his prize. After he got it home to the Portland, OR area, Craig put another six hours on the Cessna, but it was just so ratty and in desperate need of a restoration, Craig couldn't contain himself - he dove into recreating the late 1950s.

Craig Roberts will be slightly embar­ rassed by my assessment, but I'd consider him to be a mechanical "renaissance man." Older mechanical devices fascinate him, particularly old cars, motorcycles and optical devices, especially telescopes and microscopes. He enjoys rebuilding old machines for many of the same reasons

that we all seem to like older airplanes ­ they were built by hand, and in most cases, the parts can be reproduced using basic machine shop tools and expertise. It's also fun to learn a new (at least to you) skill to bring back a part that seems too far gone to be worth anything.

Restoring exotic cars and motorcycles are what Craig does for a living, but air­ planes have also been among his favorites since he was a youngster. His shop is on the airport in Aurora, and he can peek into other shops and check out the various projects that are ongoing, or bum a ride in something interesting.

A pilot since the age of 18, he had to take a four year sabbatical while the restoration of his time builder proved to be just that, but not in the cockpit - he built time in the shop! The Cessna was his very first aircraft restoration, so Craig worked through a whole raft of new skills.

By 1958, Cessna Aircraft had done VINTAGE AIRPLANE 21

quite well in the past with t heir series of lightplanes. The 120/140 models had been wildly popular with those looking for a two-place flyabout. Up un til 1951 , when the production line was halted , 7,601120 and 140's flew away from Wichita. By the middle fifties , the oversupply of trainers that had glutted the training and two­ place market began to ease, and demand was also there for a trainer with the same characteristics as the new Cessna 172 , Cessna's first tricycle gear lightplane. The 172 had quickly gained a reputation as an easy to fly and inexpensive to maintain. It followed that dealers would like some­ thing like it, only cheaper to buy and run , to introduce prospective customers to Cessna airplanes.

Remember those days? Especially the way advertising executives had to coin every descriptive phrase they could think of when describing various attributes of their assigned products. For Cessna, the tricycle gear became the "Land-O-Matic" gear, and the high lift flaps became "Para­ Lift" flaps. The seat cushions were com­ fortable "Polycloud " cushioned seating, and the heater became the "Blend-Temp" ventilation system. What fun they had, and we all thought it was part of the way things were supposed to be in that day. It 22 MARCH 1996

seems a bit silly today, but I guess we 've grown more sophisticated(?) since then.

By 1958 , th ey were ready to hit the marketplace with the new model , and when they did, a ready made audience was quite willing to pick them up. 122 of them were built in '58, and another 648 were rolled out the factory doors the following year. That first airplane in 1958 was desig­ nated SIN 17001 and registered as N5501E. The pre-production prototype built by the company never made it out the factory doors as anything else than a flying testbed. Cessna used it to test vari­ ous pieces of equipment and airframe modifications, and then finally scrapped it.

The first one they built on the production line was kept by the company for a few years and flown as a demonstrator. It was flown by editors from the various aviation publications, and used by the company to drum up distributor support across the country. In 1960, with 720 hours on it, the first 150 was sold to the Cessna dealer in Long Beach. From there it knocked about until 1972, when it left North Dakota for Canada, first to Winnipeg, Manitoba, then a flying school in Springbank, Alberta, and then to Gordon Raaber in Wataske­ wan. By the time Craig Roberts found it, the airplane had accumulated over 5,000

hours on it, and was quite read y for a re­ build.

How much of a re build was need ed ?

Happily, not all that much. Some of it was strictly cosmetic in nature, and a few parts were replaced for other reasons, but the airplane was very clean as far as corrosion was concerned. Certainly, it had earned a patina over the years , along with a few character marks, but who hasn't over 35 years ? Putting his sheet metal skills to work, Craig replaced both doors , re­ skinned the control surfaces, and replaced some of the metal skin, but not to the point of entirely re-skinning the entire air­ plane. "I was not trying to present the air­ craft as a new aircraft; I'm not fanatical enough that I'd want to re-skin the whole thing - it has 5,000 hours on it and it's been earning its keep, and it's kind of a tribute to the aircraft to leave it pretty much as it was. " That didn't mean it was left grungy!

His experience with polishing metal in the past was put to the test on a grand scale with the Cessna . After the paint was stripped off, he found the airframe to be clean enough to polish. As soon as he saw the bare metal, he knew he could " ... res­ urrect it to some semblance of what it looked like when it was new, or a little

better. It was pretty hard not to over re­ store it these days."

He did spend a lot of time looking for original parts , including new gear legs, wheel pants, brakes, prop and spinner.

(Above) Complete with original wheel pants and Sensenich propeller, Craig and his 150 show off the clean belly of his highly polished airplane. (Right) the cockpit looks just as it did in '58, when Cessna used the airplane as a demon­ strator. Royalite plastic interior panels were repaired as needed, and many little original parts and pieces were collected to put the cockpit in shape.

Even the interior was rebuilt with orig­ inal materials - the new "old stock" seat cushion covers were on a shelf in Ten­ nessee waiting to be discovered. An origi­ nal Narco Superhomer faceplate covers a modern radio and transponder. If he ever feels he needs the ballast, Craig has a fully operational Superhomer he could install.

The prop proved to be quite a chal­ lenge. Before 1960, when Cessna bought McCauley propellers, it wasn't unusual to find a Sensenich prop on one of their air­ planes. Perhaps 1,000 were made , and since that engine/airframe combination

was the only application for that airplane, there just are not that many out there as spares. Fortunately, a prop shop in Ten­ nessee (that state was good to Craig!) had one on the wall, and they took the Mc­ Cauley he had in trade on the Senseruch.

While the engine in the airplane is not the one delivered with the airframe , it is the correct model Continental 0-200, and with only 300 hours on it since a major, Craig really couldn't justify replacing the

engine, even if he could find the original serial numbered engine. Engine details were surprisingly tough to come by for a while. In 1958, what color was it painted?

Were the cylinders black? Finally, after checking with Neal Hall at Continental, he was told the 0-200 engines were painted Continental gray, and the Ran ­ dolph paint color, which is still available, No. 301. The original data plate on the engine had been damaged when it had VINTAGE AIRPLANE 23

been " hot tank" cleaned sometime in the past. Fortunately, he was able to obtain a new Continental Red Seal data plate, this time through Glenn Ramsey at El Reno Aviation. After clear coating th e new plate, six shiny new brass drive screws se­ cured it to the crankcase.

A new firewall was needed, since the o ld one had too many extra ho les and it had begun to corrode pretty severely.

I can't tell you how many restorers I've interviewed over the years who can point out one or two individuals whose help and concern were indispensable to the project.

Craig's Cessna was no exception - Jim Somerset, Canyo n Lake, TX , the man who STC'd the "Texas Taildragger" and

The tail surfaces (above) show the

straight reflections of a beautifully pol­

ished airplane.

(Below) The first 73 Cessna 150 fuse­

lages were built up from 140 fuselages,

and still have the conventional landing

gear boxes in the fuselage. Later mod­

els of the airplane moved the main gear

back 2 inches to put a little more weight

on the nose gear.

24 MARCH 1996

was the chief pilot for the Dee Howard Company for a number of years, con­ tributed immeasurably to the project. Jim had been dismantling 150s for many years, and was good about saving everything of value from the airplanes. Consequently, he had a set of original wheel pants, along with a set of gear legs, spinner, aluminum wing tips, and cockpit control cables. It seemed he had just about every little piece Craig needed. Sadly, Jim never got to see the finished product - he passed away in his sleep in 1994.

Finally, the day came for the final paint to be applied and after seeing an airplane in Coeur D' Alene, ID that still had the origina l paint, Craig was pretty sure he had all the positioning worked out. Dis­ satisfied wit h the appearance of the cur­ rently available replacement markings, he carefully photographed the decals on the airplane and then cleaned them up on a computer grap hics system. He th en had th em printed out on thin self-stick decal material.

After preliminary polishing , th e red trim paint was applied and restoration pro­ gressed until a very black day started with a conversation with a new fri e nd of hi s who was restoring SIN 005 Cessna 150. He had a color photograph for Craig showing his airplane as it was flown by the factory as a demonstrator. Prior to this, Craig had only seen red color schemes for the first 150s, and had never seen a color shot of his airplane. It had blue, not red trim! Nearly at final assembly, he had to strip all of the newly applied paint and have it redone in the correct shade of Colonial Blu e. For the record, the colors listed in a Cessna news release touting the new design were Colonial Blue, Damask Red , and Forest Green.

It 's remarkable how many pieces are still out there waiting for the right restorer to find them. With his connections in the auto restoration trade , Craig was able to find much of upholstery trim and fabric he

need e d , includin g a couple of yards of Oldsmobile tan fabric he needed for the sea ts , a nd the silver chro me tape he needed for some of the highlight stripes.

He was even able to find the silver piping he needed for the seats. Much of it was fo und by an auto upholstery outfit in Port­ land, OR - SMS Auto Fabrics.

One more hurdle needed to be hopped if the airplane was to look as it did when it was first built. It needed the original N­ number. Since it had gone to Canada, the U.S. registration number had been as­ signed to Eastern Airlines, and they put it on a Lockheed Electra. Long since retired

by Eastern, the number sat on the shelf until Craig came along at just the right time. He was able to contact Emilo Ray, who was disposing of Eastern's assets after their bankruptcy. Two years went by, and finally Emilo was able to tell Craig his air­ plane could have its old number back.

Painted in its spiffy blue trim and sport­ ing its o ld N-number, Cra ig and the Cessna hea ded:off on his longest cross country to EAA OSHKOSH ' 95. An early arrival, Cvaig and his airplane got plenty of attention all week, and when it was finally tim e for the award s to be passed out, he was thrilled to hear it had been selected as the Contemporary Grand Champion. For many of us who grew up, at least aeronautically, with the two-place Cessna with the wheel up front , it was neat to see the grandpappy of them all on the flight line. Craig's restoration of this historically significant Contemporary air­ plane underscores why this era of aviation history is significant - civilian aviation was sti ll coming of age and maturing during the 1950s and early '60s, and many of the airplanes we take for granted started pro­ duction during that time. They deserve our attention and TLC, and after seeing Craig 'S treatment of his Cessna, I can't wait to see what else is out there in peo­ ple's garages, just waiting for the fly-in season to start.

*'

Posing in front of the first Vagabond to be restored are John Monnett and his well known "Senior Advisor" and father, 85-year­ old John T. Monnett of Elmhurst, IL.

CUB Recreators

(Continued from page 14) able paperwork was accomplished, the treasured PMA (Parts Manufacturing Approval) was granted and Jim Soares was in the new fuselage business.

To expedite production , all fuselage fittings are punched out of 4130N stock by computer controlled punch presses, ac­ curate to .001" and not marred with nicks or scratches. A cushion of air forced through multiple holes in the punch press bed allows movement of the large sheets with just a fingertip, and prevents chips from digging into the sheet metal.

All tubing is cut in a fixture that makes for perfect end fits in the fuselage jig and ready for finish welding. The real essence of quality in the finished fuselage is the beautiful welding - the beads follow the joints perfectly and flow into the metal like they were made for each other.

I donned a welding mask and watched Lowell Wright, Jim's right hand man , weld numerous beads on a new fuselage and believe me, it was like watching an artist at work. About the only thing missing was the sound of a symphony orchestra . Incidentally, Lowell spends his off-duty time painting the most beau­ tiful artistic paintings you have ever seen.

Another of Jim's top welders is Greg Derrick, a younger man who has carried a torch for restoring bent fuselages and has developed the touch of a first class welder.

In addition, Greg does much of the weld­ ing on sections and parts that go with or

into new fuselages . As Jim says, "Really good welders are hard to find and we have been blessed with some highly skilled people."

Orders for new fuselages have come in from all over the world with heavy em­ phasis on Alaska and the northwestern U.S . Numerous shipments of six Super Cub fuselages at a time have been sent out to waiting customers. Other ship­ ments have been to South Africa, Aus­ tralia , Europe and the Middle East.

Many orders include welded on float fit­ tings (F. Atlee Dodge STC) which are not only stronger than bolted on float fittings, but include a "knuckle" that reduces the twisting moment of loads going into the fitting. In addition , the welded float fit­ ting is covered with fabric and does not a llow water to enter the fuselage in the same way it does around bolts going through the fabric.

While all this has been going on, Jim has been busy getting FAA/PMA ap­ proval for new Super Cub elevators, sta­ bilizers and rudders which have proven to be quite popular, as many PA-18 fuselage buyers specify new tail feathers to go along with their "new" airplane. In ad­ dition, Jim has gained approval for new cabin door and window sections for Super Cubs which are even better than original because they can be opened from the in­ side and the outside (with a special hex key). Again , the workmanship on these units is something to behold, with the cor­

ners all properly squared and carefully welded, the unlatching mechanism smooth as whipped cream and the hinges all welded in place so they only need to be covered, painted and installed.

In addition to handling the increased workload involved in making new aft fuselage sections, complete new fuselages , tail feathers and new doors, Jim continues to restore bent fuselages that come in from all over the country. This past sum­ mer a substantial addition was added to the back end of the huge "barn" to in­ crease floor space and make room for a second computer controlled punch press ­ with a larger capacity than the first one!

In short, Jim Soares lets very little grass grow under his feet.

Being an FAA DMIR (Designated Manufacturing Inspection Representa­ tive), Jim Soares has to inspect every unit and sign all the paperwork before it leaves the shop for delivery to the customer. I'm not saying Jim Soares is " pickey-pickey", but if he puts his name on a part, you can be rest assured that it is 100% correct and meets the specifications to the very last letter. As they sayan TV, " It doesn't get any better than this."

If you want to get in touch with Rocky Mountain Airframe, Inc. write them at 7093 Dry Creek Road, Be/grade, MT 59714-8124.

The phone number is 406-388-6069 and their FAX number is 406-388-0170 . Tell them Norm sent you.

'*

VINTAGE AIRPLANE 25

ystery Plane

by H.G. Frautschy

From the Jack McRae collection comes the March Mystery Plane. It looks a bit like a one of the mysteries from a few years ago, but don't be fooled. Answers need to be in no later than April 25, 1996, for inclusion in the June issue.

Generations of pilots have made aviation a career or avocation. Second generation pilot Richard T . Hansen, of Fresno, CA recognized our December Mystery Plane:

"The Mystery Plane shown on page 9 of your December issue of Vintage Airplane is the "Ellingston Special." It was powered by a 90 hp LeBlond air-cooled engine and had a retractable gear. The unique feature of this airplane was a telescoping wing. You could telescope seven feet of the wings while the airplane was in flight; its 26 MARCH 1996

top speed was then just under 170 mph. Then, extending the wings while in flight, it would land at less than 40 mph.

"The airplane was first test flown on April 23, 1938 in Great Falls, Montana by my father, Earle E. Hansen. One of his log足 books shows a total of six hours on the "Ellingston Specia/."

The airplane was painted black and yellow, and on June 4 of that year, it was flown to an airshow in Helena, Montana. I'm sure that it would attract a crowd at the airshow even today.

"In a conversation I had with Mrs. Ellingston, she stated that the airplane was disassembled and stored in the basement of a hotel they owned. The engine and prop were sold and in足 stalled on a snow sled. Over the years, it was pilfered for parts, and then sold for scrap and nothing remains . It was a sad end to a very unique airplane, but an even sadder end to the dreams of the two men who built and flew it."

Richard also wrote to fill us in on some details about his father:

"My father was killed during the war while in the Army Air Corps Fernjing Group fl ying out of Long Beach, CA. While fer­ rying a brand new airplane, a wing came off over Louisiana in clear weather. It was an unfortunate end for someone who was a race pilot, barnstormer and all that went with fly ing and liv­ ing in that era."

Richard rece ntly res tored a Stearman with an inte resting history ove r a five yea r pe riod . H e started flyin g in 1955, and after a gap in his aerona utica l experie nces he resumed fl ying. H e has pro mi sed to fill us in o n hi s Stea rm a n pro­ ject.

Skeeter Carlson, Spokane, W A adds this:

"The bird has an interesting side note for me that occurred several years ago when attending an OX-5 meeting in Sea ttle,

WA. During the attitude adjustment period I struck up a con­ versation with a man who flew the Ellingston Special during a demonstration for the U.S. Army Air Corps. As usual, it was a windy day at the Montana airport so he elected to land with the wings telescoped all the way in. He had not been told the gear could not come down with the wing at that position and it thor­ oughly jammed on him. A landing on the belly was successful but that terminated the demonstration, and the Army lost inter­ est. I do not know who the OX-5e r was, or if any of the Ellingston Special still exists."

Correct a nswe rs we re also rece ive d fro m Cedric Gal ­ loway, Hesper ia, CA a nd R obert Wynn e, Mercer Island, WA. Our th anks to W. H . H e nto n of Lynnwood, WA for do nati ng the pho tos of the E llingsto n Specia l to the EAA Fo undatio n's Boeing Aeronautical Library. ...

The Ellingston Special, des igned and built by Con Ellingston and Earle E. Hansen. The wingspan, extended, was 32 ft., and seven feet of the total wingspan could be retracted to reduce drag and increase the Special's top speed, (170 mph) while re­ taining a slow (40 mph) landing speed with the wings out. Not bad for an airplane powered by a 90 hp LeBlond! With t he wings extended the top speed was around 110 mph.

These various views show the yellow and black airplane at the Great Falls airport. In the above left photo Con Ellingston, the Special's designer, is on the left, and Earl E. Hansen, co-builder and test pilot is on the right.

According to an article in Popular Aviation published in December 1939, There were also provisions for moving the wing fore and aft to compensate for any C.G. shifts that may have occurred as the wing area varied. In prac­ tice, this feature was never needed.

VINTAGE AIRPLANE 27

New Members

Stephen G. Am undson ........... .....Kearney, NE

Jeffrey A. And erson....... ....... .. ....Arlington, TX

Thomas M. Anderson .............. ....Duluth, MN

Regis Borges Aquino .. .. .... Porto Al egre, Brazil

Robert Badertsch er .. ..... .. ..... .. ....Corva llis, OR

Francis X. Balzer............... ...........Paragon, IN

Lonnie J Barl ow ..... .... ....... ........ .Brighton, CO

Eri c J. Barnhill. ....... .. ......... ...... ....Clemson, SC

Jean J. Belair. .... ... ..St. Albert, Alberta, Canada

Richard F. Brand iger ............... .Rapid City, SD

Leason H. Brown...... ...... ... ............. .Mesa, AZ

Robert W. Buchmann ..... .. ...........wyckoff, NJ

Jordi Cabot. ................ ......... .Barcelona, Spain

G. Cattell .... ............................. Fogelsville, PA

Jerome A. Chanes .... .... ....... .....New York, NY

Thomas A. Chapman ..... ..... ....Jim Thorpe, PA

Joe Cinquanta........ ...... ....... ........ ...Ell ijay, GA

Dr. John Cocker

..... ...... ..... .... .....Newmarket, Ontario, Canada

Albert J. Colunio .............. ...... ...... .Dewitt, NY

Richard ECompton .... ...... .. .....Longmont, CO

John E. Cooley, Jr. .. ... ......... .... .sugar Land, TX

Charl es Cozad ...................... .... ... .Topeka, KS

Bradley Davenport. .............. .......Bou lder, CO

Ru ssell D. DeFields.............. ..... ..Naches, WA

J. L. Dempsey ......... ............ ..... ....... Euless, TX

Donald G. Detri ck .....Green Cove Springs, FL

Paul Dieffenderfer ....... ... ...... ....Lex ington, NC

Cameron Donnelly

... .............. ..... ...........Ca lgary, Alberta,Ca nada

Scott Eberhardt... .... ...... .......... ......Seattle, WA

John W. Emerson .......... .....Warrensburg, MO

Louis A. Eney ....... .. ......... ...... .. Baltimore, MD

Nelson Ezell ............ .. ..........Breckenridge, TX

Andrew Farmer. .......Ca lgary, Alberta, Canada

Robert J. Feak .. .......... ...................wichita, KS

Thomas J. Flieger ........... ...... ..Middletown, NJ

James A. Forbes .....................Shrewsbury, PA

Kent R. Foster ...... ................ .... Man hattan, KS

Ki rk K. Foster .... .. ......... ...........Uniontown, PA

Brian P. Fox .................. .. ..East Petersburg, PA

Richard French.................... ...... .Gulfport, MS

Alton Garrett... ........ .......... .....Forest Park, GA

William Geiger, Sr........... ....Cocoa Beach, FL

Willi am V. Geis ...... .......... ....Connersville, IN

Charl es W. Giles ......Palm Beach Gardens, FL

Mariana Gosnell ...... .. ........ .... .. New York, NY

Gary Granville.. .............. ..........Richfield, MN

Allen C. Gunn .. .............. ................Slidell, LA

Christopher Guss ........... .......... Sandusky, OH

28 MARCH 1996

Ru ssell EHarmuth .. .... .......... ...... ....Avery, CA

Doug A. Hart .......... .... .. .. ......High Ri dge, MO

Henry Hart ............ ................ .Hobesound, FL

Leander Hauri .. .... .. .......... ...Castro Va lley, CA

Edwin E. Henes ....... ..... .... .. New London, OH

David M. Hern ........ .......... ...... .Brockton, MA

Tommy W. Hiltzman ................ Louisville, KY

John W. Hoeppner .. .... .. .... .... Wa uwatosa, WI

Robert L. Hugo.......... .. ............Rochester, WA

Calvin Hulbert............ ............ Clackamas, OR

Jeff M. Iversen ............ .............San Rafael, CA

James F. Ivey.. ...... ........................ .... .Cli nt, TX

Raymond Kalil ...... .... .... ..... ...... .Nashvi lle, TN

Raymond K. Kehl ........ ..... .......... East Troy, WI

W. H. Kinde ll .... ...................... .......Tampa, FL

Russell L. King ...... .. .... .... .......... .. Nowata, OK

Thomas M. (Mi ke) Knight.. .......... .Cherew, SC

Robert T. Konig ...................Minneapolis, MN

Kristi an K. Kortokrax .............. .Cedar Lake, IN

W. L. Koyle . ............ ............Orangevi lle, Ontari o, Canada

Ji m Kevi n Lacey.................. .......... ..Dallas, TX

Llewel lyn Langland...... .... ...... ...Rice Lake, WI

Harry J. Larson...... ...... .... .........Parachute, CO

Timothy J. Lassan...... .... .. .... ........ .. ...Kent, OH

Stephen A. Lawton .. .... ...... .... .... Hillsboro, TN

Glenn R. Mathley ......................whatl ey, MA

Joseph G. Matthews 11 .. .... ........ .....Wilton, CA

Bruce McCullough.... .............. Vero Beach, FL

John H. McKay .............. ......Hackettstown, NJ

William B. McKee 11 ............ Glade Spring, VA

Jeffrey R. Michael. ............ ........ Lexington, NC

Jim Moffett .. ................ .......... ...Savannah, GA

Gregory L. Molyneux ...... .............Arkport, NY

Kay Morgan ...... .............. .Shingle Springs, CA

James R. Murphy ........ .......... .Santa Mari a, CA

Vernon R. Muse ..................... Manchester, CT

Lassi Narvi ...... .......... ..........Jamijarvi, Finland

James K. Newcomer, Jr. .......... ........Miami, FL

Jerry F. Niehaus ............ .......Chesterfield, MO

Ren E. Nitzsche ................ .winter Garden, FL

Conrad Nordquist... ............ ...Costa Mesa, CA

Patrick O' Donnell

.......... .......Langley, British Columbia, Canada

John M. O' Neil. .. ............Summeriand Key, FL

Alvin F. Oien, Jr. ............ .....Port Angeles, WA

Michael O. Overson........ .... .. .... .Overton, NV

Lee Wh itten Peigh.............. Germantown, MD

Christopher S. Peters...... ........ ...Charlotte, NC

Timothy B. Pike.................... .... .. ...Odessa, FL

Barry W. Pipp in .................Saskatoon, Saskatchewan, Canada

Benjamin M. Pri nce .... .... .west Richl and, WA

George M. S. Putnam ....................Tigard, OR

David N. Ray ...... ..............South St. Pau l, MN

Byron M. Reed .... ............ .... .. San Antonio, TX

Guglielmo Ribolla.....................Palermo, Italy

Jack S. Robson.. ...... ................... ..Sorrento, FL

Tim Rothrock...... .... .... ..........Kernersville, NC

Elmer R. Ruddick.....Nakina, Ontari o, Canada

S. J. Rudki n .............. .......... ......Leics, England

David L. Sampson .. .. .......... .Wi nter Haven, FL

John C. Schaake .. .... .... ...... ......North Pole, AK

Richard J. Schall ...... .... .. ........ .......wichita, KS

Joseph Schamberger ..............Thornwood, NY

Eri c Seiberl ich ........ ..................Van Nuys, CA

Mallory Selfri dge .......... ...............Eastford, CT

Eugene F. Shaw, Jr...... .......... .........Reston, VA

Andrew G. Shorter .... .. ........ .... Oceanside, CA

Chris Siderwicz .......... ........Buzzards Bay, MA

Michael Slingluff .............. .....Hilton Head, SC

Bert A. Sm ith .................. .. Incli ne Village, NV

James A. Smith.. ...... .... .. ........ .... Millerton, NY

Richard C. Smith .. ...... .. ............ .. Lake Park, FL

Dr. Richard N. Snyder ...... ..Garrisonvi lle, VA

Rod Squires.......... .......... ................Dixon, CA

Craig Steele ...... .... ..... ..... ........Jacksonville, FL

John E. Stevens...... .... .... ...... ..Los Angeles, CA

George G. Stoddard ................Matamoras, PA

William M. Strother, Jr............ .Colts Neck, NJ

Arthur Studenroth .... ...... .... ............Hobart, IN

Brian D. Stukenberg .............. .......... .Byron, IL

Makoto Sugimoto .... ................ Watarai, Japan

Paul D. Tanzar ...... ...... ........... .........Skokie, IL

Stirling G. Taylor........ .................weston, MA

Chris Thomas...... ..............virginia Beach, VA

Richard O. Thomas .................... Hamilton, IN

John W Threadgi ll ...... ...... .... .... Lexington, TN

Anthony C. Tirri ..........................Carolina, PR

Michael Toman .......................Painsville, OH

David L. Tuck...................Houghton Lake, MI

Dale Turner. .......... .. .................Hampton, NH

Lynn A. Vandevort .................Manitowoc, WI

William S. Walker...........................Stow, OH

Vi ctor Weals...... .... .... ............Seviersville, TN

John J. Weckerle ...................... Plainview, NY

Mark D. Wiebens ........ ........ ......Martinez, CA

Roger W. Wild .... ........... Manitou Springs, CO

Frank Williamson........................ Houston, TX

Rodd L. Young ...... ................. ...Sioux City, IA

MEMBERSHIP

INFORMATION

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

ANTIQUE/CLASSIC

Something to buy, sell or trade? An inexpensive ad in the Vintage Trader

Current EAA members may join the Antique/ may be just the answer to obtaining that elusive part. .40¢ per word, Classic Division and receive VINTAGE AIR­ $6.00 minimum charge. Send your ad and payment to: Vintage Trader, PLANE magazine for an additional $27 per year.

EAA Membership, VINTAGE AIRPLANE mag­ fAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or fax azine and one year membership in the EAA your ad and your VISA or MasterCard number to 414/426-4828. Ads Antique/Classic Division is available for $37 per year (SPORT AVIATION magazine not included). must be received by the 20th of the month for insertion in the issue the

lAC

Il

second month following (e.g., October 20th for the December issue.)

Current EAA members may join the Intemational Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $35 AIRPLANES peryear.

EAA Membership, SPORT AEROBATICS maga­ zine and one year membership in the lAC 1939 STINSON SR-10 (Reliant) - 10434 Division is available for $45 per year (SPORT TT, 598 SMOH , 265 SPOH, KX 175B AVIATION magazine not included).

Trans., KI208 OBS, KT-76A Xponder, ELT. Call John Hopkinson 403/637-2250, FAX WARBIRDS 403/637 -2153. (3-3) Current EAA members may join the EAA Warbirds of America Division and receive WAR­ 1943 G-44 WIDGEON - 3000 TT, 200 BIRDS magazine for an additional $30 per year.

SFOH , 200 SPOH, Oshkosh "Outstanding EAA Membership, WARBIRDS magazine and Ach ievement:" Award winner . John one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION Hopkinson & Associates Ltd., 403/637­ magazine not included).

2250, FAX 403/637-2153. (3-3)

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).

FOREIGN

MEMBERSHIPS

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

EAA AVIATION CENTER

P.O.BOX 3086

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

FAX (414) 426-4873

OFFICE HOURS: 8:15-5:00 MON.-FRI. 1-800-843-3612 MEMBERSHIP DUES TO EAA AND

ITS DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE

CONTRIBUTIONS.

1909 Antionette Replica - Complete except lacks fabric covering. Structure redesigned to FAA requirements . $100,000. Brochure available. Marshall Wood 916/483-8055. (2/97)

MISCELLANEOUS Flying Field - by James Haynes can be purchased by mailing your check to Robins Nest Company, 21 Sunset Lane, Bushnell , IL 61422-9739 . Flying Field is about the historic Monmouth, Illinois airport, "the old­ est continuously operated airport in Illinois."

And, does it ever have good stories! 250 pp - 133 photos. $19.00 includes tax, shipping and handling. An excellent gift anytime of the year. (1-1)

Plans - Ragwing Replicas - Ultralight legal Pietenpol, Pitts, Heath, Church Midwing . Plans $70. Brochure $3 . 312 Gilstrap Drive, Liberty, SC 29657. (9/96)

This & That About the Ercoupe, $14.00. Fly­ About Adventures & the Ercoupe , $17 .95 .

Both books, $25.00. Fly-About, P.O. Box 51144, Denton, Texas 76206. (ufn)

FREE CATALOG - Aviation books and videos. How to, building and restoration tips, historic, flying and entertainment titles.

Call for a free catalog . EM, 1-800-843­ 3612.

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 documen­ tation exclusive to this historic aircraft. Sale of these items supports operating expenses to keep this "Jenny" flying for the aviation public . We appreciate your help. Send SASE to Virginia Aviation, P.O. Box 3365, Warrenton, VA 22186. (ufn) Babbit Bearing Services - Camshaft regrind ing , cam followers reground, pis­ ton rings, piston pins, valves. For ship­ ping instructions, call 1-800-233-6933.

Jack H. Bunton, Machinist, Vintage Engine Machine Works, N.604 Freya, Spokane, WA 99202.

SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d, 4130 chromoly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. Soares, Pres.). 7093 Dry Creek Road, Belgrade, Montana 59714, 406/388­ 6069, FAX 406/388-0170. Repair station No. QK5R148N. VINTAGE AIRPLANE 29

What's A Comet

Made Of? Fly high with a

quality Classic interior

Complete interior assemblies for do-it-yourself installation.

Custom quality at economical prices.

DoLY-FmER... plus

r

genius, perseverence, dedication, perspiration, and a love ot classic aircraft.

Geoffrey de Havilland designed the Comet racer in 1934. A few years later it became the phenomenal Mosquito fighter-bomber.

Tom Wathen's replica chose Poly-Fiber for its March 9 & 10 Mesa AZ

March 23 & 24

Denton TX

Customer Service: 800-362-3490 Other Stuff: 909-684-4280

Post Office Box 3129

Riverside, California 92519

easy application and unri­ valed ourability, and Poly­ Tone because it recreated the satin finish of the '30s.

Try it yourself at one of our Learn-to-Cover Work­ shops, held nationwide.

They're hands on and just $150 a person. And look for us at the Oshkosh and Lakeland fly-ins, too.

Agril27 & 28 Chino CA

May 25 & 26 Puyallup WA

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete product line.

Fabric Selection Guide showing actual sample colors and

styles of materials: $3.00.

Qir'e~RODUCTS'

INC.

259 Lower Morrisville Rd ., Dept. VA Fallsington , PA 19054 (215) 295-4115

Fonnerly Stits

"Out of the clear blue of the western sky... " /'low available through t AA-the complete collection ofJky King television drama.s contained on 16. two hour video ca.ssettes. tach ca.ssette contains four uncut episodes complete with !iabisco spot.

Action. drama. suspense and high flying thrills are part of everyJky King adventure.

Jingle tape price .$24.95 (a content summary for each volume is available upon request). Complete collection (16 tapes/64 episodes) price .$355.95--:/ave over .$40.00. Major credit cards accepted.

The following list of coming events is furnish ed 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.

MARCH 23-24 - BORREGO SPRINGS, CA Borrego Valley Airport. Second annua l Wings and Wheels Show and Fly-In. Camping, RV Parking, special hotel rates.

Weekend fuel special, $1.85 gal. Contact: Chamber of Commerce, 679/767-5555, or the airport, 679/767-7475.

APRil 11-12 - JACKSONVILLE, FL - Herlong Field, L-Bird Fly-In. Mass gaggle fly-off to Sun 'n Fun on the 73th. For info call jon Engle, 904/398-7595, or write him at 974 Waterman Rd. South, jacksonville, FL32207.

APRil 13-14 - NACOGDOCHES, TX - East Texas Airshow '96 WW II, A/C, Experimentals, Aerobatics, Skydivers etc., Airport Camping, Concessions, Nearby Motels (special rates). Contact Bob Dunn, 409/564-727 2.

APRil 14-20 - LAKELAND, FL - 22nd Annual Sun 'n Fun EAA Fl y-In and Convention.

873/644-2437.

APRil 28 - HALF MOON BA Y, CA - Pacific Coast Dream Machines Fly-In and Show, to benefit the Coasts ide Adult Day Health Center. For info call 475/726-2328.

MAY 12 - DA YTON, OH - 33rd annual EAA Chapter 48 Funday Sunday Fly-In Airshow Breakfast. Awards, flea market, displays, and numerous antiques flying the airshow.

Info: 573/878-9832.

MAY 18-19 - HAMPTON, NH - Hampton Airfield. 20th annual Aviation Flea Market.

Fly-In, Drive-In, camping on field. No fees.

No rain date. Anything aviation related OK. Food available. For info, call 603/964­

6749.

MAY 18 - HUNTSVILLE, AL - Moontown air­ port. EAA Chapter 790 Fly-In and airshow.

Call 205/498-3454 for information.

MAY 1 9 - WARW ICK, NY - Warwick Aerodrome. EAA Chapter 507 annual Fly-In 70 a.m. to 4 p.m., Unicom 723.0. Food and trophies, registration for judging closes at 2 p.m. Call Harry Barker at 207/838-7485 for more information.

MAY 24-25 - ATCHISON, Ks - Amelia Earhart Memorial Airport. 30th annual Fly-In, host­ ed by the Kansas City Chapter of the AAA. For info call or write: Gerry Gippner, Fly-In Chairman, 74870 W. 759th St., O lathe, Ks 66067, 973/764-8572 or Lee Crites, 74325 W. 89th St., Lenexa, Ks 66245, 973/888­ 0596.

MAY 26 - ZANESVILLE, O H - EAA Chapter 425 Annua l Fl y-In, Dri ve- In Brea kfast. 8 a.m. - 5 p.m. Sandwiches, etc from noon 'till closing. Riverside A irport. Contact Don Wa hl,674/454-0003.

-~2~=:~~~;~~~=~--~~~'~~~

MAY 31 -jUNE 1 - BARTLESVILLE, OK ­ Frank Ph ilipps Field. BIPLANE EXPO '96.

70th Annual National Biplane Convention and exposition. Biplanes and NBA mem­ bers free; a ll others pay admission.

Contacts: Charl es Harris, Cha i rman, 978/622-8400 or Virgil Gaede, Expo direc­ tor, 9 78/336-3976.

MAY 3-5 - ROANOKE RAPIDS, NC - Annua l Spring Fl y- I n spo nsored by EAA Antique/Classic Chapter 3. All welcome, major speaker, vintage aviation films, tro­ phies in many categories. For info contact Ray Bottom, jr., 804/873-3059.

MAY 17-19 - COLUMBIA, CA - 20th Annual Gathering of Luscombes. Aircraft judging, spot landing and flour bombing contests, and the 4th Annual Great Luscombe Clock Race. For info, contact Doug Clough, 360/893-6623 or Art Moxley, 206/630­ 7086.

JUNE 1 - FOWLERVILLE, M I - Maple Grove airport EAA Chapter 7056 Fly-In, aerobatic demos, lunch, pilot events, rides, hog roast, camping. Call Ron at 577/223-3233.

JUNE 1-2 -GRAVENHURsT, ONTARIO, CANADA - Muskoka A ir Fair. Snowbirds, Oscar Boesch and others. Aviation trade show. For info or booth space, call Lizann Flatt, 705/687-7620.

JUNE 2 - DE KALB, I L - DeKalb-Taylor Municipal A i rport. EAA Chapter 247 Breakfast, 7 a.m . - noon . For info call jack Bennett, 875/756-7772.

JUNE 7-8 - MERCED, CA - 39th Merced West Coast Antique Fly-In. For info contact Merced Pilots Association, P.O. Box 23 72, Merced, CA 95344, or Virginia Morford, 209/383-4632.

JUNE 9 - TOWANDA, PA - Towanda airport (N27) Fly-In Breakfast - all you can eat.

Eggs, sausage, pancakes, 700% pure maple syrup. 7 a.m. -7 p.m .

JUNE 13-16 - ST. LOUIS, MO - Creve Coeur Airport. American W aco Cl ub Fly- In. Contacts: john Ha lterman, 374/434-4856 or Phil Coulson, 676/624-6490.

JUNE 14-16 - CAMARILLO, CA - 76th annual Fathers Day Fly-In, hosted by EAA Chapter 723 and the CA F. H omebuilts, Warbirds, Antiq ues, Cl assics, Pancake breakfast.

Contact: 805/985-4058.

JUNE 16 - LACROSSE, WI - Fath ers Day Fl y/D rive- In breakfast. 0700- 7200. $4 each, PIC is free. D isplays, music, aerobat­ ics. Check NOTAMS. 608/787-5271.

JUNE 16 - REDDING, CA - EAA Chaper 757 Fathers Day Fly-In. Contacts: Bru ce Taylor,

976/275-6456 or Armal Owens, 976/243­

4382.

JUNE 23 - ZANESVILLE, OH - EAA Chapter 425 Air Awareness Day, Fly-In, Drive-In Breakfast. 8 a.m. - 5 p.m. Come enjoy the planes on display and good fellowship.

Riverside Airport. Contact Don Wahl, 674/454-0003.

JUNE 30-jUlY 5 - LAKE GUNTERSVILLE, AL ­ 28th annual convention of the International Cessna 770 Association. Lake Guntersville State Park Lodge. 205/577-5440. Contact Harley Pickett, 205/640-4785. jUlY 23 - ZANESVILLE, OH - EAA Chapter 425 Annual Pancake Day at Parr Airport. 8 a.m. - 5 p.m. Oshkosh bound pilots encour­ aged to fly-in, eat and refuel. Contact Don Wah l, 674/454-0003.

JULY 26-28 - RED LAKE, ONTARIO, CANA­ DA - Norseman Float Plane Festival. For more info, contact the Festival Committee at 807/727-2809. jUlY 27-29 - KEOKUK, IA - Sixth World Wide gathering of L-Birds, then en masse up to Wisconsin for EAA great OSHKOSH '96 on August 7. Contact Irv Linder, 379/524­

6378.

AUGUST 1-7 - OSHKOSH, WI - 44th Annual fAA Fly-In and Sport Aviation Convention.

Wittman Regional Airport. Contact john Burton, fAA, P.O. Box 3086, Oshkosh, WI 54903-3086. 414/426-4800.

AUGUST 3 - ELLSWORTH, KS - EAA Chapter 7727 Fly-In breakfast (Oshkosh stop-over) and Cowtown Day. Call Dale Weinhold, 973-472-4027 (w) or -4309 (h) for info.

AUGUST 30- 31 - HA YWARD, CA - EAA Antique/Classic Chapter 29 Fourth Annual Antique Fly-In and Airshow. Free Early Bird Dinner to all display aircraft on Friday. This is a northern California points event .

Contact Bud Field at 570/455-2300.

AUGUST 31 - MARION, IN - Sixth Annual Fly-In/Cruise- In breakfast sponsored by the Mari on High school Band Boosters.

Antiq ues, Classics, homebuilts, and Antique. classic and custom cars welcomed.

For in formatio n, contact Ray jo hnson at

377/664-2588.

OCTOBER 4-6 - REDDING, CA - Benton Field.

EA A Cha per 757 Oktoberfest. Contacts: Bruce Tay l o r, 976/275-6456 or Armal Owens, 9 76/243-4382.

OCTOBER 13 - TOWANDA, PA - Towanda airport (N27) Fly-In Breakfast - all you can eat. Eggs, sa usage, pancakes, 700% pure maple syrup. 7 a.m. - 7 p.m.

VINTAGE AIRPLANE 31

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When you fly with AUA, Inc., the profes足 sionallevel of service isn't the only benefit

AUA's Exclusive EAA Antique/Classic Division Insurance Program

you notice. Dedication to their clients, very competitive rates and flexible terms are just a few of the reasons AUA is the insurer of choice for many pilots and aircraft owners.

r liability and hull premiums I payments included discounts for multiple aircraft carrying all risk coverages hand-propping exclusion

Aircraft insurance is important.

age penalty component parts endorsements

AUA knows what's important to you 足 great benefits at a reasonable price.

for claim-free renewals carrying all risk coverages

They understand your kind of flying and the aircraft you own. _You can afford to have the best.

Give ;t,.UA a call - it's FREE!

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Remember,

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AVIATION UNLIMITED AGENCY