EDITORIAL STAFF Publisher
Tom Poberezny
MAY 1997
Vol. 25, No.5
Editor-in-Chief
Jack Cox
CONTENTS
Editor
Henry G. Frautschy
1 Straight & Level Espie "Butch" Joyce
Managing Editor
Golda Cox
Art Director
2 AlC NewslH.G. Frautschy
Mike Drucks
3 Sun ' n Fun ' 97 Awards
Computer Graphic Specialists
Olivia
4 AlC Volunteers/Trisha Dorlac 8 From the Archives
Page 13
L. Phillip
Jennifer Larsen
M ary Premeau
Associate Editor
Norm Petersen
Feature Writer
Dennis Parks
10 What Our Members Are Restoring!
Staff Photographers
12 Tall Taperwing Tales/Sam Burgess
Jim Kaepnick LeeA nn Abrams
Ken Licht enberg
13 Richard Jones' J-35 Bonanza/ Nonn Petersen
Advertising/Editorial Assistant
Isabelle W iske
EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS
17 Silverwing-Yesterday's Cessna/ Dr. Bob Glasford 21 The Last FrontierlD. Fortuna and 1. Best
Page 17
24 Mystery PlanelH.G. Frautschy 26 Pass It To Buck! E.E. "Buck" Hilbert
28 Welcome New Members 29 Calendar Page 21
FRONT COVER ... Richard Jones of Everrett, WA rolls his 1958 J-35 Beechcraft Bonanza into a gentle turn over the fertile fields of Wisconsin during EAA Oshkosh '97. Chosen as the Grand Champion Contemporary class airplane of the Convention, the original Beech Coral color attracted plenty of attention from the crowds. EAA photo by Phil High. 1/250 sec. @ fll on 100 ASA slide film. EAA photo plane flown by Bruce Moore. AA
*
'. , -
Vice-President George Daubner 2448 Lough Lane Hartford, WI 53027
414/673-5885
Treasurer Charles Harris 7215 East 46th St. Tuisa. OK 74145 918/622-8400
DIRECTORS
27 Fabric Covering Tips/ Ted Baird
29 Vintage TraderlMembership Information
President Espie "Butch' Joyce P.O. Box 35584 Greensboro, NC 27425 910/393-0344 Secretory Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373- 1674
BACK COVER .. . Glen Winterscheidt's Goache painting 'Over The Home Place" was awarded an Honorable Mention ribbon during the 1996 Sport Aviation Art Competition. The scene depicted is a dream from Glen's youth at age 15, when he wanted to fly ' Over The Home Place- and salute his parents. They've since passed away, but Glen says the farm remains pretty much the same. He also took some artistic license with the airplane type - he trained in a Piper J-3, but he wanted to paint an Aeronca C-3, so that's what he did! You can reach Glen at 5738 Del Cerro Blvd" Son Diego, CA 92120.
Copyright © 1997 by the EM Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EM 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 EM Antique/Classic Division, Inc. is $27.00 for current EM members for 12 month period of which $15.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division, Inc.• P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mail. ADVERTISING Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We inv~e constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POUCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibil~ for accuracy in reporting rests entirely w~h the contributor. No renumeration is made. Material should be sent to: Ed~or, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phcne 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 DMSION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVEN1l0N are trademarks of the above associations and their use by any person other than the above association is strictly prohib~ed.
John Berendt 7645 Echo Point Rd. Cannan Falls. MN 55009 507/263-2414 Phil Coulson 28415 Springbrook Dr. Lawton, MI 49065 616/624-6490
Gene Morris 11SC Steve Court. R.R. 2 Roanoke. TX 76262 817/491-9110 Robert C. "Bob" Brauer 9345 S. Hoyne Chicago. IL 60620 3121779-2105
Joe Dickey 55 Oakey Av. Lawrenceburg, IN 47025 812/537-9354
John S. Copeland 28-3 Williamsburg Ct. Shrewsbury, MA 01545 ffJ8/842-7867
Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis, IN 46278 317/293-4430 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 1042 90th Lane, NE Minneapolis. MN 55434 612/784-1172
S.H. 'Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 532 13 414/771-1545
Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 219/493-4724
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
George York
181 Sloboda Av.
Mansfield, OH 44906
419/529-4378
DIRECTORS EMERITUS Gene Chose 2159 Carijon Rd. Oshkosh. WI 54904 414/231-5002
E.E. "Buck" Hilberi P.O. Box 424 Union, IL 60180 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
This month, in keeping with the "Year of the Volunteer" honors, we highlight those who educate other members through their actions while performing their volunteer services. While giv ing this subject some thought in order to recognize these volunteers, it became diffi cult for me to determine how you could define a person as strictly an educational volunteer. There are those who do have a volunteer role that is more of an educational function than others. We salute these individuals, the people who man the educational workshop in the Antique/Classic area of the Convention at Oshkosh; also, there are a good number of individuals who disseminate all types of educational information during the Convention each year. In conjunction with Oshkosh, there are a great many people who work with the public and members throughout the year to educate the unknowing about aviatio n and the important function that genera l aviation plays in our society today. At the Chapter level, an experi enced indi vidual in the person of a Tec hnic al Co un se lor an d the newsletter editors both are sources of education. These people give freely of their time and resources to assist members however the help is needed. The newsletter editor of a Chapter is the person who re ally holds th e interes t of the Chapter ' s members and keeps them coming back. Your Antique/Class ic Treas urer is Mr. C harli e Harri s; he is also the Newsletter Ed itor of Antique/Class ic Chapter lOin Tulsa, Oklahoma. Charlie puts together a great newsletter that includes a good deal of hi storica l information. In C hapter I O's February is sue, Charlie passed along some of his thoughts that I felt should be shared with a ll of the membership ; th e following is copied from that newsletter. " Many, if not most of us , have an abiding interes t in the An tique/Classic area of the sport aviation movem ent for a long tim e. Once in a while an opportunity comes along to pick up a batch of the older iss ues ofVrNTAGE AIRPLANE or SPORT AVIATION, or similar publications, and browse through them, or even take th e time to reread one or more of the older articles. "As one doe s this, obvious and readil y apparent advances in our avocation area of interest becomes crystal clea r. The advances are being tangibly and constantly made on every frontier. Our restora tions are ever better and they are far more in number. Our aviation publications in the general aviation arena are publishing more and more articles on our grand old airplanes. Our fly-in s have achieved higher and higher levels of organization and showmanship. Even economics has tended to help us, and as even the least expensive of the new and later model airplanes have become full $100,000 plus airplanes, our wonderful older antique, classic and contemporary ma chines have become ever finer values. We are the beneficiaries of a tremendous amount of work that has been done over the past three decades to move the state of the airplane restoration art to where it is today. It is our responsibility to do all in our power to move the art even further forward on our watch."
After these encouraging words from Charlie, I wou ld like to an nounce that the EAA is kicking off the "Land A Member - Win A Dream" membership campaign - hand in hand with this program will be the Antique/Classic Division ' s own membership campaign. Your Division's membership drive is the Antique/Classic "Ion I" membership drive . We are very excited about being able to bring this membership program to the current members. With this cam paign, you also can be an AlC volunteer by recruiting new members as well as encouraging those who may have dropped out in the past to rejoin. Our target for the year 1997 and 1998 is to recruit 2,000 new members. We hope the "Ion I" membership campaign will en courage each current member to recruit at least one new member. We all know at least one EAA member who is not an Antique/Clas sic member, whose favorite airplanes are those on the AlC f1ightline. They are our best prospect to become a new member. You may also know fr iend s and relatives who are interested in aviat ion - they have great potential to become a new AlC member. In this month's VINTAGE A IRPLAN E there are three special membership app lication cards to make sponsori ng your first member an easy task; do it soon whil e it is on your mind. This application also has a place for you to place your name as the recruiting member. Don 't forget thi s very important part of the application- it's the only way you' ll get credit for recruiting a new AlC member. A special gift will be given to yo u for rec ruitin g your first new member. You will be sent an Antique/Classic base ball cap to be worn with pride. For those of you who recruit two members, in addi tion to the cap, you will be sent a sew-on Antique/Classic patch for signing up one member, a great addition to your jacket or hat. With your patch, you' ll also recieve a free AlC video. If you would like a year's free membership in the Antique/Classic Division, a ll that you have to do is sign up just three new members and you will be credited with a year 's membership. When you sub mit a new member, your name will be placed in the proper place for a drawing that will take place at EAA Oshkosh '98. There will be three pri zes given away: the Grand Pri ze will be a hand-held mov ing-map GPS; the Second Place prize will be a hand held corom ra dio; and the Third Place prize will be a headset with mike. We will also announce in the near future an award for the individual who re cruits the most members overall with the cutoff date being EAA Oshkosh '98. Throughout this campaign, I' ll continue to report to you how we are progressing, and we ' ll highlight those members who are doing an outstanding job help ing us grow. We will be asking those successful members about their methods and reporting their stories to you to help in your effort. Should you at any time need any help from Membership, your Officers, your Directors or Advisors, please give us a call. We have some exciting times ahead for the future. Let's all pull in the same direction fo r the good of aviation. Re member we are better together. Join us and have it all ! .. VINTAGE AIRPLANE 1
A/C NEWS compiled by H.G. Frautschy
HEW MEMBER CAMPAIGN Ion 1 ANTIQUE/CLASSIC MEMBERSHIP CAMPAIGN The month of May marks the start of the EAA Antique/Classic Division ' s " Ion I" membership recruitment campaign. No body knows better than our own members how much they enjoy being a member of the largest Division of EAA, with nearly 10,000 members . Now's your chance to share it with others who are like you. Be sure and check out the ad on page 28 , the tear-out membership application, and Divi sion President Butch Joyce ' s Straight & Level column on page 2 for more on this exciting new campaign to help your Divi sion grow!
EAA'S LAND A MEMBER CAMPAIGN In unison with the I on I AlC program, EAA has started the " Land A Member ... Win A Dream" campaign. For each new EAA member signed up between April 1, 1997 and March 31, 1998 by a current EAA member, the current member will be eligible to win an all expenses paid "Dream Trip" to the '98 Convention. Other out standing prizes will also be awarded. Com plete details of the campaign are available in the April 1997 edition ofEAA's Sport Aviation magazine. Used in conjunction, these two pro grams give current members the ability to participate in making their two favorite avi ation organization s grow while being re warded for their efforts. Signing up a new member for EAA and the Antique/Classic Division can earn rewards from both EAA and the Division, including a free one year renewal for both - If you sign up three new members in EAA , you ' ll earn a free one year renewal in your EAA membership, and if you sign up three new members in the Division, you'll receive a free one year Antique/Classic Division renewal. Plus, 2 MAY 1997
you'll be eligible to win valuable aviation oriented prizes! If you don't have access to an April is sue of Sport A viation , you can call EAA Membership Services at 1-800/843-3612 and ask for the "Land A Member" .. Win A Dream" brochure. EAA OSHKOSH NOTAM Heading to EAA Oshkosh this year? Then you'll need the FAA's EAA OSHKOSH NOTAM . The VFR Arrival procedure will be included as a tear-out page in the May issue of Sport Aviation magazine, and is also available on the EAA Web Site at http ://www.eaa .org. You can also get it via our Fax On Demand service, starting approximately May I, at 908-885 6711 . You simply dial the number, listen to the voice prompts and and enter the phone number of the fax machine you wish the info to be sent to - before you hang up the phone, the Fax machine's phone will probably be ringing! For a free copy of the "Oshkosh 1997 VFR Flight Procedures" videotape (PLU 21-10488) and Fly-In Quick Reference Booklet, (PLU 11-10959) call 800/564 6322. Quantities are limited, so we ask that you share your copy of the tape as much as possible wi th your local friends who may also be flying in to EAA Oshkosh . Also, should you be unable to obtain a copy of the NOT AM via the Fax On Demand or EAA Web Site, you can call EAA Membership Services and ask to have a copy sent to you. Ask for the EAA OSHKOSH NOT AM, (PLU 11-10958). If you belong to a Chapter, you'll be pleased to know the video will be sent to each Chapter for their use - check with your Chapter President concerning it's availabil ity. HAVE YOU GOT ... ? Densil Williams , 7629 Lansing Av., Jackson, MI 4920 I, phone 517/569-2955 is in the process of completing the restoration of the prototype pre-war Aeronca Chief built with control sticks instead of the con trol wheels found on the production planes. He plans on having it ready for EAA Oshkosh this year, but he needs a little help fmding a few items to complete the restora tion. First, he need the oil pressure and oil temp gauges for the large style tachometer used in the pre-war Chief. It's similar to the one used in the pre-war Taylorcraft. He is also looking for an cream face Aeronca altimeter. (A standard U.S. Gauge 3-1/8" altimeter.) Finally, if anyone can assist him with the Berry Bros . color "Indian Suntan," he'd appreciate hearing from you
- the Berry Bros. Color chips we have here at EAA do not list the color, so an exact match is becoming difficult. SPEAKING OF AERONCAS ... If you're an Aeronca pilot, why not join up with your breathern for the flight up the EAA Oshkosh? Densel and many of his Aeronca friends will be linking up at the airport on Monday in Racine, WI for a mass fly-in to the Convention with the ac tual flight to Oshkosh on Tuesday morning. Call Judy Williams (Densel's better halt) at the number listed above for more infor mation, or if you'd just like to let them know you'd like to join in the fun . Every body who flies in will get to park together, so why not make it acres of Aeroncas?! Good NewslBad News Department We have just learned that longtime EAAer, James (Jim) Mynning (EAA 17448, A/C 11543) of 14003 Riker Rd ., Chelsea, MI 48118, sustained a huge loss in a fire at his newly finished hangar/work shop on Thursday evening, April 10th . Jim had recently completed the purchase of the Jim Rogers estate collection of a Waco YKS-7 project, a Waco UPF-7 project along with a large collection of aviation goods and materials . The first load that had been hauled to Michigan included three majored Continental 220's plus six other engines. In addition, a new Ham / Standard prop and a new Curtiss Reed prop along with a substantial quantity of aircraft spruce and aircraft plywood were all lost in the fire . Luckily, the two UPF -7 fuselages were stored in another hangar and the YKS-7 project is yet to be hauled home to Michigan. Jim is now in dire need ofa set of Waco UPF-7 tail surfaces to copy (patterns only) or a set of tail surface drawings, as well as a set of UPF-7 wing drawings. If you can help in any way, please give Jim Mynning a call at 313-475-2727. All assistance and help is most sincerely appreciated. NA VION SKY'S A second type club has been formed for the Navion enthusiast. Here's the listing: NavAirlNavion Sky's Raleigh Morrow P.O. Box 2678 Lodi, CA 95241-2678 209/367-93908 a.m.-12 noon M-F FAX: 290/376-9390 E-Mail: NavAirl996@AOL.COM Newsletter: Monthly, Navion Sky's Dues: $39 per year
...
SUN'N FUN
'97 AWARDS
ANTIQUE
(1945 and Earlier)
GRAND CHAMPION Fairchild 24G, N19173 Geo "Joe" Hindall, Englewood, FL
RESERVE GRAND CHAMPION Boeing Stearman PT-27, N60810 Jack Roeth I isberger, Beaver Falls, PA
OUTSTANDING HISTORICAL PRESERVATION Waco CTO Taperwing, N13918 B. F. Goodrich Inc., Troy,OH
CUSTOM CHAMPION ANTIQUE Beech Super G17S, N16GD Gerard Dederich, Wadsworth, IL
BEST BIPLANE Beech Staggerwing, N40E Thomas Wright, Russell, KY
BEST TRANSPORT Douglas DC-3, N25673 Continental Airlines, Houston, TX
OUTSTANDING ANTIQUE Meyers OTW, N34304 Stanley Dollen, Windemere, FL
CLASSIC (1946-1955) GRAND CHAMPION Aeronca Chief, NC4128E Densel and Judy Williams, Jackson, MI
BEST RESTORED CLASSIC (0-100 HP)
BEST II ERA
Funk F2-B, N1625N Alan Sowell, Evergreen, CO
Beech G17, N8589A Tom Duffy, Cherry Hill, NJ
BEST RESTORED CLASSIC (101-165 HP)
CONTEMPORARY AGE Stinson SR-5A, N14572 Mike Streiter, Laurel, MD
Bucker Jungmann, N131 LV Larry and Vic Grondzki, Live Oak, FL
BEST OPEN COCKPIT American Eagle, N3738 Bud and Larry Skinner, Miami, FL
BEST SILVER AGE Curtiss Robin, N922K Ed Gelvin, Central, AK
BEST CUSTOM CLASSIC (100-165 HP)
Cessna 170,N146YS William Goebel, Hurst, TX
BEST RESTORED CLASSIC (OVER 165 HP)
BEST CUSTOM CLASSIC (OVER 165 HP) Swift, N78168 Joe Ranson, Athens, TN
OUTSTANDING CLASSIC Aeronca Chief, N9756E Larry N. Johnson, Anoka, MN Luscombe, N 1974B Jerry and Scott Cox, Mattoon,IL Aeronca Chief, NC3469E Ray and Judy Johnson, Marion, IN Cessna 140,N1962N Ken Fuss, Rockford, MI
CONTEMPORARY (1956-1960) BEST CONTEMPORARY 1958 Piper Comanche, N5239P Robert and David Wall, Denton, TX
BEST TWIN
Cessna 195, N2015C Sam Bellotte, Charlestown, WV
Beech B-95 Travel Air, N377B Dave and Frank Waldo, Kingsport, TN
BEST MONOPLANE
BEST CUSTOM CLASSIC (0-100 HP)
OUTSTANDING CONTEMPORARY
Cessna Airmaster, N19498 Brad and Glen Larson, Sarasota, FL
Aeronca 7AC Champ N83320 Lonnie A. Lynn, Jesup, GA
Cessna 180,N9776B Wayne and Janice Strader, Ardmore, OK
BEST CABIN Howard DGA 15-P, N22423 Fred J. Kirk, Ft. Lauderdale, FL
VINTAGE AIRPLANE 3
The Red Barn
and the
Chapter Membership
and I nformation Booth
by Patricia "Trish" Dorlac
Red Bam volunteers Ruth Coulson, Beverly Hyde, Cay Harman, Edna Viets and Nancy Gippner show the friendship behind volunteering.
It is so exciting to learn more about the volunteers who keep things running smooth at Oshkosh! This month I wi ll in troduce Ruth Coulson, chairman of the Red Barn , a.k.a. An tique/Classic Headquarters, and her assistants. I also had the opportunity to talk to Bob Brauer and learn more abo ut the operation right outside of the Red Barn, the Chapter Member ship and Information Booth. If you have not been in the Red Barn lately, it's time you checked it out! If you are going to Oshkosh for the first time, you do not want to miss it! The Red Barn is located near the corner of Vern Avenue and Audrey Lane and it is the only place that you can purchase most Antique/C lassic logo merchandise . The hours are 8:00 am to 5:00 PM daily except for the weekend: Saturday and Sunday hours are 7:30 am until 6:00 PM. 4 MAY 1997
When asked what the biggest changes in the Antique/Clas sic Headquarters have been, Ruth sa id that when she started volunteering, it was a little "Red Barn" with one door in the corner. It has since been added on to and remodeled many times. Sales back then consisted of VINTAGE AIRPLANE magazine and A ntiq ue/C lassic memberships and jewelry. They went from using cigar boxes for keeping the money in, to an electric cash register. Now they have two paid cashiers from loca l schools. They also carry a fu ll scale line of mer chandise, make souvenir buttons, and provide custom em broidery. The A ntique/C lassic Headquarters also houses a mini museum display which I will go into greater detail about next month. Before the Operations shack was built, the barn also served as the place where volunteers checked in and where the mini -bikes, sign , and ropes were kept for Flight Line Operations. Before t he great porch, complete with
(Right) Paul and Gloria Beecroft with Butch Joyce and the plaque presented to them for their many years of service.
(Below) Duane and Sue Trovil
lion are hard at work making
Ale collector badges.
benches and shade was added, people sat on a large log where folks wou ld exchange great hangar tales! Obviously the Red Barn has seen some changes! Be sure to check them out yourself! Ruth 's first convention was in 1962 with her husband in Rockford, Illinois. Regarding aviation, Ruth 's greatest love is flying in the UPF -7 Waco. She started volunteering in 1978 and became co -chairman with Kate Morgan in 1995 . Ruth and her husband , Phil , reside in Lawton , Michigan . Ruth thinks very highl y of her volunteers ; she even sends them Christmas cards and notes throughout the year! She says that she returns to EAA Oshkosh each year for the people. She en joys seeing and working with the volunteers that she ha s worked with over the many years and looks forward to meet
ing future volunteers. Ruth ha s me t so many peo ple from around the world and has many with whom she corresponds regularly. A couple of years ago, she received an airmail let ter from a friend that was flown in on the Quantas Airlines from Australia . The letter was delivered by her friends ' brother and his wife, this being their first time in the USA and at EAA! It really does become a small world when you com bine EAA with volunteering. Ruth suggests volunteering sometime, so mewhere at the EAA Convention. " I think you would find it quite an experience and most rewarding, along with a wonderful opportunity to meet and make new friends." Some of the many people who have worked in the Barn in clude Kate Morgan, who has attended the Convention at Oshkosh since 1974 and has not mis se d a year! This year Kate distributed mugs . Kate volunteered at Antique/C lassic Headquarters and became Chairman a few years later in 1979. When Kate stepped down in 1995 and chose to remain as a volunteer, Ruth asked Sue and Dwayne Trovillion to be her co-chairmen . Dwayne has been to Oshkosh since its begin ning and attended the event in Rockford before that. Sue has attended every year since 1982. Dwayne and Sue are the offi cial souvenir badge makers and can be found in the Red Barn. Dwayne has owned 23 airplanes and flown 105 different air craft! Sue learned to fly in a Cessna ISO and is currently learning to fly their 1980 Beech Bonanza A36. Daughter Lindsay has been at Oshkosh since she was 12 and volunteers regularly. The Trovillion's refer to Oshkosh as their family reunion because the people they see every year are their "fam ily"! It is their chance to "be with people who do not think you are crazy because you fly, " and it is an opportunity to see the leading edge of technology in aviation products! Other Red Barn volunteers includ e Edna Viets from Kansas who has been working for the Antique/Classic divi sion since it was formed and Paul Beecroft from Oregon who served as co-chairman until 1995 . Cay Harman flies to Oshkosh every year with her hu sband Hal in their Mooney , from Lindville , North Carolina . Linda Kuntz and her hus band, Reinhardt, have worked with Antique/Classic for many years. Nancy Gippner is from Kansas and has worked in the Red Barn for years as has Donna Bell from Florida! Beverly VINTAGE AIRPLANE 5
(Right) Longtime volun teers Kate Morgan, Lind say Trovillion, Butch Joyce and Ruth Coulson.
(Below) Donna Bell and
Linda Kuntz always have a
smile for members who
stop by!
Hyde hails from Virginia and is well known for the Jenny she and her hu sband Ken own and fly . Janet Kessel was also a co-chairman and she and her husband Bob volunteered for many years. They also live in Florida. Another important part of the Red Barn history involves those who helped change it externally! Bob Lumley has han dled the design, con struction and overall renovation of the barn . He credits the volunteers who have worked with him for the wonderful place we now see. Phillip Blake has spent many weekends working on the building as have Bob Brauer, 6 MAY 1997
who did all the electrical wiring, Kathy Franzen who helped paint and put up the roof, and Stan Gomoll who also con tributed his many skills. Bob Lumley is well known for his wonderful homemade soup. He is also responsible for ordering the merchandise that is sold in the Red Barn. Sharon Sandberg helps with the mer chandise and acquired the fixtures that are used in the Barn. Georgia Schneider helps with setting up the merchandise in advance and also creates the display winoows in the EAA buildings. Georgia has been a volunteer for the past eight years and was awarded the "Backstage Art Morgan Volunteer of the Year Award." Also credited with major changes in the Barn is our own artist and long time volunteer, Selene Bloe dorn-Saeed, who has been sketching and painting pictures of the Antique/Classic Past Grand Champions on the walls of the Red Barn. Her paintings are all done freehand from photos of the winners. Be sure to look around the walls next time you drop by the Barn. There are a great many people who contribute to the suc cess of the Antique/Classic Headquarters . To all of you who have helped create it and to all of you who work there through out the convention ...THANK YOU!!! Just outside the Red Barn is the Antique/Classic Member ship and Chapter Information Booth that charter members of the Antique/Classic Division, Kelly and Edna Viets started . Chairman Bob Brauer and Co-Chairman, Dave Bennett can renew your Antique/Classic annual membership , give advice on forming an Antique/Classic Division Chapter, and provide general information on the fly-in. There are currently 20 An tique/Classic Chapters in the USA and abroad with a number of applications pending. If you want to join an Antique/Clas sic Chapter, or start a Chapter in your area, come on by the Membership booth and find out how! New members who join at the booth receive a complimentary issue of VINTAGE AIRPLANE magazine along with their temporary member ship credentials. This is also a central place for people to gather and visit as well as the distribution point for participa tion plaques. As a token of appreciation, a plaque with a pic ture of their airplane is given out to each individual who flies their qualifying Antique , Classic, or Contemporary airplane
Ruth Coulson pauses for a moment in the newly expanded Antique/Clas sic Red Barn Store. Bob Lumley, Bob Brauer, George Daubner, Stan Go moll and many other volunteers have helped add to the original Red Barn, adding to its usefulness and making it a place to welcome A/ C members. The expanded store offers a wide va riety of quality goods for the A/C member who likes to wear the colors of the Division proudly.
into Oshkosh for all of us to enjoy! Without their awesome dedication and willingness to share their planes with us , our area would not have the breathtaking display it now boasts! We would be remiss here if we did not express how grateful we are to all of you pilots whose airplanes we look forward to seeing year after year! It is so encouraging to all of us who have projects to admire your fini shed product and hear your success stories! Keep coming back! Chairman Bob Brauer has attended Oshkosh since 1971 and started volunteering on the flight line soon after that. With his past experience in the Navy where he worked around planes, Bob felt at home in the aviation atmosphere! He was drawn to the vintage airplanes and worked early on with Art Morgan, Bob Herman and Bob Lum ley on the flight line and also writing articles with them about volunteering! He be came involved with membership about seven years ago , be came an advisor in 1986, and was elected to the Board of Di rectors in 1989. Bob flies a Cessna 182B . In the past he was an aircrew member on the Lockheed P2Y Neptune and in volved in the maintenance of F -9s. Bob is currently an engi neer and lives in Chicago. When asked why he volunteers at Oshkosh, Bob said that he enjoys the people he works with and finds satisfaction in helping others work out prob lems . Ultimately, he said, it is being a part of something and helping to make it happen. He believes that every volunteer who works, in whatever capacity, is a key factor in EAA Oshkosh.
Co-chairman David Bennett recently moved to Roseville, California from Michigan as he works for Hewlett Packard . He was also elected by the board and appointed as an advisor to the Antique/Classic Board of Directors at the February board meeting. David has been volunteering for at least fif teen years and started working with A/C the very first year with his oldest son, Scott. They wanted to become involved and learned that a great way to volunteer and enjoy the air show up close was to work crowd control! Hence, we gained two new volunteers on the flight line! David worked with Bob Brauer when he was Antique 2, working with flightline operations, security, and parking. He joined Bob as co-chair man of the membership booth and does the programming for his wife Janet and the data processing operation. David's fa vorite part of Oshkosh is the airplanes and the people who love them! He loves the way volunteers, although they may work in a specific area , will gladly assist another who is in need . Some of the principal volunteers who work in the Membership and Chapter Booth include Jim Colburn from Mulberry, Florida and John Lachendro from Butler, Pennsyl vania whose son, Ed, was our first full time director of EAA 's Young Eagles program. MaryAnn Kinney from Gaylord , Michigan and Joyce and John Pipkin from Illinois also have been steadfast volunteers . Remember this year to stop by and visit with the fine folks who work in your Membership and .... Chapter Booth! VINTAGE AIRPLANE 7
GOLDEN OLDIE Wiley Hautala of Ely, Minnesota, sent in this photo of an OX-5 Curtiss Robin on skis, N291 E, SIN 129, that was owned by his father, Ernest Hautala, and Wallace Holm at Tower, MN, about 1934. In the background is the old Silo Factory at Tower where the left over pieces of wood scrap were burned in the tall black silo. According to an old CAA register from 1931 (in the EAA library), this airplane was registered to Edward G. Peterson, Coleraine, MN, and is a very close relative of "Buzz" Kaplan's Curtiss Robin, N292E, SIN 130, that won the Grand Champion Seaplane Lindy at Oshkosh '95.
HAROLD JOHN/ON'/ TRIMOTOR ACT At the 1937 National Air Races held in Cleveland, OH over the Labor Day weekend, the crowds thrilled to the sight of Harold Johnson looping a Ford 4-AT Trimotor on takeoff. He had purchased it in 1932 and continued to fly the Ford in the touring National Air Shows outfit, flying the lumbering airliner as well as a zippy little aerobatic job powered by a 220 hp Continental engine he dubbed the "Continental Special." The climax of his show was this hair-raising one wheel landing with the wingtip just inches off the ground. Ed Ballentine of St. Petersburg, FL sent us this shot, as well as one showing a "Batman" parachute act that we've not yet identified. If you know who this fellow is, please drop us a note. Ed wrote in his note "I took him to the airport to catch an airplane from Miami, and you can imagine the commotion he caused when he insisted on carrying his parachute aboard, acting as if he was going to use it if there was any trouble with the airplane - probably a DC-3".
8 MAY 1997
MADDUX AIRLINEf In the EAA Collection we have these two fine prints of a Maddux Airlines Ford 4-AT-8 Trimotor, SIN 23. Maddux, one of the four airlines later merged to form Transcontinental & Western Air (TWA) operated this particular Ford from late June 1928 until July of 1929. We don't have identifications on the men in the photos, but a close look at the engine and landing gear installation reveals a wealth of information. The wheel spats are beautiful, along with the engine cowl that seems to be missing a corresponding propeller spinner. The engines on the airplane when it was first delivered were 220 hp Wright J-5's. The two fellows servicing the No.1 engine are well decked out. With their initials on their coveralls, and a cap on their heads they look. well turned out, except for the oil spots! Why, they're even wearing bow ties! Ah, when service meant Service ...
GOLDEN OLDIE NUMBER lWO Another contribution by Wiley Hautala, Ely, Minnesota, is this picture of a Noorduyn Norseman, NR28699, mounted on a set of Edo 7170A floats and parked with it's float heels on the shore at Ely, MN in the 1940's. (Note the flat-bottomed rowboat in the background.) Owned and flown by the U. S. Forest Service (hence the NR registration) out of Ely, MN, the main pilot for about eight years of service was Milt Nelson, who still lives in Ely and admits to 89 years of age. Milt reports they hauled just about every conceivable item either in the Norseman or tied on the floats. For hauling goods and people, it was a rugged floatplane and did its job extremely well.
VINTAGE AIRPLANE 9
WHAT OUR. MEMBERS ARE RESTORING
- - - - - - - - - - - - - - - - - - - - - - - - - - - - by Norm Petersen Mike Potopinski's Cessna 120 Pictured in the snow at Munsil Williams' "Kaffe Klotsch" fly-in near Oshkosh is "True Love," Mike Potopinski's (EAA 402278, AlC 24638) Cessna 120 , N2989N, SIN 13247 , which he has owned since 1972. The 120 spent some years in Florida and New Hampshire as a trainer before Mike bought it from a former student and brought it to Oshkosh. Mike, who has been an active CFr since 1965 , has flown the pretty two-placer over 2,000 hours , over足 hauling the C85-12 engine twice in the past 25 years. With a full panel, Cleveland wheels and brakes, and a Maule tailwheel, the Cessna gets off quickly (450 feet) and lands in 125 feet. Mike reports a cruise of 110 mph at 4.5 gph of 100LL or 80 octane (when he can find it). The wings were covered with Ceconite in 1962 and sti ll punch test OK after 35 years. The " D" windows and leading edge landing light were added by a previous owner. With a twinkle in his eye, Mike says , " The 120 is the perfect weekend flyers airplane."
The Matthis' Super Seabee Quietly floating on a North Carolina lake is this nicely painted Republic RC-3 Super Seabee, N87493, SIN 44, owned by Odell and Diane Matthis (EAA 262957, AlC 26561) of Havelock, NC. Converted from the original Franklin B9F engine of 215 hp to a Lycoming GO-480 engine of295 hp, the Super Seabee is a real powerhouse when it comes to getting off the water with a full load. Both Odell and Diane are pilots so they share the flight duties and particularly enjoy the amphibious capability of the Super Seabee. If the name rings a bell , it was because Odell and Diane had the immaculate, highly polished, . Cessna 140A Patroller at Oshkosh '86 that caught everyone 's glances. (See VINTAGE AIRPLANE, Oct. '86) There are presently 492 Seabees remaining on the U. S. register.
Jack Miller's N3N Yellow Peril Pictured in the bright sun is a 1941 Naval Aircraft Factory N3N-3, N45036, SIN 4493 , that was restored to original condition over a 3-1 12 year period by Jack Miller (EAA 435713) of Fort Collins, CO. Power is a P & W R-985 of 450 hp which is fed by a 38 gallon wing tank and a 43 gallon fuselage tank. The restora足 tion req uired about 7,000 hours of dedicated work, however, Jack feels it was well worth it, especially when taking people for their first airplane rides. Jack and his brother, Gerry, purchased two N3N's at Braw足 ley, CA, in 1989 from a row of five. Jack says their only mistake was that they should have purchased all five! (Sound familiar?) Congratulations on a beautiful restoration.
10 MAY 1997
Werner Meyer's Globe Swift GC-l B This photo of a sharp looking Globe Swift GC-IB , N78176, SIN 2176, was sent in by owner, Werner Meyer (EAA 475799, NC 23161), of Seaford, NY, and now of Venice, FL. Werner reports the Swift required two years of part and full足 time work to bring it to its beautiful condition. Included in the restoration was a one piece windshield, flat instrument panel, new interior, Cleveland brakes, large gear doors, sixty amp alternator, new instruments, radios and Loran. In addition, new shoulder harnesses were installed and a complete new wiring job throughout the aircraft was completed before the new bright orange Imron paint scheme with blue stripe and white pinstripe was applied. The inspiration for the paint scheme came from Al Williams ' "Gulfhawk" biplane that Werner had observed flying as a youngster on Long Island. Powered with the original Continental 125 hp engine, the Swift cruises at 130 to 135 mph. The net result is very pleasing to the eye and makes for a nice looking cross-country airplane. Congratulations to Werner Meyer on a really nice restoration.
Tom Hoogland's Aeronca Chief This photo of a 1947 Aeronca II BC Chief project wa s sent in by Tom Hoogland (EAA 375066, NC 17717) of Palmyra, MI. Tom re足 ports this is exactly as he purchased the partly completed project which had been sitting for 20 years! The logbooks indicate a total time of 347 hours on engine and airframe - which puts it in the lower or lowest total time category of all the Aeronca Chiefs . The FAA register lists 1067 Aeronca Chiefs of all models still remaining . Tom Hoogland recently earned his A & P license and is busy restoring the neat little two-placer. Send us a photo when it is finished, Tom.
If you've recently restored an Antique (pre-I 946) Classic (1946- 1955) or Contemporary (1956足 1960) aircraft, why not send us a photo we can share with all the members? Or, if you've just made the dream purchase of your life and find yourself spending the entire weekend cleaning up the "new" airplane in your hangar, send us a photo to be published here in "What Our Members Are Restoring." Drop it in the mail along with a short description of what you have and we' ll do the rest. Please don't write on the back of the photo - the new plastic-coated photo paper used today does not accept ink very well. Just write your captions on a separate piece of paper. Send you photos to: Editor, Vintage Airplane
EAA P.O. Box 3086
Oshkosh, WI 54903-3086
VINTAGE AIRPLANE 11
by Sam Burgess,
Ale #1369
VINTAGE AIRPLANE 12
by Norm Petersen In a closely contested matcb for tbe Grand Cbampion Con temporary Class Lindy at EAA Osbkosb '96, a ratber brigbtly colored 1958 Beecbcraft J-35 Bonanza, N8370D, SIN D-5463, flown in by owner/restorer Ricbard P. Jones (EAA 299978) of Everett, Wasbington, ran off witb all tbe marbles. Perbaps tbe greatest irony in tbis story is tbe fact that Rich Jones hadn't planned on baving bis airplane judged. His brother, Eugene, talked him into it - after tbey arrived at Oshkosb! Tbe result is now emblazoned on tbe winner's shelf for all to see. Richard Jones grew up on a farm near the central Micbigan town of St. Jobns and after graduating from higb scbool, at tended Micbigan Tecb at Hougbton wbere he graduated in Me cbanical Engineering. He spent two years at Walker Muffler be fore being hired by Boeing in Seattle wbere he bas worked in computer design for tbe past 19 years. His interest in aviation, whicb was kindled by bis friend, Kevin Clark, wbo owned a Cessna 152, really came to the fore wben be started taking flying lessons at Paine Field in Everett, WA. In April, 1984, he soloed a Cessna 150 wbicb bolstered bis entbusiasm to wbere he rapidly continued to build time. In just 60 days, Ricb bad earned bis
A not-too-often seen un derside of a J-35 Bo nanza where the major ity of the Beech Coral paint was applied. No tice the close fitting wheel covers, dual land ing lights in the wing leading edges and the tight fitting flap gap seals that Rich installed.
VINTAGE AIRPLANE 13
(Above) A birdseye view of the aft portion of a nicely tapered fuselage that helps move a J-35 along in cruise flight. The "ruddervators" ex hibit extreme cleanliness which caught the judge's eye at Oshkosh. The tiny taillight is a combination light and Whelen strobe.
Private license. By 1986, Rich was flying a Cessna 172, building up time and enjoying the benefits of aircraft ownership. In addition, he man aged to build up a number of hours in his brother's AcroSport II open cockpit biplane. Eventually, he bought a Model G-35 Beech Bonanza from his buddy, Kevin Clark, and used it to earn his "complex" rating on his Private license. Rich put over fifty hours on the speedy retractable and liked what he saw. It was a dandy cross-country ma chine, quiet, luxurious and exuded a certain amount of class. Eventually, he flew the G 35 all the way from Everett to the home fami ly farm in Michigan to deliver the air plane to its new owner, his brother, Eugene. (The home farm features a nice 2000 foot grass runway .) The hunt continued for an other Bonanza. Looking all over the country, Rich came across a rather derelict J-35 Bonanza th at 14 MAY 1997
(Above) The spit and polish beneath the cowl really sets off the big Continental 10-470 engine of 250 hp. Strict attention to detail with every piece and part is carried through to the highly polished firewall. (We suspect the center cylinder was 72/80 at the last in spection according to the number on the valve cover) Cowling is held closed by hidden stainless Cam-Loc fasteners installed at an angle and reached through a small hole with a Phillips screwdriver.
hadn't been licensed in ten years - and took pictures of it. Many hot leads went cold, others turned out to be in need of huge amounts of work and looked pretty shabby. It was almost disheartening at times. Then in 1988, his buddy, Kevin Clark, happened to see the pictures of the J-35 Bonanza that Rich had photographed and was sitting idle in Spokane, W A. He wanted a good look at the airplane, so the chase was on. They headed for Felts Field in Spokane to look at a kind of different looking Bo nanza that had not been annua led or flown for ten years! It was a J-35 model that had been built in 1958. The engine was lowtime but the landing gear struts were totally flat and the dust was really miserable. How ever, a close examination revealed a straight airframe with no apparent damage, an S-Tec 60-2 autopi lot with auto-trim and a bunch of other goodies. The interior, which had been done in "earl y plastic" was no jewel,
but that could always be replaced. After looking at so many Bonanzas, this one re ally started Rich Jones' head spinning. He bought the airplane and made arrangements for a ferry permit to fly the Bonanza home to Everett, WA. The struts were pumped up, the engine checked for leaks, and when all was ready, Rich flew it home, the big Continenta ll O-470C engine of250 hp purring all the way . Just two days after he landed at Everett, the struts were flat again! Rich says the first annual inspection was quite an experience. Both landing gear oleo struts were completely rebuilt to new condition. The cylinder bores turned out to be chromed and the compression tests were a ll in the 70's . When the oil was drained from the engine, it looked like a mixture of brown crud and water. Mechanically the airplane was in pretty good shape with only the starter clutch needing replacement. Rich had obtained a complete set of manuals on
the airplane and these really helped to bring the coral colored Bo things started to li ne up as per original and the pieces were slowly nanza up to flying condition. Rich, who is very handy with avion riveted back together - one rivet at a time. Bob and Rich hung in ics, managed to get the KN62 DME working, and then installed a there unti l the entire nose section was rebuilt and the engine could Mark 12E and a new Sigtronics SPA-400 intercom. Eventuall y, be nestled back in its cradle. Many new parts, purchased from the Omak J-35 salvage, were used the annual was completed and in the process and in addition, the Bonanza was ready to do all new hoses were installed in its job. the engine compartment - to The more he flew the J-35, avoid future surprises. The the better Ric h enjoyed the sheet metal on the outside was performance. The airp la ne primarily replaced until climbed well, cruised well and everything looked original. had the most delig htful han The entire nose was painted dling characteristics. One fine with primer to protect it until day, he flew it north to Roche a n ew paint job would be Harbor on the is lan d of San forthcoming. Juan, right next to the Cana During the followi ng year, dian border. While the Bo the Bonanza was flown with nanza was parked on the ramp, the primer on the nose (which a sudden strong wind came drew an occasional chuckle alo ng and blew the airplane from the airport crowd) while across the ramp and nose first Doug Fau lkner, whose busi down a sma ll hill and into a ness is called Stubby's Classic ditch. The nosegear and the Up holstery, worked on mak lower front cow l sustained ing up a new interior that in substantial damage when the cluded new up holstery, new airp lane impacted the far side wa ll pa nels and new carpet. of the ditch . Rich Jo nes was Using a mo hair fabric and a one sick hombre! thick wool ($125/yd.) carpet, No less than ten hardy souls Doug ended up with a skill jumped in to help retrieve the fu lly done interior. Rich care wayward Bonanza and push it fu lly installed the new carpet back to where a good assess ing and interior and when ment of the damage could be comp leted, it really looked made . Luckily, the prop was (Above) Highly polished original Beech hydraulic propeller and spin not damaged, however, the ner really brighten the front end of the Bonanza. All three landing sharp and scored heavily with nose gear needed new parts to gears are painted in silver which makes them look almost chrome the judges at Oshkosh. It was at thi ~ time that Rich fly home . A series of phone plated. Note oil cooler located in righthand cowl opening. located a set of Brittain tip tanks calls found the necessary parts that were an option for the 1958 from a salvaged J-35 at Omak, Bonanza and extended the range W A, and they were de livered with 40 additional gallons of to Roche Harbor. The gear fuel (20 each side), in addition doors were removed and to the original 60 gallon fuel stored inside the airplane while tanks (100 gallons total). The the nosegear was reassembled tanks were rather crude in con with the new parts . When struction and needed a great everything checked out OK, dea l of help before they could Rich fired up the engi ne and be installed. Rich and his friend, gingerly took off for Everett, Bob Parker, spent many hours flying all the way home with with fIller and "hi-build" primer the gear down and locked. to smooth out the finish on the The damaged Bonanza had exterior of the tanks. The fmal Rich is a state of confusion sandings were done with 400 whether to attempt a rebuild or grit sandpaper wrapped around sell the who le airplane (and pa int mixing sticks and wet problem) to someone else. His sanding at 45 degrees one way co-worker at Boeing , Bob and 45 degrees the opposite way Savella, finally succeeded in on the curved surfaces of the coaxing Rich to rebuild the front end along with his help (Above) This shot of the righthand NACA 23000 series airfoil on the Bo tanks. The results were quite ex nanza wing reveals the ultra-smooth finish on the Brittain tip tanks traordinary in that the tanks (and A & P ticket!). that caused such a stir among the Bonanza crowd. No one had ever A Bonanza is made up of seen these tanks so perfectly finished. The tiny wingtip clearance light came out perfectly smooth from hard-tempered aluminum in doubles as a strobe for superior visibility. Visible are the Cleveland nose to tail and combined with a the lower cowl area that sup brakes on the main wheel and the tiny mud scraper on the nosewheel. perfectly smooth fillet between the tanks and the wing, left many ports the engine. With the people walking away, shaking help and guidance of Bob Savella, the nose was completely taken apart and the engine pulled their heads in absolute wonderment. Even the judges at Oshkosh were to get at the lower support beams . Rich drilled rivets for days and totally impressed. In addition to the tip tanks and new interior, some of the anten straightened metal for hours, some with a large sledge hammer! (The toughness of some of these parts is unbelievable.) Eventually, nas were cleaned up on the aircraft exterior, flap-gap seals were inVINTAGE AIRPLANE 15
(Right) Remarkable view looking forward along the right tip tank reveals the incredible job done on what was a roughly finished tank (see story) and the equally incredible job done under the su pervision of John Edwards at the Sky Harbor paint shop in mask ing and painting the airplane in three colors.
(Left) Absolute cleanli ness of the STC'd Cleve land wheels and brakes, la nding gear and a s sorted plumbing really scored well with t he judges . Even th e large cotter key in the axle nut is properly done to en sure the wheel stays on the airplane.
stalled and Rich replaced all the glass in the airplane, including a new windshield . He decided to stay with the original two-piece windshield rather than go with the after market one-piece wind shield as it is original and also maintains the structural integrity of the cabin roof with the multi-layered support structure between the two windshield halves. The instrument panel was c leaned up and painted along with the false panel and the glare shield over the panel was recovered to match with the interior. With all the improvements completed to date, the time had come for a new paint job to replace the original paint (1958) on the aft portion of the airplane (the nose was still in prime) and the wings and tiptanks. After careful scrutiny, Rich selected Sky Harbor Air craft Refini shing at Goderich, Ontario, Canada, to do the final painting on the Bonanza. Rich was impressed with their work and especially their supervisor, John Edwards, whose strict adherence to a checksheet made sure nothing was left out. The Bonanza was flown to Goderich, Ontario, and the work commenced. The air plane was carefully stripped to bare aluminum, cleaned, etched and alodined, and then primed. The final color, called Beech Coral, was done in Pratt & Lambert Jet-Glo along with the trim colors of white and black , each one carefully ma sked off to the original paint scheme of 1958. The results are most pl easing, especially when done according to the high standards of John Edwards and his paint ing shop . When combined with a highly polished propeller and spinner, the results are even more apparent. On the way home from the paint shop, Rich was beginning to feel like he had a really sharp-looking airplane, especially when he stopped at airports and noticed people staring as he taxied by. Back at Everett, he continued to finish small details, one after another, until the time came for the trek to Oshkosh to see the latest in avia tion items. As he had done so many times, Rich flew the sparkling Bonanza to the home farm in Michigan to visit with his brother, Eu gene, and family. On the Tuesday before Oshkosh, Gene cranked up his G-35 Bonanza and Rich cranked up the J-35 and they headed for Osh kosh as a flight of two. Requesting Antique/Classic park ing, the tower vectored the pair of Bonanzas to Runway 36, where they helped a couple of confused airp lane pilots get their planes down before they landed as a flight of two. The tower people 16 MAY 1997
(Above) Interior shot of the entire panel reveals an expen diture of much, much work to bring it up to championship caliber. The dual yoke features a wing (aileron) trim in the center with the original Beechcraft instrument cluster above it. Original Beech logo on each control wheel scored points. Unusual are the throttle, mixture and pro pell er vernier controls being identical ivory in color standard in 1958, but strictly taboo today!
thanked Rich and Gene profusely after landing. Parking in the Antique/Classic area, Rich noted that many peo ple would stop to examine the Bonanza closely - and questions by the hundreds came at him from all sides. His brother finally talked Rich into having the Bonanza judged in the Contemporary Category (1956 to 1960). It wasn't long before a parade ofjudges stopped to go over the airplane, inside and out, top to bottom and checking everything no matter how tiny. (Contemporary Chaimlen Dick and Dan Knutson 's crew are very thorough!) On Sunday of convention, Rich and Eugene flew the two Bonan zas back to Michigan as Gene had to be at work on Monday. On Tuesday, Rich 's friend, Bob Parker, who had helped so much on the tip tank sanding and fi nishing, flew along with him to Oshkosh to be on hand for the evening award ceremony - in case something good would happen. The nail biting continued. Rich and Bob sat through winner after winner being called to the stage. Almost disheartened as there was only one award left, the call came over the loudspeaker for the Grand Champion Contemporary - Beechcraft Bonanza, N8370D, Richard P. Jones, Everett, Washington! The words still echo through Rich 's head as he remembers walking up the stairs, knees a bit wobbly, hearing the clapping and the cheering, and his mouth feeling like cotton. The beautiful Lindy Award was his to take home and cherish and believe me when I say, he was one happy restorer! Suddenly, all the years of blood, sweat, tears and heart-aches were worth it. The pretty J-Model Bonanza had out-scored all of the opposition to abscond with the Grand Champion Trophy. Rich reports the Bonanza never ran better than on the flight home to Everett after the EAA Convention, proudly carrying the Lindy all the way. Now that he is rel ega ted to the Past Grand Champions Paddock at future Oshkosh events, Rich is busy think ing ahead to the next effort, a sport plane of some type, perhaps an RV-8 or some such machine. (Remember all the riveting he did on the lower cowl and engine bearers?) Most hearty "Congratulations" to Rich Jones and hi s many, many helpers who managed to beat the odds with a 39-year-old air plane and come out on top. Folks will long remember "that salmon... colored Bonanza."
YESTERDAY'S
CESSNA
Tom Terni ng, Valley Center, KS stands proudly next to his replica of Clyde Cessna's first successful airplane, built in 1911. Tom started on his replica in 1989 and completed it in 1990. An A&P by t raining at the Spartan School of Aeronaut ics, he and his son Aaron and w ife Lois manufacture steam traction engines and pressure vessels in their shop.
By
Bob Glasford
To be in Valley Center, Kansas is to be in virtually the geographical center of the United States, but more importantly for this article, it puts you in the shadow of the Cessna Aircraft Corporation in Wichita. Tom Terning lives in this place and has been smitten by it. At any moment, he may launch into a home-grown dissertation con cerning the rightful place of such people as Duane Wallace in the development of Cessna aircraft and the Cessna Company, a story that has many aspects in common with
the story of Mr. Taylor and Mr. Piper and the Piper Aircraft Company. But that is an other story. Right now we are concerned with our friend Tom ' s efforts to recapture some of the early flying history from that area. Tom is known primarily for his work with scale model steam tractors which he designs, manufactures and distributes worldwide . He has many other interests that are as diverse as ferrying 0-2 Cessnas to serving many years on the local school board . For many years he also sponsored an annual scale model tractor convention sort of a sod buster's Oshkosh. It too brought people from far and wide with
many coming from overseas. In 1989 he became interested in building an airplane. In choosing a design he was in terested in something more than just an other fiberglass cross-country vehicle. He had already flown over much of North America and had owned several airplanes, including a Mooney. It was the proximity of Wichita and all of that history that turned him towards the early airplanes and the men who flew them. He came across information on Clyde Cessna's first airplane. He found that it had been built in 19 11 and had utilized a Bleriot fuselage that had been purchased back east. Clyde saw to it that it was finished . It had
the bicycle type wheels for a landi ng gear with wings that were warped to ach ieve lat eral stability. Tom decided to build a replica of it but deci ded to make onl y as many im provements of it as would be necessary to make it dependable eno ugh to fl y. For in stance, he fo und that the origi nal had been powered by an Elbridge engine that featured four cyli nders. It was a two cycle, wa ter cooled inline mari ne engine. It actually had a system of lubricati ng the ma in bearings that used grease cups. After finding one of these engines in the Bradley Air Museum in Hartford, Connecticut, it was decided rather hurriedl y that no one was going to fly be hind it. He also elected to do away with the system of wing warpi ng and rep lace it with a more stiff wing with ailerons. After all, this was going to be a flying airplane. After a great deal of discussion with au tomobile mechanics, dealers and even some used part dealers it was decided to use a Toyota 3-TC four cylinder auto engine. It was highly recommended, and many said that with regular maintenance, you couldn't break it. A used one was acqui red and has proven to be ideal. Permanent antifreeze was used to coo l the engine. Whi le far enough beyond the Elbridge to be depend able, it ' s still the same genera l configura tion and size as the original. It has proven to have been a good cho ice and has served him well. Once he decided to use ailerons, he set18 MAY 1997
The 1911 Cessna "Silverwing" replica passes by overhead, clearly showing its Bleriot heritage. The fuselage is constructed of poplar, with prudent use of 4130 steel tubing used to reinforce certain portions of the airframe.
A neatly clipped grass field (AAA's Antique Airfield in Blakesburg, IA) serves as the ap propriate background of this shot of Tom and the Cessna on the takeoff roll. While not an easy plane to fly, improvements made to the replica over the original make it possi ble to accomplish fairly long (350 mi.) cross-country flights when needed.
tied upon torque tubes to control them but went with 7 x 19 I/Sth galvanized steel ca bles for the rudder and elevators, and chrome-moly steel tubing was used in such areas as the landing gear. He laminated the spars and longerons from the same poplar that Clyde had used in the fuselage. Stits finishes were used over modem Dacron fab ric. A section of the fuselage aft of the wing was left uncovered, as was the original. It is here that very fine woodworking becomes evident. Tom has built some of the finest scarf joints yet. He attributes their fine quality to being able to cut them on a milling machine. I rather doubt if either Bleriot or Cessna had that kind of resources available. They rate being checked in detail. 7 x 19 lISth cables are used as flying and landing wires. The landing gear is built up of 4130 tubing and features Yamaha motor cycle wheels with cable operated brakes, another concession to safety. He also built a tail wheel using a 2 x 5 solid rubber indus trial tail wheel. It should be understood that the fuselage is not built up with the usual plywood gus sets, but rather a system using 130 U-bolts which are inserted into the joints, then bent into shape. This process took a great amount of time but does add to the sought after authenticity . Each joint is then strengthened diagonally with wires and turnbuckles which didn't help as far as costs are concerned. Have you priced turnbuck les lately? The airplane has become known as Sil verwings which is appropriate considering its silver paint job. As with many shoulder winged types, there is practically no downward visibility. In flight, downwards just doesn't happen. It will take off and land within 150 feet. The tail comes up with power and liftoff occurs around 45 mph. Cruise is near 60 with 4100 rpm indicated on the tachometer. Tom built
the belt powered reduction gear in his ma chine shop, once again proving that all homebuilders should have, by right of birth, their own machine shop . Stalls occur around 25 but with built-in washout Tom can steer it all of the way through such a loss of lift. Landings are straightforward but as noted before, visibility goes to heck real quick once that nose comes up. How ever, with over 1200 landings in the ma chine Tom has little trouble here. He tries to fly it every day . That's what's called keeping current. It would probably be safe to say that Tom has more hours in Bleriot type aircraft than any pilot who ever lived. Although it will flare nicely, Tom does ad mit that it glides like a Clipped Wing Tri Pacer with four on board. It is obviously not a clean airplane . It also has some strange stick forces as speeds are being changed. Tom attributes these to the all-fly
ing elevator rotating about its axis. As the airplane does stall, it drops its nose , then picks up speed, raises its nose and once again stalls. Silverwing has been flown to Hutchison, Minnesota, a trip of over 550 miles and to Blakesburg, Iowa which was around 350. Only two other people have flown the plane. One was Tom's brother, Dick, a commercial pilot of extensive experience. His response was that it was just about the worst flying airplane he had ever flown but was at the same time the most fun . Even Tom readily admits that nothing he ever flew even ap proximates it. He tells of a flight home from Blakes burg . The weather was bad with one rain squall after the other moving through. He got soaked in each ensuing shower because Silverwing is really an open airplane. He had struggled along for about 100 miles
A couple of different views of the replica highlight the amount of work that must be done to accomplish such a task. As you can see, to be certain there was enough lat eral control in the Cessna, a decision was made to stiffen the wings and add ailerons. A minimal amount of rudder requires constant attention be paid to the airplanes head ing - it is not a hands off airplane!
VINTAGE AIRPLANE 19
never getting above 200 feet when he de cided to land at Mt. Ayr, Iowa. Since no one was at the field he picked up his gas can and started to walk toward town. He hadn't gone far when a deputy sheriff pulled up alongside and asked what he was doing. Af ter an apparently satisfactory explanation he was given a ride to town for his fuel and one back to the airport. The deputy told Tom that local police departments along the way had been monitoring his progress and that if he wanted they would escort him right into Wichita. He was going so low and slow that it was no problem for them. They would just call ahead to the next agency as they
approached the end of their jurisdiction. Tom gladly accepting the service offered and he once again headed home . From time to time he noticed a squad car paral leling his route. Twice these cars stopped and officers got out to wave. And twice police monitored his landings and offered their best wishes for the rest of his trip. Tom says Silverwing is truly a replica and certainly flies like one. You have to re spect it and fly only shallow turns and climbs. Back in the first decades of flying a safe pilot was one who never tried to climb and turn at the same time. If you have ever watched films of flying from the very early
Details of the construction of the Silverwing replica. The shot of the nose section shows the belt reduction drive built by Tom for the Toyota 3-TC four cylinder engine.The landing gear of the replica has been built up using 4130 steel tubing, with wood fairing strips added to maintain the original appearance. The replica is a two place airplane, and as you can see, Tom's excellent woodworking and machine shop skills are all out there for everyone to see.The fuselage is braced by 130 U-bolts and a bunch of brass turnbuck les tightening steel cables. The small stabilizer is flanked by the full-flying elevators.
20 MAY 1997
days and then watch Tom and his machine you will realize that it is a relic of a time long gone. In that sense, Tom has accom plished what he set out to do back there in 1989; he has built a machine that reflects those early efforts to fly in Kansas. Since Silverwing has such a specific ap peal and very little utility, no plans or kits will be forthcoming. However if you would like some information you could contact Tom at Route 3, Box 185, Valley Center, Kansas 67147. The basic dimensions of the airplane are empty weight 920 Ibs, span 32 ft., length 22 ft ., height 34.5 ft. and elevator span 12 ft. . .
The Last Frontier
John Best and the carved timber sign greeting travelers to Nome, Alaska.
by David Fortuna
ited. With more than 3,000 rivers and over three million lakes, it can become quite confusing. Many airports are rough gravel runways situated far apart. Repair facilities are limited and can be primitive. In spite of such adversity, proper plan ning and using common sense can make the trip a very rewarding experience. Of those who venture to Alaska, few go as far north as John Best. Best, a retired Piedmont Captain, was no newcomer to the rigors of mountain flying. Having accumu
lated 22,000 hours, much of it was spent flying Martin 404s and YS-Ils through the mountains of West Virginia. On June 1, 1993, Best departed from his 1700 foot grass strip in Moneta, Virginia for Louisville, Kentucky to pick up his high-school buddy, Bob Cooper. In Best's restored 1954 Cessna 180, they would em bark on a trip of a lifetime, taking them to the extreme northern tip of Alaska, Point Barrow. Barrow is a very remote outpost only 800 miles from the North Pole. The
The spectacular and forbidding landscape surrounding the highest peak in North America, Mt. McKinley.
As land of the "midnight sun," Alaska is unique in many ways . Rugged mountains, myriad lakes and rivers, glaciers and thou sands of square miles of open tundra, it be comes a unique aerial sightseeing adven ture . With its unspoiled beauty and an independent lifestyle, many have been at tracted to this last frontier. No other state offers such grandeur, nor challenges to the pilot like Alaska. Much of Alaska is sparsely populated, with extremes in terrain and weather. There are few roads, navigational facilities or weather reporting stations. Complete, up to-date and accurate en route weather is difficult to obtain. Checkpoints are lim
Upon John and Bob's return home to New London Airport, they were feted at a party given in their honor. VINTAGE AIRPLANE 21
..
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,
! "
In Whitehorse, Alberta, Canada, you'll find this complete DC-3 being used as a great big wind tee.
average temperature goes above freezing only a few months out of the year. Since Best didn't know ifhe would ever go that far north again, he took the full month of June off to go to Prudhoe Bay and Point Barrow. The trip to Alaska was a dream that Best's father had when he was alive. When Best met up with the Alaskan Highway in Dawson Creek, it would become his per sonal dream as well. Such a trip was not taken lightly, with much preplanning going into it. Five months was spent accumulating the neces sary materials and studying the many pub lications. The ones he found most helpful were, " Flight Tips For Pilots in Alaska," "AOPA Flight Planning Guide to Alaska," "AOPA Airport Guide," and "AOPA Flight Planning Guide to Canada." Also handy is the "Canada Flight Supplement" and the "Tourists Package For Pilots," available from the Alaska Division of Tourism , or you can contact the FAA's Alaska Region at 701 C Street, Box 14, Anchorage, AK 99513. 22 MAY 1997
Best also recommends obtaining, "Fly ing the Alaskan Highway in Canada" and "Air Tourist Information Canada." The first publication can be obtained by writing Director of Systems Safety , Transport Canada Western Region, 202-63 Airport Road, Edmonton, AB T5G OW6 Canada. The other publication address is Transport Canada, AAN DHD, Ottawa, ON, KIA ON8 Canada. The required survival list is lengthy, and as Best found out, and takes up quite a bit of space, not to mention a substantial amount of weight. You ' ll note the use of the word "required" in that last sentence none of what is on the list is optional. Best recommends purchasing the survival equipment from the Civil Air Patrol depot in Amarillo, Texas or Army surplus. Two weeks of food is required for each person, which Best bought in the form ofK-rations from Army surplus. Those bound for Alaska need to be self sufficient. As Best stated, "Anyone going to Alaska needs to take lots of tools and spare parts. In the north and western part
of Alaska, you will probably have to land on a few gravel runways and they are not that well maintained. They tend to eat up your prop . If you have long-range tanks, you can make it to hard surface runways." "Other items which should be included are a jack, speed tape, duct tape, hydraulic flui d, oil, fiberglass repair kit, extra points, condenser, a spare tail wheel, tire and tube (inflated) and screws, washers, cotter keys, etc. Once everything was assembled, the next question was where to stuff it all! Even with the load carrying abilities of the 180, it was no easy feat. Best exp lained, "There is no way you can go in a four place aircraft and carry the required gear and four people. Even re moving the 30 pound rear seat, the 180 was close to 200 pounds over gross. It was tail heavy and landed like a dog." On June 5, Best and Cooper departed Louisville for the far north. The trip went smoothly through Missouri and Iowa . Whi le flying en route to Cut Bank, Mon tana, the weather began to tum bad. Being unable to maintain the necessary 8,000 feet en ro ute , they returned to Lewiston, MT for the night. The next day weather had improved, so they set out for Canada. Customs were c leare d in Edmonton, Alberta, which turned out to be a brief affair. The fo llowing day took them to Daw son Creek, Canada, which starts the Alaskan Highway. Only 1500 more miles to Fairbanks ! Up to th is point, the worst part of the trip was in filing flight plans (they are re qui red in Canada). Best hadn't filed one in 35 years! Best recommends several sightseeing exc ursions. He said, "If you fuel up at White horse, Canada, walk up the hill and check out a DC-3 that is used as a wind tee." At Circle Hot Springs, Best encoun tered his first gravel runway which he elab orates on. "To minimize prop damage due to the gravel, you can use black electrical tape on the leading edges of the landing gear, wing struts and stabilizer. I ordered leading edge prop tape from Hi Lan Prod ucts, 859 Gapter Road, Boulder, CO 80303. At $10 .85 it's a good investment as props are a high cost item." "When flying off gravel, I advance the throttle slowly on takeoff, yoke all the way back with the mains in the air and the tail wheel still on the ground . Check your manual for the recommended soft field technique. We had to use only four gravel runways; otherwise you may want to re place or clean your air filter. " Circle Hot Springs is only 135 miles from Fairbanks and is highly recommended by Best. It is an old mining camp with a lodge and a hot spring. Most of the build ings date back to the 1920s and 1930s. The people are real friendly. The rooms
The remains of this Beech 18 serve as the back (or is it the front?) room for this home in Nome, Alaska.
are $60.00 a night, or you can pay $7.00 to sit in a spring fed pool (98 degree water temperature), eat lunch and go on. Ask for Susan for reservations at (907) 520-5113 . Flying to Northway, Alaska, Best stated in his journal, "The lakes all have a pastel green tint and are beautiful. We crossed the straight line that is the east side of the Alaskan and Canadian border. It was very distinct since they cut a path through the forest and mountain. The land is very marshy with no place to land so I stayed close to the Alaskan Highway. In North way I cleared customs again, which en tailed more paperwork and a $25.00 sticker for the 180. Northway is a charming town with a log restaurant, motel and bar." The next stop was Fairbanks. Best re calls, "I had to land at Fairbanks Interna tional. We used runway IR. On final ap proach you drag it over 3,000 feet of snow ski runway (gravel), then land on 3,000 feet of paved runway. It must be 10,000 feet long. Between the two runways is a water
runway for floatplanes." For sightseeing Best rented a car in Fairbanks and Anchorage and spent a cou ple of days . A rental car will also help in shopping around for a less expensive mo tel. After June I, rates average $100.00 plus per night. About 50 miles north of the Arctic Cir cle is Beetles, Alaska, population 55 . Here Best related, "We fueled up and changed oil to 20w-50 since we would be going north. In leaving Beetles, it is best to fly northeast for 15 minutes to pick up the Alaska pipeline and follow it through the Brooks mountain range in case the weather gets bad." "At Deadhorse, Alaska, food and rooms are expensive. The rooms have no TV or bath and resemble a walk-in c1oset- a real doghouse. From here we could see the Arctic Ocean which was completely frozen over- it was strange to see. The morning we left was flannel shirt time. We had worn summer clothes until then with only a
jacket as temperatures in Fairbanks were around 70-75 degrees . June seems to be the best month to go; it has long daylight hours and the mosquitoes aren't bad yet." From Deadhorse the next stop was Bar row. Best explained, "Point Barrow was now only a short hop away and the weather was good except for a 30 knot head wind. We flew over marshes and ponds for two hours with nowhere to land." Arriving at Wiley Post Airport (Bar row), we parked in front of the FSS and saw electric outlets at every tiedown for oil pan heaters. It was 30 degrees, which was unusually warm for that time of year." " While eating an $8.00 cheeseburger and a $2.00 glass of milk, the airport went zero-zero . That is what they mean about the weather changes- fast with no warning in Alaska . We were forced to spend the night in a condemned hotel called the Arc tic for $110.00. We sawall of Barrow in 15 minutes. Kids were playing ball in the dirt streets at midnight since they had 23 hours of daylight." "Needless to say, going to Prudhoe Bay and Point Barrow you need only to spend enough time to fuel up and get the heck out. At Barrow I spent $55.00 for 20.4 gal lons of auto fuel plus an extra $25.00 charge for fueling us." "We left Barrow the next day since by noon they had 400 and one mile, so we got a special VFR out to the south to cross the Brooks Range. We broke out at 6,000 feet and flew south for 100 miles until ground contact. There were no landmarks between Barrow and our next fuel stop, Kotzebue . The GPS paid for itself again!" Nome was a nice change from Barrow. Best wrote in his journal, "It took us only one afternoon of walking around Nome to decide we needed two days there . It was the nicest town we had been to . There are still two working gold dredges and people panning for gold on the beach along the Bering Sea. The town is one street and five blocks long." "We heard of a guy who added a room using an airplane. We got our cameras out and off we went through the dirt streets of Nome. We found the house with a twin Beech sticking out of it." "Nome had started to celebrate their an nual Midnight Sun Festival when we ar rived. The big parade was on Saturday, the 19th, the day we left. The Festival lasts all week and is a celebration of their longest day- 21 hours of daylight." "At Nome, 100LL is average price since cargo ships come in with supplies, but at our next stop for fuel, McGrath, there are no roads in or out. We knew it would be bad, only to find out it was very bad $3.65 a gallon!" "On to Anchorage I got on top of scat tered clouds at 11,500 feet. I took some photos of Mt. McKinley and made good
Continued on page 25 VINTAGE AIRPLANE 23
This month's Mystery Plane comes to us from Samuel Myers of Lancaster, PA, One of only a few built, it is nonetheless a sharp looking low-wing job. Answers need to be here at EAA HQ no later than June 25,1997 for inclusion in the August issue of Vintage Airplane.
by H.G. Frautschy
The February Myste ry Plane proved to be a real stumper. The p hotos of it are from the American Airman Collection in the EAA archives of the Boeing Aeronauti足 cal Library. The airplane was identified in the collection as the Hobart Edgren, circa 1920. Both Bill Woodall, Akron, OH and Alexander A. Fasolilli, Herkimer, NY both felt the little biplane was related to the Sop足 with 1- 1/ 2 Strutter. Both Bill and Alex pointed out the "w" arrangement of the center wing struts and the shape of the rud足 der and vertical fin, as well as the outline of the stabilizer and elevators. Unfortunately, other than name, we have nothing else on this biplane. As Bill pointed out in his note: "If my answer is wrong, the genesis of the airp lane in the p icture must have been influenced by the' Strutter'." Other changes from the origi nal 1-1 /2 Strutter are an inline, water-cooled engine instead of the 110 or 130 hp Clerget. Alex pointed out one more similarity to the Strutter: "The top wing looks like it 24 MAY 1997
The Hobart Edgren biplane, circa 1920.
had been fi tted with a machine gun mount. See ing someone in th e rear cockpit, thi s seems like ly, as some British Home De足 fe nse Squadrons had their 1-1/2 Strutters arm ed with Tw in Lewis Gun s on Foster mountings above the upper wing ce nter
secti on an d were converted to be flown fro m th e (fo rm er) observers cockp it, in which the pilot in your photo appears to be located. No other answers were received on the February Mystery. We did rece ive a few
Frontier (Continued from page 23) use of the charts the FAA in Alaska had sent on arriving at Merrill Field, since An chorage is a class B airspace." "It's good to rent a car and drive to Lake Hood, a very large seaplane operation, and also go through the aviation museum at Lake Hood next to Anchorage International Airport. Also a must see (unless your wife is along), is to take in the Alaska Bush and Co. Bar some late evening! After two days of sight-seeing, we asked a bush pilot which pass to fly to Northway, Alaska. He said that since the ceiling was coming down with light rain, he would fly the Chickaloon Pass to the east-northeast. It was a long pass, about two hours, but we got pictures of two glaciers." Northway is a small Indian village on the Alaskan Highway that is a nice place to stay overnight. It has a motel, restaurant (cook your own steak for $9.50) and liquor store, plus a FSS and auto fuel. From there it was to Dawson, Canada and their last gravel runway. It is an old mining town from the late 1890s. Once again, customs were cleared. Best remarked, "We filed a flight plan and off to Whitehorse again to spend the $35.00 night over the hangar at Shell. It was on this leg to Whitehorse that we en countered the worst weather so far. The weather was good at Dawson and the FSS said Whitehorse was VFR with the usual afternoon thunderstorms en route. We soon found ourselves in moderate rain with two miles visibility and clearing the moun tains by 400 to 500 feet. I told Bob after one and a half hours of this I would fly 30 minutes more, then find the Alaskan High way and land on it. After 20 minutes we broke out in the clear."
more answers on earlier Mystery Planes, including a note from Harold Andrews, of Washington, DC concerning the Curtiss BT and a letter from Frank Abar, Livonia, MI , who correctly identified the Thomas Morse S-6. Thanks again for your participa tion. If you have a good candidate for the Mystery plane, feel free to send it in . Obviously, if it is in a copyrighted book or publication, we cannot republish it. Still, if you run across something obscure, I'd certainly like to take a look at it. ... Send it to: Editor, Vintage Airplane
"After an overnight, we decided to fly the White Pass down to Skagway, Alaska, then back to Whitehorse, Canada. Follow ing a narrow gauge railroad, in less than an hour we were there. Again U. S. Customs met us in Skagway and I remembered that my pilot's license and medical were in my bag in the room at Whitehorse. While talk ing to the customs agent, he asked where we were from . I told him Virginia and Bob said Kentucky. The customs agent replied he had lived in Buchanan, V A and I said that's only 45 miles from my house. He smiled and said I won't ask to see your li cense or medical if you know your license number for my paperwork. I remembered it from the Flight Instructor days in the late 1950s and replied 1465107 real quick. He gave us a ride into town in his truck as he had to meet a cruise ship." " The next day we fueled up and Bob mixed our usual iced tea while I filed an other Canadian flight plan and we headed on our way south, back down the Alaskan Highway to the lower 48." Best stated that as far as flying in Alaska or Canada, he just used common sense flying, the same as he used flying in Virginia and the sur rounding states. "If you run into poor visibil ity, either make a 180 degree tum and go back, or if known VFR conditions exist where you are going, slow down and have all eyes look ing forward for terrain or towers you could hit. If you see something you can't clear, make a 180 degree turn, 45 degree bank and add power in the tum to prevent a stall. You can tolerate mountain turbulence by reducing power to smooth out the bumps. It's best to get off early in the morning and be on the ground by early afternoon due to turbulence and thunderstorms. June is probably the best month to go. At times May is too cold. In July
and August there are too many mosquitoes." "If you go by the Alaskan Highway, most airports have camping facilities which are ex cellent. You can purchase strip charts that cover just the Alaskan Highway which are handy and saves over sectionals (which cost $12.50 each). North of the Arctic Circle fuel is very expensive, so it's a good idea to check the prices where you are going. In the far north an oil pan heater and cowl plugs for the intakes and carburetor heat are desirable." VOR stations are often low powered and far apart, but they are all along the Alaskan High way. With limited navigational facilities and magnetic variations as much as 30 degrees, a GPS and a good ADF is the way to go. Best explained, "Alaska has a lot of be a cons and you will need an ADF to fly the mountain passes. LORAN doesn 't work since there aren't any stations. Communica tions also present a problem. You may fly for two or three hours before you can talk to anyone. Any weather you get is only a fore cast. Weather changes quickly and is unpre dictable. I flew in weather up there I wouldn't fly in around here . Ifl didn't, I would still be up there." In the end, Best's Cessna 180 performed flawlessly while consuming 848.8 gallons of fuel during the 79 hours and 23 minutes of flying time, covering 10,179 miles. Reflecting back, Best stated, "I' ll ne ver forget the things I saw and the experiences I had on the Alaskan Highway. I carried a lot of tools, parts, survival gear, etc. that I never used and glad I didn' t have to." "As a retired airline pilot, the 80 hours of flying time didn't pay much, but it bealthe heck out of a 737 at 35,000 feet. I hope to do it again some day and see something new and different on every landing. Alaska is truly the last frontier." ...
A c o up le more s napshots of t he Edgren biplane. You can see the shape of the rudder c ould eas i ly lea d you to believe it bears some r e la tionship to the Sop w ith 1 -1/2 Strutter.
EAA P.O. Box 3086
Oshkosh, WI 54903-3086
VINTAGE AIRPLANE 25
PASSdio
BUCK by E.E. "Buck" Hilbert EAA #21 NC #5 P.O. Box 424, Union, IL 60180
You know how your mom used to say "/ hope you have a child just like you!"? More often than not, when you have kids, you'll find yourself reflected in the little faces looking up at you. My son Elroy, now all grown up and a pilot out flying on his own, has been babysitting the Champ this past winter. Ifyou think / can be a smart Alec .. Dad, Your answering machine did not seem to be working, so even though I am technolog ically challenged, I decided to type my mes sage on the computer and then fax it to you. My therapist thinks it would be good for me to expand my horizons. The Champ is fine. Lew Moon and I Lew Moon 's Champ is on the far left, along w ith Lew, Elroy Hilbert II , and Brian flew it up to Brodhead on skis. In addition Stukenburg standing in front of '01 84991 . to the Champs there were two J-5s on skis. My landings were excellent, but all the snow melted at Cotton wood while we were up north so we had to go into Rockford where, by flying around the tower several times, we were able to communicate to them that we had a problem, but they couldn't figure out what it was until (as we found out later) Chip got to work. He immediately recognized the situation and ordered the runway foamed so we could land. It would be turning into an expensive way to spend a Sunday afternoon and hardly justifies putting skis on the airplane. On the good side, however, both Champs got a bath and if you think: land ing on virgin snow is fun, try five feet of foam! It was great! I tried to talk them into letting us do some touch and goes, might as well get as much use out of something you know is going to cost you a lot of time and money later, but they wanted us to do some paperwork and clear the runway, so they made us stop. The pa perwork was really hard! Everyone knew what happened, becaus~ we explained it to them. But no one could figure how to fill out the blanks and check the boxes. It really wasn't a radio fai lure be Brian and Elroy stamp down the snow in front of the Champ at cause we didn't have one. It wasn't a landing gear fail ure because the airport in Brodhead, WI. the landing gear was fine. There wasn't any icing. That was actu ally part of the problem. We didn't have any injuries, so we did awhile they decided that since no one got hurt and since we really check that box . We were both current and had valid BFRs and didn't declare an emergency (we didn't have a radio), and since it medicals. We filled out things like weather, date, time, origin of was kind of fun to watch - all that foam splashing up around a flight, intended destination, etc. pair of Classic Champs and all - they finally let us go on our But, the "incident" itself did not fit any of the descriptions that way, after we paid for the foam of course, and sat through a lecture they gave us to check. Lew and I spent 17 hours trying to figure it on anticipating unusual middle of winter unexpected thaws in the out and thought for sure we would get in big troub le, but after upper Midwest whenever you put skis on your airplane and fly to 26 MAY 1997
Brodhead. I am sure the FAA will be send ing everyone a personal letter warning ev eryone about this type of situation brought on by "poor judgment" (a phrase they kept repeating during our lecture). I am also sure that the NASB will be revising their form to include this type of " incident. " I guess Lew and I were rather fortunate that Rockford Tower was able to help us. They really are a great bunch of guys. Lew and I invited them to go for a ride in the Champs, after we got the wheels back on of course. They said they would love to, but wouldn't be able to go for quite some time since the FAA had assigned them the task of revising their procedures manual to include proce dures for dealing with pilots who want to fly on skis in northern Illinois where it is rarely possible and therefore fly into big airports so they can experience the "thrill" of simulating snow landings on foam when there isn't any snow and causing big prob lems, and then act stupid and invent wild stories in order to get away with it. It was at this point that we knew they were onto us and left as soon as we could. We decided not to tell anyone about our
Here's the Champ on skis, zipping along in the thick winter air.
great idea for curing the desire to fly on skis in the dead of winter in northern III i nois. Oh, by the way, did you know that they are able to "make" snow at ski resorts?
What do you know about landing on
steep inclines? Well I got to go now,
take care . . .
Elroy
Faliric Covering Tips = ~
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____._______J
by Ted Baird Like many of you I have become weary of trying to cut fabric patterns for flight controls with the proper overlap using the meth ods suggested in books and videotapes on aircraft fabric covering. No matter how carefully I am, my cuts are never straight and I ei ther have a pattern with too much or not enough fabric to cover whatever I am attempting. Eyeball engineering doesn't work for me. My present project is a Piper Pacer and I have covered the rud der twice - and it still isn't right. I have more fabric in places than the finishing tape will cover and less in places where more is required. Determined not to screw it up again, or any other flight control for that matter, I carne up with an idea that had turned into a foolproof method. It worked on the tail surfaces of the Pacer as well as the ailerons and flaps. I made a trip to the grocery store and picked up a box in which toilet paper is shipped. These boxes are nearly 5 feet tall and I knew the minute I saw them I had the right thing. I took one home and cut it so it would lay flat on my work table. Placing a horizon tal stabilizer on top of the flat cardboard, I very carefully traced its shape onto the cardboard. After putting the stabilizer aside, I took a grammar school type compass and opened it to the appropriate width of the suggested overlap. Placing the pointed end of the compass at an angle on the traced lines, I carefully scribed a line on the cardboard giving me the additional recommended width. From there on, it was all downhill. I cut the cardboard along the scribed line with scissors and now had a perfect oversized shape of the stabilizer. I put the fabric on the table, placed the cardboard cutout on top of it, and using it as a guide, traced a line on the fabric in the shape of the cardboard cutout. I put the cutout aside (carefully - so I could use it for the other side and other stabilizer) cut the fabric exactly along the scribed line with pinking shears. Once that was done, I marked each corner an inch from the ed¥es so the fabric could be clamped to the stabilizer in exactly the
right place. The fabric was then attached to the frame with the ap propriate glue material. I let that dry and then ironed the edges so they would fold over and around the stabilizer frame. Gluing the overlap in place, I found it was truly perfect. No more squiggly lines, no more too short or too long fabric, in short, no more prob lems. I went back to the grocery store and procured two more boxes so I could make patterns for the rest of the control surfaces. I spent about an hour drawing and cutting the other patterns. The flat sur faces of the flaps and ailerons proved to be no problem, but the top surfaces of both are cambered which required a slightly modified approach. I solved that problem by clamping the cardboard se curely to the trailing edges with about three inches of overhang . Turning the surfaces over so the curved side was down, I bent the cardboard and held it against the leading edges while I traced its pattern. Once I had those basic lines, I put the compass to use again and came out with a perfect pattern. Cutting these patterns has saved me hours and hours of work and relieved me of more tension and frustration than I can tell you about. Although this process worked well for me, I was still a little skeptical about its use by others. I did not want to advocate any thing that would be of little value and was time consuming to boot. So, to confirm that it would really help in the process of turning out a really professional job, I asked a friend to give it a try on one of the tail surfaces of his Pietenpol Air Camper project. I didn't offer to help him or show him how I did it, I simply explained the procedure over the telephone. Happily, I can report that his work turned out as professional looking as you will find anywhere and he is now a convert to this method. If you're rebuilding a project or if you're building an airplane that requires fabric covering, you might want to give this little trick a shot. It has made my project look more professional and will certainly pass the scrutiny of the most discerning expert. Now, back to that darn rudder! ... VINTAGE AIRPLANE 27
NEW MEMBER CAMPAIIiN
Help BAA's Antique/Classic Division Grow
SHARE THE EXCITMENT OF EAA'S ANTIQUE/CLASSIC DIVISION WITH A FRIEND If you love the airplanes of yesteryear, chances are you know other people who love them too. Help the An tiqueClassic Division grow by recruiting new members. The EAA Antique/Classic Division is a person's best re source for information and stories about Antique, Classic and Contemporary aircraft and the people who fty them.
Use the new member application form enclosed within this issue of Vintage Airplane to sign up your new member. Don't miss this chance to enroll a friend!
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- - -SOME GREAT PRIZES
• Recruit just one ne...~ member and receive a
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• Sign up three new members and you'll also
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WELCOME
NEW MEMBERS
Bill A. Austin ... .... .. .... ....... ... ................... ... .. Danville, CA
Stephen L. Black .... ..... ......... ............... .. ... .. Urbandale, IA
Theodore A. Blane ..... .... .... ........................ Lancaster, CA
Ralph Boyer ................................. .Dearborn Heights, MI
Mark Chapman .................. ...... .......... ...Centersburg, OH
William L. Conn .............................. .. ......... Fairfield, OH
Hal E. Davis ............................................ Phenix City, AL
Jeremy M Edis.Edgbaston, Birmingham, United Kingdom
Raymond Fiorette .......................... Willoughby Hills, OH
Garry E. Fowler ........................................... Post Falls, ID
Bob Frear ........................... .. ................ Huntersville, NC
John George .......................................... Los Alamos, NM
Jeffrey Goulter ........................... Bolton, Ontario, Canada
Bernard Groceman ...................................... Avenue, MD
Herbert C. Hilchey ..................... ...... ...... Long Beach, CA
Calvin Hunziker .......................................... Sumner, WA
Ralph N. Isabella ........ .. .... .. ... .................... Delanson, NY
C. Peter Jorgensen ......... .. ........ .. .. .............. Tunbridge, VT
William R. Kroeger .... .. .. ............................. Padillion, NE
Glen E. Krohn .................. ......................... Brookfield, WI
Robert A. Leisses ................................ Portola Valley, CA
William C. Lindley ................................ Beach Wood, NJ
Mark Masters ............................................. Auke Bay, AK
Frederick W. Walter ........................... Flower Mound, TX
Lloyd Moore ............................................ Port Arthur, TX
John Noone ......... ... .... ... ..... .. ...................... ..Camden, NJ
Steve H. Olsen ........................... ...................... Napa, CA
Bruce Overson .......................................Granite Bay, CA
Henry Penner .......... Kelowna, Briti sh. Columbia, Canada
Scott Quartuccio .................................... Millinocket, ME
Carl H. Riese .............. .. .............................. Newnan, GA
Alberto Santori ...... ...... ........... ......... .. .... ..... ... Fermo, Italy
Toshiki Satori .. ............................................Tokyo, Japan
Chuck Schleich .................... ..................... Cupertino, CA
Bernard Shadoan ................................ Walnut Creek, CA
Gary W. Sullivan ........................................ Santa Fe, NM
Ted Tsucalas ............................................... Littleton, CO
Mark K. Understad .......................... .... .Chanhassen, MN
Hans Vandermeer ........................... .. ....... Ridgewood, NJ
Glen Watson ................................................. Portage, WI
Lee Whatley .. ........ ...... ........ ........................... .Dallas, TX
Lee Whatley ................................................ Roanoke, TX
C. M. Wiliiams ................ .. ...... .. .................. Marietta, GA
Mike Williams ............... ...... ...........................Joshua, TX
David E. Zigmont .......................................... Rockton, IL
or J.
. "'MN~__
Fly-In Calendar
"f
The following list of coming events is furnished to our readers as a matter of infor mation only and does not constitute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the infor mation to fAA, Att: 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. 360/435-5857. SEPTEMBER 6-7 - MARION, OH - Mid Eastern EAA Fly-In (MERFI). Call Lou Lindeman, 513/849-9455. OCTOBER 9-12 - MESA, AZ - Copperstate Fly-In. Call Bob Hasson, 520/228-5480. OCTOBER 10-12 - EVERGREEN, AL Southeast Regional Fly-In. Call Harold "Bubba" Hamiter, 334/765-9109. OCTOBER 10-12 - WILMINGTON, DE East Coast EAA Fly-In. Call Andrew Alvarez, 302/738-8883. OCTOBER 17-19 - KERRVILLE, TX Southwest Regional Fly-In. Call Stu McCurdy, 512/388-7399. MAY 18 - ROMEOVILLE, IL - EAA Chapter 15 Fly-In breakfast, 7-11 a.m. at Lewis Romeoville Airport (LOT). Info: Frank Goebel
815/436-6153. MAY 18 - WARWICK, NY - EAA Chapter 501 annual Fly-In at Warwick Aerodrome (N72) in Warwick, NY. 10 a.m. - 4 p.m. Food, tro phies, judging closes at 2 p.m.. Unicom 123.0. Info: Harry Barker, 201/838-7485. MAY 23-25 - WATSONVILLE, CA - 33rd annual West Coast Fly-In and Airshow. This years theme "Quest For Speed . .. Air Racing Through The Ages." Info: Call 408/496-9559. MAY 24 - DECATUR, AL - (KDCU) EM Chapter 941 9th Annual Fly-In. Food, fun, aircraft judg ing. For more information contact Dick Todd, 205/971-4060 or 205/961-4540 (work). MAY 25 - ZANESVILLE, OH - Riverside Airport. EAA Chapter 425 Annual Memorial Day Fly In/Drive-In. 8 a.m.-3 p.m. Pancake breakfast all day. Sandwiches, snacks 11 a.m.-3 p.m. EM Chapter 425 hats to the first 25 PIC. Please regis ter. Info: Don Wahl 614/453-0003. JUNE 1 - DEKALB, IL - DeKalb-Taylor Municipal Airport. EM Chapter 241 Fly-In Breakfast. 7 a.m. - noon. Info: Bemie Simuuich, 815/758-8434. JUNE 6-7 - BARTLESVILLE, OK - Frank Phillips Field. 11 th Annual National Biplane Convention and Exposition. For info ca ll Charlie Harris, Chairman, 918/622-8400, Virgil Gaede, Expo Director, 918/336-3976. JUNE 6-7 - MERCED, CA - 40th Merced West Coast Antique Fly-In. Info: write the Merced Pilots Assoc., PO Box 2312, Merced, CA 95344 or ca ll Virgina Morford, 209/383-4632 or for concessions, Bud Holck, 209/722-8323. JUNE 6-8 - SUGAR GROVE, IL - Aurora Municipal Airport, EAA Chapter 579 Annual Fly- In and Open House. lAC Chapter One Heuer Classic aerobatic competition will be held at the same time. AntiquEfCIassic aircraft displays, and EAA B-17 tours are scheduled. Lunch available on Friday, breakfast and lunch on Saturday. For info: Alan Shackleton, 630/466-4 193, Bob Rieser, 630/466-7000, David Monroe, 847/639-6490.
JUNE 7-8 - ELKHART, IN - EAA Chapter 132 PancakeBreakfast. Call 616/699-5237 for info. JUNE 8 - TOWANDA, PA - Towanda Airport (N27) Fly-In Breakfast. All you can eat, includ ing 100% pure maple syrup! 7 a.m. - 1p.m. For info, call Carl Lafy, 717/265-4900. JUNE 8 - ROCK FALLS, IL - Whiteside County Airport (SQ/). 15th Annual EM Chapter 410 Fly In/Drive-In pancake breakfast. 7 a.m. - noon. Call Bill Havener for info: 815/626-0910. JUNE 13-14 - CAMARillO, CA - Camarillo Airport. EAA Chapter 723 Father's Day Airshow. Pancake breakfast for early birds. Info: Gary Stucker, 805/985-4058. JUNE 13-15 - GAINESVILLE, TX - Gainesville Municipal Airport (GLE) - The Texas Chapter of the AAA's 35th Annual Fly-In. New Location! For info: jim Austin 817/429-5385, Roy Skelton, 817/430-4018, Penny Richards
817/482-6175. JUNE 14 - ANDOVER, NJ - Aeroflex Airport (12N) NC Chapter 7 Fly-In. Authentic WW I planes. Young Eagles, great food. Rain date: june 15. Info: 201-786-5682 or 201-361-0875. JUNE 14 - ALL OVER THE WORLD - INTERNA TIONAL YOUNG EAGLES DA Y. Fly a Young Eagle on this day, and join the thousands of other pilots who will be doing the same to further the awareness of sport aviation. For info call the EAA Young Eagles office at:
414/426-4831. JUNE 14 - 1 5 - ANDOVER, NJ - Aeroflex Andover Airport (12N). Olde fashined fly-in sponsored by EAA NC Chapter 7. Authentic WW I birds, good eats. Info: 201/786-5682 or 201/361-0875. JUNE 15 - ANDERSON, IN - Anderson Municipal Airport. EM Chapter 226 Father's Day Fly-In breakfast, 7 a.m. - 11 a.m. For info call Larry Rice, 317/649-8690. JUNE 15 - LACROSSE, WI - Fathers Day Fly/Drive In Breakfast. 7 am-12 pm. $4.50, PIC free. Cakes by Big jakes, displays by Harley Davidson, Skipperliner, aviation vendors. NC fly-bys and static displays. Check NOTAMS. Info: Steve Schmitz, 608/781-5271. JUNE 15-21 - MORIARTY, NM - Southwest Antique and Classic Soaring Rally. Info: George Applebay, 505/832-0755. JUNE 19-22 ST. LOUIS, MO - Creve Coeur Airport. American Wa co Club Fly-In. Contacts: Phil Coulson, 616/624-6490 or j erry Brown, 317/535-8882. JUNE 21 - WALWORTH, WI - Bigfoot Airfield (WI05) Fly/Drive- In Breakfast. Young Eagle rides, airshows at 9 and 11 am. Rain date: 6/22. Info: Bob Kirkpatrick 414/736-4201. JUNE 21-22 - FOWLERVILLE, MI - Maple Grove Airport Chapter 1056 Fly-In. Sat. pilot events, camping, Sun. breakfast. Info: Ron, 5 17-223-3233. JUNE 22 - NILES, MI - j erry Tyler Mem. Airport. 10th Annual Fly- In Breakfast/Lunch. 6 am - lpm. Carbon's M alted or Hea lthy Gourmet pancakes, real orange juice. $3.95, kids under 5 free. Luch is Chicago style Hot Dogs, chip and soft drinks. Tropies for first arriva l and 7 categories. Proceeds to benefit EAA Chapter 865 hangar project and their safety and young peoples programs. Info: Ralph Ballard, 616/684-0972.
JUNE 22 - ZANESVillE, OH - Municipal Airport. FAA Air Awareness Day Fly In/Drive-In. 8 a.m.-3 p.m. Pancake breakfast all day. Sandwiches, snacks 11 a.m.-3 p.m. 10 a.m. FAA Safety Seminar by Hayden Decker, followed by Pilot Flight Reviews. Plane rides available from Southeastern Ohio Air Service. Info: Don Wahl 614/453-0003. JUNE 26-29 - MT. VERNON, OH - 38th Annua l National Waco Reunion Fly-In. 513/868-0084. JUL Y 6 - NAPPANEE, IN. - EAA Chapter 938 Ice Cream Social Fly-In. Info: 219/453-4364. JULY 7 - MICHIGAN CITY, IN - Municipal Airport (MGC). Michigan City Aviators EAA Chapter 966, Fly-In, Drive-In pancake break fast, 7 a.m.-l p.m. Info: Dave, 219/778-4117 or Ruth 219/325-0133. JULY 12-13 - GAINESVILLE, GA - EAA Chapter 611 28th annual fly-in. Saturday breakfast and lunch. Trophies. Info: 770/535-0816. JUL Y 27 - ZANESVILLE, OH - PARR Airport. FAA Air Awareness Day Fly-In/Drive-In. 8 a.m.-3 p.m. Pancake breakfast all day. Sandwiches, snacks 11 a.m.-3 p.m. 10 a.m. OSH bound pilots encouraged to stop in. Info: Don Wahl 614/453-0003. JULY 30-AUGUST 5 - OSHKOSH, WI - 45th Annual EAA Fly-In and Sport Aviation Convention. NOTE DA Y CHANGE - Now Wednesday through Tuesday. Wittman Regional Airport. Contact John Burton, EAA P.O. Box 3086, Oshkosh, WI 54903-3086, 414/426-4800. AUGUST 2 - EllSWORTH, KS - (9K7) EAA Chapter 1127 Fly-In breakfast and Cowtown Festival. Info: 913/472-4113 . AUGUST 9-10 - RICHMOND HEIGHTS, OH Cuyahoga County Airport. Wings & Wheels, to benefit the Crawford Auto-Aviation Museum. Info: 216/721-5722 or the web site at www.whrs.org AUGUST 16 - LITTLE FALLS, MN - Morrison County Airport. Charles A. Lindbergh 70th Anniversary fly-in celebration. Young Eagles flights, EAA Spirit of St. Louis replica, static displays. Info : call the airport at 320/632 2413 or Karl Kiefer 320/632-1978. AUGUST 30 - MARION, IN - 7th annual Fly In/Cruise- In Breakfast sponsored by the Marion High School Band Boosters. Antiques/Classics/Homebuilts, as well as Antique/Classic cars welcome. Info: Ray johnson, 317/664-2588 AUGUST 31 - ZANESVILLE, OH - Riverside Airport. EAA Chapter 425 Annual Labor Day Weekend Breakfast. 8 a.m.-3 p.m. Pancake breakfast all day. Sandwiches, snacks 11 a.m.-3 p.m . Restored Antique/Classic air planes on display. EAA Chapter 425 hats to the first 25 PIC. Please register. Info: Don Wahl 614/453-0003. SEPT. 13 - ZANESVILLE, OH - Riverside Airport. Arthritis Foundation and EAA Chapter 425 Second Annual Hog Roast 11 a.m.-6 p.m. Fly In, Drive-In. EAA Chapter 425 hats to the first 25 PIC. Please register. Info : Don Wahl 614/453-0003. SEPTEMBER 18-21 - ST. LOUIS, MO - Creve Coeur Field. Monocoupe Madness III. Monocoupes, Darts, Velie Motorcars, owners and enthusiasts invited. For info: Monocoupe Club, 6154 River Forest Dr., Manassas, VA 20112. Call 703-590-2375 for info. SEPTEMBER 19-20 - BARTLESVILLE, OK - Frank Phillips Field. 40th Annual Tulsa Regional Fly-In. For info call Charlie Harris, 9 18/622-8400. SEPTEMBER 19-21 - SELMA, CA - 15th annua l West Coast Travel Air Fly-In. Old fashioned fly-in where aviators do what comes natu rally. Flying events, memorabilia auction, great food. In fo: j erry Imp e ll ezzeri, 408/356-3407 or Bob Lock 209/638-4235. VINTAGE AIRPLANE 29
MEMBERSHIP
INFORMATION
EAA Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annually. All major credit cards accepted for membership.
Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part. .40; per word, $7.00 minimum charge. Send your ad and payment to: Vintage 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 fol lowing (e.g., October 20th for the December issue.)
ANTIQUE/CLASSIC
1946 C-140 - 1687 TTAF , 328 SMOH (0-200), auto gas STC, TXP/ ENC Loran, Com, Cleveland Current EAA members may join the Antique/ brakes, wheel extenders, Scott tail wheel, annu Classic Division and receive VINTAGE AIR ailed 9/96, original logs (original owner was Steve PLANE magazine for an additional $27 per year. Wittman), $16,500, 330/667-2760. (0088) EAA Membership, VINTAGE AIRPLANE mag azine and one year membership in the EAA Antique/Classic Division is available for $37 per 1941 Aeronca TC-65 - August annual; good con year (SPORT AVIATION magazine not included). dition , but not a show plane. Hangared since rebuild in 1976 by Western Michigan University. Must sell, have new RV -3. $13 ,OOOOBO . lAC (313)439-7717. (0249) Current EAA members may join the Intemational Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 1933 Waco UBF-2 - 100 hours since mint per year. restoration, 220 Cont. H/S 5404. Wheel pants. Speed ring . John Bussard, 9081782-3280. EAA Membership, SPORT AEROBATICS maga zine and one year membership in the lAC Division is available for $50 per year (SPORT For Sale - 1949 PA-16 Piper Clipper. 305 hours AVIATION magazine not included). on 2d OH. 3118 total hours on engine and air frame. Airplane totally rebuilt in 1988. Call for WARBIRDS photos and complete listing of parts replaced in restoration if seriously interested . $19,000. Current EAA members may join the EAA Firm. 3091772-2067 . Warbirds of America Division and receive WAR
BIRDS magazine for an additional $35 per year. EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION magazine not included).
EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year. EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magazine not included).
FOREIGN
MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add $13 postage for SPORT AVIATION magazine and/or $6 postage for any of the other magazines.
EAA AVIATION CENTER
P.O. box 3086
Oshkosh, WI 54903-3086
WEB SITE http://www.eaa.org
E-MAIL Vintage @ eaa.org
PHONE (414) 426-4800
FAX (414) 426-4873
OFFICE HOURS:
8:15-5:00 mon.-fri.
1-800-843-3612
MEMBERSHIP DUES TO EAA AND
ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE
CONTRIBUTIONS.
30 MAY 1997
MISCELLANEOUS
AIRCRAFT
Seeking bids for rare 1944 DH89A Mk IV Rapide with overhauled Gypsy 6 Series III engines. Aircraft disassembled and in need of extensive restoration. Organization looking to sell aircraft to collector who will return it to flyi ng status. Please contact the EAA Aviation Museu m Director at 414/426-4842.
SUPER CUB PA-18 FUSELAGES - New manu facture , STC - PMA-d , 4130 c hromoly tubing throughout , also co mpl ete fuselage repair . ROCKY MOUNTAIN AIRFRAME INC. (J. Soares, Pres.), 7093 Dry Creek Road, Belgrade, Montana 59714, 406/388-6069, FAX 406/388-0170. Repair station No. QK5R148N . (0274)
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, 1-800-843-3612. EAA Aircraft Finance Program . We finance most types of aircraft including experimentals. No aircraft age limit. Call 1-800-999-4515, FAX 941 /646- 1671 E-m ai l eaa@airloans .c om Homepage http://www.ai rshow .netleaaloan. administered by NAFCO. (1626) Biplane fever? - Join the Nat'l Biplane Assoc. , quarterly Biplane News, annual convention, fine people, fun times, annual membership $25.00. National Biplane Association, P. O. Box 470350, Tulsa , OK 74147-0350, 1-918-665-0755, Fax 918-665-0039. (0182) Aeronca C-3 Data Plate Only - Serial Number: A662 ; Model : C3; Date Mfd : 6/12/36; Engin e: Aeronca E113C; Plate Number 9957. Contact: Hubie Tol son, PO Box 12912, New Bern , NC 28560, Voice: 919-638-4215, Fax: 919-638-7456, Email: tolson@coastainet.com (0419)
EAA/SPORTAI R
WORKSHOPS
Co-sponsored by EAA and A lexander SportAi r, th ese Workshops offer weekend programs with a w ide range of basic and adva nced aircraft fabrication and restorat ion skills.
Reno, NV Chicago, II Atlanta, GA North Hampton, NH Dallas, TX Chino, CA Atlanta, GA Ft Myers, FL
May 17-18 May 31-June 1 August 23-24 September 6-7 Octover 4-5 November 1-2 November 22-23 December 6-7
Please contact SportAir for location information and registration. Ca ll 7-800/967-5746, Fax 770/467-9473.
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VINTAGE AIRPLANE 31
Gr
P. Douglas Combs 'ndine Village, NV
Founded the
Luscombe Foundation.
Restored a Luscombe Phantom for the purpose of touring the U.S., dis足 playing the construction and design for the public to experience this era of aviation history. Tour ran from 1988 to 1993, covering 0/1 areas of the U.S.
AUAis
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