VA-Vol-25-No-10-Oct-1997

EDITORIAL STAFF Publisher

Tam Paberezny

October 1997

Vol. 25, No. 10

Editor-in-Chief

Jack Cax

Editar

Henry G. Frautschy

CONTENTS

Managing Editar

Golda Cox

Straight & Level l Espie "Butch" Joyce

Art Director

Mike Drucks

2 AlC News

Computer Graphic Specialists

Olivia L. Phillip Jennifer Larsen

Mary Premeau

3 Aerom ail

Associate Editor

Norm Petersen

4 ACNolunteers/ Trish Dorlac

Page 8

8 Mystery Plane/ H.G. Frautschy

EM ANTIQUE/CLASSIC DIVISION, INC. OFFICERS

10 EAA Oshkosh ' 97-Antique / Classic Scrapbook/H.G . Frautschy and Norm Petersen

H.G. Frautschy

Staff Photographers

Jim Koepnick LeeAnn Abrams

Ken Lichtenberg

Advertising/Editorial Assistant

Isabelle Wiske

9 Pass It To Buck / E.E. "Buck" Hi lbert

21 Flying Milkstool, Indeed! 1

Feature Writer

Dennis Parks

Page 10

25 What Our Members Ar e Restoring / Norm Petersen

President Espie "Butch" Joyce P.O. Box 35584 Greensboro, NC 27425 910/393-0344 Secretary Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674

Vice-President George Daubner 2448 Lough Lone Hartford, WI 53027

414/673-5885

Treasurer

Charles Harris

7215 East 46th St.

Tulsa. OK 74145

918/622-8400

DIRECTORS

29 Welcome New Members 30 Vintage Tr ader / Membership Information Page 21 FRONT COVER ... The Grand Champion Classic airplane of EAA Oshkosh '97 is this beautiful 1955 Piper PA-22 Tri-Pacer, restored by partners Kenny Brown and Joe Fleeman of Lawrenceburg, TN. A project tha t included original interior fabric (the reor seat cushion is the original seat, not a reproduc tion!), it had members smiling and remembering the "fabulOUS 50's: EAA photo by EAA Chief photographer Jim Koepnick, shot with a Canon EOS-l n equipped with an 80-200 mm lens. 1/250 sec. @ ili on 100 ASA slide film . EAA Cessna 210 phota plane ftown by Bruce Moore.

BACK COVER ... Along with " Mister Mulligan. 路 master craftsman Jim Younkin, Springdale, AR. created the twa " Mullicoupes路 you see here. The p lay on words highlights the fac t that the airplanes are not replicas of particular airplanes, but a design of Jim 's that comb ines the large size of Mr. Mulligan with the personality of the M onocoupe. Powered with a Pratt & Whitney R-985 engine swinging a Hamilton-Standard prop, the two Mullicoupes were a big hit on the fligh tline at EAA Oshkosh . The red airplane was finished by Jim Younkin, while the blac k aircraft with red scallops was fin ished by Monocoupe e nthusiast and restorer Bud Dake o f St. Louis, MO. EAA photo by EAA Chief photographer Jim Koepnick, shot with a Canon EOS-ln equipped with an 80-200 mm lens. 1/60 sec . @ f20 on 100 ASA slide film.

EAA Cessna 210 photo plane flown by Bruce Moore.

Copyright 漏 1997 by the EAA Antique/Classic Division Inc. All rights reserved.

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

Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EAA Antique/Classic Division, Inc. is $27.00 for current EAA members for 12 month 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 EAA Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AiND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail.

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

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

Material should be sent to: Ed~or, VINTAGE AIRPlANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 9201426-4800.

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 庐 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 prohib~ed.

John Berendt 7645 Echo Point Rd. Cannon Falls, MN 55009 507/263-2414 Phil Coulson 28415 Springbrook Dr. Lowton, MI 49065 616/624-6490

Gene Monis 115C Steve Court, R.R. 2 Roanoke, TX 76262 817/491-9110 Robert C. "Bob" Brauer 9345 S. Hoyne Chicogo, IL 60620 312/779-2105

Joe Dickey 55 Oakey Av. Lawrenceburg, IN 47025

812/537-9354

John S. Copeiand 28-3 Williamsburg Ct.

Shrewsbury, MA 01545 508/842-7867

Dale A. Gustafson 7724 Shady Hill Dr.

Indianapolis, IN 46278

317/293-4430 Robert Uckteig 1708 Boy Oaks Dr.

Albert Lea, MN 56007

507/373-2922 Dean Richardson 6701 Colony Dr. Madison. WI 53717 608/833-1291

StanGomoiI

1042 90th Lane, NE

Minneapolis, MN 55434 612/784-1172

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

Geoff Robison 1521 E. MacGregor Dr.

New Haven, IN 46774

219/493-4724

Jeannie Hill

P.O. Sox 328

Horvard, IL 60033 815/943-7205 Robert D. "Bob" Lumley 1265 South 124th St. Brookfield, WI 53005 4141782-2633

George York

181 Sloboda Av.

Mansfield, OH 44906

419/529-4378

DIRECTORS EMERITUS Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 920/231 -5002

E.E. "Buck" Hilbert P.O. Box 424 Union, IL 60180 815/923-4591

ADVISORS Steve Krog 1002 Heather Ln. Hartford, WI 53027 414/966-7627

Roger Gomoll 321-1/2 S. Broadway Apt. 3 Rochester, MN 55904 507288-2810

David Bennett

403 Tonner Ct.

Roseville, CA 95678

916-782-7025

STRAIGHT & LEVEL

by Espie "Butch" Joyce

Recently, I was reading the newsletter from Antique/Classic Chapter # 19 in west­ ern Colorado . They are in the process of selling their Chapter project, a Taylorcraft.

After having someone agree to buy this air­ craft, the prospective buyer must have had a title search conducted and found an old lien against the title. When the Chapter looked into this matter, they found that the loan company was no longer in business.

What now? I can feel empathy for the ef­ fort that it will take to straighten out this mess.

Several years ago I purchased a Cessna 172 with the idea of putting it on lease­ back with a FBO operator. I ran a title search on it and the FAA indicated that all was "OK." I sent in the request to change ownership and received a new registration in about four to five months; again, every­ thing was just fine, according to the FAA. After having this 172 on lease-back for about a year, I decided that maybe I should sell it and upon showing it to several differ­ ent prospects, one person got serious enough to have a title search done. Then the call came; "I would like to buy your plane, but there is a lien on this aircraft from a loan company in New Jersey." I replied that it must be a mistake, because I have a clear registration, in my name, for the airplane.

"Not to worry, I can straighten this out by having my own title search done and show this person that he made a mistake," I thought. The report came in, and guess what N-number had a lien against it, filed by a New Jersey loan company. In check­ ing with the FAA, I discovered that just be­ cause the aircraft has a lien on it, the FAA will still issue a new certificate of registra­ tion.

Humm, OK. "Why, I'll just call the listed loan com­ pany and ask them to remove the lien," was my next thought.

My call to directory assistance did not help matters as, "Sorry, sir, I cannot find a

listing for that business," was the response. r could see that this was not going to be a good day.

The lien paperwork was 20 years old. I called a buddy who I knew in the area the company was located at one time and he sent me to another person who referred me to another individual. At last J find out the company was the credit union for Hamilton Standard. It looked like we were making headway, except that they had sold the loan business to a bank located in another city.

After chasing down this bank - it had merged with another bank - we discov­ ered the paperwork was still around, but it was located in New York. Great!

More phone calls progressed through four or five people to the point where I was told the bank did not loan money for air­ craft purchases or for any other aviation reason, thank you, and good-bye! To make a long story short, I finally talked to some­ one who would give me enough time on the phone to exp lain my problem. Unfortu­ nately, the person at the bank who I really needed to talk to was on vacation for the next 30 days. Have you ever known a manager who has been on vacation for 30 days who would be interested in this type of problem?

I final lucked out when this lady lis­ tened to my problem and explained that these old records had long since been done away with. They could not write the FAA and release the lien, but that she would write a letter stating that this lien had long ago been satisfied and was no longer in force, and then I could do whatever I wanted with that information. I wrote the FAA and sent in the money, $5 or $10 (be­ lieve me, this is the most important part) and a copy of the letter, and got the paper­ work straightened out. The new owner is happy with the 172 and I am happy. Hope­ fully, my experience will give some of you some resolve - it can be done!

As many of you know, the Monocoupe is the airplane that fl[st got me interested in Antique and Classic aircraft, and then the Antique/Classic movement. In 1969 I pur­ chased a 1936 90A that had been converted from a Lambert 90 hp engine to a Ly­

coming 160 hp engine . I'm pretty sure it was one of the very first conversions of this type back then. Now this conversion has become commonplace, and I might say that it also makes the 90A a real hot rod, perfor­ mance-wise. The aircraft that I am stand­ ing in front of in my picture above is a Monocoupe 110 Special, N 15E. I had the pleasure of helping the late Dick Austin of Greensboro, North Carolina restore this air­ craft some years ago.

I've been trying to get to it for the past two years, and this time I made it. Norma and I attended the 70th anniversary of Monocoupes Fly-In held at Creve Coeur Field, St. Louis, Missouri, September 18­ 21. President Bob Coolbaugh of the Mono­ coupe Club put together a very well orga­ nized and educational fly-in. The theme this year was Monocoupe Madness III, or Monocoupes to Mullicoupes. Bob, with the help ofR. V. Adams, a former Mono­ coupe employee (Parts Manager), had a number of the former factory employees present.

They related a number of great stories to us, most of which we hadn't heard before.

I must mention that Al and Connie Stix of Creve Coeur Field had everyone over to their home for a lavish dinner and social on Thursday night. They treated everyone great. Thanks, AI and Connie. If you are interested, Bob Coolbaugh puts out what he calls a " mostly monthly" newsletter; dues are $15.00 per year. Call him at 703/590­ 2375 or e-mai l tomonocoup@erols.com.

Bob, thanks to you also for a good time.

We continue to have people hand prop­ ping their aircraft and, because they didn't take the time for the correct precautions, it got away from them, damaging aircraft and property. Guys, this costs everyone when this happens. A ten or 15 foot rope does not cost that much. Let's be more careful out there.

Let's also keep this One-on-One mem­ bership campaign a success. Ask a buddy to join the Antique/Classic Division so they too can enjoy our good times. Let's all pull in the same direction for the good of avia­ tion. Remember we are better together.

Join us and have it all! ...

VINTAGE AIRPLANE 1

A/C NEWS

MEMBERSHIP

INFORMATION

EAA

compiled by H .G . Frautschy TYPE CLU BS Once again, we will be including a copy of our Type CLub listing in the December issue of Vintage Airplane, as well as up­ dating that list on our web page , part of EAA's web site at http://www.eaa.org. We will be sending out reminder cards to those clubs already on our list, including those who have not updated their listing(s) in the past two years. Clubs that are no longer active and have not updated their listing via the self addressed, stamped postcards we've included in our mailings over the past two years will be dropped from the 1998 list, so please be certain to return the postcards. With so many clubs adding E­ Mail addresses and web sites, we'd like to include that information in the club list­ ings. If you're the person listed at the con­ tact for your Type Club, you can expect your mailing sometime in mid- to late Oc­ tober.

AERONCA CHAMPS AND CHIEFS Charlie Lasher, who started the Aeronca CLub oh so many years ago, has created two companion volumes to his "Champs and Chiefs" book of over ten years ago .

"Champs and Chiefs - Book Two" and "Book Three" continue the spirit of the first volume, and expand on the technical information included in it. Contact Charlie for pricing at 4660 Parker Ct. , Oviedo, FL 32765, 407/678-3467.

Charlie will also send copies of his added information regarding the current American Champion Service letter No. 406, which details inspections of wood spars installed in Champs. Charlie is con­ cerned that the uninitated might mistake the laminations of Aeronca spars for cracks in the spars, and he adds his opinions to the American Champion information. Send Charlie a self addressed, stamped envelope (SASE) at the address noted above for a copy of his spar inspection sheets.

CUB CLUB - L4 W ING There's now a new editor/publisher for the L-4 Grasshopper Wing. He is Bill Collin, Rt. 2, Box 619, Gould, AR 71643, phone 501 /263-4668 . Write to him di­ rectly if you wish to renew your member­ ship or join the L-4 Wing, as the L-4 Wing is no longer affiliated with the Cub Club.

The club will continue to maintain infor­ mation, blueprints, manual, field approvals, etc., for those of you who have the military version of the Cub. The Cub Club can still 2 OCTOBER 1997

be reached c/o John Bergeson, 6438 W. Millbrook, RD., Remus, MI 49340, 517/561 -2393.

POBJOY NIAGRA V Via E-Mail, we recieved a note from Dr. Dudley E. Smith who is searching for a Pobjoy Niagra V engine for use in a replica he is planning on building of the Flagg Racer. If anyone can help the doctor in his search , you can contact him by phone at 405/325-1094 or 405/325-1088 (Fax).

MCDOWELL STARTER Charlie Lynch, who works for Sikorsky Aircraft when he's not restoring his Tay­ lorcraft, is looking for a McDowell starter for his project. Installation drawings and any other information would also be wel­ come. They were standard items on the Aeronca Chief, and an option on the post­ war Taylorcraft. Chiefs that still have them are pretty rare, and rarer still for the Taylorcraft, but you'll never know who has one unless you ask! Make Charlie's day by call ing him at 203/239-7596 (home) or 203/386-5959 (work) if you can lead him to one of these starters.

WILEY HAUTALA - 1935-1 997 Veteran sea­ plane pilot and float rebuilder, Wiley Hautala, of Ely, Minnesota, passed away on Sepember 7, 1997, from a massive heart attack.

Born in Tower/ Soudan, MN, on August 10, 1935, to Ernest and Elna Hautala, Wiley was named after the famous pilot, Wiley Post, who died in a plane crash in Alaska just five days later on August 15, 1935.

An Army Paratrooper during the Ko­ rean War, Wiley attended Northrop Insti­ tute to earn his A & P rating and later added all the flight ratings. Returning to Ely, MN, he flew bush for many years in­ cluding several with Pat Magie, before settling into the float rebuilding business, where his keen knowledge of all kinds and types of floats was legendary.

Wiley is survived by his wife, Doris, a daughter, Michelle, his mother, E1na, two brothers and a sister. He will be sorely missd by a host of friends in the seaplane world. - Norm Petersen

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

Current EAA members may j oin the Antique/ Classic Division and receive VINTAGE AIR­ PLANE magazine for an additional $27 per year.

EAA Membership, VINTAGE AIRPLANE mag­ azine and one year membership in the EAA Antique/Classic Division is available for $37 per year (SPORT AVIATION magazine not included).

lAC

Current EAA members may join the Intemational Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year.

EAA Membership, SPORT AEROBATICS maga­ zine and one year membership in the lAC Division is available for $50 per year (SPORT AVIATION magazine not included).

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Current EAA members may join the EAA Warbirds of America Division and receive WAR­ BIRDS magazine for an additional $35 per year.

EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION magazine not included).

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Current EAA members may receive EAA EXPER­ IMENTER magazine for an additional $20 per

year.

EAA Membership and EAA EXPERIMENTER

magazine is available for $30 per year (SPORT

AVIATION magazine not included).

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VINTAGE

AeroMail

ALASKA ROBIN HISTORY Dear Ed Gelvin, The article about your "Alaska Robin" in the most recent issue of Vintage Air­ plane by H. G. Frautschy was of particular interest to me.

For 8-1/2 years I have been compiling the history of aviation in the Wausau area from 1911, when the first local man flew here to the present time. The article's phrase, "The Robin arrived in Alaska in 1939" set off an alarm bell, and when I rushed to my newspaper item collection, I found the enclosed news article from the Wausau Daily Record-Herald on February 20, 1939.

Not being sure it was the same plane, I went to my copies of Archie Towle's log­ book and found that he flew 922K for the first time in 1938 and it had a Challenger 185 hp engine. Furthermore, he was listed as the owner in the 1939 list of certificated aircraft in Wisconsin.

Also, the daily airport log kept by the manager's wife, Margaret Towle, shows that Curtiss Robin 922K was flown into the Wausau airport at least four times in May and June of 1938 by John Cullen ofMed­ ford, a small town 30 miles northwest of Wausau . I assume that Cullen was the owner during that time.

A list of certificated aircraft owners in Wisconsin for 1936 shows the owner of Robin 922K to be the Manitowoc Air Ser­ vice in Manitowoc, Wisconsin, a town on the shore of Lake Michigan.

You may already have some of this in­ formation, but if not, I thought you would be interested in this coincidence. I have over 700 photos in my collection but have not found one of 922K, probably because Archie Towle apparently owned it a rela­ tively short time.

I congratulate you on your efforts to re­ trieve and restore 922K. It is a marvelous accomplishment.

Sincerely, Robert C. Wylie EAA 78593, AlC 23300

TOWER INTRUSION Airstrip, Tractor and Mower Possibly For Sale. Please call after the fight.

My brother-in-law arrived at my farm the other day in his old 7 AC. As soon as he could shut down the throbbing A-65 and dis­ mount, he came running to me with a large brown envelope. My thoughts flashed from his winning the lottery to a new set of plans for the next project. The contents held none

of these, nor anything good at all. About two weeks earlier they had noticed some construction just to the south of their run­ way. As the equipment got larger and heav­ ier, they decided to investigate. What they found could change their lives forever.

Crown Network Systems, Inc. of Pitts­ burgh, Pennsylvania had started to prepare a site including an access road for a 525 foot AGL, 1945 foot MSL tower. This tower would be located only 1584 feet south of the runway at the Thermal G Glid­ erport owned by the Gehrlein family in Erie, Pennsylvania.

Now, a lot of you know this place. It has been an airport for over 40 years. Its origins go back way before 1957 when the elder Larry Gehrlein had a dream to build and operate his own glider operation. A lot of blood, sweat, tears and years by the en­ tire family made the Thermal Gone of the few, and certainly the finest, early soaring sites in this country.

Today two of Larry 's sons, Jay and Rod, still maintain the airport on a private basis . They also use the location as the base of operations for Gehrlein Products, a certified repair station for sailplane repair, including the latest technologies used in construction today. These people are into aviation - trust me. A quick walk and some nosing into the hangars will reveal a Heath Baby Bullet, Aeronca C-3, Pitts, Volmer, Baby Ace, Cub, Champ, Newport replica, gliders, ultralights, balloons and too much memorabilia to mention.

This new tower will be located directly on the downwind leg of their east-west sod strip. It is definitely a hazard to air naviga­ tion, but the Gehrleins were not included in the FAA Aeronautical Study Mailing. I also have a private airstrip of my own that has been in existence for over 40 years .

Now, all of us out there who mow all of that grass just for the love of it should take note . The FAA does not recognize a pri­ vate airstrip as part of our airspace system that we so dearly pay for every April 15th.

(Not to mention each and every gallon of Avgas!) The study for this, "Obstruction To Air Navigation," in this case, went to the commercial airports (two) in the neigh­ borhood. Some other interesting facts in this case. This airport is located on the highest ground just south of Erie where the communications business has created a "TV alley."

Years ago the same problem faced the Gehrleins, which prompted a legal battle.

The Gehrleins won that one. The tower

went to the "antenna farm" on the north side of their airport. At that time the local township, which is still in business today, put a law on the books stating that no struc­ ture can interfere with the operation of any airport. Now how do projects like this get started with laws on the books and federal studies not completed?

I flew this downwind the other day in my C-170 and the site is ready for the steel with the tower bases and neat little build­ ings all completed. And the deadline for FAA comments was still ten days away.

Crown Systems knew that with their size, power and resources they could not lose this one. Oh, yes, we did not even mention the Commonwealth of Pennsylvania. Don't bother, although they are great at sending the private airport renewal bill right on time. I hope that you aviators living in other states get getter support from your aviation departments.

On the bright side, all of the aviation community involved with this MESS feel that they have won Round One. The local newspaper printed a great article sympa­ thizing with the Gehrleins. A local TV sta­ tion showed up at the field a day before the township meeting was scheduled to address this problem. Jay couldn't get the 7AC out of the barn fast enough to provide aerial shots. At the meeting it was evident that the local residents were really becoming aware of the situation. The opposition to the new antenna location was unanimous.

Guess what? The township supervisors have now changed their thoughts from whatever motivated them to let this project get underway in the first place. Amazing what the voters can do to politicians' think­ ing. After the meeting, the supervisors ap­ proached the Gehrleins and said that they had evoked a "cease and desist" order against the construction. Crown's attor­ neys were on the phone the following morning.

Your aviation alphabet associations can help you save the private airports.

Now get ready for Round Two. Gene D. (Pete) Engelskirger EAA 394286, AIC 18337 HinkleY, OH A phone update with Pete mentioned that more positive steps have been taken to stop the construction o/the tower, includ­ ing a second visit from the local TV station.

The Township, to their credit, realizes and admits they made a mistake in approving

(Continued on pg 28) VINTAGE AIRPLANE 3

ANTIQUE/CLASSIC

WORKSHOP TENT

, before you head off to the EAA Forums up north of the Control Tower, be sure and check out the Workshop tent next to the Red Bam! Operating every day during the Convention ...even the day before ...this is a great place to get your hands busy and learn the techniques you need to know to FINISH that long overdue project!

The A/ C Workshop is manned by the fLne gentlemen from Antique/Classic Chapter 11 out of Wauwatosa, Wisconsin. There is no need to doubt the capabilities of these men. They have earned their expertise through good old hands-on experience!

Every Tuesday they travel to the Kermit Weeks Hangar and volunteer. They have put in over 5,000 hours working on planes including the B-17 and P-51. They even 'beefed up' the ribs on the Curtiss Robin!

Here is a partial list of the things you could have learned this year at Oshkosh: Safety wiring, including bolts and turnbuckles Spray painting, with outside air respiration Crack and Leak Detection Metal Shrinking George Meade, AlC Workshop chairman, instructs Carl Campbell in the exact art of rib足 Metal Forming stitching.

Acrylic Windows, including cutting, drilling and polishing.

by

Patricia "Trish" Dorlac

Fabric Work

Don Marrissette, co-chairman of the Workshop tent, and Dane Volzke examine a crack in a Cessna 170 axle using a Spotcheck tool kit.

4 OCTOBER 1997

While the division provides the tent, tables and chairs, this group usually brings everything else used in the work足 shop. This year they received supplies donated by PolyFiber, Magnafiux, Fast Tech and U.S. Industrial Tool & Supply Company. OUf thanks to these fme sup足 pliers!

Although absent this year, Airtex usu足 ally puts a new interior into a Cessna 170. President Don Stretch already has secured a Cessna 170 to work on at next years Convention. If you need to learn how to do your interior, take advantage of this wonderful opportunity!

If you have always wanted to know

more about the Curtiss OX-5, this is the place to see parts and engines from this flying machine. There are several other old engines around if you have questions or just want to see them. Red Perkins has been our expert on the OX-5 and his absence this year left a great void. Red learned to fly in a Jenny and later helped to maintain the engine in Dale Crite ' s 19l1 Curtiss Pusher.

Paul Poberezny had the idea of the Antique/Classic Division providing people Red Perkins (left), with a hands on aircraft restoration experi­ discusses t he ence, and the Workshop Tent was brought Curtiss OX-5 with into existence. Chairman George Meade one of the many was approached by Art Morgan about 10­ v i sitors in the 12 years ago and with the help of other AIC Workshop dedicated foLks, got it off to a great start. tent.

Rich Fischler is the vice-chair­ man and Clarence Schreiber and Don Morrissette are the co-chai rmen . Other people who keep this operation going all week include Demosthenes Staver and Jerry Cutsforth .

The time and effort these gen­ tlemen put into the workshop tent is greatly appreciated by the many of us who need to learn skills that just are not taught at the local community college!

George says that the great­ est benefit they get is helping someone else. Someone can come in to learn how to do something and can walk away havi ng mastered the skill by havi ng the opportunity to actually do it with people who are experienced and can teach them! One of the interesting things that was taught this year was an approac h for crack a nd leak detect ion.

Referred to a lso as the AlC Chapter 11 representatives who help make the AlC Workshop tent operations run so 'aerosol container method', it smoothly, f r om left to right are: George Meade (Chairman), Bob Whitehouse, (visitor), consists of three easy steps: Demosthenes Staver, Jeff Custforth, Don Morrissette (co-chairman), and Clarence Schreiber I) Spray item that yo u are (co-chairman). chec king for leaks with a cleaner and wi pe clean. 2) Spray item with a red penetrant and wipe off with a clean cloth. 3) Spray with a white developer that will show bleed red in areas with cracks!

One of the most interesting years was when there was a Pietenpol project that kept people involved all week long. The owner was an older gentleman (in his mid-80s) who desired to see it finished so that he could fly it! Workshop was able to complete a great deal of it in the two years they had it.. .that is only two WEEKS in Oshkosh time. In just that lit­ tle amount of time, with a lot of enthusi­ astic volunteers, they were able to ready the wing for painting and remove the Jon Goldenbaum, of Poly-Fiber, conducts the fabric covering original muslin fabric (on since 1930) seminar in the AlC Workshop tent.

VINTAGE AIRPLANE 5

from the fuse lage and prepare it for recover­ ing! George said the participation was great, partly due to the high rate of interest. The owner was there helping out as well!

If you have decided that NEXT year is the year you are going to get that project done, be sure to go by the Works hop Tent and glean some knowledge from this great bunch of volunteers!

TRAM TIME IN THE ANTIQUE

CLASSIC DIVISION

As if the Workshop Tent was not enough for the members of Chapter 11, another Chapter project was completed this year!

Dave Broadfoot (who has also been a volunteer in the work­ shop tent) bought and convert­ ed a trailer for our area. He installed smaller wheels and added a ramp to enable wheel­ chair access, although many others also enjoyed this wel­ come respite from walking!

Many other members from the chapter helped with the weld­ ing and other areas of con­ struction on this trailer. What a great idea! Hats off to the fine folks in Chapter II for helping to make Oshkosh a better place to be!

Rich Fischler (left) and Clarence Schreiber listen in on the fabric dis­ cussion.

EARL NICHOLAS: BACKSTAGE VOLUN­

TEER OF THE YEAR

If you have not met Earl,

you probably have not been to Oshkosh. Earl has done every­ thing from flight line opera­ tions to manpower to the Aerogram, not to mention everything else. If something Donald Hyra, yet another member of AlC Chapter 11, volunteers some time operating the needs to be done, chances are Tram.

Earl is the one that wi ll be asked to do it! Every time I was in the Aerogram building this summer, someone was looking for Earl! "Earl, could you please ...." and naturally, as soon as he could, Earl would take care of the request.

Earl actually brings the equipment for the Aerogram operations and troubleshoots all computer problems. No wonder Earl was the Backstage Volunteer of the Year fo r this year's Oshkosh extravaganza. It is people like Earl who make it just that! THANK YOU EARL FOR ALL YOU DO!!!!

RANDY HYTRY: FLIGHTLINE

VOLUNTEER OF THE YEAR

Recognized at this year's annual Antique Classic Vol unteer party as the "Masterfu l Man Who Moves Heavy Metal Pl anes," Randy has been a point opera tor on the flightline for many years. He commutes daily and this year worked typical Oshkosh hours in spite of his involvement with a great band Uazz and a ll that good stuff!).

6 OCTOBER 1997

Anna Osborn, Jason Hartwing, and Earl Nicholas, the 1997 Antique/Classic "Behind the Scenes" Volunteer of the year.

Randy ... congratulations on your award and THANK YOV for all of your years of service!

GEOFF ROBISON and EARL NICHOLAS ...Printing up

award certificates!

LINDA BETZOLDT...Premier cake cutter/server!

WOW, WHAT A PARTY!!!

MIKE KOSTA. ..Dual instruction assistant!

STEVE 'ICEMAN' WHELAN...Ice delivery!

Special thanks to all who helped me with this year's volunteer

CHAPTER 11 ....For allowing us to invade their space!

party!

AVA. ..Generous sponsors!

DUBIOUS AWARD RECIPIENTS ....for your gracious

TIM FOX and the entire security team .. ..Exceptional pizza

delivery!

acceptance of your certificates!

(Editor's Note: Trish will give me an aw, shucks look when I DAVE and NANCY BELTZ and BOB HVNT ... Drink and

tent set up!

say this, but she missed one essential element of the volunteer GLORIA and PAUL BEECROFT..Cake pick up and delivery! party - her. In addition to her instructional duties training new WALT 'BOSEPHUS' DORLAC...Assistant extraordinaire!

Flight Line Volunteers, Trish spent her abbreviated stay at the SUE and DWAYNE TROVILLION ... For preparing door

Convention chasing down additional stories for the Volunteer column, and coordinating the plans for the AIC Volunteer party. prizes!

BOB LUMLEY ...Providing video entertainment of the BEST Three cheers for Trish Dorlac, organizer extraordinaire! - HGF) group of volunteers!

Thanks everyone! See you next year!

*

Harvey Highspeed, AKA Dave Beltz, lent a whimsical air to the goings on in the AlC area this year. In the tradition of "Where's Waldo," members were kept busy all week keeping an eye out for Harvey.

Thanks, Dave!

(Above) Our " Art Morgan Flightline Volunteer of the Year" is this smiling fellow, Randy Hytry. This shot is par足 ticularly rare, as, 1) Randy is inside, and 2) he is sitting down. He can be found during almost every daylight hour, directing aircraft traffic at the AlC "Point Fondy," during which he rarely has a chance to sit. Fortunately, his wry sense of humor helps keep everybody on their toes down in the south half of the AlC parking area.

Geoff Robison accepts his "Keeping the Cool" award from Tim Fox and Dave Beltz during the annual AlC Volunteer party, one of the benefits of volunteering during the Convention!

VINTAGE AIRPLANE 7

This month 's Mystery Plane is from the collection of Curt Szymanski, Mukwonago, WI. Hisfamity has had afew glass plate negatives ofthe early days ofaviation in their possession for many years. We have no clue as to the photograph's loca­ tion, nor do we know the aircraft type. Answers need to be at EAA HQ no later than November 26, 1997 for inclusion in the January issue of Vintage Airplane.

We are still open to your suggestions for Mystery Planes, and you can send in your candidates to the address shown at the end ofthe article.

The July Mystery Plane was a repeat from 1989, as pointed out by a few read­ ers . It was the Paramount Sportster of 1931. Designed by Ralph Johnson, the Sportster was fitted with a pair of floats at the request of Joseph Behse, Paramount's founder, who felt an airplane from the Great Lakes ought to be fitted with floats.

First flown on April 10, 1931, it was placed on display during the National Air­ craft Show in Detroit in mid-April, 1931.

On May 16, 1931 Behse and mecha n ic Whitney Merritt took the Sportster up for a demonstration flight. It didn't last long­ the airplane climbed to only about 150 feet before it entered a right tum and dove into the water of the Saginaw River, killing Merritt and Behse.

Answers were received from Herb de­ Bruyn, Bellevue, WA ; L.F . Bud Rogers, Deland, FL; Lennart Johnsson, Eldsberga, Sweden and Robert Pauley, Farmington, MI, who wrote the article accompanying the answer published in the June 1989 is­ sue of Vintage Airplane. ...

Plane

by H.C. Frautschy

Send your Mystery Plane correspondence to: Vintage Mystery Plane

EAA P.O. Box 3086

Oshkosh, WI 54903-3086

(Above and below) The Paramount Sportster, powered by a 110 hp Warner engine and, according to our resident float expert Norm Petersen, fitted with a pair of Air­ c raft Products Co. (APC), floats. Light yellow with a black stripe, the Sportster looked pretty good , but its looks didn't speak for its flying characteristics - it c rashed only a month after being completed, killing the company president and a mechanic.

Arriving just a day too late to make it in the September i ssue was a note from Dick Simpson of Birmingham, AL. He enclosed this photo of Huff-Daland Petrel No. 62 as the engine was being run up prior to final assembly. Restored by EAA Chapter 152, it is on d isplay in Birmingham ' s Southern Museum of Flight.

VINTAGE AIRPLANE 8

PASS db

BUCK

by E.E. "Buck" Hilbert EAA #21 NC #5 P.O. Box 424, Union, IL 60180 It's coming back, yeah! There it is on the overhead. Another one of the switches and gadgets so prevalent of these DC-6Bs. I' m sitting in the right seat of a Cargo DC-6B up at Anchorage, Alaska. I've come up here on National Aeronautical As­ sociation business, and when I saw the tail number, I had a sudden bout with past memory. This is one of my United air­ planes. I haven ' t been near one for many years; I must look at this one!

Sitting in the right seat seems natural.

All the switches and direct reading gauges are right where they should be. I close my eyes and begin to recite the old memory bank.

Engine failure on takeoff- throttle­ feather-mixture-firewall shut off- runs through my mind. The other procedures committed to memory so many years ago come surging through . Small wonder, I muse; after all, I had flown from this seat almost ten years and accumulated about 7500 hours. That should make some sort of permanent imprint, right?

Well, things change and you move on.

My next step was jet flying and the Car­ ave lie. From there it was back to Douglas again and the DC-8s- still in the right seat.

Then the time came when a Captain va­ cancy opened up and it was back to the DC-6.

Talk about shock! Ground school was a refresher course, a pleasant return to old fa­ miliar terminology of manifold pressure , rpm , boost pumps and the like . No more thrust lever and high pressure fue l cocks and tail pipes. This was the real flying where you counted eight blades, turned the switch on, got it running on the primer, brought in the mixture, called oil pressure and let it idle while you started the other three.

When you took the "salute" and re­ 9 OCTOBER 1997

leased the brakes, the airplane moved. You didn't have to add throttle; idle was power enough. On the run up pad you took about ten minutes to go through the entire proce­ dure of checking the props, the mags, all the gauges, manual, auto feather, reversing and anti-detonation injection sys tems .

Then , and only then , you went through about a 21 item pre-takeoff check list, called the tower and it was time to go.

Here is where the memory items were reviewed. As yo u took position on the run­ way, your mind was arming itself to the disaster position. Engine failure on takeoff procedures run through your mind . You brief the crew as to what you plan to do in the event of an emergency . The pilot fly­ ing will FLY the airplane. The pilot NOT flying will handle the emergency along with the Flight Engineer. After the situa­ tion is under control, the deci sion to return to the airport, or any further action, will be the Captain's choice.

All this was coming back to me as I sat there in that right seat. I was living my past and thinking of all the wonderful, and sometimes not so wonderful, people I'd flown with in those years and hours so long ago. It didn't seem like that long ago; it felt like I'd come home. But then I thought of that upgrade to Captain.

After jet flying for four years, the first shock in the school was the ever so compli­ cated systems reviews. The cabin air-con­ ditioning and pressurization- crude, yes, and not too effective on the ground; the lack of an APU (auxiliary power unit) to provide ground air-conditioning; the com­ plications of things like engine oil quantity.

Hey, the jet measures it's oil consumption in pints. Here we tolerate gallons!

And so on. The review brought back memories I hadn't thought of in the past four years, and the FAA oral was a piece of cake . It lasted four hours and 15 minutes.

The company check pi lot objected strenu­ ously to the detail the FAA inspector was going through and was shocked at his re­ ply. "I'm learning things about this air­ plane I never knew - he has long passed the oral, I'm getting an education!"

What he didn't know or appreciate was that I had grown up career-wise with this

airplane . I had spe nt days at the United Airlines maintenance base following the airplane through major maintenance . I watched an airplane taxi into the overhaul dock, and over the next seven days be com­ pletely disassembled down to the bare air­ frame. Every piece came off; all the wiring and plumbing was either replaced or re­ worked. The structures were X-rayed, dye checked, Eddy Current or Sonic inspected, and the bare airframe was given a clean "good as new."

The engines, prope llers and all the ac­ cessories were off, going through the ac­ cessory overhaul and engine shops while the airframe work was being done . The landing gear came off the airplane was brought back and the reassembly began.

The disassembly took two and a half to three days; the reassembly of all the over­ hauled and inspected parts and roll-out for flight test took four and a half or five days.

When it came out of the base , there wasn't any term other than " new" to con­ tend with. Resplendent in new upholstery, new paint, newly overhauled engines, pro­ pellers and accessories, all new hydraulics, hey- it was a "NEW" airplane again.

And I was right in the middle of all that.

I'd check out a pair of coveralls and get right in there with the wrenchers, the acces­ sory overhaul people, the hydraulic and en­ gine shops, the propeller boys and the in­ spectors. I knew what every weep hole and ram air duct on that airplane was for, and I was ever so proud of the job the crews at the maintenance base in San Francisco did.

Anyway, after the oral came the check ride, and that was a shocker. We had simu­ lators for all the practice stuff like proce­ dures, both standard operating and emer­ gency, and flying the simulator was tough because it was all instruments, no visual references, and you flew it all the time. It didn't exhibit the natural flying characteris­ tics of the airplane. It wasn ' t supposed to.

If you could do a reasonable job of operat­ ing the simulator, you could fly the air­ plane.

But the proof was in the final flight check. That part, after the engine out on takeoff, the air work , stalls, steep turns,

(Continued On Page 33)

'97

(Below) The Classic Judging crew consisted of (front row, left to right) Joan Steinberger, Jerry Gippner, Kevin Pratt, John Swander and Frank Moynahan. In the back row we have: Clyde Bourgeois, Larry Keitel, Frank Bass, George York, John Womack, Carol Womack, Steve Bender, Dean Richardson, Chuck Johanson, Paul " CO" Stephenson, and Shy Smith.

(Above) Our Contemporary Judges this year were Jeff Anderson, Tim Greene, Becky Greene, Rick Duckworth, Dick Knutson, Dan Knutson and Art Anderson.

10 OCTOBER 1997

Built especially for Tex Rankin's Hollywood Air Aces, the diminutive 1938 MG-2 Special has been restored by Jim Moss of Graham, WA. Another of the crowd's favorite air足 planes, it was presented with the Champion Antique Custom Built trophy.

Antique/Classic Jcrapbook

by H.G. Frautschy and liorm Petersen Volunteers fill many jobs during the Convention, and one of the biggest groups who give their time are the Antique, Classic and Contemporary judges. A thankless job at times, they give their time willingly.

(Left) The Antique judges are, from left to right, starting in the front row, Bob Wilson, Don Coleman, Steve Dawson, Gene Morris, Xen Motsinger, Jerry Brown, and in the back row, Dale Gustafson, Bill Johnson, Dave Clark, Dave Morrow, Ken Morris, Phil Coulson and Dave Anderson. Represented by the hat in front is Mike Shaver.

(Below) The Grand

Champion Antique for

1997 is Tom Wright's

(right) Beechcraft Stag足

gerwing D17S, an足

other extraordinary

E Staggerwing restor足 ~ ation by Bern "Doc" ::; Vocke and his crew ~ in Sandwich, IL. It was ..., last year's Reserve Grand Champion.

VINTAGE AIRPLANE 11

(Left) The Cunningham-Hall PT足 6F ("F" is for freighter) has been resurrected by Greg Herrick and the folks at HO Aircraft in Anoka, MN. Part of the Golden Wings Flying Museum of Anoka County Airport, it had been kept from harm for many years by Gene Frank of Caldwell, Idaho, who has saved many an antique airplane from oblivion.

The Cunningham-Hall was awarded the Bronze Age Outstanding Closed Cockpit Biplane trophy.

It was a "double scoop" week for Greg, as along with the Cunningham-Hall he was able to display the newly restored Buhl Sport Air Sedan, Model CA足 3D/E. Designed by the famous Ettienne Dormoy (of "Dormoy Bathtub" fame), this Sport Air Sedan was used by the Packard Motor Company to demonstrate their air足 craft diesel engine.

The Buhl was selected as the Antique Silver Age Runner-Up. While on the flightline, the two air足 planes constantly had a crowd around them.

Tim Talen, of Springfteld, OR was partced way down past row 120 with his Stinson HW75, but the judges knew where he was,

and they had a great time pouring over his extensive restoration book. A beautHul piece of wort<, Tim's Stinson was given the Bronze Age Champion trophy.

Ken Uchtenberg

12 OCTOBER 1997

(Right) W.F. Bohannan, of Columbus, OH and his son, Bill Jr. of Carefree, AZ, pause in front of their 1936 Waco YKS-6 that was recently restored. Neatly rebuilt, the YKS-6 has long been a favorite of Waco fans everywhere.

(Left) Worked on by the late Bud Kilbey, South Bend, IN and finished by Ted Davis for Bud's son Mark, this 1930 Waco ATO "Taperwing" is the 1997 Antique/Classic Silver Age Champion. Bud had worked on the project for many years, and its com足 pletion serves as a way to honor him, a well respected restorer. Many members will recall Bud's Fleet restoration of a number of years ago.

(Below) The WW II era Champion in the Antique category is this D17S Stagger足 wing Beech owned and flown by Stephen Johnson, Bloomington, IN. Stephen even had a model of his Staggerwing on display alongside the original. Mike Stanko's Gemco Aviation, Youngstown, OH did the beautiful restoration of the Beechcraft.

A "busman's holiday" sort of project, Steve Dyer (left), his son Jim (right) and daughter Wendy rebuilt this Beechcraft Staggerwing (below) so well, it was awarded the Antique Reserve Grand Champion tro足 phy. Steve is the proprietor of Univair, the supplier of PMA'd parts for many of our vintage airplanes.

(Left) The Antique Transport Category Champion was this beautiful Continental Airlines DC-3, shown here during a stopover at Chicago's Meigs Field.

Continental showed its support of Meigs by volunteering to give rides to many of the people who fought hard to save the lakefront general aviation field, including members of the "Tuskeegee Airmen" and "Friends of Meigs Field." Shown with the airplane in period stewardess uniforms are Continental Flight Attendants Carmen Franks (left) and Joy Lou.

(Right) Lori and Bob Kitslaar, Luxemburg, WI have enjoyed their custom Stearman, the "Flying Dutchman," for a number of years.

Bob's latest addition to the Stearman is the slick looking spin足 ner and engine fairing, reminiscent of the combination used on the Stearman C3. Built with a crafts足 man's touch, the addition looks great on their custom biplane.

(Left) The Smith family of Erie, PA brought their pretty Taylor J-2 Cub restoration to the Convention with a great story to tell. The elder Mr. Smith, Robert, owned this very airplane in partnership with his brother Donald as the second owners of the airplane before WW II.

Keeping a bare metal 1949 Beechcraft Bonanza bright and shiny is a never ending task, as demonstrated by Doug Steen (above, right). This very nice looking Beech is owned by Waldo Steen of Mt. Laurel, NJ. Here, the lower side of the wing gets the "polish on, polish off" treatment.

The Reserve Grand Champion of the Classic judging category (1946-1955), this Is J.F. Fisher III, of Senoia, GA and his Piper PA-12 Super Cruiser.

The Cruiser has become a popular restoration subject over the past ten years, particularty since Clyde Smith's restoration in the mid-80s.

(Above) AlC Director Jack Copeland heads up the production and distribution of the "Participants Plaque" each year during the Convention. Each pilot who registers his Antique/Classic or Contemporary airplane can pick up a free commemorative plaque featuring a photo of his/her airplane and the Convention logo as a souvenir of their flight to EAA Oshkosh.

(Above) Every year we present the Antique/Classic Parade of Flight during EAA OSHKOSH. Here, Chairman and AlC Director Steve Nesse gives the takeoff signal to one of his favorite airplanes, a Navion owned by Doren Anthony of Glen Ellyn, IL. This particular Navion is this year's "Flagship of the Fleet."

Each of the pilots who volunteer to participate in the Parade of Flight is given a spe足 cial commemorative instrument panel medallion as an expression of the Division's appreciation.

(Left and below) Richard Charette, Wadsworth, IL has been a perennial winner in the Best of Type - Aeronca Champ category for a few years.

Richard 's wife, Christine, and daughter, Alison, join him for some family fun at the Convention with their very original looking Champ.

From a project that was described by owner/restorer Bill Goebel as one in which "everything not bent was either corroded or worn out," this 1953 Cessna 170B has been completely restored, including replacement of 85% of its aluminum skin. Both wings, all corrugated surfaces and the vertical and horizontal tail were re-skinned, and the left landing gear box was repaired, as were many, many other components. It's a first class job that won the Classic Best of Type award for the Cessna 170.

Getting together at the Hartford, WI air足 port prior to a mass flight of Aeroncas, pilots and passengers get the side-by-side and tandem Air1<nockers running and ready for the big jump to Oshkosh. Twenty-nine Aeroncas made the en masse trip, and the crews assembled for a group shot on Saturday morning.

For others who wish to park as a group at the Convention, it's simple - arrive together, and you park together!

The Swifts have done it, the Ercoupes too, and so have the Navions - all it takes is some prior planning and a litHe well-ahead足 of-time coordinating with Antique/Classic parking Chairman George Daubner.

Our thanks to Densel Williams and his wife Judy for being the sparkplug of this get足 together, and to all the pilots who braved such a clear, beautiful morning to go "Aeroncavorting."

Aircraft Registration in the Antique/Classic area is capably handled by a number of vol足 unteers, including these three smiling faces - Slim Caselman, Sue Tupper and Holly Caselman.

(Left and below) Joe Jacobi, of Mexico, MO shows off the neat-as-a-pin restora足 tion of his Stinson 108-3. The Best of Type - Stinson award winner, it has a beautiful interior highlighted by the stock instrument panel, and a very pro足 fessional looking engine compartment.

Joe's project is first-class quality, one that anybody would be proud to call his own.

Earning the Reserve Grand Champion Lindy Award in the Contemporary Class was this immaculate 1956 Cessna 172, N6910A, flown in by its owner/restorer, Joel Miller (EAA 468452, AlC 26464) of Solon, IA. Born August 3, 1956, Joel bought the 172 in 1994 after waiting 20 years for the previous owner to sell!

Entirely painted when he purchased the airplane, Joel took so much kidding about the "ugly" looking machine, he took it home and stripped it down and started to polish. The results are quite startling and the judges soon swarmed over the brightly polished Cessna. When all details were checked, Joel had earned the Reserve Grand Champion Contemporary Lindy. He and his family were one happy bunch of folks.

Sheldon (EAA 503381) and Colleen Soldwisch of Bensenville, IL are an enthusiastic couple and have a great time with their brightly painted 1959 Cessna 175 Skylark.

1997 Vintage

Jeaplanes

E>y tiorm Petersen Sparkling in its new red and white paint scheme is this 1946 Aeronca 7AC Champion mounted on a set of matching Edo 1400 floats. Recently refurbished by its new owner, Mark Wrasse, of Neenah, WI, the pretty tandem is powered with a Continental C85-8 swinging a flat-pitched seaplane propeller. Long time Wisconsin c seaplane pilots will remember this Champ ~ from when it was based at Tillman 's !'l rf Seaplane Base on the Fox River at Green oE Bay, WI for quite a number of years. z Pictured in the amphibian area at Oshkosh '97 is this extreme足 ly low time 1952 Piaggio P-136, N222A, SIN 194, with only 914 hours since new! Built in Italy and imported by Kearney & Trecker of Milwaukee, WI, this was the model 136 with wood props and 260 hp Lycoming engines (of the two 136's built, this is the sole remaining example, the other going to King Farouk of Egypt and was eventually wrecked). Owned for over 25 years by George Stevenson (EAA 21249) of Eagan, MN, it was upgraded to P-136-L standards with 290 hp Lycomings and constant speed props.

Presently owned by Barry and Rex Hammerback of River Falls, WI, the attractive pusher twin was flown to the Churchill River area near Hudson's Bay, Canada before making the trip to EAA Oshkosh '97. Barry reports the big twin cruises at 130 kts at 30 gph and is a really fine handling airplane on the water. While at Oshkosh, they ran into Carl Koeling (EAA 20000) of Milwaukee, WI who made the initial test flight on the airplane for K & T when it was brand new! Carl even furnished the new owners pictures of the airplane being unloaded from a transport ship in New Jersey.

There are presently 14 Piaggio "Royal Gull" listed on the U. S. register.

~

~

8

z

Winner of the Bronze Lindy Trophy in the Seaplane Category at EAA Oshkosh '97 was this bright yellow 1947 Piper PA-12, N3736M, SIN 12-2675, mounted on a set of brand new Edo 2000 floats and flown to Oshkosh '97 by Dave Zawistowski (EAA 563307) of Eagle River, WI. Completely restored specifically for floats by Chuck Andreas of Neenah, WI, the PA-12 features flaps, 150 hp Lycoming, enlarged baggage, increased gross weight and a host of additional "goodies." (Note the glass in the lower seaplane door.) This particular PA-12 served as a glider tug for many years at Aero Park Airport in Menomonee Falls, WI, before being rebuilt for floats. With the entire airplane and floats finished in AN-Yellow/Orange, Dave has the advan足 tage of excellent visibility on the waters of Wisconsin.

x

o

·c

c.

Q) o

~

E

" This year's EAA Oshkosh '97 Grand Champion Classic shows us what a great restoration can do for a plane that seems to get little respect.

By H.G. Frautschy Has it really been five years already since we last saw a Tri-Pacer restoration like this? Surprisingly, it has . Many of you will recall Joe Fleeman's (EAA 428226, A /C 20349) work on Delton Perry's Piper PA-22 Tri-Pacer, the one picked as the Reserve Grand Champion Classic of EAA Oshkosh '92. A beautiful restoration of a long neglected aircraft type, Joe enjoyed Delton's airplane so much he decided he wanted one for him­ self!

The Tri-Pacer has lon g been one of Joe's favorites , ever since his grandfather taught a man to fly his almost new PA-22.

Joe was a five-year-o ld tyke. " It looked sporty to me, even back then," he recalled. After three years of instruction, the fellow be­ ing taught by Joe's granddad was able to finish the requirements for his Private Pilot's license and go for his check ride. Then, little Joe Fleeman went for a ride in that Tri-Pacer. It must have made quite an impression on him, and years later, the bug didn't go away, even after owning and flying one for a number of years, and then finishing Delton's airplane.

Kenny Brown (EAA 545516)

of Lawrenceburg, TN had been a friend of Joe ' s for a long time . He had gone for a ride in the Tri-Pacer Joe owned and flew over 10 years ago, and memories of that time must have been simmering in his sub­ conscious for quite a while . When he fi­ nally decided to have a go at aircraft own­ ership, he originally thought a Cessna 172 was going to fill his hangar. He was just about to head down that path when Delton Perry showed up toting the Reserve Grand Champion trophy in his newly restored Tri-Pacer, N8740C. Kenny went for a ride in 40C a few times, and he noticed that the great looking and smooth flying short­

!:.:=~

wing Piper attracted a lot of attention at the airports they landed at, far more than the Skyhawks generated . It also seemed to just be more fun! Memories of Joe's Tri­ Pacer also came back and he recalled how much fun that airplane had been to fly, too.

The obvious road to take then was to go looking for a Tri-Pacer of his own to fly , but his sights were set high, given the out­ standing airplane he would judge all others against. Not surprisingly, it boiled down to this - if Kenny Brown wanted a beautiful Piper PA-22 to own and fly, he was going to have to find a project and get to work.

There simply weren ' t any to be had that met his desires.

Joe Fleeman had been keep­ ing his eye on a Tri-Pacer he knew was resting in the back of a hangar in Jackson, TN. Flown only nine hours in the 10 years it had been owned by its latest owner, It was in Humboldt, TN undergoing an annua l when Joe and Kenny caught up with it. The engine failed the annual inspec­ tion when metal was detected in the oil, lots of it.

They tracked down the owner and worked out a deal, putting ""::"~~~:.::::lL:El~~~ the 1955 PA22-150 Tri-Pacer in

___...:.-.. . . .

VINTAGE AIRPLANE 21

(Left and below) The rear seat is the original seat, not a replica. The fabric was in excellent shape, and the vinyl just needed to be dyed to look like new. The front seats were completely restored using black fabric that also matches the 1957 Chevy.

The Tri-Pacer makes an excellent family airplane, with plenty of room for baggage and camping equipment.

22 OCTOBER 1997

aviation for almost 15 years when he started on the Tri-Pacer project. Trisha, his wife, has been his inspiration, and has been very supportive of the project. When Kenny was working on the Tri-Pacer and would get depressed at the lack of progress or some other snag, she would encourage him and keep him going. "Without her help and motivation and support I would have never been able to finish it," Kenny said during our visit at EAA Oshkosh '97.

One of the first challenges to be met were the innards of the Lycoming 0-320­ AlA. Delton would have a hand in re­ building this part of the airplane, having obtained his FAA Powerplant mechanic's license during the overhaul of the Ly­ coming in his Tri-Pacer.

Tearing it apart showed the camshaft had started to disintegrate, with two of the lobes fractured and lying in the bottom of the crankcase, and understandably the tap­ pets had been beat up pretty bad . The crankshaft, while showing pretty strong ev­ idence of wear from the main seal, was able to be professionally reworked, along with the crankcase at Divco in Tulsa, OK. Even the cylinders were sent out to be chromed and welded where necessary.

When they were sent out, Joe was told by the vendor that it was highly likely that all of the cylin­ ders would have cracks, whether they could be seen with the naked eye or not. New detec­ tion methods used by Divco showed cracks in the cylinder heads that would have previously gone unnoticed, and sure enough, each of them had weld­ ing repairs done to them.

The engine work was done Kenny Brown (left) and Joe Fleeman, both of Lawrenceburg, TN by Delton are partners in NC2848P. Perry, who , as we mentioned their laps to restore. It would be Kenny's before, had earned his FAA Powerplant li­ first project, although he was no stranger to cense during the restoration of his Tri­ aviation. He started his aviation career as Pacer in the early 1990's. As it was being an engine mechanic for the Air Force, rebuilt, keeping it looking original was also bending wrenches on the F-lOO, and pro­ a priority, and to that end Joe checked an gressing up through the engines on the A­ old copy of the Lycoming overhaul manual 10 Warthog. Nowadays he works as an and determined the crankcase was gray and electrician for the Tennessee Valley Au­ cylinders black . Everything could be thority's Brown's Ferry nuclear power matched, except for the spark pl ug har­ plant, and as an electrical instructor teach­ nesses. They were originally black, but the ing others the ins and outs of keeping the new ones were a bright blue color - hardly wiring in top condition in such a critical appropriate for the 1950's era engine com­ application. A family man with two partment. Joe solved the problem by cover­ grown-up youngsters (the youngest is a ju­ ing each lead with black heat shrink tub­ nior in college), he'd been away from civil ing, which neatly reproduced the look he

wanted. The use of aluminum flex tubing for the cabin and carb heat ducting and proper stencil style lettering on the inside of the cowling helped finish off the engine compartment to "like new" status.

Everybody involved brought their own favorite talents to the project, and first-time restorer Kenny did as well. His enjoyment and expertise in doing wiring dovetailed well with Joe 's preferences, who would rather do the detailing of the interior and the covering. Kenny helped all throughout the rebuild process, as did Delton. Even the nasty job of installing fiberglass insula­ tion for soundproofing was done by all three gentlemen, who came away itching and scratching, no matter how much they covered themselves during the process.

Before all of that could be done , the fuselage needed to be prepared first. The airplane was quite straight, and corrosion free as far as damage was concerned. Both it and the engine mount were powder coated in a matching shade of gray. The sheet metal door skins, wrap cowling wing leading edges and other various parts wouldn't survive similar scrutiny. Joe esti­ mates that about 90% of the sheet metal was replaced, and the rest took some hand work to get it into airworthy and show­ plane shape. The nose bowl and "chin cowl" (the open-ended bowl on the bottom of the lower cowl) both needed to be worked on, with the chin cowl needing some welding too. An English wheel and later a well greased mallet rubbed on the inside of the cowl smoothed out any dents in the formed pieces.

Before the insulation could be installed on the newly coated fuselage, the interior was restored with a few special items of note. The rear seat is not just like the origi­ nal, it is the original seat! The black wool fabric was still in nearly perfect condition, and the vinyl , while faded, was in good condition too. An application of Dupont's vinyl dye of a red color to match the new vinyl makes it impossible to tell which is new material and which is the 32-year-old vinyl. Avsco, an old Piper dealer in Florida, supplied Joe with new old stock black vinyl material for the top trim on the doors and instrument panel. For the front seat, the fabric was a good match with the black fabric used on the '57 Chevy. The red loop pile carpeting is also original, and to complete the scene, a brand new towbar was build by Joe to replace the ramp-worn example that was still with the airplane .

The bar is held in place with a couple of straps on the back panel of the luggage compartment.

Once you've looked at the excellent job done on the seats and side panels, your eyes are drawn to another piece of out­ standing workmanship. The headliner is a cotton nap material sewn by Joe after care­ fu l realignment of the headliner bows. Joe says he custom sews each headliner, mea­ suring between each bow and trimming to VINTAGE AI RPLANE 23

Modern instruments and radio, circa 1955. The PA-22 Tri-Pacer "Super Custom" version gave you a full set of gyro instruments and a radio, plus a snazzy interior.

The side panels on the doors and cockpit are sheet metal, with the top edge trimmed in black vinyl.

The engine compartment of the Tri­ Pacer has been meticulously restored , including the stencil type lettering on the inside of the cowl. Aluminum flexible air duct tubing, new heat shrouds and baffle felt that has been stapled in place, per the original, all helped earn points towards the Grand Champion Classic Lindy trophy.

fit. Shrinking isn't necessary, if the fit is good, since the cotton will accept some amount of pulling and tugging to smooth out the wrinkles. Unable to find any curved zippers, Joe made his own by ironing and shrinking one side of the available zippers, curving his own and sewing them in place with few of the usual puckers and wrinkles you often find in headliner zippers.

The work Joe did looks like it was mo lded in place. Capping it off is a nice examp le of the overhead speaker/dome light grill. When you see one today, they're often cracked and pretty unattractive, but not this one - like so many parts of this air­ plane, it looks like it did the day it was first installed in the cabin in 1955 .

The instrument panel was one of the few pieces that had been modified over the years, so it did require some reworking to put it back into original condition. Since this Tri-Pacer is outfitted as one of the "Su­ per Custom" models with a full set of gyro instruments and a Narco Superhomer, Joe did the same, with the Narco guaranteed not to work - it 's a dumm y, in faceplate only with a modern radio nestled in the panel behind it. A vi ntage round micro­ phone Joe had been saving for yea rs was the fini shing touch on the radio installation.

The yoke medallions were re-chromed and them the trim paint added, and the yokes cleaned up to look like new. A full set of block lettering finished off th e red an d black instrument panel. Surrounding the 24 OCTOBER 1997

panel is a new windshield with the correct profile as molded by Aircraft Windshield Co., in California. It matched the curve of the windshield Joe had bought over 10 years ago from Piper.

After the headliner was installed, the in­ sulation was put in place, but this time Joe did somet h ing different. On Delton's plane, they covered the in sulation with plastic, but not this time . Joe had noticed that if you looked carefully, you could see places where the plastic was up against the back of the Dacron ® fabric . To him it looked unsightly, so he was determined not to have it happ e n again . Any possible places of water intrusion were carefu ll y taped, and at the bottom of the insulation, Joe made a Dac ron ® "sac k" that would make certain the insulation could not fall to the bottom of the fuselage.

Coverin g the Tri-Pacer was done in Joe's favor ite method, Cooper Superflite 102 with a nitratelbutyrate finis h with Ran­ dolph products. Dac Proofer, followed by 2 coats of clear nitrate dope, then 5 coats of clear butyrate, 8 coats of si lver butyrate and then a white base coat. The final fini sh is 8 coats of Sun Valley Ivory, with the ar­ eas receiving the Tennessee Red masked off before the Ivory was sprayed, then the Ivory was masked off to the paint line and the red appli ed. Besides th e fact that the red is a "bleeding red," meaning a lighter color cannot be applied over it, painting the red trim in this manner gives you an unde­ tectable edge between the colors after the finis h is hand rubbed out using Dupont ex­ tra fine rubbing compound . Joe then fol­ lows the rubbin g o ut process with two products from Gear's Laboratory sold un­ der the brand name " King's Ransom." Joe still remembers the slick finish on the origi­ nal Tri-Pacer when he was a youngster, and wanted to duplicate that feeling of quality.

It 's funny, but both Joe and Kenny are of­ ten asked , " What did you do to make it look so nice?" Joe 's response is simple: "Nothing special - we just put it back to the way it was." Time has a way of softening our memory, and people just don't remem­ ber them being so nicely made.

I often ask a first time restorer if they'd do it again . More often than not they reply yes, and Kenny Brown seems to have the building bug now. He's already thinking about what he'd li ke to build. He enjoyed helping with the tube and fabric, and thinks a Tri-Pacer on floats would be a neat pro­ ject. Combined with his love of hunting and fishing, it would make a great getaway airplane for him. He's quick to acknowl­ edge the mentorship of Joe Fleeman, and the contributions of his fellow Tri-Pacer owner and engine rebuilder Delton Perry.

Now, thanks to his partner Joe, Kenny can fly his wife Trisha into airports and collect those disbelieving looks from those who just don't remember Tri-Pacers looking that good. After they take a good look in­ side and out, I'll bet there are not too many " flying milk stool" comments.

I sure didn't hear them during EAA Oshkosh - people were too busy ooohing and aaahing. ...

An outstanding resource for peo­ ple intere ste d in buying, flying or restoring Tri-Pacers is the Short Wing Piper Club. They publish a bimonthly magazine, and you can get more information on the club from Bob and E leanor Mills, 220 Main , Halstead, KS 67056. Phone 316-835­ 3307, Fax 316-835-3357 and E-mail at 103 167 .245@compuserve.com.

WHAT OUR. MEMBERS ARE RESTORmG

- - - - - - - - - - - - - - - - - - - - - - - - - - - - by Norm Petersen

Gilles Beda's Miles Magister in France This photo of a Miles Magister MI4A Hawk Trainer, registered F-AZOR, was sent to Butch Joyce by owner, Giles Beda (EAA 508177, AlC 25204) of Paris, France. Gilles reports it is one of only three Magisters currently airworthy worldwide and was built on July I, 1940, and immediately pressed into service at the Central Flying School in England. Of all-wood construction, the "Maggie," as it is affectionately called, was restored in the early 1990s and the 130 hp Gypsy Major lC was majored in 1993 .

Resplendent in original RAP training col­ ors, the pretty tandem two-placer is fully aerobatic at 1950 Ibs . gross with a max . gross of 2000 Ibs. for normal flying.

Gilles, who has owned a Bucker Jungman, a Staggerwing and a Rockwell 112, would like to trade the "Maggie" for the likes of a J-2 or J-3 Cub. His FAX number is 016­ 205-0569 in France. He is especially fond of VINTAGE AIRPLANE magazine and extends his thanks to all involved "for all the pleasure you give me each month."

Dennis Blunt's Fairchild PT-23C From Rockford, IL, comes this neat photo of Dennis Blunt's Fairchild PT-23C, N60418, SIN 337SL,just putting three wheels on the grass. Dennis reports he re­ stored the PT in 1994-95 following a taxi incident. At both '96 and '97 EAA Oshkosh Conventions, the PT-23 won Runner-Up Awards in the Trainer/Liaison Category . Power is supplied by a 220 Continental R-670 pulling a wood prop.

Dennis (EAA 155248, AlC 19776) admits flying in the summertime in an open cock­ pit trainer is about as good as it gets. Note the front seat solo position where the pilot gets an excellent view of what's going on .

There are presently 50 PT -23Cs listed on the U. S. registry.

Jack Phillips' Piper PA-16 Clipper Cruising along over rural Illinois is Piper PA-16 Clipper, N5230H, SIN 16-34, owned

by Jack Phillips (EAA 515831) of Mt. Ver­ non, IL. Jack reports he is busy learning the art of flying with a tailwheel from his friend, Lyle Endicott, an ex-Corsair fighter pilot of outstanding experience. With side-by-side control sticks and a Lycoming 115 hp engine, the PA-16 makes a dandy full electric air­ plane (note the landing light in the left wing) with nice cross-country capability. This neat looking Clipper was formerly owned by longtime EAAer, Warren Jolly (EAA 49328, AlC 1285), now of Corinth, KY.

VINTAGE AIRPLANE 25

WHAT OUR. MEMBERS ARE RESTORING

by Norm Petersen

Mobil Pipeline Patrol Luscombe These photos were sent in by Ron Otto of Mena, AR, who added that this paint scheme was used on Luscombe 8-E, N1862K, SIN 4589, now registered to Terry Newbury of Florence, AL. One Luscombe 8-E that was based in Midland and Odessa, TX, on the Mobil Pipeline Patrol, amassed over 22,000 hours on the airframe with the Continental C85-12 engines often going 3,000 hours between overhauls. Even the interior duplicates the Mobil scheme with white, red and grey, in足 cluding the seats. Other standard items were Maule tailwheels and strobe lights on the belly of the Luscombe.

Waco UIC, NC13418 This photo ofa very nice looking Waco VIC, NC13418, SIN 3776, registered to Marice and Sandra Hodges ofJenks, OK, was con足 tributed by Paul Poberezny, who took the photo during the Biplane Fly-In at Bartlesville, OK. Originally equipped with a Continental 210 hp engine, this VIC, like most of the 17 on the FAA register, have been redone with 220 Continental R-670 engines. Note the pol足 ished Curtiss-Reed propeller, the streamlined landing lights in the lower wing and the metal wheel pants. The original factory "fish hook" paint scheme is beautifully done.

26 OCTOBER 1997

The Board ofDirectors of Ocean Reef Club

Key Largo, Florida

cordially invites you to attend

THE 4TH ANNuAL VINTAGE WEEKEND

December 5th,6th and 7th, 1997

Honoring classic conveyances by air, land, and sea

~

~

and including

The Antique and Classic Airplane Fly-in

The Concourse d'Elegance ofAutomobiles

~------

The Antique and Classic Yacht Rendezvous

RSVP

Milrry Kilby - (305) 367-5874

Participation includes wekoming cocktail party in a private home Friday evening; Saturday day-long celebration ofboats, cars, and planes; genuine Maine lobsterbake Saturday evening with The Bill Allred Jazz Band; awards and farewell breakfast Sunday morning. $160 per person

Because Ocean ReefClub is a private club,

The Vintage Weekend is open only to

members and invited guests staying in

the Inn or Marina.

OCEAN REEF CLUB'

31

O CEA N

RE EF

DRIV E,

SUITE

C-300

'

K EY

LAR GO,

F LORIDA

33037

AEROMAIL (Continued from pg 3 )

the project, and have enforced the "Cease and Desist " order.

We'll have more on this situation in next month's Vintage Airplane. - HGF

EAA FORD INFORMATION Dear Ben (Owen), I read with interest the recent article in SPORT A VIA nON (July issue) about EAA's Ford 4AT-E Tri-Motor NC8407 and realized I had worked with this airplane in the 1950s and saw it several times when I was on charter flights to Bradley Field in Boise, Idaho.

Here is some Ford history from my log­ book in 1956. I worked for Abe Bowler in Orofino, Idaho maintaining Ford 4s and 5s, Fairchild 71, Fokker Super Universal, Stin­ son SM7A, Cabin Waco with 450 Pratt & Whitneys, J-3s and PA-12s. I chartered in a PA-12 , taught students in J3s, and was the copilot in the Ford 4 and 5.

From June 21 to July 19, 1956, three Fords sprayed timber at Ennis, Montana .

Jerry Wilson's Ford 5 AT-C with 550 hp Pratt & Whitneys, N 1124N, Abe Bowler's Ford 4 AT-E with 975 Wrights, N9612, and the Bradley Ford 4 AT -E with 985 Pratt & Whitneys with constant speed propellers, NC8407 (from Bradley Field at Boise, Idaho). All flew about 70 hours each, spray­ ing timber near Ennis, Montana and Yellow­ stone Park.

Just prior to this spray project at Ennis, Montana, there were seven Ford Tri-Motors parked in a line at Missoula, Montana. We were there for the Forest Service to check the swathe width and calibration prior to commencing spraying. In addition to the three Fords at Ennis, Bob Johnson's Flying Service had three Fords, and I believe Bob Waldemeyer had one . I did not take a pic­ ture. I thought at the time that these Fords would be around forever. However, Na­ tional Geographic photographed them all to­ gether at Ennis.

The Ford 5 hauled 550 gallons of diesel and DDT, applying one gallon per acre. The Ford 5 sprayed 52,259 acres in abo ut 96 trips. The Ford earned 18 cents per acre. I was paid one cent per acre as copilot. My duties as copilot included fueling, checking oil, greasing the rocker arms and washing the airplane every day. Both Ford 4s hauled 450 gallons each. I flew copilot in the Ford 5, 1124N. All three Fords ran out of gas on this project, and all landed safely. The Ford 5 burned one gallon of fuel per minute. We burned 168 gallons from Orofino, Idaho to Bozeman, Montana . My hearing has suf­ fered since flying a Ford for 120 hours.

We flew in and out of many back country strips in Idaho. Fords were known then as "sinkers" in rough air, but were faster than most light airplanes such as the Stinson and Cessna 170. Only the Cessna 180 could pass one. The rudder and elevator were extremely heavy - 70 turns on the nose up trim. The ailerons were so ineffective that you could 28 OCTOBER 1997

• Backlight stayson until youturn it

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NEW! BUILT-IN SIDE TONE • Includes headset interface &PTT jock LOUD, CRISP AUDIO

• A22 audio cuts through high cabin noise

SIMPLE TO OPERATE • ICOM's single knob tuning - instant frequency selectioneven in turbulent conditions • 50 user-programmable memory channels • Instant access to 121.5 MHz

RUGGED ERGONOMIC DESIGN • One-piece die-cast aluminumchassis with a super-tough polycorbonate casing

ALL AT AVERY REASONABLE PRICE!

either work yourself to death in rough air, or do nothing when the wi ng was down and it would return to level flight on its own. We carried a 2 x 4 that, when wedged between the seat and rudder pedal, wou ld lock fu ll rudder. When an outboard engine was shut down, this was removed on short final. Your leg could only hold full rudder for two or three minutes.

E. O. Frank of Caldwell, Idaho owned two non-flying Fords, the slick skinned Ford that Harrah's restored and SIN I 0, a partially restored open cockpit Ford powered by J-4 Wrights. I believe he still owns SINIO. Just thought I'd pass this on to the EAA for whatever interest it might be.

Sincerely, Dean Wilson EXPLORER AVIA nON Idaho County Airport Grangeville, ID

Fly-In

Calendar

OCTOBER 9-12 - MESA, AZ - Copperstate Fly-In. Call Bob Hasson, 520/228-5480.

OCTOBER 12 - TOWANDA, PA Towanda Airport (N27) Fly-In Breakfast.

All you can eat, including 100% pure maple syrup! 7 a.m. - 1p.m. For info, call Carl Lafy, 717/265-4900.

OCTOB ER 10-12 - EVERGREEN, AL ­ Southeast Regional Fly-In. Call Harold "Bubba" Hamiter, 334/765-9109.

OCTOBER 10-12 - WILMINGTON, DE _ East Coast EAA Fly-In. Call Andrew Alvarez, 3021738-8883.

O CTO BER 17-19 - KERRVILLE, TX ­ Southwest Regional Fly-In. Call Stu McCurdy, 512/388-7399.

W~l(Om~

Allan Adelman ......... Rockville, MD Eric Alexander . ............. Bend, OR George M. Allen .. .. .. .... . Amory, MS James K Ames ........... Ooquet, MN Deshler D. Annstrong .. Rochester, NY Thomas A Arsenault .. ... Fridley, MN Richard A Ash ..... .. .. .. Piffard, NY Robert D. Askins ... . ..... Warsaw, KY James D. Atkinson .......... Mena, AR Steve Aughinbaugh ......... Plano, TX Brian Aukaes .......... Des Monies, IA Lloyd L. Austin . ........... Dover, DE Tom Austin, Jr........ . . Battlecreek, MI Neil E. Baker .......... Huntington, IN Randall C. Baker ... Coleman Falls, VA Jack Baldwin .. . ..... Whitefish Bay, WI Charles Brandon Ball .... .. Millville, NJ Stephen L. Barnes ................... . ............. Macclesfield, Great Britain Martin Baston .. . . . .... Sand Point, AK Troy Bates .. . . ........ Fayetteville, AR Doug Beck .......... Minnetonka, MN Nick J. Bentz ............ Chaska, MN Roy H. BischoffIII ... . .... Belleville, IL Jeffrey Boddiger ... . .. .. Dodge City, KS Bernie W. Bolster ... Grand Rapids, MN Dave P. Bordano .. . . . .. Big Rapids, MI Gib Boren .............. .. ... Boise, ID Tim A Bourassa ..... .... . Mexico, ME DonJ. Boyd ........... Mocksville, NC Raymond Broomfield ... Camarillo, CA Keith E. Brown ............. Dillon, CO Derrell F . Brown .... Winter Haven, FL Henry Budzynski .... .. Wmchester, VA Robert A Bunton .... . . Shreveport, LA G. L. D. Burnett Hilton Head Island, SC Roderick Burnett . ..... . . Brooklyn, MI Dan Bush ................ Denton, TX Alan Bush . ........ . .. . Strongville, OH Frank Caldwell .......... Radford, VA Roy G. Calvert ...... . Maurertown, VA Patrick Carron ..... ... . Palos Park, IL John R. Chapman ...... Kalamazoo, MI Jerry D. Chappell .. .. .... . .. Plains, KS Bruce Christie . . . . ..... Anchorage, AK Brooks Oark ....... Monks Comer, SC Russ Oemens ........... EI Cajon, CA Terry E. Oifton ..... .. . Savannah, GA G. V. Cline .............. Callahan, FL Douglas W. Ooud . ..... Overbrook, KS Jerry M. Cohen ........ . .... Plano, TX Randel D. Compton ... Gulf Breeze, FL Gary K Cooper ......... Wauconda, IL StevenJ. Coulter ...... Fort Payne, AL Jesus C. Cuevas ....... Snohomish, W A

Bill C ullere ..... ............ Stuart, FL David L. Cummings .... Woodland, WA J ohn A Dale ...... ....... Colbert, W A R obert C. Dalzell .. .... Owensboro, KY Douglas William Davis .... Ra:MuxI Oty, CA Paul M. Densley .. .. ........ Leeds, UT Mark Dickey ............... Murray, U Dennis Diem . .. . .. ... Long Beach, CA David G. Dix . . ...... . . Centre Hall, P A William D. Dixon .......... Warren, MI Thomas N . Dixon ....... . ... Lodi, CA Russell G. DonCarlos .. Gladewater, TX Charles J. Dorey ...... . . Rice Lake, WI L. DuV e ............ Victoria, Australia Albert L. Dyer ............. Batavia, IL E lwin E. Ellis ... .......... Augusta, MI David E llis ....... .. . ... Martinsville, IN Richard A Elms ... Laguna Beach, CA Terry L. Emig ...... . Casa Grande, AZ Craig Engel . . ...... . ... .. .. Amboy, IN Dale W. Ensing ............... Cary, IL Tom Entrekin .. .... .. . Manhattan, CA Douglas W. Eshelman .. Brentwood, TN Tom Fagan ... . .... . .... Randolph, NJ Edward J. Farkas ...... Milwaukee, WI Alan E. Fearns ..... . ..... Lecanto, FL Wayne Iven Findley .. . ..... Dexter, IA Richard F. Fischer. Arroyo Grande, CA Eliot Fishman ............. Chicago, IL Patrick H. Floyd . Nepean, Ont, Canada James W. F loyd ........... Chicago, IL Timothy J. Flynn ....... Woodstock, IL Charles Foster .......... Newtown, CT Lisa Fox . . ........ . .... Carrollton, GA Dan H. Freeman ........ La Plata, MD Gary W. Fuller ........ The Colony, TX William J. Gallagher ...... Chalfont, PA Antonio Garcia .......... Norwalk, CA Richard N. Gaylord . .. .. Rochester, NY John D . Gerth . ... . ... . ... . Clinton, IN Lars G leitsmann .. . Northeim, Germany James N. Godwin ...... ..... . .... .... . ... . ........... Guelph, Ontsrio, Canada Robert R. Gorry ..... Germansville, P A Craig Greenlaw .......... Durham, NC J erome H. Grzybek ...... Bur Ridge, IL Ralph H. Guditz .. ....... Bellevue, WA Cabaroos Lomba Guillermo Puentes, Spain Ralph Gutowski .. . . ... ... . Oxford, OH Steve Gutzmer . .......... Langley, WA Sheridan W. Hale ... Walnut Creek, CA Gary E. Hamilton ......... Milburn, OK Gregor G. Hamilton .. .. . ... Chicago, IL Dean N. Hannemann. Manchester, NH Donald Harbeck ........... Elyria, OH

Mike G. Harr .. . .. .. .... ... Griffin, GA William H. Harridge ....... Marengo, IL David A Harris .. . ........ Senoia, GA Robert K Harrold, Sr........ Buder, IN James G. Hathaway . .. Mill Creek, WA Tim Haverland ............. Cocoa, FL Celia H awley ............ Olympia, WA Robert C. Hill .. ... .... Greensboro, NC Eugene R. Hill ............ . Detroit, MI William Hinkle ... . ....... Wellston, OK William M. H onan .. .... Manassas, VA Tom B. Hopkins . ... ........ Sarco, ME Carl Hubbell . ....... .. Fort Worth, TX Sheila Horsley Hubbell. Fort Worth, TX Sarah Hubbell ... . .. ... Fort Worth, TX Margaret C. Hubbell ... Fort Worth, TX Rachel Hubbell .. .. . ... Fort Worth, TX Carl Ed Hubbell ..... .. Fort Worth, TX A1iciaHubbell ......... Fort Worth, TX Jason Hubbell ......... Fort Worth, TX Bob Hurd ... . .. .. .. .... Tillamook, OR Harold W Hyde . .. ... .. Baltimore, MD Eric Hylen .......... . Cold Spring, MN Lawrence L. llg ....... Mt Prospect, IL Steven C. Inabnit ..... ... Richland WA Darrel Inman ......... . .. Lewiston, ID Richard James ........ . . Gambrills, MD Thomas E. Janke ..... ...... . Orion, MI Dan J. Jankowski .......... Merton, WI Oare W. Jenkins .......... . .. . Rio, WI Mike Johnson ..... .... . . EI Segundo, C Howard B. Johnson ........ Lively, VA Walter F. Johnston ....... Burbank, CA Bernd Keil ......... EriswiI, Switzerland Richard Kempa ........ Grandview, IN Dennis M. Kern ........... Del Rio, TX Kerry Kilpatrick ... New Brunswick, NJ Charlie Wayne Kiser .. Willmington, NC F rederik Klopper .. .. . ... . .. .......... . .. .... Pretoria, Republic of South Africa John Kortus . ....... ...... Baraboo, WI Lawrence E. Krengel ...... Marengo, IL Ross Krumbholz ......... ...... .... .. . ... Runaway Bay, Queensland, A ustralia Patrick F. Leonardi . E lmwood Park, IL Robert F. Lindley III.. Oak Harbor, WA Robert Thomas Little .... Maynard, AR Thomas B. Lockyear ....... Normal, IL Wayne Lohmeyer .... . Cedar Park, TX Henry D. Longhurst ......... . . ...... . ......... Gravenhurst, Ontario, Canada Mark Ludwig ........... Knoxville, TN Richard E. MacOeery . Birmingham, MI Robert W. Mackie .. .. .. F ly Creek, NY Michael Magee ............ Hinton, WV VINTAGE AIRPLANE 29

WILcomI NIW

Robert W. Marshall ..... San Diego, CA Ronald Matuska ... Morieno Valley, CA Millard G. McCarty ...... EUettsville, IN Keith L. McCutchan ... Mt Vernon, IN George McCutcheon ... Glenmoore, PA Dennis K McDaniel .... Harrisburg, PA James Montgomery McKim Midland, MI Michael D. Mckinney . Sacramento, CA Adam V. McKinstry .. Hubbardston, MI Orris D. Memck ......... San Jose, CA Keith A. Michel ........... BeUeville, IL Bob Milkie ................. Racine, WI Phillip Miller .......... Valley City, ND Mike MitcheU ........... Lewisville, TX Robert Moore .............. Dallas, TX Douglas Morgan ............ Cary, NC Harold O. Moms, Jr.... Huntington, WV Michael W. Muchmore Kennebunk, ME Harry P. Mutter ............ Media, PA Alan D. Nelson ............ Ottawa, IL Dagmar Nicholas ..... Uniontown, OH Harold E. Nord, Jr..... Rye Beach, NH Mark Nord .......... Marshalltown, IA David D. Offutt ........ . .. Conroe, TX James M. Page ............ Raleigh, NC Richard L. Pankratz ..... Fall City, WA George Papich ............ Benicia, CA Thomas Parsons ......... Sarasota, FL James M. Paulas ........ Mt Eden, CA Philip Pauley ............ San Jose, CA Rex Pease ........ . .. Grand Haven, MI John Petschelt .. . .......... Antioch, IL Douglas PfundheUer ..... Stoughton, WI Lt Oliver Philippi ..... Chesterfield, MO Ernest L. Phillips ........ Aberdeen, SO John D. Pickett ........ Tallahassee, FL Come J. Pieterse ..................... .

Kempton Park, Republic of South Africa Michael P. Pope .... OUppewa FaIls, WI Michael N. Porter .................... . .............. Orangeville, Ont, Canada Merl A. Potter ............. Wichita, KS Ace G. Powers ...... Albuquerque, NM Alan C. Powers ...... Westminster, MD Penelope Price ........ Bloomington, IN Richard B. Prideaux ....... Loving, TX Ben D. Prince .... . ..... . ..... Alta, CA Anthony Pucillo ............ . ........ . .... . ......... Palm Beach Gardens, FL Kenneth E. Rabbitt .... Battle Creek, MI Donald M. Ramsey ..... Huntsville, AL James L. Ray .......... . Huntsville, AL James R. Reid, Jr........ CoUeyville, TX Stuart G. Roat .... . ...... Maywood, IL John R. Rosenberg ... Chanhassen, MN John D. Rosenoff ........ BeUevue, WA Daniel M. Ruh ............. Afton, MN 30 OCTOBER 1997

Bernard J. Rusiewicz ..... Natrona, PA Arvid G. RusseU ......... Onalaska, WI Alex RusseU .............. Tuscon, AZ Angela Sams .............. Lorton, VA Thomas ScheUhammer ............... . ................ F1wiingen, Switzerland Don Schelm .............. Omaha, NE Scott Seegers .............. Catlett, VA Otto Seruga ... Dwight, Ontario, Canada Joel Severinghaus ......... Omaha, NE Walter Shiel .......... Weatherford, TX Scott Shock .............. Helvetia, WV Stephen D. Showalter ..... Linville, VA Allen Silbennan ........ W. Chester, PA Gerry Snapp ............. Poulsbo, WA Sheldon S. Soldwisch .... Bensenville, IL Casper Sorich . ....... Morgan Hill, CA Richard I. St Onge . Crestview Hills, KY David H. Stadt .......... Wauconda, IL Paul Stafford ....... San Francisco, CA Phil Stallings .. . ............. Hurst, TX Joe A. Stamm .... . .. Chagrin Falls, OH Mark A. Stemheimer, Jr... Richmond, VA Robert J. Stewart, Jr.... . ... . .. Erie, P A Henry J. Stone ... Colorado Springs, CO Lynn Stortz ............ La Crosse, WI Terry Strong ................ Mesa, AZ Dwayne J. Struck .................... . ............... Kanata, Ontario, Canada John P. Studebaker . New Madison, OH J. SunIin ...... . .......... Saratoga, CA David A. Theis . ..... Crested Butte, CO Robert W. ThisseU ...... Plymouth, MA Paul A. Tomaszewski... Sunnyvale, CA Daniel Tomczak ....... Ann Arbor, MI Robert L. Trinque ...... Plymouth, MA Kevin Yap ................. Olathe, KS Thomas R. Wade .......... Tyrone, GA Garry Waite ..... . ..... Las Vegas, NY Paula Waite ........... Las Vegas, NY Mason Waite ......... . Las Vegas, NY Spencer Waite ........ . Las Vegas, NY Jacque Waite ......... . Las Vegas, NY Oliver Waite ........... Las Vegas, NY Orristopher Walsh ........... Novi, MI Paul B. Weaver ...... Wapakoneta, OH David Webb ...... Blooming Grove, TX John L. Webb .......... Wilsonville, OR Richard Weeden ......... Brodhead, WI Charles R. Whale, Jr........ . . Kuna, ill Sam Williamson ...... . . Logansport, IN Charles M. Williamson ... Southfield, MI Donald R. Wolters ....... Barrington, IL John D. Wright ......... Eau Oaire, WI Richard W. Yaws .. New Braunfels, TX David York .. . ............ Carmel, IN Peter Zweifel .... Oberhasli, Switzerland

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VINTAGE AIRPLANE 31

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Pass It To Buck (Continued From Page 9) holding patterns and whatever, and then the three engine ILS approach, missed ap­ proach, second engine failure , culminating in a circling approach with two engines out, both on one side, naturally, and a suc­ cessful landing , the inspector then did about an hour debrief and handed you your type rating.

So much for background. Here I am go­ ing back in time . The Captain flying thi s cargo-liner is more than 30 years younger than I am, an EAA member, and well quali­ fied I find, and so is the First Officer and the Engineer. If clothes make the ma n, these guys certainly don't fit that mold .

Dressed in jeans and loose shirts, joggers and about as informal as you can get, their looks belie their professionalism. Their preflight planning all completed, we're on the flight deck and go ing through the presta rt check list. [watch. I listen . I'm impressed.

The takeoff releases a flood of se nsa­ tions and memories. The growl of the en­ gines, the feeling of flight taking place, feel the ai rplane lifting, gear up, flaps up, climb power, and we are on our way. [n cruise the Captain invites me to take th e right seat. No autopilot in thi s opera­ tion, so I am handed the job of keeping it straight and level and on course. I chide the engineer to sync his engines and I settle down to some serious heading, altitude and course application.

The conversation is most pleasant. The deference to age and experience is gratify­ ing. They act as if they are really interested in what I have to say, and especially my ex­ periences in flying the DC-6 airplanes, so much so they challenge me to make the ap­ proach and landing.

Knowing full well that the Captain's ticket and future are on the line, I decline.

The copilot resumes his seat and [ sulk in the observer's seat, deriding myselffor not taking the challenge but knowing that it's the right thing to do.

Now I learn why the jeans and joggers.

When we taxi in and park, the crew be­ comes the cargo handlers . They r a lly aro und the mule, a little hand operated pal­ let mover, place the pallets in the doorway where a huge forklift takes them off, and reposition pallets for the next stop. Taking on new pallets reverses the procedure, and in a matter of minutes we are buttoned up and off to the next stop.

Guess what? Alaskan weather! Nome, our next stop, is fogged in! We start for our alternate and then the Station Manager, or whatever his title is, calls and says the run­ way visual range has improved to 4400 feet.

Hey! That's minimums, so we go for it.

I watch and listen to the Captain brief the crew. He will fly the approach, the copilot will watch for the li g hts and the

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Road , Tulsa, OK 74115 Phone: 918-836-6872 runway, the engineer will call the altitudes, airspeeds and minimum descent altitudes.

The go around procedure is rehearsed, and we leave the holding pattern .

The end result is a beautifully executed approach and landing. I must admit seeing that raw data on the panel and NO flight di­ rector gave me a twinge , but this guy welded those needles in place and from the observers seat I saw the runway until he put the nosewheel down and reversed the props.

The cargo hustle and bustle again , and after a ten minute stop we are back in the air. The next stop is a 4,000 foot grave l runway and a straight in approach. Visibil­ ity is unlimited and the A laskan twilight doesn't coincide with the clock. It 's past midnight.

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stop and we are off for Anchorage. An­ other beautiful landing, and after the thank you and good-bye, I tum my back on some of the most re warding flying I 've experi­ enced in years. I can hardly wait to get back home and look throu gh m y logbooks to find when I last flew that particular air­ plane.

For the record, it was January 4 and 5, 1959, and my books s how I had 7,500 hours as a DC-6 copilot and I, lOO hours as a Captain. One of the old-time Captains r flew with back in those days told me you never lose a qualification. Well, maybe he was right. I must admit it all came back and it a ll came together, and by the time that six hour flight was over, I certainly felt like I could fit right in. If I had only taken him up on his offer. . . rr 4'

3t(d

VINTAGE AIRPLANE 33