EDITORIAL STAFF Publisher
Vol. 25, No.2
Henry G. Frautschy
I Straight & Level
Espie "Butch" Joyce
2 A/C NewslH. G. Frautschy
Computer Graphic Specialists
Olivia l. Phillip Jennifer larsen
3 Aeromail 4 The Aerogram/Trisha Dorl ac Page 6
6 Robin's Nest/
Staff Photographers leeAnn Abrams Jim Koepnick Ken Uchtenburg
13 Rainbows/Cy Galley 14 Fairchild Adventure/
Geo Hindall 17 Workin ' I80/H.G. Frautschy
EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS
2 1 Getting High/Bob Higgins
25 Fifty Two Years Between/ Nom1 Petersen
26 What Our Members Are Restoring/Norm Petersen 28 Pass It To Buck! E.E. "Buck" Hilbert
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 Lane Hartford, WI 53027
Treasurer Charles Harris 7215 East 46th St. Tulsa. OK 74145 918/622-8400
29 Mystery Plane/ H.G. Frautschy 30 Welcome New Members/ Calendar 3 1 Vintage TraderlMember ship Infor mation
Page 17 FRONT COVER ...The north shore of lake Parker in Lakeland. FL is familiar to those who fly to the Sun 'n Fun Fly-In each year. Wayne Strader. a rancher who flies his airplane off his own strip ou tside of Ardmore. OK flies his newly acquired Cessna 180 north from the city. well above Ihe VFR arrival corridor for the Fly·ln . EAA photo by Phil High. shot with a Canon EOS-l n equipped with an 80-2oomm lens. 1/250 sec @fll on 100 ASA slide film . Cessna 210 photo plane flown by Bruce Moore.
10 Rotatin' Wing Jig
BACK COVER ... 'Cutting The Cord" is the lille of this charcoal drawing done by Andy George. 10 Woody Knoll Rd .. Thornville. OH 43076. Andy. age 16. was one of the Youlh Division enlrants in Ihe 1996 EM Sport Avialion Art Compelition. His very nice looking drawing. depicling the last words between an instructor and his student before turning him loose to solo. won Andy a youth Award.
Copyright © 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 add~ional 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 AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mait. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to subm~ stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNOATION and EAA ULTRALIGHT CONVENTION are lrademar1<s of the above associalions and their use by any person other than the above association is strictly prohib~ed.
John Beren~ 7645 Echo Point Rd. Cannon Falls, MN 5fIXR 507/263-2414 Phil Coulson 28415 Springbrook Dr. Lawton, MI 49065 616/624-6490
Gene Morris 115C Steve Court R.R. 2 Roanoke, TX 76262 817/491-9110
Joe Dickey 55 Oakey Av. Lawrenceburg, IN 47025 812/537-9354
John S. Copeland 28-3 Williamsburg CI. Shrewsbury, MA 01545 508/842-7867
Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis, IN 46278 31 7/293-4430 Robert Uckteig 1708 Bay Oaks Dr. Albert Lea, MN 56007 507/373-2922 Dean Richardson 6701 Colony Dr. Madison. WI 53717 608/833-1291
Stan Gomoll 104290th Lane, NE Minneapolis, MN 55434 612/784-1172
S.H. 'Wes" Schmid 2359 Lefeber Avenue Wouwatosa, WI 53213 414/771-1545
Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 312/779-2105
Jeannie Hill P.O. Box 328 Harvard, IL 60033 815/943·7205 Robert D. "Bob" Lumley 1265 South 124th St. Brookfield, WI 53005 414/782-2633 Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 219/493-4724
181 Sloboda Av.
Mansfield, OH 44906
DIRECTOR EMERITUS E.E. "Buck" Hilbert P.O. Box 424 Union, IL 60 180 815/923-4591
ADVISORS Steve Krog 930 Tara HL E Hartford, WI 53027 414/966-7627
Roger Gomoll 3238 Vicoria St. N St Paul, MN 55126 612/484-2303
STRAIGHT & LEVEL
by Espie "Butch" Joyce
The winter of 1997 has really struck a blow to aviation activity over a good portion of the USA. With the floods in the Pacific Northwest, and valleys of California, the ex treme cold and snow of the Midwest and the Northeast, people have had survival rather than flying on their minds. It is hard for peo ple who live in my area of the country to imagine how the people in the Midwest can make it through such a winter. It is equally as hard for Midwesterners to understand what a hurricane can do to this part of the country. When I go to the airport, the topic of hangar discussion is the concern we have for all those people out there in harm's way - our thoughts are with you. This past weekend a few brave souls brought out their airplanes on skis and at tended the annual ski-plane fly-in at EAA's Pioneer Airport behind the EAA Air Adven ture Museum in Oshkosh. Twenty-five gal lons of chili were consumed, helping keep the participants warm. As with almost every EAA gathering, this one was run on volun teer power. Even with a brisk 20-25 mph wind blowing the snow around, everybody had a great time. I'd certainly like to take a moment this month to recognize the volunteer work done by the Antique/Classic Chapters in the USA and abroad. Now numbering 20 , with a number of applications pending, the Chap ters add a lot to the AlC experience. Unless you've had the honor of holding an officers position in a Chapter, you may not be aware of the amount of volunteer time that goes into running a Chapter. Participa tion levels vary from Chapter to Chapter some are more like a social organization , holding meetings with refreshments, or hav ing some form of an interesting program for all to enjoy . Some Chapters are more tech nically oriented, and are often a group with aircraft projects in progress. Meetings may move from project to pro ject, with members receiving advice from their fellow members on a particular restora tion technique . There are also Chapter restoration projects. It takes a close knit and
determined group to complete such an effort. Finally, you may have a fly-in group, who en joy hosting a fly-in every so often. You may even have a Chapter that combines all ofthe facets into a well rounded organization. There are a number of factors that deter mine the direction a Chapter pursues. These items may include the size of the member ship, its location in the country, available meeting facilities and the interests of the ma jority. The most important aspect is the amount of volunteerism available, and the level of leadership. The best reward you can give these vol unteers is to go up to them after a Chapter meeting, shake the ir hand and express your gratitude for the job they are doing. It's al ways amazing how much a litt le thing like that will mean to a volunteer - you may even see the results in your next meeting! I'm sure you've heard the expression, " If you ' re not the lead dog, the view never changes!" T can te ll you if you're the pilot flying on the front of the broomstick, it is hard to know where the people behind you want to go. If you have some ideas, speak up - te ll your leadership. They'll be glad you did . That goes for me as wel l - if you have any ideas concerning the direction of the Division as a whole, drop me a note. The Antique/Classic Board of Directors will meet this month to discuss the Division's business. We' ll be discussing the prospect of building a permanent structure to house the Type Clubs during the Convention each year. Along with the style of the structure, we'll be talking about its location, as well as the funds needed to build it. We'll also be discussing a membership re cruiting/retention program . Of course, the regular business items will also be discussed. If you have anything you'd like to bring up for discussion to the Board, please contact me right away - you can send me a Fax via EAA HQ if you wish at 414/426-4828. It might be frigid now , but Sun 'n Fun ' 97 is only two and a half months away. Billy Henderson, their Executive Director, reports they continue to make improvements in the fly-in site and he invites all Antique/Classic members to come and visit the fly-in - they've put in an order for good weather! Antique/Classic Chapter I runs the An tique/Classic Headquarters building, with a Type Club tent located right beside the building. Check in with them and enjoy the weather and their great fi sh fry - check the date so you can be sure to be there for some great catfish. The Headquarters building is completely run on volunteer power. Are you seeing a
common thread in so much that is done in the Antique/C lassic world? Billy says, "A volunteer is someone who gives freely of his/her time and energy without thought of personal benefit." How true! I'll have more to say about Sun 'n Fun next month. Speaking of fly-ins, the Granddaddy of them all, EAA OSHKOSH is shaping up to be one great event. One of the most recent announcements relates to the National Trans portation Safety Board . They ' ll have their very first meeting ever held outside of Wash ington, D.C. right in Oshkosh during the Convention. The 50th anniversary of the found ing of the U.S. Air Force is celebrated during 1997, and the Air Force will have a great presence at the Convention to com memorate this historic mi lestone. In the Antique/Classic area, we will have a large contingent of Aeroncas at the Fly-ln. Densel Williams (you might remember his Grand Champion Aeronca II CC Super Chief) is putting together an Aeronca get-to gether in southern Wisconsin just before the Convention, with a planned group arrival at the Convention so they can all be parked to gether. If you're interested in joining them, contact Densel at 517/569-3609. The A/ C Web site is up and running! Check it out at http://www.eaa.org, and click on the Special Interest Groups button. Finally , I'd like to tell you about a friend, AIC Vice-president George Daub ner. In his regular life, he's a computer wizard and corporate pilot for an engineer ing firm in the Midwest. He had the oppor tunity to demonstrate his professionalism and character one afternoon this past Jan uary. He had departed in the company cor porate twin enroute to Omaha when 40 minutes into the flight he experienced some difficulty with one engine. As he headed back to his home base, the engine failed, presenting him with the added bonus of having to shoot an instrument approach on one engine in poor weather. Even the wind fought him, requiring a change of runway s after shooting the ap proach. Thanks to George's cool professionalism, everything worked out fine, and the newspa per reports in the Milwaukee Journal-Sen tinel the next day were written up in a posi tive way . Tom Poberezny said this "When so much media coverage focuses on tragic aviation incidents/accidents, it' s nice to see professionalism recognized." J agree! You can all help your Division by asking a friend to join up with us Let's all pull in the same direction for the good of aviation. Remember, we are better together. Join us and have it all! ... VINTAGE AIRPLANE 1
A/C NEWS compiled by H.G. Frautschy
EAA Antique/Classic Division Home Page
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AlC WEB SITE UP AND RUNNING For those of you who are net surfers, you'" be excited to know that the Antique/Classic Web site is now avail able on the Internet. You can access it by going to the EAA web site at www.eaa.org and clicking on " Specialty Groups" on the EAA Home Page. You 'll see a screen just like this (left). Click on the area your interested in and you 're on your way. As the year progresses we 'll expand the site to include other member r equested areas. Let us know what you 'd like to see on the EAA AlC Web Site!
SPl'C ' :IIt\
80 OCTANE AI RPORTS I f you're an F BO and you offer 80 oc tane avgas, and you ' d like to be included on our 80 Octane Airports list, drop a note and tell us who you are, where you're lo cated and your hours of operation. We're particularly interested in your plans for selling 80 octane during the Summer months, especially around the time of the EAA Convention. It appears most likely that 80 octane avgas will not be available on Wittman Regional Airport, due to a de cision by the local FBO, Basler Aviation, not to carry the fuel any more due to stor age limitations. We'd like to ensure that those of you who would prefer to fill up on 80 octane avgas can do so with a little ad vance planning. We'll publish the list be ginning with the June issue, and we'll also post the listing on our Web Site as well as make it available from EAA's Fax-On-De mand system that is set up each year to send Convention information . Send your note to EAA , Vintage Air plane, P.O. Box 3086, Oshkosh, WI 54903 3086. No phone calls, please, but you can fax your listing to 414/426-4828 or E-mail it to firstname.lastname@example.org. STINSON AERODROME REUNION 'Tis almost fly-in season, and many are thinking ahead , putting their events to gether so things progress smoothly. One of the early birds has been Marcia Gietz of Houston, TX. Marcia talked to us in 1995 about a fly-in she was planning for the Spring of this year in San Antonio , TX . Taking place April 30 - May 4, at Stinson Field, the Stinson Aerodrome Reunion will feature seminars on various Stinson topics, 2 FEBRUARY 1997
civil and military judging, parts swaps and entertainment. Stinson owners of all types, military, civil, Straightwing or Gullwing, as well as Voyagers are all encouraged to attend the fly-in, held where Marjorie and Katherine first started their flight school in 1915. Pilots and friends of the Stinsons who are unable to fly their own aircraft in can certainly fly commercially into San Antonio. Many local attractions are avail able for the entire family in San Antonio, and "extreme fun" vacation town. This type club event, the first of its kind for Stinsons, is sponsored by the Southwest Stinson Club. For information and reserva tions, call Marcia Gietz 713 /522-2456, Fax 713 /522-2458. E-Mail stinsonv@concen tric.net A VIA TION "URBAN LEGENDS" Most of you have heard by now of the passing of pioneer aviation Elrey Jeppesen, who helped early pilots who flew for a liv ing make it through safely by keeping meticulous notes on each airport he visited. Eventually, he turned his little black note book into a multi-million dollar business. Unfortunately, in all of the writing done surrounding his passing, there has been an oft repeated phrase that has taken on a life of its own. In the Associated Press story regarding Elrey, they repeated something mentioned in error by the P.R. Director of Jeppesen/Sanderson. In that story and the many others written since his passing, men tion is made in various ways to the effect that he flew with a pilot's license issued by the government that was signed by Orville Wright. To set the record straight, Orville Wright
never signed Government issued pilot's li censes. What many early aviators did carry was an F AI (Federation Aeronautique In ternationale) sporting license, a form of identification that allowed pilots with those credentials to compete in, and set interna tional records during, sanctioned competi tions and record attempts. Elrey, as well as Steve Wittman and many other notable aviators from that time period, were issued FAI Sporting Licenses . Orville was the Chairman of the National Aeronautic As sociation (NAA) Contest and Records board and as such was the FAI ' s repre sentative who signed the credentials is sued to pilots who requested them. Nei ther the U.S. nor any other government issued the documentation, nor were they considered official government licenses . A modern day analogy might be the is suance of a competition card for a partic ular international sport. For instance, be longing to the U . S . Figure Skating Association allows one to compete at lo cal levels all the way to qualification for the Olympics . In aviation, belonging to the SSA or lAC and competing in sanc tioned competitions allows one to set in ternational records under the auspices of the FAr. Of course, this small error by people other than Elrey in no way diminishes the accom plishments of his long career, but these types of things seem to take on a life of their own, and people believe it - after all , it was pub lished in the New York Time s. Besides, knowing this neat little bit of aviation trivia might come in handy during a friendly wager on the airport fence one day!
ero HALTERMAN WIRE FAILURE Dear Henry, I read with great interest the article written by John Halterman re garding the roll wire failure on his Waco. John and I spent consider able time examining the failed wire at Bartlesville an hour or so be fore his tragic accident. He placed the short section of the failed wire in the baggage compartment just prior to the crash. We import and distribute the Brunton line of aircraft wires, there fore I had considerable interest in the failure mechanism. Bruntons Aero Products has been manufacturing aircraft wires since 1909! The failed wire was not manufactured by Bruntons of Scotland. The failure was not caused by a material defect and was a classic example of an overstress condition. The wire had failed a short dis tance from the round to streamline transition, which is the area that all wires fail when tested to destruction. An overstress condition with ductile materials such as the 316 stainless results in a necked down section as the material exceeds its elastic limit with further elongation in the necked down area until the tensile limit is reached, at which time the wire fails. This is an extremely rare failure mecha nism for aircraft wires. I immediately called Bruntons to see if they were aware of any similar failures. They had not experienced any failures of this type. I then called Bob Edelstein of Classic Aircraft who had a similar fail ure in his desk, also a roll wire from one of their YMF-5 Wacos, which might suggest a marginal size for that application. When one examines the function of rol1 wires, it is easy to see that they take the total twisting loads of the entire wing system if a hard landing occurs on one wheel. Most, but not al1, roll wires have a round section under the sheet metal to minimize the possibility of the streamline sections chafing at the cross point. Subsequent conversations with some of our seaplane customers revealed that overstress failures occur occasional1y with float instal lations as water landings can create some high shock loads. It is appropriate to review the wire manufacturing process as well as some basic material properties for aircraft tie rods. Al1 Brunton products which features the stronger rolled threads start with centerless grinding of the surface to remove al1 surface de fects . The rods are then cold worked to the desired profile, either the familiar streamline (lenticular) shape or the reduced round section as in the 7xx series of tie rods. All threads are rolled, which further in creases tensile strength and provides excellent surface fini sh. The inspection process 100 percent inspects all physical dimen sions and 100 percent proof loads all wires to 60 percent of MINI MUM tensile strength requirements. One sample from each order is also tested to destruction. Quality certificates are provided with all orders and are maintained. Prior to WW II, most aircraft wires were manufactured from car bon steel which was either painted or cadmium plated. These wires succumbed to the elements quickly and rusted and pitted badly . I have examined numerous wires still in service that quite frankly are an acc ident waiting to happen. Stainless steel of the 316 series has been commonly used since the War. This type of stainless has ulti mate tensile strengths greater than 100,000 pounds per square inch with yield strengths from 50 to 80 percent of this value, depending on the amount of cold working. All ductile materials once stressed beyond their elastic limit be come permanently deformed and in the case of aircraft wires are con sidered scrap. For this reason a prudent designer would not design to more than about 50 percent of rated strength. Proper preloading is determined by the airframe manufacturer and wil1 typically run 10 to 30 percent of rated strength. Proper preloading is measured with a tensiometer. Wire failures, although rare, do happen and the following seem to be the key reasons for failure:
I. 2. 3. 4. 5. 6. 7.
Vibration and flapping due to improper tensioning Nick induced failures when using aluminum javelins Asymmetrical loading of duplicate wires Salt corrosion pitting causing stress risers Landing shock loads (overstress) Aerobatic loads (overstress) Material defects.
I hope the above will clarify the Halterman wire failure incident and also help to better understand the manufacturing and testing of aircraft wires. I have enclosed one of our flyers that has some valu able technical data that may be of some interest to antique restorers. Very truly yours, Hale Wallace Steen Aero Lab, Inc. 1210 Airport Road Marion, NC 28752
Our thanks to Hale for his letter clarify ing the failure mode of John 's wire. Before he left for the NBA Fly-In, he mentioned that he was unsure about the cause ofth e failure, and that he'd get back to me iffurther clarification was needed. Th e lettering in th e flyer would be too small to read ifit were reproduced here so ifyou'd like a copy ofSteen Aero Lab's flyer describing the aircraft streamline and round tie rods, and threaded clevis type terminals, send them a self addressed, stamped legal size envelope (SASE) at the address noted above. - HGF
I enjoyed your ar
ticle on Clarence Chamberlin in your latest Vintage Air plane magazine, and read it over a number of times. T am send ing you a picture post card which they gave you after a flight with him in his Curtiss Condor. There is a brief history of him on the back of the card. I cannot give the exact date, bit it had to be in the slimmer of 1938 or '39 at the Kalamazoo, MI airport. I can still feel the vibrations from those Curtiss Conqueror engines as we took off and went around the pattern getting a good view of the city, I also got a ride off this same airport this past summer in a Ford Trimotor. Those old airplanes sure get to you. Kalamazoo has a very good air craft museum on the airport. In the slimmer of 1924 on a trip to Chicago in a Model T Ford touring car, my father stopped at an abandoned farm house some where in Indiana that had an outhouse. My younger brother and I spotted a Curtiss Jenny in a large open field nearby, and that 's where we headed. It was on perfect shape but the prop and stick had been removed to keep anyone from fooling with it. I would again like to see a 1919 Martin B-1 Bomber. They are a lot like the Condor but have two 400 hp Liberty engines, and four wheel landing gear, also open cockpits. I have another card so you can keep this one.
NC 23805 Allegan, MI VINTAGE AIRPLANE 3
This article is a continua tion in a series written about volunteers at Oshkosh. This month I am proud to intro duce you to the staff of the Aerogram, Sarah and Bill Marcy and Earl Nicholas, Co-Editors and Publishers who run a full time operation at Oshkosh, putting out seven issues, totaling over 7500 copies distributed in one week! The newsletter started eight years ago as two pages with Phyllis Brauer as editor and publisher and has since grown to eight pages . Seri Geoff Robison and George Daubner present Bill and Sarah with the 1995 "Backstage" Volunteers of ous commitment and dedica the Year Award , recognizing the time and effort they have contributed to the Antique/Classic Divi tion are required to put to gether a newsletter of this sion as Chairman and Co-Chairman of the Aerogram. qual ity and these characteris tics are found in Sarah, Bill and Earl. Earl Nicholas has been a part of the Aerogram since it's conception, literally providing the computers for the operation. He brings them every year from his home town of Barrington, Illinois where he teaches fifth grade and also works in his family's business doing electrical contract ing and remodeling. Earl belongs to the Stick and Rudder Club in Waukegan, a club known for being the world's oldest and largest non-profit flying club, where he has served as president. He has been volunteer ing for the Antique/Classic Division for fif teen years as a biker, as well as working on the Aerogram. Earl is an original computer nerd and can still program in machine lan guage! He is our chief computer engineer and we would be lost without him and his gift of coming up with the right words for all situations, hence earning him the title, "Earl the Pearl of Wisdom." Bill Marcy learned to fly before he Bill and Sarah Marcy head back to the Aerogram HQ after getting the scoop on the learned to drive . When he was just nine latest goings-on on the AlC flightline. years old he built a plane to fly off one of the cliffs in California but decided against Jenny Dyke. He was recruited by J im stays active with EAA all year with Chap Thompson for the Division as an airp lane ter 30 I in Colorado where he has held most manning the initial flight at the last mo offices over the past twelve years. He'll ment! He's has been coming to Oshkosh parker in 1979 and moved to the informa be serving his fourth year as President in for twenty years, beginning his tour as a tio n booth w ith Bob Brauer, before head 1997. If resumes were required to fill volunteer giving ladies' flight line tours for in g off to work on the Aerogram. Bi ll 4 FEBRUARY 1997
(Left) Earl Nicholas and his 11-year-old assistant, J ason Hartwig , head off on yet another mission.
(Below) Earl and Sarah pause for a mo ment while composing an issue of the daily Antique/Classic newsletter, Aero gram. Earl's assistance with the com puters is invaluable, while Sarah's ex pertise in editing and proofreading helps adds to the enjoyment of the newsletter.
Bill's job with the Aerogram, his would be hard to beat! In addition to his experience with Chapter 30 I, Bill is also active in the Antiq ue Airplane Association, the Centen nial Pilots Association, AOPA, and has served as a past director of the Wings Over the Rockies Museum in Denver. Bill re ceived his formal schoo ling in Ca li fornia w ith Masters degree s in both Aerospace and Mechanical Engineering. He has de signed a " Kid Plane" and if your child did not get a chance to ride on it at Oshkosh, he rea ll y missed out! Bill also received th e Majo r Achievement A ward for Outstand ing Service to Sport Aviation in 1987. To help fill the Aerogram with interest ing features , he goes out on the flightline and looks for that rare and unusual bird, in terviews the owner and or builder, takes pictures and lets us read about it so we can go and check it out! As Earl so beautifully phrased it, " While Gordon Baxter is well known as the Mark Twain of modern day ge nera l av iation, Bill Marcy is known in Antique Classic as the Mark Twain at the South end of the field." Sarah Marcy is the "Copy Editor Chief," or as she calls herself, the head proofreader and typist. Sarah started out seven years ago as a typist for th e Aerogram. She re tired from the aerospace industry and is cur rently an active golfer and as Bill describes her, "An excellent nav igator!" They keep a 1947 Navion, which is currently undergo ing some changes, at Centennia l Airport in Denver, Colorado. Bill is developing a tur bocharger and they are building a new ex haust manifold and baffle system, hoping to fl y it to Oshkosh this year. Without Sarah's expertise, the Aerogram would not be! In addition to the three " full -timers," the Aerogram is fortunate to have several other guest writers. Our newest unofficial volun
teer is Jason Hartwi g who started out as a runner and we a ll en ded up working fo r him. He earned th e honorary title, "Editor at Large" this year and wrote three articles and even illustrated some cartoons . Look for this yo ung perso n again nex t yea r! Phyllis Brauer still writes and contributes wonderful pictures. Kent O ' Kelly from Co lorado and of Short Winged Piper fame passes on some excellent articles every year Rich Cleme nts, Lei gh Robinso n and Dan Ca lfee all have written articles in the past. Anna Osborn , our Manpower C ha irma n, ha s written humorou s a rticle s on li fe a t Oshkosh and articles regarding wome n in aviation . The Aerogram staff welcomes ar ticles about life at Oshkosh and topics that are of interest to the Antique Classic mem bers. If you would like to share your exper tise regarding rebuildin g your plane, fa bric
or metal working, bring it by the Aerogram trailer behind th e Red Barn! Maybe you know someone who can get some specialty parts or goes out of their way to attain the " unattainab le." Share this with the mem bership! The Aerogram staff's goal for the future includes preparing a pre-convention issue ava ilable a few days before the show actu ally begins with a map and information re garding where to find what you are looking for, where to go if there is a problem, and other pertin e nt information. If yo u are looking for the Aerogram next year, there are eight di stribution points South of the Red Bam. Hats off to Bill , Sarah and Earl as well as to all of the contributing writers who provide us with great information and e nte rtainm e nt every yea r wit h Antique/Classic's own AEROGRAM! ... VINTAGE AIRPLANE 5
By James Haynes
As the first Rob i n of th e season brings you happiness in the knowledge that spring has come, so will your first Curti ss" Robin" thrill you with the realization that new comfort, luxury, safety and economy ha ve arrived in air transportation .
Q The Robin was the product of the Curtiss Aeroplane and Motor Company, a giant among giants in the airplane manufacturing business during the I 920s. Curtiss was the leading manufacturer of military aircraft and the engines to power them. They had done little in the civil area until the country went crazy about flying after Charles Lind bergh's Atlantic flight in May, 1927. It was a corporate decision to enter the civil aircraft manufacturing field. One myth has it that Curtiss had in storage over 1,000 uncrated OX-5 engines and bins of parts, so the decision was motivated by a desire to get rid of this surplus by placing a low cost light cabin plane on the market and still re alize a profit. Lost in this is the fact that be fore Lindbergh 's flight, Curtiss already had the Challenger engine in the design stage, a powerplant intended for a light plane. Whatever the motivation, Clement Keyes, the chairman of Curtiss' Board and the of directors ordered the Curtiss design team of engineers to come forth with a light cabin monoplane capable of hauling up to three passengers and baggage. By late 1927, the Robin was undergoing wind tun nel testing at the Garden City, Long Island, 6 FEBRUARY 1997
New York plant. Shortly after, on January I, 1928, it was an nounced that a new company, The Curtiss-Robertson Aeroplane and Motor Company had been formed and would manufacture the Robin in Anglum, Missouri, seven miles from St. Louis. Major William B. Robertson, president of Robertson Aircraft Company, became the new company's president, chairman and director. The groundbreaking took place on the 45,000 square foot plant on March I, 1928. It was completed by May. The first two Robins were built and tested at the Garden City plant in the spring of 1928. By the end of May, ATC #40 was assigned to the first Robin model, which was the OX-5 version. The jigs, tools and dies were then shipped to the St. Louis facility on what is now known as Lambert Field. The first production Robin rolled out of the factory on August 7, 1928. Coincidentally, ATC #62 was assigned to the Challenger powered Robin the following day. ATC # 143 was assigned in June, 1929 for the upgraded 185 hp Challenger C-I model Robin. The structural changes added about 150 pounds, but it did not seem to affect the performance. From that time until production ceased, there was about equal production ofOX-5 versus Challenger models. On September 5, 1929 , A TC #220 was assigned for the J-l model powered by the Wright J6-5 engine. There were less than 50 of these built. It was a deluxe model with extra options offered. Today there are some Robin B models that have been converted to the J6-5 configuration. There was an attempt to manufacture a four-place Robin, the 4C-IA ATC #3 09, to meet the competition of the Stinson Jr. This proved unsuccessful because the Challenger engine, besides im provements, did not obtain the desired performance. There were but few built. One is still in existence belonging to Elizabeth Nichols of Marion, North Carolina.
Buzz Kaplan's restored Curtiss Robin J6-5 was built up by Gary Underland and Buzz during the late 1980s. Originally built as a B model, it was converted to a B-2 model with a Tank engine in 1946. It later had a 220 hp Continental installed, before being restored to the J-1 model. This airplane has also been flown on Edo 2665 floats!
EAA's newly restored Curtiss Robin is powered by the Milwaukee Tank V-502 engine, an aircooled version of the Curtiss OX-5. Restored by volunteers at EAA's "Aeroplane Factory" the Robin now joins the display fleet at EAA's Pioneer Airport.
Other engines at one time or another were ATC'd for the Robin, but performance was about the same. A Warner, Hisso and a Kin ner were all approved either by ATC or Letter. The Robin was the test bed for the ill-fated Crusader engine. The Robin was well accepted and, in all, according to Bowers, 769 were built, which is not too bad considering the avai lable pool of pilot-owners in existence at that time in aviation history. The sale of this many Robins in such a short period of time of its production is a credit to the marketing genius of the parent com pany. A new company, the Curtiss Flying Service, was created with the goal of establishing fields around the country to provide pilot training and sale of airplanes, not only of Robins, but others that Curtiss had the license to market. When Robins came off the production line , they went to these dealers and shown as sales . Some, as was the case with the Robin that belonged to this writer's dad and uncle, had sat in a hangar at the Curtiss Flying Service for two years before a private owner purchase in 1931. The Robin was popular with small operators from the begin ning. It provided them with a closed cabin airplane of great utility that was less expensive than competitive airplanes. Flight instruc tion, air taxi and cargo were all possible in a Robin. During the Depression years of the 1930s, used Robins were selling for as lit tle as $400 and parts were readily available. The 1929 October stock market crash and the subsequent shock waves in the business community put an almost immediate halt to the production of new starts at the St. Louis factory . The late Ted Gleick, production supervisor at the Curtiss Robertson factory at the time, told this writer that he and almost everyone else on the production floor got their pink slip on December 31, 1929. With so many Robins in the warehouse , full parts bins, and unsold Robins sitting on the line at the various Curtiss Flying Service fields around the country, it did not take the company long to "downsize." Robins were still assembled from warehouse stocks
as late as 1932 and it was still possible to order new parts from the factory as late as 1939. Senior citizen flyers who flew the Robins in the old days recall the airplane with affection. They have mixed reviews about the re liability of the OX-5 model, but most feel the Challenger was very trustworthy, even admitting its vibration tendency. The Robin saw a life as an endurance airplane. The first was the flight of Howard DeCelles at Tulsa in December, 1928, in an OX-5 Robin. He stayed in the air 19 hours, six minutes and 51 seconds. From July 13 until July 31,1929, Forest O ' Brine and Dale Jackson set an endurance record of 420 hours and 21 minutes in the "St. Louis Robin" powered by a Challenger engine. This was a company sponsored activity. When the Hunter brothers broke this record soon after in a Stinson, Jackson and O ' Brine reestablished their record, but it was disallowed for technical reasons. The Key brothers, AI and Fred of Meridian, Mississippi, re claimed the endurance record for a Robin by staying aloft 653 hours and 34 minutes in "Ole Miss," a J6-5 powered Robin. This flight took place from June 4, 1935 until July 1, 1935. The most famous flight for a Robin was undoubtedly made by the late Doug Corrigan when on July 18, 1938 he flew his $325.00 Robin B with a J6-5 engine from Floyd Bennett Field, New York to Baldonnel, Ireland. The Robin was also a refueler for many endurance flights . Be sides refuelers for the "St. Louis Robin" and "Ole Miss," another, the "Texaco" Robin NC82H acted as a refueler for Loui se Thaden ' s Thrush in 1932. Like many airplanes in the 1930s, the Robin was used for many wacky stunts. One of these stories comes from the autobiography of Clarence Kavale ' s Memoirs of the Thirties. "Winter of 1931-1932" " My most mischievous act came on May 1st when I scattered rice on a young couple on their wedding day. Leon Anderson and VINTAGE AIRPLANE 7
Tinka Haaland were getting married at the parsonage north of Ridgeway. A few of the neighbors had gathered at the hangar which I had erected to shelter the plane. We made some plans. My brother bought $1.00 worth of rice, and Gilbert Christen was to practice dropping the rice and act as bombardier. We made a few practice rice drops on the metal hangar roof and Gilbert scored every time. There was room for a passenger so Clarence Borseth went along. First we flew to the parsonage a few miles away. There was no one there so we scanned the roads for cars. We found them on No.9 but had to circle around to allow them time to get to the bride's home. in the meantime, Gilbert got airsick so Borseth had to change seats with him to be next to the door. When the wedding party arrived we were there with the rice. We made several passes to be sure we hit the target. "In another incident, the lowly barnyard fowl guinea was used to pull off a stunt in A von, Illinois. "Frank Clugsten, the local Chevrolet dealer, went into the airport business on the edge of Avon , Illinois in the fall of 1929. He became quite popular with his OX-5 Robin , giving his friends rides, etc . The town also had a country club on the oppo site side of the village and in 1930 Clug sten's friends involved him in the July 4th celebration there. The celebration commit tee, seeking to raise funds for the fire works, conceived the idea of selling $1 tickets on a raffle of sorts. This is where
Frank came into the pict ure. At a given hour, Frank flew his Robin over the coun try club with his mechanic, Barney Rogers and ten guineas that had numbers attached to their legs. Being careful as possible, Frank maneuvered the plane low over the grounds and Barney released the fowl. They swooped in ten different directions. When last seen, they were heading for the nearby cornfields. Not one was retrieved for a $ 10 prize." "The Robin was said to also be a fa vorite among bootleggers during that time between their manufacture and the 21 st Amendment, 1933 . Bob Richardson of Broken Arrow, Oklahoma tells about his friend "Big Ed." "Big Ed was not one who would easily talk about his experiences during those wild days, but he did have a favorite story about one near disastrous booze hauling trip in that Challenger Robin. It seems that an Idaho Fall s bootlegger had a need for a quick supply of whiskey and Ed agreed to furnish the stuff by air. With the rear seat removed, the Robin was loaded with a number of bright shiny five gallon tin cans of booze and Ed took off, heading for a landing spot just outside the Idaho Falls city limits. Unfortunately, Big Ed encoun tered a few low clouds and had some diffi culty getting through the mountain passes which caused him to arrive at the secret landing strip just before dark. He managed to get the Robin down in one piece and un loaded the booze as quickly as possible.
The booze was covered with a tarp and pine tree branches and Ed then took off to meet his customer at the municipal airport cafe on the other side of town. "The local bootlegger was nowhere to be found and it was ten a.m. the next day before he was located. Yes, he still wanted the supply and was willing to pay a pre mium for it. He cranked up his 1923 Dodge panel truck and he and Ed headed for the cache of booze. To their amazement, it was nowhere to be seen. Ed was stunned until he began to look around and finally realized that in the darkness he had missed the designated landing strip. Instead he had landed at least a mile south of the in tended landing site. " By now it was nearly noon and after a frant ic search in the old truck, they finally found their lost load by driving toward a shiny reflection on the horizon. The reflec tion was the sun shinning brightly off their square tin five gallon cans which were neatly stacked one on the other and completely de void of camouflage so carefully applied the night before. During the night a strong front had blown through the area, taking with it the tarp and all the protective tree branches, leav ing the canned booze for all the world to see, including cops and prohibition agents. To make matters worse, Ed had landed some 20 yards from one of the local farm to market roads and fairly heavy traffic had been going by all morning. "After some consultation and much hand wringing by the customer, they finally de-
John Rathjen's Wright powered Curtiss J-1 Robin was flown to EAA Oshkosh '81, sporting the familiar yellow wings and tail surfaces with an orange fuselage color scheme. 8 FEBRUARY 1997
cided to take a chance that the law was nowhere around and made a mad dash for the pile of cans which they quickly loaded into the truck and sped away as fast as the old truck would take them. "Big Ed was paid off in a hurry and deliv ered to the airport where he cranked up the Robin and set a course for Monida Pass and home, much wiser and feeling pretty lucky. The Robin, as usual, perfOtmed perfectly." Big Ed is gone now. He missed Oshkosh, Blakesburg, Bartlesville, Merced, Lakeland and all the other great places where knowl edgeable people still love and appreciate the old Robin. People have asked, " Whatever happened to all of those Robins?" The answer is prob ably no different than asking the same ques tion about any of the airplanes manufactured during the late 1920s to the beginning of WW II. Many of those old steel tubes went into the scrap drives during the war. The postwar market was flooded with new light planes that were cheaper to operate than those early OX-5 and radial engined ma chines. They suddenly became antiques. Today there are 58 Robins that can be ac counted for, although some are incomplete projects. Approximately a dozen to 15 can be classified as airworthy and can be flown, another dozen are static display museum birds, eight or ten "serious" restoration pro-
Assembling the Robin The Robin assembly line in St. Louis on what is now Lambert International.
jects, and the rest range from a data plate and a few parts to complete Robins resting sub limely in a pile somewhere in storage. The Robins Nest was started about eight years ago to bring together owners and en-
thusiasts of the Robin. The newsletter has been successful as in format ion exchange and parts seeking. I t relies totally on postage do nations. There is no "Ro bin C lub" in the true sense of the word. ... VINTAGE AIRPLANE 9
You say you're itching to get going on your rib stitchin' , but your buddies are all out fishing or re-or足 ganizing their stamp collection when you call for help? And every time you try to flip one ofthose wing panels over, your cat Rex takes offence at being moved from the top of the wing and hangs on upside down with his claws buried in your fresh ly laid Dacron? Is that what's troubli ng you, bunky? Then step right up and dust off that welding torch, because you can solve you problem with this handy setup for a rotating wing jig! Usi ng some tubing and a couple of wheels from the hardware store, you'll be able to spin your wing panels around with the greatest of ease!
Here's aU you have to do, as shown in these pictures:
These four shots show the overall composition of the rotating wing jig built by Denny Marshall of Pasadena , CA. Denny was rebuilding a Stagger足 wing and worked up his own version of this tool. Using the two interplane strut attach points and the spar root end fit足 tings, the wing can be easily positioned by rolling the hoop on the wheels and turning about the single axle mounted at the root.
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The jig uses 3/4" conduit rolled into a 64" dia. circle. (64" was used for this jig based on the chord of the Stag足 gerwing wing, plus a bit of breathing room - you can adjust the diameter of the hoop somewhat, but be careful not to make it too small, or the stability of having the wheels set far apart will be lost.)
~ acid to make it weld better.
The steel was cleaned with muriac The stand was welded up using square tubing. Look around your shop or the scrap bin of the local machine shop for some suitable steel. If being able to roll it around the shop is important, add casters to the stand. In these details, you can see how the spar root fittings are picked up with a bar and a pair of plates welded at the ends at the correct distance. A split tube used as the axle bushing can be clamped in place using a bolt through a tab. That will lock the posi足 tion of the wing, and a quick tum of the bolt will release the axle.
VINTAGE AIRPLANE 11
~ The conduit hoop rests on a pair of ball bearing wheels that have the tires cut off. A pair of hard足 ware store bronze bushing wheels would work as well. Keeping them as far apart as possible will help keep the as足 sembly stable while rotating the wing, but remember that as you get them further apart, you'll cause the hoop to get closer to the ground. A pair of guards can be made to retain the hoops in the wheels, if desired.
Variations of this theme have been seen, including one that dispensed with the stand and used a pair of hoops, one at the strut attachments and the other at the wing root. A pair of bars running from one hoop to the other stabilized them when they were fitted to the wings. The wings could then be rolled back and forth on the hoops to flip them over. Drawbacks to that design include the long bars getting in the way when you bend over to stitch the wings, and the extra room needed for rolling the wings around. Ajig or set of jigs like this could be a great weekend project for a Chapter. Our thanks to George York and the Staggerwing Club ... for sharing these photos of Dennys jig with us.
12 FEBRUARY 1997
by Cy Galley Do you believe in Rainbows? You know, the legend of the pot of gold at its end? One of our users of the "Emergency Aircraft Re pair" at Oshkosh believes. This repair faci l ity for convention flyers has been a service project of Chapter 75 from the Quad-Cities of Illinois and Iowa, USA for 35 years. Our basic function is to get airplanes with prob lems fixed so they can safely return home. We could list the many different repairs made during the Convention, but this year we had one that had that "rai.nbow" ending. Geo Hindall didn't even get to Oshkosh with his 1937 Fairchild 24 before trouble struck. He started 8 years ago to restore it. He made many of the parts from scratch using factory prints . One of these parts was the right gear leg. Landing at dusk, he heavily damaged it at Fond Du Lac on a bad landing. The first we saw Joe, he had a borrowed pickup truck with these twisted tubes in the back. His dream of restoring and flying his Fairchild to Oshkosh was still in Fond Du Lac. As one of our personnel said ... "Looks just like the damage to my Dad's Fairchild leg. It was a weak point in his, also. When we rebuilt his gear, we sleeved the front tube so it would not happen again." Could we help? Of course! That's why we come each year! The damage was at the heavy cluster composed of the two down tubes and the axle . It was going to take a lot of heat to even attempt to straighten and align. Our repair facility only has a single small torch but we knew from experience where we could borrow another. So off we went to EAA maintenance, borrowing their torch on a trailer. We also make stops in several places looking for tubing to sleeve and dou ble the damaged area. We have a small sup ply from a wind damaged airplane but it was only 1.5 inch tubing. While we are looking, we reassure Joe that we have had as many as three grand champions that won from our repair area at a single Convention. He decides to have it judged, as that was his goal. Jim Smith is our welding expert. Overnight, he devises ajig from airplane tubing, pipe, and all-thread to push the gear cluster back when the tubes are slowly heated. Joe is an A&P so he is making mea surements as Bob Olds, Bob Green, Neil Pobanz, Mike Nevergall, and Ed Lealy are holding, pushing, bending, hammering as Jim applies the heat with both torches. Slowly the wrinkle in the tubes disappears
under the pressure and the heat of the torches. Finally, Joe the perfectionist, is happy. The dull red metal is allowed to slowly cool. Back to the pickup to return to Fond Du Lac to do a trial fit. This time Joe doesn't have to talk his way back in, as Cy Galley provides a gate pass so he can use gate 7 at our back door. After taking some more measurements off the good left leg, Joe returns. This time he is even more upset, more forlorn. He had gotten out his presentation book from the airplane to show us pictures of his 1937 Fairchild 24. To add insult to the injury of his prize and joy, he had lost this presenta tion book of documentation for the plane when it fell off the tail gate of his borrowed truck. All the pictures, all the logs, all the articles about its war-time CAP use of his Fairchild were gone! Still, the plane had to be fixed, so it was back to the welding table. The leg was re heated a second time to tweak the align ment. A gusset was welded across the re pair to strengthen it. The wooden fairings were trimmed and re-installed, and the fab ric pulled back in place. The cuts in the fab ric were glued and taped. Back to the truck and Fond Du Lac. The next time we see Joe, he is taxiing his beautiful Fairchild into our repair area just one hour before the end ofjudging. The judges descend in a whirlwind of activity. They judge, sign off, and disappear.
Then late Sunday afternoon, it rains, can celing the airshow. As the rain passes over, a fabulous rainbow forms to the East. Not just any rainbow, but a perfect double rain bow. From our vantage point at the repair building, it looked like a good omen for Joe as one end was over his plane. I'd like to tell you that Joe won. That he had won a Lindy for the best Fairchild at Oshkosh '96. That he won the pot of gold at the end of the rainbow in the pic ture. But I can't as he didn't. But I'll bet Joe will be back to try again with new gear legs for both sides. The Fairchild however carried Joe and his wife safely home again without incident. That was and remains the mission of the Emergency Aircraft Repair. As a foot note, Joe wrote us a letter of thanks. His presentation book had been re turned without a scratch. The omen of the rainbow, of striking gold, was fulfilled. "Please pass this great news on to any of your great group of volunteers and thank them again for their efforts, generosity, and encouragement. Thank you ever so much. I will certainly continue to pass on the good deed. Thank you, Chapter 75 . Anyway, all ' s well that ends well and your team made it happen." Geo. "Joe" Hindall Fairchild 24-G, NC19173 For more from Geo Hindall' s point of view, here's some of his thoughts on his ... Oshkosh adventure . . . VINTAGE AIRPLANE 13
by Geo. "Joe" Hindall DeKevin Thornton
Many of our members know that I have been restoring a rather historic 1937 Fairchild 24-G slowly over the last 8 years. Last year I made a commitment to finish the darned thing and have it on the show line of Oshkosh '96. The first advice I can give, if you're not accustomed to being ob sessed, don't ever make such a promise to yourself. It drained me physically, socially and financially ... but by George we made it to Oshkosh. I was more than a month behind my wife Genie in going to Delaware, while I stayed behind in Englewood, FL working 12 to 15 hours a day to get the 24-G to gether and airworthy. At that point AI Quaglieri , Gene Naples and Dave Kelce , Bill Zeller and myself concentrated on the big jobs, leaving the little problems for later. Taxi tests on July 10th, first flight on the 12th, fuel consumption test flights on the 14th. Small things like an irritating oil leak, fuel gauges that didn't work very well, a right mag that was intermittently dropping more than the left and a Loran that J didn ' t know how to use were all things that I could overcome later. So, . . . on July 16th I took off with our Siamese cat Spinner and a cargo of sup plies, tools , baggage and camping gear in an antique that is three years older than I, on a thousand mile test flight. Three legs, 8 hours and fifty minutes in the air, and a couple of gallons of oil later, I made my first night landing with a motor driven retractable landing light at Eagle Crest Aerodrome, our home field near Re hoboth Beach, Delaware. Genie had orga nized a great welcoming party right there in the hangar. We both took a break from the Fairchild obsession to visit Genie's brother and take in some of the Olympics in Atlanta . That was really great. After another change of break-in min14 FEBRUARY 1997
These three views of Geo. "Joe" Hindall's 1937 Fairchild 24-G show off his exceptional workmanship and attention to the little things that make up a grand restoration. The airplane is restored as it was painted during its service in the Civil Air Patrol during
eral oil, work on what we thought were the oil leaks, some spit and polish, fabrication of two cabin fresh air vents for the roll up windows and a good GPS flight plan, we had to wait most of the morning for the fog to lift on August 1st, opening day. Once we got to the Chesapeake Bay the weather opened up and we had beautiful flying weather. Through the OCAIBAL VFR corridor, across West Virginia, S.W. Pennsylvania, Ohio, (we fueled just west of the Ohio River at Cadiz with 80 octane!) and on across northern Indiana were we fu eled again at Michigan City. Time was running out on the Oshkosh curfew and we decided to fly across the lake to Chicago to save a little time. The 52-year-old 185 HP Warner was running well and what the heck, we had done it sev eral times before. Head winds of give or take ten knots had slowed out progress all day and as we were approaching Milwau kee it became apparent that 8:30 p.m . would leave us far short of our destination. Fond Ou Lac, here we come. It was dark now and the runway lights were so bright that one could see them al most 30 miles out. To shorten a long story I'd rather not remember, nine hours of fly ing and runway lights that were blinding and obscuring the runway combined to cause a bounced and botched landing that would not track straight once on the run way and carried us off to the right toward three parked aircraft and a muddy shoulder. I could see four airplanes being turned to scrap and the ink on my insurance check wasn't even dry yet. On the edge of the mud I deliberately ground looped to get her stopped . The good Lord and the mud grabbed the tail wheel, kept the mains on the ground and stopped us short of disaster. At this point we still didn't really know
Joe and Genie Hindall after all had been made well by the men at Emergency Air craft Repair. Jim Smith, Bob Olds, bob Green, Neil Pobanz, Mike Nevergall and Ed Lealy all worked to get the Fairchild repaired and back on its gear.
what had happened. It wasn't until I got out and with the help of a flashlight, saw that the right gear leg was bent at the axle socket causing considerable reverse camber and about 15 degrees of toe-out. With help we were able to taxi the plane to a nearby tiedown for the very unpleasant and sleep less night. We took the shuttle to the Univer sity dorms in Oshkosh without much to say. I called a longtime friend that night who works for EAA and he offered a pickup truck for Genie and me to shuttle back and
forth to Fond Ou Lac to get on with the re pair whatever it may amount to . What a Godsend that truck was . Friday morning we were back in Fond Ou Lac and had the gear off by noon. After lunch we were at the Emergency Aircraft Repair Facility op erated by EAA Chapter 75 of Rock Island, ILL and chaired by Cy Galley. Cy has put together a fabulously tal ented team from as far away as Colorado. Not only were they talented craftsmen and technicians, but psychologists too. I think that my spirit was probably twisted worse than the gear. Recognizing that, the whole crew set to work fixing me first. Working with them , we set about de signing the repair procedure, locating the materials and torches and building a screw jack stretcher tool. Saturday morning everything and every body was in place and the stretching and straightening got started. Sunday morning it was back down to Fond Ou Lac to fit the gear and make final measurements for fit and alignment. The problem here was try ing to make measurements from some points that I could transfer and carry with me back up to Oshkosh. Three different measurements did have to be tweaked any place from 114" to 7/16." This became the biggest problem back on the work bench at the Emergency Aircraft Repair shed. I was so confident that we had made the final adjustments right to the number that another volunteer on the repair team brought some fabric repair materials out of the trunk of his own car and I recovered the fabric on the bottom of the gear leg. Sunday it was back down to Fond Ou Lac to permanently re-secure the gear and all its fairings, struts and cable brakes and recheck the alignment. Lee Perazzio at Fond Ou Lac Skyport, Inc. and his whole VINTAGE AIRPLANE 15
The complete flare system is in stalled, including the tubes and the control panel in the cockpit. Long since illegal to use , the tubes are blocked off using a trio of plastic baseballs!
The cockpit of the Fairchild is a won derful reminder of the Golden Days of Aviation , w ith some modern ameni ties added. The beauti ful wood grained instrument panel overl ay might look familiar to those of you who have been members for a while. It was the panel finished by " Wood grain By Estes," as detailed in an arti cle published in Vintage Airplane in February 1993. The right side panel can be neatly covered up with a simi lar woodgrained panel which has a vintage radio faceplate installed. Even the round-faced Loran can be covered by an ashtray faceplate!
organization were as generous and cordial as they could be throughout this whole af fair. He gave me a comer of one of his pri mary hangars underneath an electric hoist, and while I had my own very complete tool bag, he offered me tools and help as I might need them. As you might imagine, running one of the two primary relievers for Oshkosh is a de manding 24 hour a day job for Lee and his staff. Not once did Lee or anyone else lose the smile of their face or their cheerful voice. Genie had taken a lot of her time to stand beside me and try to help every day cleaning bugs, or grease or running errands or just read ing her novel and lending moral support. By Monday morning, now the fifth of August, we were ready to take the Fairchild on to Oshkosh. 16 FEBRUARY 1997
... Finally. After settling a small acco unt I flew the Oshkosh arrival procedure and Genie returned the pickup . All the fe llows at the Emergency Aircraft Repair were anxious to see the who le airplane so I tax ied into their compound where the judges came to look at her and we readjusted the right si de brake cable. Aside from all the friends we have and did make on this trip, a high point was meet ing the nephew ofC.A.P. Maj. Arthur Hyde, the fifth owner of NC 19173 and the pilot who flew WV Rep . Jennings Randolp h on the first flight in America on gasoline made from coal. . . in this airplane . [ am now in correspondence with Mr. Hyde in Hawaii. The return tr ip to Delaware was high lighted by good weather and our two day
visit with a long lost cousin near Cleveland and a trip to the new Rock and Roll Hall of Fame on the " new" C leveland water front. I! is very we ll done and you have to count on spending at least half a day. Another overnight at Hagerstown, MO the birthplace of the Fairchild, 1070 hours earlier in 1937, so await the clearing out of a slow moving frontal system over the East coast ... then it was on home and a few days away from the plane. EAA Oshkosh means a lot of things, but the best have to be the people - from Bob and Noel and their truck, to Cy Galley and the amazing wizards in the Emergency Air craft Repair area, nothing can compare with such an experience. Thanks, folks!
As we've mentioned in the past, a num ber of the airplanes that fa ll in the Contem porary classification of Antique/Classic judging are sti11 working airplanes. Most of those work part of the time, and then are al lowed to accompany their owners for plea sure trips. Wayne and Janice Strader, Ard more, OK are a pair of high school sweethearts who use their hard working 180 for both pleasure and work. Janice and Wayne are Oklahoma cattle ranchers, and like many of their neighbors, the Straders have a private strip as part of their property. Hopping in the 180 and heading off to a neighbors for breakfast is a regular occur rence for those who live in areas where the dista nce from homestead to homestead measured in miles instead of feet. With it so handy, they try to fly it every day, as long as the weather will let them. A short hop to the neighbors or to the city is not the only thing the Straders have done with airplanes, though. Wayne, who is a strictly VFR pilot, has had aircraft un der his command as far north as the Arctic Ocean and south past the Tropic of Cancer nearly to the Yucatan Peninsula, exploring old Mexico. The trip to the Arctic Ocean in 1988 took him north to the Great Slave Lake in the Northwest Territories, then northwest, following the Mackenzie river to Norman Wells and Inuvik, culminating at Tuktoy aktuk near the Beaufort Sea. At that time, Wayne was flying a Cessna 182 , and as Often flown as a two-place airplane with lots of baggage (or camping equipment) the Straders enjoy using their 180 locally and for long distance cruising.
18 FEBRUARY 1997
much as he liked the airplane, a friend of his who accompanied him on his trip had a 180, and Wayne really liked his airplane. He kept it in mind until later, when he be gan to look for a 180. He searched for over a year and a half before seeing N9776B . Billy Copeland of Paris , TX had the 180, and had done an excellent job keeping the Cessna up to par. At a great little fly-in at Red Claw in Texas, Wayne and Janice saw the airplane for the first time. Wayne made an offer a bit below the asking price, and told Billy that he 'd give him a little bit of time to think about it while he went and looked at other airplanes. As the fly-in was winding down, Wayne went back to Billy and asked him if he would accept hi s offer. "You already bought it," Billy replied. "No, not yet," Wayne said. "Your wife said she liked the airplane so much she was going to pay the difference! " Wayne says that if Janice hadn't done that, he problably would not own the 180 today. "I had my own money and I wanted that plane," Janice told us during Sun 'n Fun '96. Since that day, Wayne says the 180 is Janice's airplane, and that he gets to fly it. As one might expect, Janice is no Okla homa wall flower. A bright lady with an
infectious smile, it was obvious she's a morning person when we caught up with her as the morning dew was still evaporat ing from the Sun 'n Fun grounds. Janice was busy folding the tent and packing the campsite, and was effervescent even before she had eaten her breakfast! She also puts some of her energy in keeping the 180 looking sharp - there wasn't a bug or oil smear anywhere on the airplane, and she kept after it each morning so the dew and dust would not muss up the nice looking blue and white color scheme. Wayne thought it was pretty neat that she made it possible to buy the Cessna, since he usually buys her fun things like shotguns (she's a crack shot) and airplane equipment. She's very proud ofa new ICOM A22 and a pair of new head sets from her pilot/husband. Their appreciation for one another shows in their enjoyment of each other's company - it obvious they ' re best friends, as well as husband and wife. Janice has not soloed a taildragger, but she does have a Student license and has soloed a 152, 172 and the 182. Janice 's strength is in her navigating and coolness in an emergency, which she demonstrated to Wayne last year during their trip to Florida, when the engine in the 180 nearly quit at 7,500 feet over DeQueen, Arkansas.
Janice hit the appropriate button on the Lo ran and gave Wayne a heading to the near est airport, only eight miles away. An un eventful forced landing with about 10% engine power was accomplished at Helms Sevier airport, and the newly installed, yel low-tagged carburetor was removed and disassembled. A piece of metal was found in the jet, and the float was dragging in the just overhauled carbo So much for feeling confident behind a newly overhauled carb from that shop! The folks at DeQueen were just great to the Straders, helping them get around town (the local pharmacist gave them the keys to his truck so they could drive around to get what they needed) and within a couple of days they were on their way. Wayne's adventure with the 180 was not his first - he had experienced a forced landing once before, and was able to land that airplane without incident, so the sec ond time he was called upon to react, he handled the situation with aplomb. His enthusiasm for aviation has ex tended to lightplanes, building a modified Raven lightplane he dubbed the "Strader Superstol." Working 10 months 10-12 hours a day, powered with a water-cooled engine, he built the radiator, fuel tank, and many other components from scratch. VINTAGE AIRPLANE 19
The cockpit of the Strader ' s 180 (a 1957 model 180A) is still pretty original from the day it was built. It now includes an Apollo Loran, Bendix/King Nav/Com and a transponder. Janice ' s ICOM A22 is their backup comm radio.
Janice and Wayne Strader, Ardmore, OK
Mounted on a pair of home built foam filled floats, he flies it off the local lakes, including Lake Murray and Lake Texoma , a lake formed behind the Denison Dam on the Red river. At first, some of the authorities weren't very happy with the idea of someone flying off the water in their domain, but after speak ing with Bob Richardson of the SPA, they welcomed Wayne and his floatplane. Bob was able to explain the rights of floatplane pi lots to those who would restrict them without fully understanding where their jurisdiction ended. With the 180 and the Superstol, he can enjoy a wide range of aviation. Another enjoyable aspect of owning the 180 is the 180/ 185 Club. With the airplane and the type club, they've been to Texas for a New Year's Eve party, and a fly-in at Mal lard 's Landing near Atlanta, GA. Wayne made an interesting observation of the pilots ~ in the club who picked Cessna J80's as their <!i mount. the majority of them are airline pi- J: lots, either still flying the line or retired. It seems that the combination of power, han pounds as useful load , while the ' 85 185F dling and sturdiness of the airplane appeals could haul J ,636 pounds off the field. In to these professionals. terms of numbers, 6193 Cessna 180's were Of course, the 180 and the 185 have been built from October of 1952 until production the favorite of people who use them to fly ended for that model September 10, 1981 for a living as well. The airplane seems to when construction number 18053202 was neatly define the word "utility" when it is assigned to a Cessna 180K completed on applied to an airframe. On skis or wheels, that day. The numbers quoted here are from on straight floats or those of the amphibious the "Standard Catalog of Cessna Single En variety, the 180 series works well with them gine Aircraft," now in its second edition and all. For over 40 years we've seen the air compiled by Jim Cavanagh, published by plane grow in terms of power and load car Jones Publishing, lola, WI. You can buy rying capability, from the 225 hp six-cylin the book for 49.95 , plus shipping and han der Continental to the 300 hp of the dling from EAA by calling \-8001J0IN Continental 10-520-0 in the 185F Sky EAA (564-6322). wagon. The first 180 could carry 1030 Janice and Way
son, Charles, who is now 25 years old. Charles runs the commercial real estate side of the family business, and while he is inter ested in aviation, earning his pilot's license hasn ' t been a priority yet. According to Wayne, he and Charles are headed back to wards the Arctic Circle sometime in the fu ture, and his son's request. The stories of his dad 's enjoyment of the trip fueled the younger Strader's imagination. Who knows, perhaps he'll be a rated co-pilot for his dad! Until then, the J 80 and the Strader Superstol will be hopping around Ardmore and the rest of the U.S. I don't get the impression that N9776B will be resting in a hangar for any ... length of time - it's just too useful!
Jim Koepnick Photos
Typically, my lifelong addiction to us ing an airplane to get high began at an early age. Since my parents lived close to the airport that served South Bend, Indiana, it seemed that everyone was doing it. At least quite a few folks supposedly old enough to know what they were getting into kept buzzing over our house low enough to get my attention and perk my interest. When I was seven, I became enamored with the first Piper J-3 Cubs that rolled out of the Lock Haven factory and appeared in Bendix Field's traffic pattern. My situation was similar to the one described by a re tired airline stewardess who- at the same age- also developed an incurable urge to fly. Ironically , it was Elinor Smith's mother who took her daughter to a neigh boring farmer's field where the owner of an old biplane was offering rides . The poor girl was hooked on the spot. She pleaded,
begged and cried for a ride, but her mother was like mine. She considered flying dan gerous, a foolhardy pastime for daredevils. Being an insignificant male child with a sturdy bike certainJy made it easier to take up somethi.ng habit forming. By age ten or so I could escape from my home unnoticed and leave my mother to her constant moni toring of my three female siblings. Some times [' d pedal out to Stockert Flying Ser vice and observe flying addicts while my mother occupied herself with the hopeless task oflooking after my sisters' morals. At first I had to be satisfied with shad owing pilots after they had come down from trips. I spent many idle hours in or near a hangar, listening to their tantalizing
tales. Those stories fired my imagination and strengthened my resolve to be like them, but I was too young and too poor to do anything except drea m about getting high with them. Hardly anyone except for Homer Stock ert's wife paid much attention to me at first, and Dora's attention was limited to running off the few barefoot boys brave enough to linger too close or too long in her territory. Nevertheless, I kept return ing . In fact, I made a game of sneaking past her office undetected, and that seemed to amuse her husband, the mechanics and the flight instructors. In time they began to run interference for me. My fantasy of going on high became re ality during my eleventh summer. Every detail of that first dose etched an indelible image into my mind. The irresistible im pulse struck me on a hot humid afternoon VINTAGE AIRPLANE 21
while I was running a hand mower back and forth in Mrs . Miller's back yard. She had already handed me two silver dollars for that month's lawn care. I hadjust switched the coins from my sweaty palm into a trouser pocket when a new yellow plane caught my eye as it banked for a tum onto final. I recognized it as the plane be ing used for $1.75 rides advertised on a sign newly erected on a fence in front of the FBO. I finished cutting the grass, went home to clean up, and rode my bike to the airport. The sound of silver settling onto a glass countertop mellowed Dora considerably. She called a pilot-mechanic and he led me to the aircraft. A line boy gave us a prop. Excitement mounted as the pilot held clear of a taxi strip with the nose of the aircraft facing the control tower. A controller shot us a green light. We taxied to a runway with a huge " 30" painted on it. Another green light sent us on our way. The marvelous panorama that met my gaze just seconds after liftoff amazed me . "What a sight," I thought as we reached 600 feet on what amounted to one fairly wide cir cuit of a left traffic pattern. On downwind leg my eyes followed familiar streets until I located our house, the lawn I'd mown, and a few other landmarks. Looking ahead, I could see the downtown area and beyond. The pleasant illusions associated with get ting high were apparent. We seemed to be moving slowly even though the ship's air speed indicator registered the highest speed I'd ever traveled. Below us lay a world of toys and everything- including a local junk yard- looked so nice and clean. "No wonder people can ' t seem to get enough ofthis," I thought. "This is wonderful." The pilot interrupted my revelry with a sudden exhilarating bank to the left followed by a glide that gave me a sinking feeling. What a rush! Much too soon, fast moving pavement and a gentle thump signaled our return to the drab world of normal percep tions. That mere five minute dose, however, had worked wonders on my young mind. I was hooked beyond redemption. I never had much of a chance to tum out differently . Washing an addict's mud splattered Stinson Reliant netted me the 22 FEBRUARY 1997
first of many earned trips with larger doses of thrills. I became delirious with euphoria as hundreds of horses roared, taking my awe-struck senses above a deck of scat tered clouds. ]n that new and strange realm, the irresistible urge to get high as often as possible got into my blood and I had no de sire to seek a cure. During December of that year , the Japanese bombed Pearl Harbor. As I passed through puberty, 75 percent of America's WW 11 pilots served as my role models by using Piper Cubs for their first highs. Meanwhile, a war fueled economy lined my pockets with hard earned cash. Thousands of Cubs, Cessnas and other ideal vehicles for getting high donned olive drab disguises and operated under assumed names as they left factories and went off to war. Left behind were Curtiss Robins and other planes too old for the war but spunky enough to get a teen high. My big break, however, didn't come about until my junior year in high school. The war ended and many aircraft returned to civilian life, including the famous L-4 or Piper J-3. A physician I caddied for told me about a new flying service that had been established at a remote airfield south west of town. The place sounded perfect. There was no control tower to bother with. Rental rates and taxi time were minimal, and none of my mother' s spies were likely to stumble across the place. I recall leaving home on a weekday at dawn and pedaling for 30 minutes at a leisurely pace to reach and examine that small sod field. As I approached Chain 0 ' Lakes airport from the north, I spotted four yellow Cubs tied down on the flight line. Six others were in hangars or on cross-country flights. Warren Oliver also supplied other temptations there , including a rag-wing Cessna 120, a prewar Ercoupe, an Aeronca Champ, and a PA-12 Super Cruiser. Brand new designs were on the horizon. I discovered the airfield's greatest asset when I entered the small operations-main tenance building, namely, the people. The staff, rental customers and aircraft owners all treated me like an old friend from the start. I spent a couple happy hours brows ing in and around the four T -hangars with
plenty of guides explaining everything. I then joined a few of those congenial hangar fliers for lunch in the airport's cozy diner where they introduced me to Bruce Wetzel, a flight instructor and former Navy flier. Chain 0' Lakes' answer to the grouchy Doras of this world was Betty, the cute, pe tite, young lady who ran the office. She sold me some required text books, sched uled my first J-3 lesson with Bruce in NC9847I for June I, 1947, and said that 30 minutes of dual would cost me $4.50. Two months and just under seven flight hours later, Bruce Wetzel turned me loose to get high on my own. I could write a small book about that memorable event. Suffice it to say that taking off to the north west without the bulk of an instructor blocking my view of the instruments left me with a marvelous feeling. NC6216H leaped off the ground and climbed like a homesick angel. Every fiber of my being went on high alert. My instructor had a few anxious mo ments when he saw me leave the pattern from downwind leg. Anxiety, however, turned to pride when he noticed that the wind direction had changed. I turned around and entered the pattern for two ad ditional full stop landings to the southwest. A friendly group of airport regulars met me at the ramp and cut a piece of material from my shirttail. While my instructor recorded my name and July 25, 1947 on it, others brought me a nickel Coke, a couple hamburgers and some fries. I felt like a member of a big happy family as we all cheered Bruce and watched him nail my solo cloth with others already hanging from a cornice board in the ceiling. Although I wasn't very fussy about what took me up to the realm of euphoria above ground level before or after that first solo flight, I usually depended on my first love until I passed the test that allowed me to take others with me on trips. In other words, us ing cute little baby bears to get high eventu ally led to using more powerful planes. A Cessna 120, NC89063 , for example, had 20 more horses than a J-3 to get me high quicker, and she could bring me down dizzily with her tight spin characteristics. On the ninth of July in the year follow
ing my first solo, a flight examiner kept me up for 50 minutes in NC7304H. During that check ride for a private license , we wore parachutes because of the spins and other precision maneuvers I had to perform to his satisfaction. My favorite drills, how ever, were spot landings and the power off 720° approaches that commenced directly overhead at 1500 feet. The J-3 performed beautifully that day, and I was hot. I still recall the examiner' s instructions to plan a high approach for the landing that signaled the end of the test. On final I slipped over and past some tall trees for a short landing to the southeast. My second year of flying (June 1948 through June 1949) was marked by a record indulgence in my favorite habit. During that year, I added seven different models of aircraft to my list of vehicles that took me away from earthbound realities. All of them were destined to be classified as ei ther Antiques or Classics by future genera tions. Nevertheless, sandwiched between flights in four models of the new or nearly new PA-II, PA-12, PA-15 and PA-16 planes, I managed to squeeze in more than a dozen Cub flights. Quite naturally, cu riosity drove me to also try Ercoupes with various powerplants, the lone Aeronca C-3 on the field, and a brand new single seat Mooney Mite. The latter tiny aircraft had retractable landing gear. On my third flight, it collapsed on touchdown. Chuck Post replaced the wooden prop, fixed the glitch in the landing gear system, and de livered N357 A to its new owner, a travel ing sales manager. Barely three years later, it was obvious I hadn't kicked the J-3 habit. Drafted into the army for the Korean War, I succumbed to the temptation on a weekend pass from Ft. Sam Houston in Texas. A local soldier gave me a ride to Davis Airport, a small sod field with runways built on rolling hills. In exchange, I treated him to a one hour thrill in NC80035. We enjoyed the scenery during the climb to 4000 feet. Then, at John's request, we did some loops. A spin to a lower altitude and a scenic run past downtown San Antonio finished a much needed uplifting. Marriage and the arri val of a son the
next year didn't change my attitude toward my first love at all. Shortly after discharge from the service in May of 1953, I bor rowed NC98248 from a young lady who owned a pet skunk. Then, for just ten min utes, I exposed Nancy and our II day old infant son to a baby bear hop . We didn ' t get very high before the droning Continen tal engine put Dennis to sleep . On a later flight in the same plane also flown from Mishawaka, Indiana ' s Cadet Field , I learned the ideal age for a baby's first high, that is, four months. Dennis was all eyes and he grinned broadly when he wasn ' t looking just plain awe-struck. Life became more complicated after that. We lived close to an airport north of Elkhart that was loaded with Cessnas of every description: 120s, 140s, 170As, 170Bs and even 195s. I soon learned that Jim Hanley's Flying Service had important connections with the government. Through his dealership, they picked up 75 percent of the tab for supporting a veteran's habit. I all but overdosed on flying during the next eight months of indulgence in Cessnas. I did enough spins in N2132V, a 120, to make a beginner dizzy. Its 85 horses rushed me through a series of uppers and downers until I developed the knack for entering a spin on a north heading, mak ing just two turns, and recovering on the same heading. I used the 140s for cross-country trips and night landings . Both N3607V and N2222V had a vertical speed indicator in addition to a tum and bank gauge for timed turns and primitive instrument flights uti lizing needle and ball airspeed techniques. Each also carried a radio that picked up signals from the old-fashioned, low fre quency radio ranges. To learn how to use the new VOR sets and navigate by sight in stead of sound, I used N3287 A, N2522C (170Bs), or N91 09A (170A). For free effortless highs, I hitched rides on a lumbering two engine, UC-78 Cessna. It had a spacious cabin , and I have fond memories of riding in that Bamboo Bomber before termites had lunched one time too many on its wing spars. In looking back, I count my blessings for the well healed local addict who took
me on a couple hops in his Cessna 195, the largest, most comfortable, and fastest sin gle engine taildragger for miles around. All of that intensive indulgence in get ting high led to a dependence on Cessnas as strong as my attachment to Pipers. That, in turn, led to the inevitable mix of punish ment and reward. A flight examiner from South Bend in tercepted me at the Goshen airport in the heart ofIndiana's rich, flat, Amish farm land . The rules called for the ominous rit ual of donning parachutes . Then Mr. Pe terson put me through a grueling, one hour and 55 minute check ride. Fatigue gave way to elation as the mes sage that I had passed sank in . Overjoyed beyond words, I watched with eager antici pation as the examiner wrote me a tempo rary commercial ticket. That, of course, qualified me to push highs for a profit. To hone my skills further, I headed for American Flyers in Texas and learned to stay high on instruments . After three weeks of ground school and pretend flying in a link trainer, I spent a week flying in some nifty Cessna 170A taildraggers fitted with a bunch of black boxes that replaced their back seats. It was great sport to fly blind with airliner avionics : dual every thing pushed to outer markers and down glideslopes by 145 horses. The following year some older flying junkies with oodles of experience began to get me higher on larger more powerful planes with one or more additional engines. A sprinkling of aviation pioneers added zest to my highs and confirmed that I wouldn ' t outgrow my habit. Despite getting higher and higher with greater speed and staying up there longer, the memory of unique thrills of using small planes kept gnawing at my mind . After those flashbacks, I yearned to use the first planes that had weaned me from an earth bound existence. Mounting withdrawal symptoms finally got the best of me during October of 1955. [ was attempting to enjoy the lovely autumn foliage on long, nonstop DC-4 trips. It had been possible to do so while hedgehopping on DC-3 milk runs, but taking color tours on high flying DC-4s proved less satisfying. VINTAGE AIRPLANE 23
Rental Cubs were becoming scarce and my fixed copilot salary wouldn ' t cover the cost of ownership. I searched and found NC3597N at Mettetal Airport in the Detroit suburb of Plymouth. During a balmy and clear day off, I took my three year old son up for a color tour as a preclude to having a talk with him about the welling belly that was changing his mother's shape. What a relief! We flew with the doors open, and Dennis got some stick time while I secretly assisted him with the rudders. He enjoyed the ride as only the typical fearless toddler can. Through his jabbering I gath ered that the Cub was living up to the ex pectations I'd prepared him for. By the time we landed, baby bears were in his blood and he wanted more. I paid for the flight while some young girls mothered Dennis. Then the two of us left and strolled in and around hangars and planes while we had our little talk about human reproduction - as opposed to the usual birds and bees malarkey and other wild allegations. Dennis happily accepted the facts of life with nonchalance and con fessed that he wanted a sister because "Mom already has a boy." The colors peaked the next week so we rented the same plane, visited the same ice cream parlor, and talked about the ultimate high- to reminisce about chugging along at 75 mph with the throttle set at 1900 rpm. We both knew that nothing could compare to a low altitude run with an endless panorama of matchless scenery slowing slipping beneath us. The advent of steady jet flights brought higher pay and kicks of a di fferent kind into my life . Although not many small planes from my past ventured into the high density airports I began to frequent, I still kept in contact with my friends at the sod fields. And they loved it. The coming of Unicom made a great difference. I' d dial in 122.8 and all Chain 0 ' Lakes or Elkhart, giving my altitude, groundspeed and head ing . They'd answer and go outside to watch for me. After they saw me pass , they'd call me back. "We saw you, and it' s good to hear from you, Bob." They were sometimes able to use me to 24 FEBRUARY 1997
encourage young pilots, saying, " He started here on Cubs! Here 's the solo cloth we cut from his shirt1ail," etc . As time passed and responsibilities in creased at home and on the job, the chore of keeping logbooks bulged with entries soon took its toll on my record-keeping habits. I stopped recording the names of stewardesses when I began to fly larger air craft that carried several of them , some joining or leaving a flight at intermediate stops. In 1958 I took a cue from a pioneer who had soloed before I was born and quit my habit of jotting down the number of takeoffs and landings I performed. By that time, Captains were either delegating me to do half of them or more than my share. My daughter, Brenda, reached the age of four months about the same time that I got the chance to fly N3525V, a plush Cessna 140 from Wayne County Airport (airlines were still using Willow Run). In my mind it seemed fitting to expose my feminine, blond and blue-eyed offspring to getting high in a shiny, silver, magic carpet with a fine figure and a lovely cabin. The wife held the baby in her lap. Brenda remained awake and alert for the entire flight. She seemed to enjoy hearing conversations over the ship's radio speaker, and it amused us as she swiveled her head, taking in everything with awe. Occasion ally she glanced at me and grinned. The log entry for Brenda's first plane ride also marked the end of recording flights made in light aircraft. Neverthe less, I hadn't- by any stretch of the imagi nation- been cured of getting high in small planes. General aviation changed dramatically during the years that I spent 80 plus logged hours each month herding large and small airliners around the country. Cubs and other small planes I had flown new or nearly new long ago had become Classics or Antiques. With graying around my tem ples, I had become an antique myself. Yet the old spark was still there just waiting to be fanned into a flame . Quite naturally I never forgot my first love. That became quite evident when I flew my one and only charter flight into Burling ton, Vermont almost three decades after my
first solo. The control tower operator's in structions perked my undivided attention and made my day. " Beechcraft-seven-two-victor, extend your downwind to follow a Piper Cub on final." My heart jumped with joy as I strained to catch sight of a gleaming yellow plane below and to my left. My, what a beautiful sight! " Roger , tower. I have the traffic in sight. Is she based here?" "That' s affirmative, seven-two-victor." After landing, I rushed over to the Cub and intercepted her owner. I lured him into my aircraft and we enjoyed some heavy hangar flying. He was so impressed with the cockpit of that G-18-S Twin Beech in mint condition that he greeted my urge to fly his J 3 with great amusement. I assured him that flying either a Twin Beech or a DC-3 re minded me of flying a J-3 in many ways. In addition, I shared a recent remark made by a former airline colleague while we sat in the cockpit ofa Boeing 747. I had asked, " How does she handle, Jim?" "Like a Piper Cub, Bob," he replied with a wistful look. "She's a gigantic J-3. You re member those, don't you?" The owner of the J-3 was spellbound as I went on to relate how the minds of two gray beards drifted from the cockpit of a jumbo jet back to the small planes that had drawn us into their cockpits during the days of our youth. There's little doubt that my true tale caused the young Piper J-3 owner to develop a deeper appreciation for his plane. It seemed to give him a new perspective. Our conversation led to short hops in both taildraggers. He relished handling the rugged Beech while the gear was up, and I was elated to renew my acquaintance with an old friend in flight. It was a special treat to watch his fi nesse in handling the Cub during the takeoff and landing. For my part, the three point landing I made in the Beech obviously im pressed him. Together we had recaptured an era when airliners and small planes alike touched down on tail wheels and dragged them to the ramp. In the rush and excitement, I failed to memorize that fellow's name or his plane ' s number In all my years of flying more than 60 light planes, that remains my only regret. ....
by Norm Petersen Pictured (below, right) is veteran EAAer, Erik MaLmmose (EAA 165539) of Faaborg, Denmark, who as an active mem ber of the Danish Underground in WW Il, was the munitions receiver for a scheduled weapons drop on the night of May 7, 1944, at a large farm estate called "Rugaard" just a few miles west ofOdense, Denmark. On the right is Mackey Barron from Connecticut, who was the co-pilot on a B24 Liberator bomber flying out of England, that made the successful weapons drop at Rugaard that fateful night in May, 1944. Following the low altitude (300 feet) weapons drop, the B-24 turned west and was intercepted and shot down over Jut la nd , Denmark, by a Junkers JU-88. Mackey Barron survived the crash to spend the rest of the war in a German Stalag Luft prisoner of war camp. Fifty-two years later, the young man in the center of the picture, Kim Juhler, an ar dent Danish aviation historian , somehow managed to track down Mackey Barron in th e U.S . and had him come to visit Erik Malmmose in De nmark this pa st May. Needless to say, it was quite a reunion for the two old warriors who didn't get to meet face-to-face on May 7, 1944. To celebrate the occasion, Erik Malm mose loaded Mackey in the front seat of his newly recovered Piper L-4, registered OY ECS, SIN 4627, and took off from hi s pri vate landing strip nea r Faaborg and flew over the farm estate ca lled Rugaard. Both men felt strong tinges of emotion as they looked down on the peaceful farm where exactly 52 years ago, in the dark of night, some six canisters of small arms and am-
munition were successfully delivered to the Danish Underground . E rik Malmmose, whose wife, Heddy, was also in the Danish Underground, ran a crop spraying operation in Denmark for forty years before the envi ro nmenta li sts closed th e operation down. Retired to a beautiful farm with its own landing strip, he loves to fly his Piper L-4 Cub and has been a member of the KZ & Veteranfly Klubben (KZ & Antique Airp lane Club) for over 15 years. ...
Mackey and Erik
Erik Malmmose, Kim Juhler and Mackey Barron VINTAGE AIRPLANE 25
WHAT OUR. MEMBERS ARE RESTORING
-----------------------------------------------------------byNor~ Ole lindhardt's KZ VII
This photo of a 1947 Danish KZ VII La:rke (Lark), registered OY -ABL in Denmark, SIN 171 , and owned by Ole Lind hardt (EAA 435510, AlC 20881) of Helsinge, Denmark, was sent in by Peer Slmtt of Nordborg, Denmark. One of 56 KZ VII built by Kramme & Zeuthen in the 1947-49 period, OY-ABL is a U-4 model with a 125 hp Continental engine and 110 liter fuel capacity. With fixed wing slots, large flaps and drooped ailerons, the KZ VII is a true STOL aircraft with very short takeoff and landing runs. It can haul four people in its large cabin with very comfortable seats, excellent visibility and a cruise speed of 105 to 110 mph. OY-ABL was on the German register as D-EABE for a number of years before returning to Denmark. From the production of 56 aircraft, there are just over thirty KZ VII remaining in the world today.
Helmut Tuemmel's Cessna 140 This very pretty 1946 Cessna 140, N76724, SIN I 1156, is the pride and joy of Helmut Tuemmel (EAA 526813) and his family of Greer, Sc. The airplane was re stored in 1993 after it nosed over during an aborted takeoff. The restoration work was done by McCullough Restoration in New berry, SC. Included in the restoration was the installation of a jump seat in the bag gage area for the two Tuemmel youngsters, ages 4 and 5. Powered with a C85-12 en gine swinging a metal prop, the 140 cruises at 100 mph and has I 193 hours on the air frame to date. Except for the instrument panel, the airplane is pretty much original, right down to the Narco VOR antenna on the cabin roof. Congrats to the Tuemmel family on a beautiful Cessna 140.
26 FEBRUARY 1997
Glen Ernst's Fairchild 24H on Edo floats This pretty photo of a 1937 Fairchild 24H, registered CF-BKB in Canada, carrying Serial Number 3218, and mounted on a set of Edo 2425 floats, was sent in by Glen Ernst (EAA 480972 , A IC 23523) of Temecula, CA. The pretty yellow and green Fairchild, with only 1059 hours since new and with 336 hours on a factory new Ranger engine, was eventually so ld on wheels to another Canadian owner. The Edo 2425 floats were sold in Sacamento, CA, for a Stinson 108 installation and the struts and rigging were sold in Fresno, CA, for another Fairchild 24H float installation. This very airplane, which was NCI6909 before em igrating to Canada many years ago, is pictured on whee ls in Juptner 's Volume 7, page 11 8. G len has since purchased a Cessna 180 on PK 3000 floats to satisfy the urge to fly off water.
Frank Marici's Nicholas-Beazley NB-SL This photo would come under the clas si fication of " rare! " This pretty red and yellow parasol is a 1931 Nicholas-Beazley NB-8L, NC538Y, SIN K-24, two-place, side-by-side trainer belonging to Frank Marici, M.D. , of Roslyn Estates, Long Is land, NY. Originally, the NB-8B was powered with a five-cylinder Armstrong Siddeley "Genet" engine of 80 hp. Frank replaced the Genet with a 90 hp Lambert R-266 engine installed under an STC which made the airplane an NB-8L. Once all the paperwork was completed, the flight trials began - and trouble started. An un fortunate engine failure resulted in a forced landing with extensive damage to the air frame. The airplane has since been rebuilt and should be re-covered by the time you read this. When everything is ready for flight once more, Frank has promised vet eran aviation photographer, Howard Levy,
a chance for full blown coverage with air to-air picture s and the works. We can hardly wait! This NB-8L is one of six re maining on the U. S. register.
Dave Perschau's Stearman PT-17 Dave and Donna Persc hau (EAA 130944 , A I C 22382) of Glencoe, Min
nesota have unveil ed this recently com pleted 1941 Stearman PT-17, N59334, SIN 75-1606. Finished in authentic 1941 col ors, just as it left the factory, the PT -17 features a 220 Continental swinging a ground adjustable metal prop. The Stear man was built up from bare bones by Howard Kron (EAA 336904, AlC 27035 ) of Montevideo , MN, who also produced the famous award-winning Stearman "T riple Nickel" a few years back . Howard 's latest project is a bare bones Stinson SR-6A Reliant which is in need of a great deal of help. If you have any Stin son SR parts, pieces or even pictures for sale, call Howard Kron at 320-269-6849. Tell him Norm sent you. VINTAGE AIRPLANE 27
by E.E. "Buck" Hilbert
EAA #21 Ale #5
P.O. Box 424, Union, IL 60180
Annual Inspection I have just finished two owner assisted Annuals. What learning experiences! The first was a learning experience on my part. This individual soloed in a Champ when he was J6; he has been around Aeronca 7 ACs since. He is now 50 years old. The learning experience was MINE. I was absolutely amazed at his depth of knowledge about his Champ' Although the logbooks didn ' t indicate how much he cared and tended for this machine, it was quite evident that his experience level far exceeded the ordinary individual. I gave him the check list and explained to him what my part was going to be (su pervising, of course), and then the inspection and the list of discrepan cies that I would provide, and then the final inspection. I got a phone call, not exactly a nuisance call, but it took me away for about 10 to 15 minutes while I talked to a fellow antiquer about metal tanks in an Aeronca Sedan. When I got back to the project I was amazed! The inspection plates were off and arranged in neat order on the table, the engine cowling was almost off, and the belly was opened up. The two of us did the compres sion check while the oil was drain ing, and before I could coil up the air compressor hose, the screen was out of the engine and ready for my inspec tion. This guy was a jump ahead of me all the way! I could go into further detail on how we accomplished the rest of the inspection, but the short of it is that he knew his airp lane. Knew it so well, and cared for it , and hi s personal safety, that it show ed. The air plane was clean, he had an up-to-date list of ADs and Service Bulletins, knew just which ones were the recurrent ones, and where there were a few things that needed atten tion. This one was a piece of cake! About the only thing I could find was some debris 28 FEBRUARY 1997
in the bell y, an old set of earplugs and a beat up ball-point pen and some oil saturation in the firewall sound proofing, and the ELT failure to pass the part 91 inspection. The battery was OK but the darned thing wouldn't activate. We ordered a new one. The second Annual wasn't quite the same. This was a PA-20 Pacer that I have
known for about ten years. In fact, I sold it for a friend to another friend who loved and cherished it beyond belief. Priorities change, marriage, hou se, re sponsib ilities - you get the picture - a nd this g uy was forced to raise so me capital and the airplane was the logical answer. I found out about it at Oshkosh, and after pondering the situation for a while and li s tening to all the upgrades he'd forked over big bucks for , I decided to buy the air plane back, especially when he offered me s uch an attractive price. I was ge tting back an IFR certificated Pacer with the
cleanest logbooks I'd seen in a long tim e. This guy is so meticulous he gives me an inferiority complex, but on with the story. Another antiquer and homebuilder fri end, who listened to me exhort the value and the condition of this neat little machine, ex pressed great interest. He agonized over it for about two weeks. He tried to justify buying it, couldn't, but after his family looked at it and his daughter said, "Gee, Dad, now we can FLY up to Oshkosh and camp under the wing while I volunteer to work at the Wearhouse with Mrs. Hilbert! ," that did it! He took it. One of the rea so ns it was a bargain , among others, wa s that it came to u s needing the annual. We started by my giving him the books on the airplane. In cidentally, it came with a very complete set of manuals and exempl ary paperwork file, and I told him to get into them . This one called for close atten tion ; this was the new owner's first annual. I explained how to remove the inspection plates and he learned very quickly to keep his finger out of the way of that spring as he snapped one. That got his attention! Anyway, so me 13 hours later, we were reading the list of discrep ancies and talking about the need to do a wax job. It was a learning ex perience for both of us. Here was a true pilot who, even though he had been around airplanes for more than 20 years, owned several, back in his college days and before family and job responsibilities had taken priority, who was even building an RV -4 , but had absolutely NO experience with mainte nance. Now, not only is he interested, but he has hi s kids in there with him. The son and daughter are out there with him as I write this. What a wonderful thing to see those kids as interested in the project and as happy as Dad is to just have an airplane . Hey! And I'm happy , too! Someone else "loves" an airplane and we have two new recruits! Mission accomplished, so it's over to you,
Here's this month's Mystery Plane, again coming from the EAA Archives. A small biplane, we don't have much to go on for information here in the Boe ing Aeronautical Library. Any takers out there? If so, you'll want to get your replies in by March 25,1997 for inclu sion in the May issue of Vintage Air plane.
by H.C. Frautschy
Not much is know about the November Mystery Plane. It is the Lanzius L II , rebuilt after the L I crashed. Its special feature was its variable angle of incidence wing, listed as varying as much as 15°. Only one reference was listed in bibliographies of the early days of aviation, a reference to the ad we've repro duced on this page. Professor Lanzius is not listed in "Who' s Who" of aviation nor is the airplane listed anywhere but in one entry in the 1917 issue of Jane's "All The Worlds Aircraft." No photo was published in that issue , and by 1920, no listing was even made for the com pany, which had an address in the Singer building on Broadway in New York City. Both the L [ and L II used the 140 hp Due senberg engine, and were listed as weighing in at 1,400 and 1,200 Ibs, respectively. Apparently, the Lanzius' variable inci dence wing(s) were a complete failure, (it broke up in flight, killing the pilot) as we never read anything about the Professor or about the airplane again. John Underwood , Glendale , CA and Leonard E. Opdyke were the only ones who sent in a note with the airplane's J.D. Leonard mentioned that his magazine, WW [ AERO , will have a article on Prof. George Lanzius and his four designs in the February issue. [fyou'd like to subscribe to WW [AERO, call them at 914/473-3679.
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VINTAGE AIRPLANE 29
Fly-In Calendar The following list of coming events is fur nished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the information to fAA, Aft: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date.
REGIONAL flY-INS JUlY 9-13 - ARLINGTON, WA - Northwest Regional Fly-In - Call Barbara Lawrence, 360/435-5857. SEPTEMBER 6- 7 - MAR ION, O H - Mid Eastern EAA Fly- In (M ERFI) . Call Lou Lindeman, 573/849-9455. OCTOBER 9-12 - MESA, AZ - Coppersta te Fly-In. Ca ll Bob Hasson, 520/228-5480. OCTOBER 10-12 - EVER GREEN, AL Southeast Regional Fly-In. Ca ll Harold "Bubba" Hamiter, 334/ 765-9109. OCTOBER 10-12 - WILM INGTON, DE Eas t Coas t EAA Fly- In. Ca ll Andrew Alvarez, 302/738-8883. OCTOBER 17-19 - KE RR VILLE, TX Southwest Regional Fl y- In. Call Stu McCurdy, 512/388-7399.
FEBRUARY 28 - MARCH 2 - 39th Ann ual Cactus Fly-In sponsored by Arizona Antique Aircraft Association at Casa Grande, AZ. Contact John Engle 602/830-9670. APRil 6-12 - LAKELAND, FL - 23rd Annua l Sun 'n Fun EAA Fly-In and Convention. 813/644
2431. APRil 26 - LEVELLAND, TX - EAA Chapter 19 Fly-In breakfast. 8-10 a.m. Info: Ca ll Bob Stites, 806/ 794-5961 or Lome Sharp, 806/793-3202. APRil 27 - HALF MOON BA Y, CA - 7th Annual Pacific Coast Dream Machines, bene fit for the Coastside Adult Day Health Center. 70 a.m. - 4 p.m. $10 for adults, 5 for children under 74 and senior citizens (65 years+) Kids under four free. For info, call 415/726-2328. APRil 30 - May 4 - SAN ANTONIO, TX Stinson Aerodrome Reunion. Seminars, alC judging, part swaps, and entertainment. Come in your own airplane or fly in commer cially. Sponsored by the Southwest Stinson Club. Call Marcia Gietz at 713/522-2456 for information. MAY 2-4 - ROANOKE RAPIDS, NC - Annual Spring Fly-In , sponsored by EAA Antique/Classic Chapter 3. All welcome. For info contact Ray Bottom, Jr. 757-722-5056 or Fax at 757/873-3059. MAY 4 - DA YTON, OH - 34th Annual EAA Chapter 48 Fly-In Breakfast at Moraine Air Park. Lots of Antiques on the field. Contact Jennie Dyke at 57 3/878-9832. 30 FEBRUARY 1997
Kenn eth M . Asbury
.... ....... ... ... .......... Simpsonvill e, SC
Monte L. Ausmu s
.... .............. ............... ... Lamar, CO
John D. Baird
..... .. .. ............... .. .W adestown, WV
Ri chard G. Bern ard
.... .. .... .. ................. Enumcl aw, W A
K. M. Bl anks, Jr. ............. .... ...... Newport New s, VA George F. Brewer ....... ... ... .. .............. .. Evergreen, CO Dave H . Bultz ... .... ..... ..... ...... Independence, M O Ian Burnett .. .. .... .. Reading, Berkshire, England James M . Burr ........................... Kansas City, M O
Andre Ca roll o .......... Vacavill e, CA
Roge r W . Cl ark ....... Longmont, CO
Ri chard F. Colton ..Chino Hill s, CA
Joe M . Contreras...... ... .. Freson, CA
John Franklin Cru chelow
.... .. ............... ........... Ca rrollton, TX
Chri stoph Destrignev i li e
.. ... ....... M andres Les Roses, France
Stephen E. Dyer ........ Bri ghton, CO
Thomas F. Eggert ........ .Wi chita, KS
Terry L. Enmark .......Stoughton, WI
M arion L. Fi sher
.. .. .... ........... .. .Port Townsend, WA Raymond C. Gould, Jr. .... .. .. .......... .. ............ Fort Pl ain, NY Robert Gow ........ .. ... W yeva le, Alberta, Ca nada Christopher Gregersen ... ............... .... ..... ... Burn sv ill e, MN Dav id L. Harsh ..... .... .Daniels, WV Scott A. Hinton .......... ..Mobil e, AL Alvin W . Iddings ...... ... Pitca irn, PA MAY 24 - DECA TUR, AL - (KDCU) EAA Chapter 947 9th Annual Fly-In . Food, fun, aircraft judging. For more informa tion contact Dick Todd, 205/971-4060 or 205/96 1-4540 (work). JUNE 1 - D EKALB , I L - De Ka l b - Tay lor Municipa l A irport. EAA Chapter 241 Fl y-In Breakfast. 7 a.m . - noo n . In fo: Bernie Simuuich, 8 75/758-8434. JUNE 6-7 - BA RTL ESVIL LE, OK - Frank Phillips Fie l d. 1 1th Annual Nationa l Bip l ane Convention and Expos ition. Fo r info ca ll Charlie H arris, Chairman, 9 18/622-8400, Virgil Gaede, Expo Director, 918/336-3976. JUNE 6-8 - SUGAR GROVE, IL - Aurora Municipa l A irport, EAA Chapter 579 Annual Fly-In and Open House. lAC Chapter One Heuer Classic aerobatic competition w ill be held at the same time. Antique/Classic aircraft displays, and EAA B-17 tours are scheduled. Lunch ava ilable on Friday, breakfas t and lunch on Saturday. For info: Alan Shackleton, 630/466-4 193, Bob Rieser, 630/466-7000, David Monroe, 847/639-6490.
Ron Janzen ............ Coa ldale, Alberta, Ca nada Paul L. Kru se .. .. .............. Co lfax, IL Lawrence Lugten .. .. ... .Holl and, MI Edu ard o O. Luraghi .. .. ....................... .. ... Issaqu ah, WA Ted M arch ................. .. .Fall on, NV Ch arl es W. M cConn ell ..Salem, SC Michae l R. Mundt.. .... .Deni so n, IA Stephen J. O ' Donnell ..... Viol a, WI Peter M. O gt ... Frankfort, Germ any Brent A. Owens.... W estervill e, OH Ri ck Paul .... Ponte Vedra Beach, FL Michae l A. Pearce ..Sil verd ale, WA Joel V. Perry ............... Raleigh, NC Byron C. Peterson .............. .... ........... Co llinsvill e, OK Stephan L. Pi erce ..... ... .. ..... ............ Brec kenridge, TX Dav id Pike .. ................. EI Paso, TX Joao B. Poubel .........Nitero i, Braz il W ayne Rawn ........ Cos hocton, OH John J. Salter .... .. .. Hamptstead, NH Mike P. Sarsfi eld ......... .. ...... ..... ... Lawrencevill e, GA Peder C. Serkl and .......... ........ ......... Mi ssouri City, TX John A. Shea rer .... Chapel Hill, NC Athos Storchi ... .. .... Novell ara, Italy Chri stine M . Stulik .... .................. Newport Beac h, CA W ayne A. Stull ...... ... ... .Lenexa, KS Gord on G . Swanson ... Everett, WA Hal Todd .................. Roc k Hill, SC Donald W . Trett .... ... Bellevue, W A W aco Hi stori ca l Society, Inc. .... ............. .... ............... .. .Troy,O H Phillip Wilkins ... ..... Boonvill e, NC J. F. Willi amson .. .. .. Shreveport, LA M ark A. Yokers .. .... Hamilton, OH JUNE 15 - ANDERSON, IN - Anderson Municipal A irport. EAA Chapter 226 Father's Day Fly-In breakfast, 7 a.m. - 17 a.m. For info call Larry Rice, 317/649-8690. JUNE 26-29 - MT. VERNON, OH - 38th Annual National Waco Reunion Fly-In. 513/868-0084. JULY 30-AUGUST 5 - OSHKOSH, WI - 45th Ann ua l EAA Fly- In and Sport Aviation Convention . NOTE DA Y CHANGE - Now Wednesday thro ugh Tuesday. Wittman Regional Airport. Contact John Burton, EAA P.o. Box 3086, Oshkosh, WI 54903-3086, 4 74/426-4800. SEPTEMBER 19-20 - BARTLESVILLE, OK - Frank Phillips Field. 40th Annual Tulsa Regional Fly-In. For info ca ll Charlie Harris, 918/622 8400. SEPTEMBER 21 - H INKLEY, IL - EAA Chapter 24 1 Fa ll Fl y- In Breakfast. Info: Bernie Simuuich, 8 15/758-8434.
EAA Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annually. All major credit cards accepted for membership.
ANTIQUE/CLASSIC Current EAA members may join the Antique/ Classic Division and receive VINTAGE AIR PLANE magazine for an additional $27 per year. EAA Membership, VINTAGE AIRPLANE mag Something to buy, sell or trade? An inexpensive ad in the Vintage azine and one year membership in the EAA Trader may be just the answer to obtaining that elusive part. .40¢ per Antique/Classic Division is available for $37 per word, $6.00 minimum charge. Send your ad and payment to: Vintage year (SPORT AVIATION magazine not included). Trader, fAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or
fax your ad and your credit card number to 414/426-4828. Ads must be received by the 20th of the month for insertion in the issue the second month following (e.g., October 20th for the December issue.)
Current EAA members may join the Intemational Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $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).
Current EAA members may join the EAA Warbirds of America Division and receive WAR 1941 Culver Cadet Project - Fuse lage rebuilt , BIRDS magazine for an additional $35 per year. wings recovered , Fra nklin 90 , new prop eller. EAA Membership, WARBIRDS magazine and $15,0000BO. 860/974-3399. (1224) one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION FOR SALE. 1932 Fairchild 22 C7B, Menasco 0 4 magazine not included). 87. 50 hours since complete rebuild, engine 10 hours. Call Ed Garber 910-484-6316 (1640)
EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 per year. EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included).
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add $ 13 postage for SPORT AVIATION magazine and/or $6 postage for any of the other magazines.
EAA AVIATlON CENTER
P.O. box 3086
Oshkosh, WI 54903-3086
WEB SITE http://www.eaa.org
E-MAIL Vintage @ eaa.org
PHONE (414) 426-4800
FAX (414) 426-4873
1-800-843-3612 MEMBERSHIP DUES TO EAA AND
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DEDUCTIBLE AS CHARITABLE
MISCElLANEOUS SUPER CUB PA-18 FUSELAGES - New manu facture, STC -PMA- d , 4130 c hromo ly tubing thro ughout , also complete fuselage repair . ROCKY MOUNTAIN AIRFRAME INC. (J . Soares, Pres.), 7093 Dry Creek Road , Belgrade, Montana 59714 , 406/388-6069, FAX 406/388-0170. Repair station No. QK5 R1 48N. (0387) FREE CATALOG - Aviation books and videos. How to, building and restoration tips, historic, fly ing and entertainment titles. Call for a free cata log. EAA, 1-8oo-843-3612. Ragwing Replicas - Ultralight legal Aircamper, Heat h, Pitts , Du ster, T rip lane . P lans $52. Brochure $3. P. O. Box 39, Townville, SC 29689. (0400) A Life in the Clouds - Quote from Gene Chase, "What a great book! " Lively memoirs about real life flying experiences from first airplane ride to airline Captain. By John A. Anderson . 388 pages hard bound cover, $19.95 + $2.00 shipping . IL resident s add $1.45 for sales tax. Order from Jeanne Anderson, P. O. Box 181 1., Woodstock, IL 60098. (1420) EAA Aircraft Finance Program. We finance most types of aircraft including experimentals. No aircraft age limit. Call 1-800-999-4515 FAX 94 1/ 6 46-1671 E-mail ea a@a irl oa ns.com Homep age http:// www .ai rshow .netieaaloan. administered by NAFCO. (1626)
1920's Airspeed 4" face 0- 250 M PH $425 , Tachometer 4" Elgin 0-2500 RPM $375, Clock 2 1/4" Elgin 6:00 W ind $325, Ko ll sman "Bu bbleface" compass $395, Pioneer 2" Brass Venturi $125, Curtis Reed propeller 9' tapershaft $7500, 1930 's airport rota ti ng Beaco n $1500 , MK1 Wi llson "Bugeye" Flying goggles $325 , 01' Jon Aldrich POB-9 , Big Oakflat CA 95305 209 962-612 1. (1632) For all pre-WW2 aircraft - Hand woven or wrapped and soldered control and rigging cable ends, $20 per end . Endless loop trim cables $150. 300 Lyc. cowl, nice $1,000. 540-822-5125
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