VA-Vol-26-No-4-April-1998

EDITORIAL STAFF Publisher

Tom Poberezny

Vol. 26, No.4

April 1998

Editor-in -Chief

Jack Cox

Editor

Henry G. Frautschy

CONTENTS

Managing Editor

Golda Cox

I Straight & LevellEspie "Butch" Joyce

Art Director

Mike Drucks

2 AlC News

Computer Graphic Specialists

Nancy Hanson Olivia L. Phillip

Pierre Kotze

4 AlC Volunteers/Trish Dorlac

Associate Editor

Norm Petersen

8 It's Not The Destination, It's The Journey/Kent Travis

Staff Photographers

Jim Kaepnick LeeAnn Abrams

Ken Lichtenberg

II From Jets to Jennys/David Fortuna

Advertising/Editoriat Assistant

Isabelle Wiske

13 C ulver Cadet/Norm Petersen EAA ANTIQUE/ CLASSIC DIVISION, INC, OFFICERS

17 Stan Dol\en' s Meyers OTWIH.G. Frautschy

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

2 1 Bendix/Stomber g Carbs/ Bob Hollenbaugh & H.G. Frautschy 22 What Our Members Are Restoring/Norm Petersen 24 Pass it to Buck/Buck Hilbert

DIRECTORS

26 Mystery PlanelH.G. Frautschy 28 Membership Information 29 Welcome New Members 30 Calendar

Page 17

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Vice-President George Daubner 2448 Lough Lane Hartford. WI 53027

414/673-5885

Treasurer

Charles Harris

7215 East 46th St.

Tulsa . OK 74145

918/622-8400

FRONT COVER ... Gene Deruytter banks his award winning Culver LFA Cadet over a central Florida orange grove , showing off the beautiful landing gear doors built by the airplane's restorer, the late Robert E. Lee. EAA photo by Jim Koepnick. shot with a Canon EOS-1n equipped with an 80-200mm lens. 1/ 125 @ f9 on 100 ASA transparency film . EAA Cessna 210 photo plane flown by Bruce Moore.

BACK COVER ... "New London Skydivers" is the title of David Fortuna's acrylic painting of a hard working straight-tail 1958 Cessna 175. David 's artwork . so reminiscent of the technical style of Kenneth Munson 's " Pocket Encyclopedia of World Aircraft in Color" series published in the 1960s and ·70s. was awarded a Merit ribbon during the judging for the 1997 EAA Sport Aviation Art Competition. David lives in Evington. VA.

Copyright © 1998 by the EAA Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091·6943) is published and owned exclusively by the EAA Antique/Classic Division. Inc. of the Experimental Aircraft Association and is published monthly at EAA Aviation Center. 3000 Poberezny Rd., P.O. 80x 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EAA Antique/Classic Division, Inc. is $27.00 for current EAA members for 12 month period of which $18.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressec in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. 80x 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800. The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM, 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, EAA ULTRAlLIGHT CONVENTION and EAA Air Venture are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.

John Berendt 7645 Echo Point Rd. Cannon Falls. MN 55009 507/263-2414 Phil Coulson 28415 Springbrook Dr. Lawton, M149065 616/624-6490

Gene Morris 5936 Steve Court Roanoke. TX 76262 817/491-9110 Robert C. ' Bob' Brauer 9345 S. Hoyne Chicago. IL 60620 312/779-2105

Joe Dickey 55 Ookey Av. Lawrenceburg. IN 47025 812/537-9354

John S. Copeland 1A Deacon Street Northborough. MA 01532 508/393-4775

Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis. IN 46278 317/293-4430 Robert Lickteig 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 53213 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. ' Sob' 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 Chase 2159 Carlton Rd. Oshkosh. WI 54904 920/231-5002

E.E. ' Buck' Hilbert P.O. Box 424 Union.IL60180 815/923-4591

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

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

David Benne"

403 Tanner Ct.

Roseville. CA 95678

916-782·7025

STRAIGHT & LEVEL

by ESPIE "BUTCH" JOYCE

e have printed an additional 500 copies of VINTAGE AIRPLANE this month, and we'll be using these extras during the kick off to the Fly-In season, Sun 'n Fun. New and prospective members will get a copy. If you know someone who is not yet a'member, and is headed to Sun ' n Fun, point them in the direc­ tion of the AlC Headquarters, which is most capably run by A/ C Chapter I . Jane Kimball and her volunteers will give a copy of the April issue to each new member when they join up. People who will visit the EAA building during this fly-in will also be given a copy of Vintage Airplane when they join up at this location.

W

As I had mentioned to you last month, This program is administered by I have pursued an 8-E Luscombe. The AUA, Inc. N# is 2628K and the aircraft has been • An area reserved for qualified air­ craft on the grounds ofthe annual owned by Mr. Ken Woodard since 1973. Ken is a retired mechanical engi­ EAA Convention, the EAA Sun 'n neer and lived in Indiana until his Fun Fly-In, and many other EAA retirement brought him to be a resident fly-ins across the country. of Greensboro, North Carolina. Ken has • The opportunity to enjoy the fel­ been maintaining his aircraft for some lowship and camaraderie that surrounds th e vintage airplane time as most of us do and had collected a number of spares over the years, as community, both on the national well as information relating to N2628K. level as well as local airplane ac­ As each day passed Ken would show up tivities around the USA and at my office with another item that he internationally. had found in his garage; he might even • By being a member you can be able to get his car back in the garage proudly fly the membership logo by now! I have a feeling that there may and promote with your support of be some other projects around the cor­ th e vintage airplane movement ner for Ken. The other day I returned the membership. from lunch to fmd that Ken had been by You can increase your enjoyment at different events by being a volunteer. There are all sorts of activities avail­ able. At EAA AirVenture Oshkosh, Sun 'n Fun and local functions , almost all of the people who run these events are volunteers.

and had left me a two page, typewritten note on some of the experiences that N2628K had endured in the past. I'll share these stories with you in a future "Straight & Leve1." This month I will just include the first part of Ken's note to get you interested.

To underscore the contributions the volunteer makes to each of the events, we've been featuring articles highlight­ • Twelve colorful issues of VINTAGE ing the various areas people give of AIRPLANE magazine, the leading their time and talents. You will find an source of information of the air­ article by Trish Dorlac that will en­ planes ofyesteryear, technica l lighten you about the judges who make information, members experiences, all of those hard decisions as to which vintage airplane activities, vintage are the best airplanes at EAA Oshkosh. airplane safety information, mem­ There are days these judges put in some bers projects, and advertisements long hours in an effort to come up with by vendors who support your type the right award winner. Speaking of ofaircraft and flying. award winning, take a look at the article on the beautiful Culver Cadet that be­ • The exclusive members only An­ longs to Gene Deruytter, which was tique/Classic insurance program. restored by the late Robert E . Lee . I This program is insurance cover­ age tailored to address the needs have had the privilege of flying one of and coverage concerns of those these beauties in the past- it is a great flying airplane. who operate vintage airplanes.

Here's what he wrote. " I wish that a 50-year-old airplane such as your Luscombe could relate the colorful history of its life. Since it can't, I thought you might appreciate a few of the anecdotes I know about 2628K. I may have already mentioned some of them the day you were first looking the airplane over-I am not sure. So I thought I'd write it anyway and put a copy in my pilot's logbook in case my memory about these incidents becomes more foggy." Now that I've teased you, I'll share more in a month!

In the "B" building, AVA, Inc. will have their booth. They, too, will have copies and applications for membership in the Antique/Classic Division. You can have your friends visit any of these locations to join up or renew their mem­ bership. It is because of the support of the membership that the Antique/Clas­ sic Division is able to provide:

See you all at Sun ' n Fun. Let 's all pull in the same direction for the good of aviation. Remember we are better to­ gether. Join us and have it all! .... VINTAGE AIRPLANE

1

A/C NEWS

compiled by H.G. Frautschy NEW MEIGS FLY-IN DATE In last month's issue of Vintage Air­ plane, in the article about Meigs Field, mention was made regarding "Museum Campus Day." Shortly after we went to press, we learned the "Friends of Meigs Field" were asked by the city of Chicago to change the date of the fly-in and sta­ tic airplane display . Why? It seems there is a large convention and trade show scheduled for McCormick Place that weekend , and a large number of corporate aircraft are expected at Meigs. Not bad for an "underutilized" airport! EAA's Ford Trimotor will al so make an appearance at the rescheduled event, and rides will be available for purchase. How often do you have an opportunity to enjoy an air tour of the Chicago sky­ line in a Ford Trimotor? The new date is June 13. If you need more information, please contact Steve Whitney, FOMF, 847/470-9300 (w) or 773 / 465-6396 (h) or E-mail : fromeigs@aol.com AERONCA SPAR AD We have not heard any official word from the FAA regarding the final dispo­ sition ofNPRM 97-CE-79-AD, which would have required the addition of nearly 20 inspection holes and a larger rectangular inspection panel on the top of the wings of Aeronca and Champion 7 and 11 series airplanes. As soon as we receive official word, we ' ll publish it here in Vintage Airplane. By the way, two of our members have written to point out an error in the failure rate as stated in the article in the Febru­ ary issue - it should have read 0.03075 %, not 0 .0003075 as was published . Stated in words, the failure rate is just slightly more than three hundredths of one percent. Thanks to Chuck Forrester and Hugh Loewenhardt for pointing out the misplaced decimal point! MAGNETO GEARS ALERT If you have a Continental C-75, C-85, C-90 (except the C-90-8F and C90­ 8FJ), 0-200, and 10-240, as well as the 2

APRIL 1998

same models manufactured by Rolls­ Royce, and you've had magneto gear maintenance done between December 1993 through December 1997, you need to pay heed to FAA Special Air­ worthiness Information Bulletin No. ACE-98-21. Fresno Airparts Company (formerly known as Fresno Airmotive Company) has been selling magneto drive gears for the above engines that do not meet airworthiness standards, according to the Information Bulletin issued by the FAA. A long list of those individuals and FBOs who purchased gears from Fresno is published in the bulletin, but the gears may have been resold or oth­ erwise moved from the purchaser. According to a letter sent to the Cessna 150 - 152 News, Curtiss Aldrich , an A&P from Jamestown, CA, says he un­ derstands there may be as many as 2,000 of these gears so ld by Fresno. The alert was prompted by the failure of a gear in a engine, in which the gear cracked in half during operation with about 100 hours TIS. The FAA recommends the following action be taken: NOTE 1: (a) If no work was per­ formed on the magneto drive gears during the time period Dec. 1993 through Dec. 1997, no further action is required. NOTE 2: A check of engine mainte­ nance records or engine log books for the above time period may help deter­ mine if any work was accomplished on the magneto drive gears (invoices may be necessary to determine exact ly what work was completed and what pa11s replaced.) (b) If work was performed on the magneto drive gears during the above time period, accomplish the following: (I) Remove from service all magneto drive gears distributed by Fresno Airparts Company (formerly Fresno Aim10tive Company) and replace with serviceable parts. (See Note 1) (This note refers to the list ofpurchasers who took delivery ofthe suspect drive gears. and is not published here due to space constraints. Ifyou believe you magneto might be affected. you must obtain a copy ofthe Bul­ letinfrom the FAA -HGF)

NOTE 3: The suspect parts have an ink stamped PIN 36066 and were usu­ ally shipped in a plastic bag, which, in turn, was placed in a brown box and marked only with the PIN. (2) If the origin of the magneto drive gear installed cannot be deter­ mined, remove the magnetos in accordance with the appropriate maintenance manual, then re­ move the magneto drive gear from the magneto, and either: (i) Remove the magneto drive gear from service, and replace with a serviceable part; or (ii) Perform the following Rockwell hardness test on the gear. Test in a minimum of two of the follow­ ing three locations; on the back of the gear, on a gear tooth end, or on the central boss. The type design specifies a Rockwell C scale value of 38 - 42. Any gear that does not meet this specifica­ tion must be removed from service and replaced with a ser­ viceable part. (c) A serviceable part may be de­ fined as a new or used magneto drive gear which successfully passes the Rockwell hardness test specified above or was not dis­ tributed from Fresno Airparts Company (formerly Fresno Air­ motive Company). Operators are requested to report any occurrences of magneto failures, engine failure or aircraft incidents that were found to be due to failure of the mag­ neto gear. For further information, contact: Jerry Robinette , Aerospace Engi­ neer, Atlanta Aircraft Certification Office, FAA, Small Airplane Direc­ torate, 1895 Phoenix Blvd., One Crown Center, Suite 450, Atlanta, GA 30349; telephone 770/703-6096 or FAX at 7701703-6097. TWO-PIECE VENTURI REVISITED The FAA has superseded Airworthi­ ness Directive AD 93-18-03 , Amend­ ment 39-8688, the AD that required the replacement of a two-piece venturi in­ stalled in various models of the Precision Airmotive Corp. (formerly Facet Aerospace Products Corp. and Marvel-Schebler Corp .) MA-3 and MA-4SPA series carburetors installed

on various Continental engines. Boiled down, it allows those aircraft sti ll equipped with the older model two­ piece venturi too be inspected on a regular basis for venturi integrity, in­ stead of requiring the replacement of the two-piece venturi with a one piece venturi. It also requires the installation of a new fuel nozzle for those aircraft carburetors modified with the installa­ tion of the one-piece venturi after the effective date of the AD. The new AD is NO. 98-01-06 Preci­ sion Airmotive Corporation: Amendment 39-10270. You can obtain a copy of the full text by calling Precision Airmotive Corp. , 206/ 353-8181 or by FAX at 206/348-3545.

pmLLIPS YOUNG EAGLES PROGRAM Great news for those of you who give your time and talents to the EAA Aviation Foundation's Young Eagles Program. The Phillips 66 Company has agreed to extend their fuel rebate pro­ gram for an entire year, beginning on April 15, 1998 and continuing through April 14, 1999. That includes 1998 In­ ternational Young Eagles Day, on Saturday, June 13 . Eligible pilots who apply can receive a $1 rebate on each gallon of aviation gasoline used for young Eagle flights. To qualify, pilots must purchase aviation gasoline at a Phillips 66 FBO with a Phillips 66 credit card. Rebates are available only for purchases of Phillips 66 100LL aviation gasoline. "The Young Eagles program has grown beyond expectations," said Tom Poberezny, EAA Aviation Foundation President. "This is partly due to the sup­ port of Phillips 66. With the fuel rebate being offered for a full year, pilots can fly more young people. That makes us even more confident that we will reach

our 2003 goa l of flying one million young people." Young Eagles is dedicated to flying a million young people by the end of the year 2003 - the 100th anniversary of powered flight and the 50th anniversary of the Experimental Aircraft Associa­ tion (EAA). Through Jan. 1998, more than 365,000 youngsters age 8-1 7 have received a free demonstration flight through the Young Eagles program. In 1997, volunteer pilots flew more than 95,000 Young Eagles, a 25 percent increase over 1996. With the year-long rebate program, EAA predicts that number will increase in 1998. "Participation in the Young Eagles Program has grown each year since Phillips 66 started the avgas rebate pro­ gram," said Mark Wagner, Phillips 66 aviation manager. "We're pleased to of­ fer the rebates for a full year if it helps increase participation in this important program." Any EAA member, pilot or Chapter, or pilot from partner organizations autho­ rized by the EAA Aviation Foundation, can participate in the rebate program. Fuel receipts or copies must be mailed, along with a signed statement confirming the fuel was used for the Young Eagles Program, to:

Young Eagles Rebate Offer Phillips 66 Company 617 Adams Building Bartlesville OK 74004 Only Phillips 66 issues the fuel re­ bates, not individual FBOs. Pilots may apply for the Phillips 66 credit card by calling 1-800-DO-APPLY (800-362­ 7759) from 9 a .m .-5 p.m. (Central Time) Monday through Friday, or by accessing the Phillips 66 Aviation web site (www.aviation.phillips66.com).

EAA JUNIOR Am ACADEMY A week-long summer program spon­ sored by the EAA Aviation Foundation is again offering a unique chance for 12­ to 14-year-olds to discover more about the world of flight in a fun setting. The EAA Junior Air Academy is a residence camp held at the EAA A via­ tion Center in Oshkosh . Separate sessions are offered on June 19-24 and June 26-July 1. "The wonder, excitement and possi­

bilities of flight are all explored during the Junior Air Academy," said EAA Aviation Foundation President Tom Poberezny. "The young people who participate may have sparked an avia­ tion interest through the Foundation's Young Eagles program or are simply fascinated by the world of flight. The Junior Air Academy mixes aviation dis­ covery with recreation for a fun and rewarding week like no other for young people." The EAA Junior Air Academy in­ cludes hands-on activities , aviation skills and experiments, flying history sessions, as well as field trips to a num­ ber of aviation facilities. Instructors include knowledgeable staff members and aviation celebrities. Special activi­ ties such as orientation flights and other EAA Aviation center programs may also be included. Other specific activities include aeromodeling; model rockets; construc­ tion of airplane parts, a number of tours, as well as skydiving demonstrations and ultralight flying showcases. This year's Junior Air Academy par­ ticipants will also be among the first people to enjoy accommodations in the new Air Academy Lodge, a full-service dormitory on the Aviation Center grounds . The campus-type facility al­ lows even more access in participation in the world of flight at EAA. "The Junior Air Academy is more than ajust a week of flight discovery," said Scott Cameron, the academy's di­ rector. "These young people will learn more about their own abilities , work with others and enjoy themselves in a lot of fun activities." Camp registration is $400 . Trans­ portation costs are the responsibility of individual campers and their families/guardians. For more informa­ tion and registration material, contact:

EAA Junior Air Academy EAA Education Office POBox 3065 Oshkosh WI 54903-3065 phone: (888) 322-3229 toll-free or (920) 426-6815 fa.x:: (920) 426-6560 Internet: www.eaa.org e-mail: education@eaa.org

...

VINTAGE AIRPLANE

3

ANTIQUE/CLASSIC

OurAwesome Judges

by PATRICIA "TRISH" DORLAC photos by JACK MCCARTHY Just what DOES it take to become a judge in our Antique Classic Divi­ sion? First of all I would have to say incredible dedication, faithfulness and a REAL love of airplanes. One cannot just walk up to a judge and say,"Hey, I have always wanted to be ajudge, can I start tomorrow?!" While you would be warmly wel­ comed, it would be as an apprentice judge, more than likely. These ladies and gentlemen do not simply drive up and down countless rows of air­ craft noting personal preferences and favorite paint schemes. Their job is much more technical, thorough, and professional than that. Of course, you must realize that this IS another one of those VOLUNTEER articles, so we all realize that these fabulous folks are not making minimum wage! I just want to express my grat­ itude and admiration to this group of The Classic Judging gang during the 1997 event were (front row, left to right) Joan Steinberger, Jerry Glppner, people who do such an outstanding Kevin Pratt, John Swander and Frank Moynahan. In the back row we have: Clyde Bourgeois, Larry Keitel, Frank Bass, George York, John Womack, Carol Womack, Steve Bender, Dean Richardson, Chuck Johanson, job year after year. Paul " CQ" Stephenson, and Shy Smith. One constant that I noted with each of the judges I spoke with was the pride they exhibited when speaking in Tullahoma, Tennessee. His co-chair perience. His wife, Carol helps by or­ about their team of judges. There is a says that he is a great leader of the ganizing all of the paperwork ...no small feat, and it reaUy aids the judges! Shy great deal of experience among this group and that his knowledge has helped them aU! Paul Stevenson, the Smith is a pilot and mechanic from group of individuals. Most of them are pilots and many of them have com­ co-chairman, has 38+ years' experience California and Joan Steinberg is an pletely restored at LEAST one aircraft. as an Air Traffic Controller and has A&P from California as well. Larry Many of our judges are A&Ps and AIs worked restoring a Staggerwing and Keitel is restoring a Staggerwing and and use that knowledge all of the Model 7 Fleet. Paul is one of the origi­ John Swander has a beautiful 195 and nal "airport kids." He used to hang out WACO. Paul was so enthusiastic about time.. . not just at Oshkosh! George York leads our Classic at Drew Field , which later became the group as a whole ... this is a great judges and is also on the Antique/Classic Tampa International Airport, wiping off example of how much knowledge is airplanes in exchange for rides! Dean encompassed in these groups! Not only Board of Directors. George was a Navy pilot and flew PBMs. His expertise in­ Richardson brings the THOROUGH are the judges knowledgeable, they are cludes restoration of several Beech knowledge of 1950's ... he restored a more than happy to share it with you! 195 with a military paint scheme that A little known fact about the judges is Staggerwings, Aeroncas, and Taylor­ crafts. He is also Secretary of the was an award winner at Oshkosh! John that they sometimes see a safety viola­ Staggerwing Association and a Board Womack is a retired Navy man with tion that may have been overlooked. Member of the Staggerwing Museum Staggerwing and N3N restoration ex- They are quick to let the owner know 4

APRIL 1998

so that it can be resolved. The judges in this group average at least 10 years judging experience and are teamed up to look for the best maintained or restored plane on the flight line. The Classic di­ vision tends to have a large number of aircraft, especially during the years where there are type club fly-ins! 75-80 Navions one year, 150 Bonanzas another ... you can imag­ ine the frantic pace the Contemporary judges during the 1997 Convention were Jeff Anderson, Tim Greene, Becky Greene, Rick Duckworth, green machines and their The Dick Knutson, Dan Knutson and Art Anderson. operators must maintain to take advantage of the days later he was flying the line. Gus probably the J-3 Cub, "the best little daylight and complete their judging! The Chairman of the Antique Judges refers to that time as "OJT" or on the toy there is!". His experience includes is Dale "Gus" Gustafson, a retired US­ job training. I wo nd er if it was not work in g on the Fairch ild 24, Piper Air Captain. He was hired when being more li ke baptism by fire ... especia lly Colt, as well as the Stearman and J-4 he hired by the airlines was not quite the when he said the first week he was has undergoing restoration. He also has same as it is today . He worked at an night flying! Gus has flown the DC-3 , a Cessna 150 and 177 Cardinal that he FBO and heard that an airline was hir­ C-46, T-34 .. .where he was in the sec­ flies. Gus has been judging since the ing. He and a buddy took the day off, ond class and on ly 8 hours were new system was implemented in 1975 drove to Indianapolis, walked in the required to so lo ... the F -86 , Convair and has only had one year off! Some of the other judges and their Chief Pilot's office and was simply 580, and he flew the DC-9 until retire­ asked "When can you start?"!!! Two ment. Gus says that his favorite plane is flying machines include Phil Coulson, President of the American Waco Club and Jerry Brown, Treasurer, both Waco experts and owners. Phil and hi s wife Ruth fly a 1940 UPF-7 and have a 1930 INF which is currently on loan to the Museum of Aviation History in Kala­ mazoo ... referred to by some as the "AIRZOO" because of its extensive collection of Grumman Cats. Jerry has a past Custom Champion Waco UPF-7 and is worki ng on another. Don Cole­ man of Erie, CO. is the specialist in the Fairchild. Gene Morris has a former Grand Champion Eaglet and his wife has an Ercoupe. They also fly a Bonanza.

(Front row, left to right) Bob Wilson, Don Coleman, Steve Dawson, Gene Morris, Xen Motsinger, Jerry Brown, and in the back row, Dale Gustafson, Bill Johnson, Dave Clark, Dave Morrow, Ken Morris, Phil Coulson and Dave Anderson were our Antique judges during last year's Convention. The hat in front is Mike Shaver'S, since he was unavailable for this shot. VINTAGE AIRPLANE

5

Dave Morrell and Dave Clark, "Dave Squared," have been judging for about 10 years and share their experi­ ence in the Taylorcraft and Aeronca Chief. Mike Schae­ fer is an airline mechanic and also does custom aircraft restoration professionally . Kenny Morris is Gene 's son and an American pilot. He and his wife, Lorraine , (an airline pilot for United), fly a Bonanza. Bill Johnson has restored a Taylorcraft and Xen Motsinger brings a good overall knowledge to the group. John Pipken was not at Oshkosh in 1997, but is a long term judge and he should be at this year's show. Gus commented that h is Classic judges Larry Keitel and Frank Bass are out In the bright Wisconsin sunshine perusing the Classic ranks for group of judges is very well nice airplanes. A special t ip of the flying helmet to the generous people of John Deere Company's Horicon, WI trained and warned that "the Works for the many John Deere Gators ("Green Machines" ) t hey lend to the EAA Convention every year. Covering the hundreds of acres of flight line grounds Is made much more efficient with the four and six-wheeled machines only way to get out of their Deere supplies. jobs is if they die!". Although this is not all inclusive of all in the Woods. the fabulous judges you see in the pic­ Cessna airplanes . The judges all bene­ Have you been considering how you ture, again you can see for yourself the fit from the great assistant they have in VAST diversity of experience this Becky Greene who does all the clerical are going to bring home that award for group brings to the flight line when it and paper work . Altho ugh a newer the years of painstaking work you have comes to their outstanding ability to team, there is a great deal of experience put into your "it's almost finished" air­ judge all of the various aircraft. and enthusiasm in the inclusion of the craft? Simply fly in the plane that looks Our Contemporary Judging division Contemporary plane as a group to be the most like it just rolled out of the began in 1993 when Dean Richardson, judged. Every year the quality has in­ factory! Don't worry if you have one Classic judge and NC Advisor at that creased and the division continues to of those super duper fancy planes time, was asked in the Spring of 1992 grow. This past year 78 planes were though ... there is even an award for you by the A/C Board to put together a judged and you can see for yourself the in the custom aircraft category! judging staff for the new judging cate­ wonderful examples if you refer to the Whether it classifies as an Antique, September 1997 VINTAGE A IRPLANE Classic, or Contemporary, all the gory. The Contemporary category had just been added to the Division by a and read about the 17 aircraft that re­ judges I spoke to agree on the same im­ Board vote. In 1992, they were invited ceived awards. There were three that portant issues. First of all, get a Judging to do a "dry run" and the rest is history. went unclaimed this year. Maybe you Standards Manual (PLU# 11-50446) ... Dan and Dick Knutson co-chair this di­ want to see if your aircraft falls into you can buy it from EAA (The cost is vision of judges and are well qualified that category and get busy so YOU can $2.00, plus shipping and handling. Call EAA's Membership Services at 1-800­ to be doing so! They currently have bring home the award in 1998!! eleven airplanes, including two J-3s, an As I look at the amount of awards 843-3612 to order.) With that in hand, Aeronca Champ, P A-II, 3 P A-12s, a given out, I am really awe struck that you can look at things yourself and con­ PA-22 TriPacer, Cessna 170B, Stinson the judges are able to look at each plane sider what you can or want to change. 108, and (whew!) a Comanche 250B. that is registered and requests to be Originality seems to be a real key word They are doing their TWENTIETH judged! This year there were 987 and OVER restoration is something to restoration ... three of those were second showplanes registered in the Antique/ watch out for! The exception to this restorations. Dick commented that he Classic and Contemporary parking ar­ statement would be safety additions really enjoys the way people take the eas. Starting on opening day and that have been added since the aircraft time to share their planes and their working practically non-stop in true was produced (new brakes, and shoul­ pride in accomplishment. Joining Dan postman fashion ... neither wind or sun der safety harnesses, for example). The and Dick are Art and Jeff Anderson, or lots ofrain ... until midday Sunday. plane has to fly while at Oshkosh. That who specialize in Beechcraft airplanes. By this time they have narrowed the means that it has to be proven airwor­ Rick Duckworth and Tim Greene have field down and prepare to hand out the thy. Each plane starts with 100 points a great knowledge of the Piper and awards on Monday night in the Theater and then deductions are made ... or 6

APRIL 1998

not. .. in the areas of general appear­ ance, cockpit, engine, landing gear, fuselage, wings and tail, presentation book and difficulty. If you have the Judges Manual, you know exactly what they are looking at. Second, avail your­ self of your TYPE CLUB! If you are not sure if there is one for your plane type, find the December 1997 VIN­ TAGE AIRPLANE for the most recent compilation of Type Clubs available. The list is also available in the Divi­ sion's web page at EAA's Web site at: http://www.eaa.org.Click on "Specialty Groups" for the AIC Web site. These clubs provide invaluable information for all. From an annual newsletter to a monthly magazine, each group provides information about their particular air­ craft from technical tips to classified ads if you are in need ofparts ... or an entire project! Third, VINTAGE A IRPLANE is a wonderful resource for anyone work­ ing on or thinking of working on a project. There are always pieces of in­ formation in AeroMail, AIC NEWS, and Pass it to Buck that might relate to you. If you need encouragement and motivation, there is always a wonderful section by Norm Petersen, "What Our Members are Restoring ." Norm in­ cludes pictures and information about beautiful restorations done by other folks in our organization. As you leaf through past issues, you might fmd what

you are working on and locate someone else who can be a resource! As you are working toward your end goal using the aforementioned suggestions, take the time to RECORD your labor! Not only is it a great way to share what you have accomplished, it is actually worth points when your plane is judged! You can re­ fer to the August 1994 VINTAGE AIRPLANE for a thorough lesson in the Presentation Book written by H.G . Frautschy. The Presentation book is an excellent tool for showing the restora­ tion process that has occurred. The judges' manual states:

allow you to pass on your knowledge to the person who wants to know how helshe can create a GRAND CHAM­ PION ...just like yours! Our judges are more than willing to share their knowledge and much of what I have referred to I learned from the different judges. I am in no wayan authority on airplane restoration, but speaking with the different judges did get me excited to get busy on our own project. Good luck with yours! ...

"G. PRESENTATION BOOK Proof of authenticity contained within the Presentation Book should be judged on details of the contents rela­ tive to the authenticity of either a continuous ly maintained or restored aircraft and NOT on the beauty or artis­ tic quality of the book itself." H.G. recommends that you include a general history of the aircraft, factory brochures, color scheme documenta­ tion, history of your particular airplane and the restoration of the airframe and engine. Inc lude CLEAR photos and typed or neatly printed captions. Put it all together in a 3-ring binder. .. taking great care to protect your photos and broc hures. This book alone may not win the award, but it will help and will

"What the Judges Are Looking for"

If you 'd like a photocopy of the

and "The Presentation Book" art!­ cles, please send a legal size Self­ Addressed , Stamped Envelope (SASE) to:

Editor, Vintage Airplane,

P.O.Box 3086,

Oshkosh, WI 54903-3086.

Just include a note requesting the "Judging articles, and I'll be happy to drop one in the mail.

-HGF

(Below) Antique judges Steve Dawson and Mike Shaver flip through the judging presentation book of Stephen Johnson's Beech Staggerwing.

(Below) Xen MotSinger examines an excellent resource, U.S. Civil Aircraft, before retuming to work.

VINTAGE AIRPLANE

7

It's Not The Destination,

by KENT TRAVIS, Ale 23449

riday afternoon, April 25, 1997, we are beginning an adventure. We are flying my 1947 Stinson 108-2 to San Antonio, Texas to attend a Stinson Fly-in and cele­ brate the airplane's 50th birthday. The fly-in is being put on by the Southwest Stinson Club and will be attended by many other Stinsons. Friday is a beautiful, clear day (the first really nice day in about two weeks). We meet at Portland's Troutdale Airport for a short hop to spend the night in Bend, Ore­ gon. A day of addressing the persistent oil leaks and a minor problem with an audio plug results in a "Go" for about 3 p.m. Af­ ter loading about 300 pounds of camping gear, video equipment, a borrowed GPS, a laptop computer to keep a journal, all the nece ssa ry tools and equipment for the plane, and two weeks of clothes, etc. for us, we take offfor Bend. About 45 minutes into the flight (abeam Mount Jefferson), there's a very fine spray of oil building up on Bill's windshield on the right side of the plane. Having experienced this problem in the past and knowing it is a leaking crank­ shaft nose seal, we press on to Bend. After landing, I contacted my daughters , who happen to live in Bend, for a ride from the airport. Then we verified the nose seal prob­ lem. A call to our mechanic in Portland, Ron Coleman of Troutdale Aircraft Ser­ vices II, results in something that I cannot even put into words. How many mechanics would drive all over town to find the nose seal, then call and say, "Stay there, I'm on my way." Ron, who is also a student pilot, and Brian Goss, an instrument pilot work­ ing on his commercial, then got into an airplane they call "The Gutless Cutlass" and proceeded to fly to Bend to perform the necessary repairs. Shortly before their expected arrival time, I tum on the plane's radio and say "Is AAA out there?" The radio crackles its singing reply in the best Mighty Mouse tra­ dition: "Here we come to save the day!" Ron and Brian landed in Bend about 8:30 p.m . We had already taken the prop and nose bowl off while we were waiting for them. We all worked until about midnight and then retired to our motel room. The sleeping arrangement provided more than one joke about "snuggling" and "spoon­

F

8

APRIL 1998

ing," and Brian was left with an image burned into his brain after waking the next morning to see me walk to the bathroom in my colored underwear. After waking at 5:00 a.m., we went back out to the airport and finished the job, with Ron and Brian only accepting an Egg McMuffin® in payment. We departed Bend about 8:30 a.m. and re­ ported "no oil on the windshield" to Ron and Brian, who were headed to Portland in the "Gutless Cutlass." About two and one-half hours later, we landed in Alturas, California. After stretching our legs and getting fuel, we departed for Hawthorne, Nevada, about another two and one-hours away. Hawthorne was chosen as a fuel stop be­ cause its location (in the middle of nowhere) resulted in maximum safe distance between fuel stops. If you are ever going to fly over Hawthorne, Nevada, by all means make sure you do just that. Stop in Yerington or Tonapah, anywhere but Hawthorne . Hawthorne is apparently embroiled in a small town political game (probably be­ cause they don't have anything else to do). If you land there, you' ll be informed in no uncertain terms by a "colorful local" that the county has closed the fuel service on weekends and they require a $20 fee to be called out to the airport. (A good reason fo r calling ahead to your planned destination.) The welcome at our initial arrival from this "colorful local" and his son, who lived in their hangar, was not very cordial, to say the least. After waiting about one-half hour, a very nice person arrived to fuel our plane where she was also accosted by this same cranky man and his son. She, of course, rep­ resented a different point of view of the situation, but she very graciously agreed to let us split the cost of the "call out" with an­ other plane that had landed right behind us. As it turned out, that plane was northbound to his home base just outsi de Portland, so we shared some camaraderie and he even gave us his Grand Canyon Chart for our next day's flight, after he, too, had paid his "verbal toll" to the guy living on the airport. All turned out okay, and after about an hour delay, we once again reembarked on our most excellent adventure. God smiled on us and provided us with a generous tail wind and nice controllers. Since leaving Bend, Oregon, I had been

plagued by allergies including laryngitis. Bill not only provided great navigation, but also took over the radio work for the entire trip. We actually arrived slightly ahead of schedule at North Las Vegas Airport. Fi­ nally, after almost eight hours in Stinson N9842K, we tied her down and were in­ formed that our ride to "Arizona Charlies" Hotel and Casino would be about an hour late from the scheduled pickup time. Hum­ mmm , sounds like it's Miller Time at the outside lounge and watch all the "Grand Canyon Tour" planes try to match the "squeaker" landing of the "mystery khaki and burgundy taildragger." Another nice feature there, that we later would find to be rare, was the availability of 80 octane fuel. Day three dawned beautiful and calm, so after a nice walk to "Starbucks," and a bowl of oatmeal at the hotel , we got a ride to the airport by the shuttle bus. Upon ar­ riving at N9842K, what did we find? It had only taken two days for us to organize our baggage so that whenever something was needed it wasn't always on the bottom of everything else! You don ' t have to hit us with hammers to get us to figure something out (although Bill's constant head-banging into the flap hinges might have contributed to the solution). "WATCH YOUR HEAD, BfLLl"

A busy departure from North Las Vegas (between frequent changes, runway changes, and getting some "wake turbulence" due to our departure behind an arriving plane on an intersecting runway), a very breathtak­ ing flight over Lake Mead and the Grand Canyon left both of us with a sense of awe over the beauty of Mother Nature. Flight-Following and GPS is the only way to negotiate all of the restricted air­ space in the Grand Canyon . Another new-bee Grand Canyon pilot, upon calling Grand Canyon airport for assistance in ne­ gotiati ng the restricted airspace, was told by the nice controller that the best advice he could give would be to land and figure it out on the ground at Grand Canyon Air­ port. Good idea! After a nice lunch, an exciting high-den­ sity-altitude, 20+ mph quartering crosswind, takeoff from Grand Canyon (pucker factor of 9), Bill proceeded to navigate me not only to the largest ridge that dominated the

horizon, but also the highest point on that ridge. In spite of my laments over the size of the ridges, Bill's only comment was "You ain ' t seen nothin ' yet." Great! The desert scenery was beautiful and we were vectored by controllers right over down­ town Phoenix where we began our descent into Casa Grande, Arizona. Using Flight-Following is great, but controllers could use a little updating as to what a Stinson 108 is. Flying over Phoenix, a reoccurring situation takes place. After repeated inquires as to "type of aircraft," the controller usually gives up and enters anything into the computer that comes close. Obviously, when the controller looked under "ST" for STinson, she gave up and just hit "enter." We were quite flat­ tered when the Southwest Airline pilots, ignoring their passengers comfort, and climbing over each other for a better view, asked us over the radio, "What color is the STaggerwing Beech?" After the night in Casa Grande, Ari­ zona, we had another beautiful day of flying with me telling Bill he could take a break from navigating - I would just aim for the biggest point on the horizon since that was where he seemed determined to have us go anyway! The tail winds persisted. We averaged an indicated airspeed of about 105 to 110 mph for most of the trip. Add to that an av­ erage tail wind of 20 mph and the groundspeed picked right up. At one point over New Mexico we were indicating a groundspeed of 153 mph. We refueled at Demming, New Mexico, then landed for a nice night in Fort Stock­ ton, Texas. Our motel in Fort Stockton had a very nice little restaurant in it with a very cute, elderly lady with a nice Texas accent for a waitress. When Bill asked her to rec­ ommend something for dinner, she replied, "Well, ah guess that depends on whut y'all like." Bill thought he would try again when she came by to see if we wanted dessert.

She replied , " Well , the phas are niace , peach is good, apple is good, cherry is good; it just depends on whut y'alllike." We had a delightful dinner of BBQ brisket and a big slice of "pah" for dessert. Refueling the next morning brought a pleasant surprise when two very nice Stin­ sons, one a -2, the other a -3, with two nice people in each plane, landed for fuel on their way to San Antonio. We exchanged pleasantries and agreed to see each other at Stinson Field. The flight into Stinson Field not only had the tail wind, but also the smoothest air of the entire trip. I touched the yoke maybe twice the entire trip . I told Bill it was too bad we didn't have a deck of cards; we could have played cribbage. We calculated our fuel bum and distance and decided to skip our planned fuel stop at Midland, Texas, shorten the angle, pick up more tail wind, and head straight on in to San Anto­ nio. After meeting people and looking at Stinsons, Bill and I hitched a ride into town for some R & R. 1 had a warm feeling in my heart knowing that N9842K was "home" for its 50th birthday. The fly-in itself was less than expected and more than expected. For a first time fly-in, the organization was just ok. On the positive side, and there was plenty of posi­ tive, the airplanes were beautiful , the people were some of the most gracious, nicest people you would ever want to meet, always willing to help one another- and heaven knows, they had a lot in common to talk about. The forums were fun, informa­ tive and very worthwhile. I learned about Stinsons, Franklins, and general informa­ tion that was very helpful. The lunches were delicious, and the shuttle vans were always available to take us to the hotel. San Antonio is a beautiful city. We took advan­ tage of our hotel's location and walked the "Riverwalk" every night and enjoyed many lovely dinners wishing for the company of our wives and thinking about how much

they would enjoy being here. Saturday a friend of Bill's came out to Stinson Field and I gave her a quick ride south of San Antonio. Bill then went on a sightseeing tour of the city while I went to the banquet/dance/ awards ceremony at Brooks AFB. At the dinner I was presented with the "sore butt" award for the longest distance flown by a Stinson safely to the fly-in. That was definitely the high point of the fly-in for me and quite an honor. Sunday morning we skipped the pan­ cake breakfast and took off about nine a.m. Once again, much to Bill 's amaze­ ment, a prevailing tail wind pushed us north to Gainesville, Texas, but first Bill needed to make an "emergency" landing at Clark, Texas where he set a new record for exiting the plane. After draining his fuel sumps, we flew on to Gainesville where we were picked up by Tony King who sold N9842K to me about three years ago. After a very nice lunch with Tony and some of his nice family, we took off for EI Dorado, Kansas. Upon landing in EI Dorado, a very nice FBO offered us the use of the courtesy car. They said bring it back whenever, and no need to put gas in it. Unbelievable! The only oddity was that it was an ex-police car and had a "City of EI Dorado" emblem on the door. It also made an assortment of whirring, growling noises, but I found that other cars were reluctant to run stop signs, pass or speed whenever I was driving it. After checking into a motel , and dinner, I went over to visit with my brother and sis­ ter-in-Iaw, Bob and June. The next morning we went back over to their house for break­ fast, dinner, lots of hospitality, conversation, and overall just a very nice time of relaxing and resting up. Not enough can be said for the "Red Carpet" treatment my brother and sister-in-law showed us. Tuesday found us getting up about seven a.m., rested, refreshed and ready to go. After a nice breakfast at my brother's, we took off about ten a.m. and flew to Kearney, Nebraska, once again with a very nice tail wind, although we had to divert around a couple of rainshowers (one of which was demonstrating its ability to have lightning). At Kearney, while getting fuel, I dropped in on a maintenance facility called "Little Red Arrow" run by Don Maxfield. Don works on Stinsons and Franklin en­ gines and had a display at the fly-in. I had asked Don questions on several occasions at the fly-in and he was always very helpful and informative. He was happy we stopped in to see him on our way home and he very proudly showed us his Gullwing Stinson he had been unable to take to the fly-in, and a Bellanca Cruiseair he had just finished VINTAGE AIRPLANE

9

restoring. Very nice! Bill is thinking of nicknaming me "Tail Wind Travis;" he kept saying how unusual it was to have a tail wind every day and eventually we would have to pay the price. Finally, a solution to the age old ques­ tion "say type of aircraft." A very helpful controller at Denver Center, upon asking again what the identifier for a Stinson 108-2 was, and us saying we didn 't know, said, "Just a minute, I have a great big magic book and I' ll look it up for you." Bill replied, "When you find out, let us know because we would like to be able to tell other controllers." He came back after a few minutes and sa id, "A re you a Voy­ ager?" We said, "Yes," and he said "Your identifier is ST-75." We thanked him and wrote it on the panel of the airplane. After that we proudly told the other controllers what our identifier was. Too bad we fmally learned what it was about three-quarter of the way through the trip. After refueling, we took a more northerly route to Rapid City, South Dakota, again with a tail wind. I especially enjoyed the flight over South Dakota. The terrain was fairly flat , but strewn with tree filled gul­ lies. I could easily see where wagon trains or cavalry troops could be camped a stone's throw from 2,000 Native Americans and never even know it. We decided to spend the night in Rapid City and see Mt. Rush­ more, the Crazy Horse Memorial , and possibly Devils Tower the next day before flying on to Billings, Montana. After a light dinner of appetizers and pie, we took a nice walk and retired for the night. The next morning brought a differe nt twist with the weather. After watching the Weather Channel and deciding on the route north, we ca ll ed for the courtesy van to take us to the airport. Upon arriving at the airport, Bill discovered his jacket had inad­ verte ntl y been left at the motel (when I loaded up the van while Bill was getti ng our weather briefing). While Bill went back to the motel, I "explored" the "DUATS" computer at the FBO and found that rain and even some snow was on our planned route north, whi le a more southerly route through Wyoming seemed much better weather-wise. Although the southerly route definitely contained more tall ridges, when Bill got back from the motel and called for another briefing, we agreed on the more southerly route . Meanwhile, the wind at Rapid City had picked up to about 30 mph. Taxiing out to the runway was very inter­ esting, to say the least. I'm wondering if it's worth having the wind aloft if I have to fight with it on the ground. Upon taking off, we headed for what we assumed to be 10 APRIL 1998

Mt. Rushmore. Lo and behold, there were the four Presidents heads sitting on the side of the mountain. After some excellent pic­ tures of the site, we headed off to see the Crazy Horse monument and Devils Tower. We never did see Devils Tower and are un­ certain if what we saw was the Crazy Horse monument, but it was on to Casper, Wyoming for fuel and what is that, a head wind? Yes, it 's time to pay the piper, 80-85 mph tops for groundspeed. Good thing for the planned extra fuel stops at Casper, Wyoming and Rock Springs. High density/altitude, high temperature and high wind made for interesting landings and takeoffs at Casper and Rock Springs, Wyoming, but after the Grand Canyon, we just took it in stride. While flying over Big Bear Lake right on the Idaho-Utah border, which is a beau­ tifullooking place nestled in the mountains, a friendly controller with not much to do at Salt Lake Center carried on a nice conver­ sation with us about our plane and his Piper Clipper. He also verified a groundspeed of 74 knots. My only comment was "I didn't realize Wyoming was bigger than Texas! " Bill said, "It's not, it's just slower!" I was constantly amazed during the trip at the way the wind updrafts and downdrafts would make us climb and descend. I can see why pilots get in trouble in IMC flying by what they "feel." While at about 9,000 feet, I would hear the engine rpm pick up, notice the nose pointing down, so I would come back on the throttl e and notice we would still be climbing at about 1,000 feet per minute. At Big Bear Lake, while Bill was at the controls, he set the new altitude record for us in N9842K by riding the ridge lift to over 12,000 feet. Just outside Burley, Idaho we were at 7,000 feet and I could see the airport (field elevation about 4,000 feet). I started our descent with only a small ridge between us and the airport. As we go t close to the ridge, I noticed the "reverse" feeling. We were in a "climbing" mode but we were losing about 500 feet per minute . The "small" ridge was gradually getting larger. I came in with full throttle, pulled back on the yoke and we were still barely maintain­ ing altitude. A lot of options were available to us (a 90 degree tum or ever a 180 degree tum), but it looked like we would clear the ridge ok. Well, when we cleared the ridge by only what seemed like a couple of hun­ dred feet, [ told Bill to "pick up your feet! " He replied, "[ had to ; I've got sagebrush between my toes!" [ enjoyed very much having a flying partner on this trip who not only had a good sense of humor but appreciated my

sense of humor as well. While on the sub­ ject, I think when two virtual strangers are together almost constantly for almost two weeks, somebody is bound to get on some­ body else's nerves. If I got on Bill's nerves (coughing, etc.), he never once let on. He was always the best trave ling companion anyone could ask for (except for my wife). His disposition blended well with mine and I not only thoroughly enjoyed the entire trip, but I feel very lucky to now count Bill as a good friend. We finally landed at Burley, Idaho and once again were greeted by some very nice people at the FBO. They brought out the fuel truck, called and made reservations at a nice motel in town, and then drove a de­ cent courtesy car out to where N9842K was tied down . Then they recommended several nice places to eat in town . After checking into the motel , we took them up on their suggestion and had a great Chinese dinner at "George K's" in Burley, Idaho. The next morning found us anxious to start what was to be the last leg home. After a nice breakfast at another recommended place called "The Cube," we took off for Bums, Oregon via Boise, Idaho and 10 and behold, the tail wind was back. Upon land­ ing in Bums, we were once again treated to a courtesy car that made strange noises and seemed to be mi ssi ng more than a few parts. [t did, however, provide transporta­ tion into Bums for a nice lunch at a place called "Ye Old Castle." After lunch we climbed aboard N9842K for the last leg into Portland. A prearranged arrival time of four p.m. had been agreed upon so that our wives, Linda (mine) and Mardee (Bill's), co uld be there for the grand arrival. A nice fli ght, with that ever present tail wind, culminated with the ar­ rival at th e initi al check-in point for Troutdale Airport. The moment we had been waiting for. Bill announced on the ra­ dio, "Troutdale tower, Stinson 9842 Kilo HEA VY, at Crown Point inbound from San Antonio, Texas for a full stop land­ ing ." Without missing a beat , tower replied, "Roger, 42Ki lo HEAVY, make straight in for runway 25, cleared to land, and by the way, what's next, Oshkosh?" Bill replied that either that or a trip to the North Pole might be in order, but we were going to take a littl e break and think it over. After landing at exactly 3:59 p.m . (one minute ahead of schedule) and greet­ ing our wives, taking pictures, unloading and expressing gratitude to everyone for their contributions, two well-worn travel­ ers found our way to our respective homes to rest up and reminisce about our "Most Excellent Adventure." .....

fromJETS toJENNYS

by DAVID FORTUNA Just after the first World War, a new era in aviation had begun. Returning from the service were thousands of pilots who were restless and searching for new adventure. They quickly began buying up the war surplus aircraft which were plenti­ ful and cheap. As gypsies of the air, their needs were simple and their possessions few. The airplane, in essence, became their home. Across America they flew, where a cow pasture became an airfield. Through their efforts, aviation was intro­ duced to America. Of all the aircraft that helped foster aviation, few contributed so much as the immortal Curtiss IN-4 Jenny. The Jenny proved ideal for these early pilots. Built of wood and fabric, the aircraft was slow and rugged. It wasn ' t what you would call a beautiful aircraft - functional would be more accurate. With large wings and a maze of flying wires, it re­ sembled a flying bird cage. Like other aircraft of the period, forced landings were commonplace. But, due to its slow landing speed and strong con­ struction, forced landings were taken in stride, often with little damage. On-the­ spot field repairs became commonplace. Some repairs were rather crude, such as replacing a broken flying wire with one procured from a farmer's fence-but the Jenny flew on.

Those days are gone now and so are the aircraft, except for a treasured few. Across the gently rolling countryside of Warren­ ton, Virginia, that nostalgic time has been recaptured. On calm afternoons, an OX-5 can once again be heard as a gracefully lumbering biplane slips over a carpet of green. Through the untiring efforts of Ken Hyde, just such a piece of aviation history has been painstakingly restored. In the quiet village of Airlie, Virginia is a hangar with large "CURTISS" letters across the front. Nestled securely inside is a Curtiss Jenny in pristine condition. From jets to Jennys, Hyde has come full circle in aviation . His aviation interest grew from Manassas. He obtained hi s private and commercial licenses from Charlie Kulp, internationally known as the "Flying Farmer." Hyde is currently a captain for American Airlines. Hyde 's real passion seems to be in restoring old aircraft. He is currently working on a Wright Model B. The Model A was accepted as a flying machine for the Army Signal Corps. Delivered at Fort Myers, Virginia on June 28, 1909, it was given the serial number one. Hyde is reconstructing his 1910 Model B from photos and copying original parts. The only one in existence is owned by the Franklin Institute in Philadelphia, Penn­ sylvania, which provided much research

Ken Hyde's Curtiss IN-4 Jenny rests outside of Its hangar near Warrington, VA.

data. Six months of hard work was spent assimilating the data. Working in a well equipped shop with several employees, the Wright B shows excellent workmanship throughout. The engine is being made in the shop, while a radiator and wheels are currently being sought after. Hyde was impressed with the Wright brothers workmanship. They were skilled craftsmen who showed a lot of ingenuity. Their real fault lie in the fact that they were unwilling to change. Much of their time and energy was consumed in costly court battles on patent rights. Had they used this energy on aircraft design and improvements, their impact on aviation would have been much greater. The original B Model was strong but lightweight. The wing was a good exam­ ple. Uncovered, each wing panel weighs only 17 pounds. Hyde stated that even to­ day engineers would find it hard to duplicate such a feat. Using engines that averaged only 36 to 38 hp , light weight was essential. Hyde was able to contact Glenn Messer who actually learned to fly in the B Model at the age of 15. Messer still re­ membered that the airplane flew well, but he was always looking over his shoulder at the chain drive which drove two counter-rotating propellers from a single

engine. It turns out that Messer gave Lindbergh fli ght instruction in the Jenny. Restoration of the Jenny was a lot more complex than the Wright Model B. Much more work was required on forgings, castings and weldments. Approximately 12 ,000 hours was spent on restoration . Hyde's interest in the Jenny came from his father, who's first ride and flying les­ son was m one. Hyde acquired the Jenny from Cole Palen. It wa s purchased by Palen in the 1950s from the Garrison es tate of Scottsville, Virginia. Mr. Garrison had spun it in during the early 1920s and had it stored since then. The aircraft was orig­ inally built in January of 1918 and delivered to the military in Montgomery, Alabama in the same year. It was then sold in July 1919 to the Danville Air­ plane Company of Danville, Virginia , minus the engine. At that time the aircraft had 174 hours on it. Hyde rebuilt the left lower wing and replaced the landing gear, center section struts and longerons, and cross pieces in front of the fuselage . The rest of the air­ craft was repaired . The aircraft was purchased without an engine, which Hyde picked up from Trade-A-Plane. Hyde's Jenny is 90 percent original, but he did use modem pistons, valves and bearings, making the engine more reliable. Hyde explained that modern valves have a thicker lip and dissipate heat better than the original ones, which were of bad de­ sign and quality compared to the materials now avai lable. The OX-5 engine had a reputation of being unreliable. This came from the way in which it was operated and the attitudes of the mechanics. Hyde related, " Me­ chanics did little preventive maintenance; they just wanted to keep it running. Gaso­ line used back then was not fi ltered as well and contained impurities. One source

12

APRIL 1998

of problems was in the rubber hose used (3 on engine and radiator fittings . They were ffi made of pure gum rubber and didn't stand ~ up to the heat. Another problem was in ~ the water pump packing, which leaked water. With the water pump located over the carburetor, a leak could quickly cause an engine malfunction." The Jenny requires a lot of mainte­ nance, much of it preventative . This is due largely to the single ignition system and having a water-cooled engine which has a lot of plumbing. Every hour of fly­ ing requires two to three hours of maintenance. Hyde commented that the Jenny is a good trainer; it flies about Cub speed, but is heavier. It weighs 1,900 pounds and has only a 90 hp engine. The engine turns 1,400 rpm, which is reason for the large, Ken Hyde in the cockpit of the Jenny during EAA wide prop. Oshkosh '87, when the it was chosen as the The Jenny does not handle very well Grand Champion Antique. in a crosswind . Hyde exp lain ed, "You run out of aileron control with it and have They flew for thousands of hours and to get the wing up. It wasn't designed for were very dependable. They trained an crosswind and gusty conditions. Back awful lot of pilots. The accident rate was then they used big fields . I limit cross­ only two and a half percent, the same as winds to IS knots." in WW II aircraft. "In keeping it all original, it's finished He has never done aerobatics, as he explained, "A lot of the original wood is in Iri sh linen with no silver over the fab­ still in the Jenny. I don 't like the idea of ric. Without this UV A protection, the fabric deteriorates quickly if left exposed doing aerobatics with wood from 1918." Hyde only does three or four air shows to sunlight." a year with the Jenny, due to the lack of He goes on, "The Jenny taught guys to time. He flew it to Oshkosh in 1987 and fly in the war, then they brought aviation 1989, and won Grand Champion Antique to the public after the war. Just before at the 1987 Convention. He stated, "You and after WW I, there was a huge gap in need to pick your da ys and take your aviation; few people saw an aircraft. time. It's hard to find grass runways (the Then in the late I920s and ' 30s, the IN-4 Jenny has a tail skid); west of Ohio they introduced people to aviation. They were preserve them, but not in the east." He available and cheap, a good aircraft for prefers runways 75 to I00 feet wide and barnstorming . Later aircraft came out 1200 feet long. He has operated out of with a two-place front cockpit and the 600 feet, but that's not comfortable. Jenny couldn't compete against them in His Jenny has been featured in making money. several programs. In 1986- '87, National "At Oshkosh, people would walk up to Geographic did a you with a tear in their eye as they saw the program, "Treasures Jenny. It brought back a lot of memories. from the Past" fea­ "The Jenny is a very historic and valu­ turing hi s airp lane. able aircraft, but it is hard to pl ace a dollar value on them. After WW I a nice It was also used in an EAA documen­ Jenny could be bought with instruction tary on Jennys "Its for $300.00. A new one sti ll in the box Gotta Be A Jenny!" only cost $600.00 to $700.00." and in a Young Ea­ In just a few decades , av iation ha s gles program with taken giant strides. From the first short Cliff Robertson. hopes in frail aircraft, to trave ling into Hyde believes it outer space, the IN-4 ha s contributed is best to keep the much and has earned itself a lasting place Jenny the way it in aviation history. originally was. He Thanks to men like Ken Hyde, future remarked, "It's hard generations will be able to see that part of to improve on it. history come alive. ...

Jim Koepnick

Thirty-eight Years in the (Re)Making-

Joe Deruytter's CULVER CADET

by NORM PETERSEN

eldom does the world of antique air­ planes get invited to look at the results of a man's 38-year effort at per­ fection. However, that "once in a blue moon" opportunity came about at the 1997 Sun ' n Fun Fly-In at Lakeland, FL, when Joe Deruytter (EAA 449094, AIC 26742) of Lake Placid , FL, flew his bright yellow 1941 Culver LF A Cadet, N37828, SIN 328, to the big fly-in. In the brilliant Florida sunshine, it was hard to miss such a brightly colored speedster. The Culver Cadet sprung from the fertile mind of designer, Al Mooney , who has left quite a legacy in high-speed, efficient airplanes! To add to the mys­ tique, the manager of the factory that built the Culver Cadet in Witchita, KS, was a gentleman named Walter Beech. Sound familiar? With names like these in

S

its lineage, the Culver Cadet has to be quite an airplane - a special, all-wood, retractable geared, machine. Our subject airplane was built in 1941, before the war (that's about six wars back!) and managed to accumulate about 600 hours of flight time before it was damaged in an accident and put into stor­ age. In 1952, a Culver enthusiast named Robert E. Lee, bought the remains of the Culver and eventually moved it to Prescott, AZ, in 1964 where he began the 38-year restoration project. A man of exceptional woodworking ability, Robert Lee completely rebuilt the beautifully shaped eliptical wing which features three tiny leading edge slots for­ ward of each aileron. The wing is entirely cantilever with no external bracing, fin­ ished in plywood with fabric over the ply

for long term protection. Wooden ailerons with fabric covering were next on Mr. Lee's work program. The wooden fu selage was the next item which required Robert Lee's atten­ tion . The spruce longerons and many plywood gussets were all rebuilt from scratch and the final covering was done in thin plywood. Again, Mr. Lee ' s fan­ tastic woodworking ability is most evident in the reconstruction. All joints are tight and the gluelines are straight. The tail surfaces were completely rebuilt of spruce and plywood and finished off with fabric over the plywood. Perhaps the crowning achievement of Robert Lee was his ability to make brand new doors (the original ones were lost) for the Cadet and then carefully fit them to where they close like a bank vault! VINTAGE AIRPLANE

13

Jim Koepnick

This is norm all y unheard of in Cu lver circles. From the factory they were noto­ riously poor fitting and leaked air, water and small bugs . However, N37828 , has the most beautiful doors you have ever seen and they work like a charm - with no leaks! Now we are beginning to see how Robert Lee cou ld spen d so many years in the rebuild. Itwas in the area of metal fairings that Robert Lee absolutely outdid him­ self. The original Culver Cadet had factory

main landing gear fairings, however, these were not included in the airpl anes that were sold to the public. Somehow, Robert was able to duplicate these fairings plus add a wheel fairing on each side. The result was that the entire landing gear, inc ludin g whee ls and brakes, was cov­ ere d wit h aluminum fai rin gs. When combined with sq ueaky clean wheel we ll s, the ent ire bottom side of the air­ plane caused the judges to shake their heads in utter amazement.

Aft fuselage detailing is so typical of Robert Lee's workmanship. Take a look at the original Grimes tail light with white lens, and the sharp aft fuse­ lage fairing that moves with the elevator.

These landing gear fairings are Robert Lee's trade­ mark, lovingly fabricated and functional as can be. From this angle you can see the inside wheel cov­ ers that meet the landing gear fairings to enclose the entire gear on retraction.

14 APRIL 1998

Along the taillfuselage junctures , Robert was able to fabricate the most in­ tricate fairing strips imagineable that fit like the proverbial glove. Each piece is delicately fitted until it is perfect and re­ (1st Picture Below) One almost needs dark glass­ es to view this englne compartment! This may be one of the lowest time Franklin engines you will ever see. The STC'd alternator is visible on the rear accessory case. Robert Lee's work is most evident in this photo. (2nd Picture Below) Straight forward and func­ tional instrument panel is richly woodgrained and even features a glove compartment. The gear retraction wheel is right between the two seats and requires two hands to operate! (You hold the stick with your knees to bring up the gear.)

flects many hours of dedicated work. Up front in the nose section, a small miracle took place. During the many years of restoration, Robert was on the lookout for a good 90 hp Franklin en­ gine to power the Cadet. Perhaps his most fort unate day was when he lo­ cated a person with four surplus 90 hp Franklin engines - brand new in the factory cosmoline! Needless to say, a quick purchase was made and the brand new engine was cleaned up and readied for installation. Again, all an­ cillary connections and hook-ups were also brought up to new standards in­ cluding polished aluminum baffles and chrome plated va lve covers. Believe me when I say this is a sharp looking engine compartment. An entire new cowling was fash­ ioned from many parts and pieces of aluminum. The compound curved lower cowl alone was made from 33 pieces of aluminum, each one curved and welded to the next, with the final fin­ ishing removing all traces of welding. The dual engine exhaust exits on both sides of the lower cowl, the absence of mufflers being quite noticeab le to any­ one standing nearby when it starts up. A new Sensenich wooden propeller adorns th e end of the crankshaft with a neat pointed spinner adding the fmal touch. By 1984, Robert Lee had completed his masterful job of reconstruction and he managed to fly the cute little speed­ ster some 16 hours. However, Robert's heath was failing and during the next six years, the Culver was only run by the IA

Coming almost directly at you is Joe Deruytter in his brightly painted Culver Cadet.

doing the Annuallnspection once a year. In 1990, the Cadet was sold to Joe Lively of nearby Skull Valley, AZ, another Cul­ ver Cadet aficianado. Joe fl ew the Cadet to the 1990 AAA Cactus Fly-In at Casa Grande, AZ, and ran off with the Grand Champion award! Joe Lively enjoyed the Culver Cadet, flying it so me 175 hours over the next six years, cruising along at 120 to 130 mph at about 4 gph. About this time (1996), Joe Deruytter, of Lake Placid, FL, came across an ad for a Culver Cadet that was for sale in Arizona. Always on the lookout for one of his favorite airplanes, Joe had his sis­ ter in Arizona go and take a good look at the airplane. She reported back that the tires were flat, the airplane looked to be in poor condition and the engine condi­ tion was unknown . Joe Deruytter then contacted the Culver Club, who put him in touch with Joe Lively to have a second opinion on the sadly rundown Cadet. Joe

Jim Koepnick

Lively said, "If you want to buy a Culver Cadet, why don't you buy mine?" Right then and there, the fun began. Pictures were exchanged, details were discussed and negotiations we re com­ men ced. It wasn't lon g before Joe Deruytter was on hi s way to Prescott, AZ, to fly a bea utiful ye llow Culver Cadet home to Florida. Joe liked what he saw and admits he was taken aback by the beauty of the workmanship on the Cadet. The engine ran we ll and Joe Lively carefuly checked him out, adding many wise words of experience. "Watch the directional stability on rollout so it doesn't get away from you. It 's quick!" he said. Joe Deruytter listened carefully, noted all the details and headed east. The first day's flight ended at Amarillo, TX, where the airport manager pushed the Culver under a shade roof- only to bang the wing trailing edges into two posts! The manager fe lt terrible about the damage and the next day saw to it

A polished aluminum spinner adoms the neat wood Sensenlch propeller on the nose of t he Culver. Both exhaust pipes have their own fairing while the rectangular engine air Intake has a filter Installed. Not e small cross-sectional dimensions of the airplane, another aid In the speed department. H.G. Frautschy

VINTAGE AIRPLANE

15

The rear view really shows how AI Mooney put the wing, fuselage and tall feathers all together to form the distinctive lines of the Culver Cadet. Note how the eleva­ tor Is entirely behind the rudder. Look at how beautifully the doors fit that were built by Robert Lee!

r::""-------------------------------------~

that they were fixed up and ready to resume the flight east. Joe took off, only to catch up with a front that was ahead of him. He spent three days waiting in Shawnee, OK, which was followed by three very quiet days in Paris , AR, where he was treated like a king. The only pay the man would accept at Paris was a high speed pass over the runway on departure! Joe delightfully obliged. A one day stop in Al­ abama and then it was on to Lake Placid, FL. The Culver cruises at an easy 120 mph on just over 4 gallons per hour. Joe says it is fun to fly and only needs two fingers on the stick. He did note it was sometimes hard to keep it straight on landings, but the brakes seemed to help. Sometimes a sharp turn at the end of the runway would cause difficulty. He would get out of the airplane, lift the tail around and then pro­ ceed. Enlisting the help of his mechanic, they checked the tailwheel, the rudder and steering mechanism. To their sur­ prise, the found the rudder was moving left-right only two inches! Looking fur­ ther, they found the main rudder post was completely frozen in a long bronze bushing hidden in the tail. (It is sus­ pected the airplane was flown for nearly 200 hours with the rudder frozen in place - all without damage to the aircraft!) Using a large hydraulic press, they were able to break the rudder post free of the bushing, clean both parts, install a Zerk grease fitting and reassemble the entire tail unit. Now the rudder easily swings through its normal arc and the Culver is a pussycat on ground handling. Joe Deruytter grew up in Sioux Falls, SO, and soloed an Aeronca Champ in 1947 at age 18. After five years in the military, he fini shed his license on the Korean GJ. Bill. Eventually, Joe and his lovely wife , Irene , who grew up in 16 APRIL 1998

H.G. Frautschy

Swanville, MN, just down the road from Lindbergh's home town of Little Falls, MN, ran the Harley-Davidson dealer­ ship in Ft. Lauderdale, FL, for twenty-five years. In 1990, they turned the business over to their son, and retired. Joe took up with his aviation hobby again , owning several airplanes including a mint Luscombe Model II Sedan. When the Culver Cadet en­ tered the picture, Joe was completely enamored with the

@ld? Mr. Joe Deruytter, Culver aficianado and retired Hartey dealer.

cute little speedster. The old Genave 360 radio , which had been in­ stalled behind the seat because of its length, was replace with a German-made Becker 760 channe l radio that is only 7 inches long and will fit in the panel. It also includes a two station intercom for talking in the cockpit during flight. A transponder and encoder were also intalled. Out front, the old Dodge car generator on the engine was replaced with a new lightweight STC'd alternator. (The engine starter is identical to a Dodge car starter.) Joe admits all this custominzing adds a certain amount of weight and the empty weight of the Culver is 950 Ibs., notice­ ab ly above the factory original of 720 pounds. However, most of his flying is

done solo and Joe gets a kick out of the crowds that the airplane draws every­ where he takes it. At Sun 'n Fun ' 97, the Culver ran off with the Best Antique Monoplane award and Joe was well pleased. He has flown the Cadet about 100 hours to date, so the engine has about 320 hours since new and the airframe has about 920 hours since new- truly a low-time antique airplane. A very special congratulations to Joe Deruytter and his beautiful Culver Cadet which he has continued to improve. We all know that the late Robert E. Lee, who put his heart and soul into the airplane over a period of38 years, is up there smiling. . .

Stan Dollen Discovers the joys of Open Cockpit Flying

by H.G. FRAUTSCHY Never underestimate what the love of a woman can do for a man. When speaking with Stan Dollen (EAA 553718, Ale 27556) of Windermere, FL about his wife Sheree, he'll be the first to tell you that the Meyers OTW he is proud to fly came about after his wife encour­ aged him to learn to fly. Why wou ld she have done that? Because Stan needed the encouragement after a life­ altering experience. Stan Dollen has long been a me­ chanical fellow. As a young man, he really enjoyed the feeling of being on the open road riding a motorcycle. All that ended one day when a drunken dri­ ver slammed into Stan and his bike, crushing his left leg. Seeing her husband so physically in­ jured was jarring enough, but his

attitude had suffered a hit as well. Both Sheree and Stan knew he needed to be looking towards new goals, and Sheree thought back to all of the things that in­ terested him throughout the years. Powerboats, sailboats, motorcycling and the like had all been explored at one time or another, but what else got his motor running? He knew one thing­ it wasn't motorcyc les any more. The bikes didn't cause him any worry, but a drunken auto driver sure did. Stan had a lot of fun as a four- or five-year-old youngster building pretend airplanes that were hammered together out of scrap wood. He says there was a lot of parachute throwing off of the bal­ cony, too. Later, as he grew, flying gas powered free flight model airplanes kept his growing mind entertained, as

did flying rubber-powered stick and tis­ sue jobs. But as he matured and started working to earn a living, he never gave a second thought to flying full size air­ planes. "Just too expensive," he thought, without really ever exploring the real costs involved. One day during his convalescence from the surgery following the accident (he lost his left leg below the knee as a result of the car/motorcycle crash), Stan heard a light plane fly overhead and casu­ ally remarked how nice it must be to fly. Sheree picked up on his attitude right away. She recalled the joy he had felt when he spoke of his earlier times, and while she really didn't know how strongly he felt about aviation , Sheree encouraged him by saying, "Why don't you take flying lessons?" VINTAGE AIRPLANE

17

"Yeah, yea h, sure," was Stan's pessimistic reply. All he could think about at the time was the pain in his leg and in his pinned together hip. And besides, he remembers thinking, "Don't you have to have perfect eyesight, too?" At that time , he was the furthest from a perfect human specimen he could think of, and his wife was telling him to go fly . "Heck, I can't even walk right now, " probably crossed his mind as well. But Sheree saw something in hi s response to that airplane engine sound, and she called around to check and see if it was possible . Thankfully , the people who she talked to were very encouraging (is足 n't th at why we stick around this avocation?) and simply pointed out that many had done it before, and as far as the FAA was concerned, all he had to do was demonstrate his ability, and he could earn his pilot's wings. Sheree and Stan picked off his prior

18

APRIL 1998

misconceptions one at a time. Expen足 sive? Compared to what? Power boating? Sailing? Cruising bikes, motor homes? Just like any recreational activ足 ity, it took more cash to get started and get beyond the learning curve, and

there were all sorts of levels to explore when it came to airplane capabilities. The eyesight question was easily handled, in the same way the tens of thousands of pilots who wear glasses or contact lenses do - by passing an eye

Built as SIN 49 out of 102 built, NC34304 was restored In the shops of Ross

Aviation In Minden, NV before Bill's untimely death. Stan bought airplane as his

first open cockpit biplane.

exam, one hardly more difficult than the test they'd been getting from their eye doctor for years. But the handicap. HOW? The clutch on a Corvette gave him so much trouble that he couldn ' t drive one using his left leg , so how was he going to handle an airplane's rudder pedals? Everyone he and Sheree talked to said it could be done, so he decided to just give it a shot. He couldn't really think of any more reasons he couldn't. When Sheree took him out to the air­ port one sunny Sunday afternoon , he decided to start right away- no demo, no toe dipped in to see if he'd like it. It

time to jump in and get used to the water! Starting his basic training in a Cessna 150, Stan found that he had enough strength and control to operate the left brake pedal and apply the brake on that side. Initially, he didn't plan on buying an airplane real early on in the program, but Sheree suggest they should at least go look at one. Once again, he heeded some sound advice. He ' d been told that often, peo­ ple tended to underbuy their first airplane, buying an airplane that lacked the capabilities they were really want­ ing. Wanting an airplane with a decent

The only change Stan had to make to make his cockpit controls to accommodate his handicap Is the addition of a handbrake lever to the control stick to actuate the left brake. ARNOLD GREENWELL

cruising speed as well as good cross­ country range , he looked at a Comanche 250. The low wing speed­ ster with four seats was just right to fly up to a summer home he and Sheree had just bought on Beaver Island, MI (up at the north end of Lake Michigan, west of the Mackinac straits). Stan's a native Michigander, and he decided to move to Florida as soon as he could when he was younger, after getting fed up with snow and cold. There he met Sheree and they were married. A trip to Michigan did it for Sheree - she fell in love with northern Michigan , and searched for some time before finding property on the island. At least Stan doesn't have to go in the winter! Continuing his pilot's training, he completed the work towards his license in the Comanche. The toe brakes in his Comanche have not presented any in­ smmountable challenges for him at all. For a few years, Stan and Sheree en­ joyed the Comanche, but, well, we all know how the next step goes. A going­ places machine is great, but how about something with a little more pizzazz? A little more ramp appeal. A crowd gatherer at the fuel pumps. Something that took more of a challenge. A ride in a Pitts was a real hoot, and the open cockpit was really great. While on vacation, they were watching some two-place ultralights cruise up and down a Venezuelan beach. That looked like a lot offun, so Stan decided to go for a ride. That iced it. He had to VINTAGE AIRPLANE

19

fly it home. Handicap or no handicap, Stan knew he didn ' t have the back­ ground he needed to fly the OTW. There would be plenty of time left for that later, after the OTW was home. But he couldn ' t let an adventure like that pass him buy, so he rigged up a block of wood on the left pedal so he had some brake contro l, and headed off from Minden with his tail wheel competent co-pilot towards Florida.

JIM KOEPNICK

have something with an open cockpit! One of his early flight instructors heard he was looking for something with an open cockpit, and showed him a pic­ ture ofa Meyers OTW. Up to that point in time, he'd never even heard of one. Why would he have? But as soon as he saw it, he knew that was what he wanted. A trip to Sun 'n Fun was spent look­ ing for an OTW, but you don't always find what you're looking for, even at as large an EAA fly-in as Sun 'n Fun . Later, Sheree had a nep hew getting married in Sacramento , CA. That worked out great for Stan- Minden, NY was only about 5 hours down the road from there, and an OTW was there waiting for him to check out. He fig­ ured he could pop on down for a look at an OTW down th ere . No harm in looking, right? When he came back to Sacramento to tell Sheree he had put a deposit down on the biplane, Sheree wasn't sure what she had wrought a few years earlier. She made him take her back down to Minden to look at the OTW. Stan says she didn ' t ever say yes, but she didn't say no either, so he figured he was okay. He was right! This OTW, SIN 49, NC34304, was restored by Ross Aviation, the com­ pany owned by the late Bill Ross (of P-38 fame in the mid-1970s) . A l Meyers test flew the airplane on June 2 1, 1941 . This example is powered by a 165 hp Warner, and a low time Warner at that. At the time of the airThe OTW's construction was an all wood wing structure, and a steel tube frame forward fuse­ lage covered In sheet aluminum. The fuselage aft of the cockpit Is a full monocoque aluminum structure, with a full aluminum fln and rudder, and a welded steel tubular horizontal tall. Early models featured aluminum covered ailerons, with the later versions having theirs fabric covered. 20

APRIL 1998

plane's restoration, it was assembl ed from all new, zero-time parts. The OTW was a good choice as a first open cockpit biplane. Designed by Al Meyers as a primary trainer, it saw its heyday in the Civilian Pilot Training Program CPTP during WW II. 102 OTW's were built, the last, SIN 102 be­ ing built by Pard Diver at Meyers Aircraft as the special mount of A l Meyers himself. It remained there until it was donated to the EAA Aircraft Foundation, where it was displayed and flown at EAA's Pioneer Airport. After a landing accident, it was lovingly restored by members of EAA Chapters 159 and 1093 with assistance from Keith Diver, Pard's son. It is now on display in the EAA Air Adventure Museum in Oshkosh. The restoration of that OTW is a story that will have to be told another day. But how was Stan go in g to get it home? By full y understanding his cur­ rent limitation s and having someone who was an experienced tail wheel pilot JIM KOEPNICK

Once home , Stan and tail wheel CFI Richard Billton, Yustus, FL, got to work and brought the Co­ manche pilot up to speed on the vagaries of flying a lightly loaded bi­ plane with a feather bed soft landing gear. With over 130 hours in his log­ book in the OTW since he purchased it, Stan's just now beginning to feel com­ fortable with it. One reason it has become a bit more comfortable to fly is the brake modifi­ cation added to the left brake system. Si nce the brakes are cable actuated, a simple addi ti on was made to pull on the left brake cable - a motorcycle style hand brake lever is added to the control stick, so Stan can add a left brake with his contro l grip hand whenever he needs to do it. Whatever it takes. That's how Stan Dollen approaches his life and his avo­ cation. The help and support of a bright, shining woman sure doesn't hurt either. ... Thanks, Sheree!

The Bendix (Stromberg)

NA-S3Carb

by H.G. FRAUTSCHY

NOTE: The manufacturing rights to the Bendix-Stromberg line ofcarburetors is now owned by Precision Airmotive, Everett, WA. Any questions, or comments regarding Bendix service bulletins or ser­ vice parts should be directed to Precision. They can be reached at 415/353-8181.

Antique/Classic Member Bob Hollen­ baugh was kind enough to point out that there is still some confusion regarding the change of the needle and seat used in the Bendix NA-S3 series of carbs that are so common on Continental A-65 through C-90 engines. Specifically, there is a re­ quirement for a slight modification to be made to the float lever when the Delrin needle is installed. When you buy the EAA Auto Fuel STC, included in the package of data you receive from EAA is a letter detailing field experience regarding those needles. Basi­ cally, here's what we know. We have had an incident reported to us involving a Cessna 120 which had a new carburetor float needle installed in 1983. However, the needle used was the obsolete part with the neoprene rubber tip. The swelling of the tip eventually increased to the point where the fuel /air mixture sup­ plied to the engine was too lean to operate. One ofthe dangers is that a continual lean­ ing can be taking place without knowledge of the operator. This could lead to engine damage from excessively lean operation. Checking with a carburetor overhaul shop reveals that this had been a long standing and continuing occurrence prior to the ap­ proval of autogas.

The above mentioned engines are fitted with Bendix NA-S-3 type carburetors which have been subject to two Service Bulletins pertaining to the float needles and the float needle seats. The first Bul­ letin is Bendix Aircraft Carburetor Service Bulletin #71 issued in April 1945. It points out that a sharp-edged needle seat is to be used with all steel needles and a round edged seat is to be used with synthetic rubber tipped needles. Bendix Service Bulletin ACSB-84, revised July 15, 1972, refers to the replace­ ment of the float needle valve with the synthetic rubber tip . The reason for the Bulletin, which was issued initially in June of 1964, is "to provide a float needle made ofDelrin, an ivory colored plastic, in lieu of the rubber tipped stainless steel needle." The material change was made to remove the rubber age control requirement, reduce cost and provide an improved service life material. The reason for the revision in July 1972 was listed as "to add instructions for float lever weight," and to add seat part number under application. Delrin valves are a direct replacement of the neoprene tipped valves and require no seat change if the condition of the seat is satisfactory. As was indicated in the November 1983 edition of Hotline in EAA's Sport Aviation magazine, the Bendix carburetor alert ad­ vised that the neoprene tipped needles had not been manufactured by Bendix for more than 20 years. (Now over 30 years!) Ben­ dix advised EAA that the neoprene material used on those valves were of a higher grade than the material used in their automobile carburetors and they should not be affected by the higher aromatic fuels such as 100 LL avgas or approved automo­ bile gasoline. They also highly recommend the use of the new Delrin valve. From trustworthy suppliers, only the Delrin needle is available at time, and is the only needle produced since the early 1960's. Neoprene rubber tipped needles that may still be found occasionally must be viewed with skepticism even if they are certified by the vendor as genuine Bendix

parts. After all, would you put a 30 year old tire on your car? Since Bendix made those parts, they have sold the Stromberg carburetor line to Precision Airmotive of Everett, WA. Precision has never made the rubber tipped needle. If the valves claim to be of new manu­ facture, Bendix, nor Precision, has any knowledge of them, and unless they are manufactured under a heretofore unknown PMA, no one knows the type of synthetic rubber used and its compatibility with ei­ ther 100LL avgas or autogas. NOTE: ALCOHOL IS NOT COMPATI­ BLE WITH MATERIALS IN PRESENT AIRCRAFT FUEL SYSTEMS. DO NOT USE GASOLINE CONTAINING ALCOHOL. AUTO FUEL CONTAINING ALCOHOL IS NOT AN APPROVED FUEL UNDER EAA 'S STC.

Another reason to question the authen­ ticity of these rubber tipped needles is the question regarding the selling price of these valves. 30 years ago, the valves sold for $35.00, and in the mid-1980s they were being retailed in the $14.00 price range. If you have been operating successfully with 100LL avgas (we're not taking into account the lead fouling issue in this state­ ment) or autogas, the need for changing parts is not indicated. When you do over­ haul the carb and the float needle and/or seat require attention, the safe and conser­ vative way to go is to change to a Delrin valve in accordance with Bendix (Preci­ sion Airmotive) Service Bulletin 84, revised July 15, 1972. As pointed out by Bob Hollenbaugh, the Service Bulletin for the Delrin needle (PIN 2523047, listed at $83.86 as of3/16/98) re­ quires that a weight be added to the float lever. The S.B. states that any of the seats may be used. Service experience has shown the seat PIN 383911 works the best. If your carb had the neoprene or Delrin needle in the past, the seat does not have to be re­ placed, but if the stainless steel needle was installed, and a sharp edge seat is installed and is damaged, it must be replaced. - Continued on page 32­ VINTAGE AIRPLANE

21

WHAT OUR MEMBERS ARE RESTORIl'IG

by Norm Petersen

MARK WADE'S GRAND CHAMPION AERONCA SUPER CIDEF These photos of the Grand Cham­ pion Antique at the 1997 Southwest Regional EAA Fly-In at Kerrville, TX, were sent in by owner Mark Wade (EAA 203592, NC 12010) of Mesquite , TX. The airplane is a 1941 Aeronca 65LB Super Chief, NC36692, SIN Ll7501, powered with a Lycoming 0-145 engine of 65 hp . Mark reports the Aeronca IiiR~~! was purchased from a salvage dealer in 1984 and totally restored over a period of years. Many parts and pieces were remanufactured from blue­ suits are quite striking and caught the prints supplied by John Houser, a retired judge's eye at Kerrville. Mark reports the Super Chief cruises service engineer with Aeronca. The air­ frame was finished with epoxy chromate at 93 mph at 2450 rpm and the empty before being covered with the Stits process weight of the airplane is 752 Ibs. It has using HS-90X fabric and Polydope. All been confirmed that this particular coats were progressively sanded with the Aeronca served with the Civil Air Patrol fmal coat finished with rubbing compound during WW II and the Wades are now for that hand rubbed finish-which was a trying to document the exact areas in factory option at 35% extra cost. The re- which it served. Special congratulations to

Mark Wade and family for restoring a re­ markable airplane and running off with the Grand Champion Award at Kerrville against some strong competitors.

GOLDEN OLDIE-WACO YKS-7 ON FLOATS This photo from the late 1930's ofa bright red Waco YKS-7, NC17463, SIN 4607, mounted on a set of Edo 3430 floats, was sent in by Holland "Dutch" Redfield of Cutchogue, NY , who flew this airplane commercially in upstate New York in the late 1930's. Powered with a Jacobs L-4 en­ gine, the Waco featured doors on each side of the fuselage for float use and the extra long rudder and ventral fin for stability on floats. Note the Grimes taillight on the top of the rudder and the fact that the water rud­ ders are down for slow speed maneuvering. Holland Redfield went on to become a Boe­ ing 747 check pilot for Pan Am. 22 APRil 1998

--­ --­

- - ­ ___- - -""1

BOB REICHEL'S AERONCA CHIEF (Above) This recently completed Aeronca Chief, N86115, SIN 11AC-546, is the pride and joy of Bob Reichel (EAA 402136) of Madison Lake, MN. Com­ pletely rebuilt over quite a span of time , the Chief features doors with clear Lexan windows that are PETE BRUCATO'S STINSON 108-1 ON SKIS hinged at the top to swing up out of the way. This makes entrance and exits noticeably easier for pilot (Above) This photo ofa very nice Stinson 108-1, N8874K, SIN and passenger (also very handy when mounted on 108-1874, mounted on a set of Federal A-2500 skis was sent in by floats) . The propeller appears to be a brand new owner, Pete Brucato (EAA 224457, Sensenich mounted AlC 14719) of Kensington, NH . Peter . . . . - - - - - - - - - - - - - - - - - - - - ­ - - , on the business end reports the ski flying conditions have of an A65-8 Conti­ not been the best these past two years, nental. Congrats to however, on January II, 1998, he was Bob on a dandy restoration . The able to make ten takeoffs and landings with the four-place Stinson. Note that photo was con­ he is using a tailski, which really helps tributed by Floyd in the smooth ride department. Backst rom of Mankato, MN.

A SENIOR PIETENPOL WITH A SENIOR PILOT (Above right) These photos of the late Allen Rudolfs Pietenpol, NX13691, were sent in by Tom Hegy of Hartford, WI. It has attended more EAA conventions than any other airplane, and is being flown at Brodhead, WI, by Ted Davis, with a noted

front seat passenger, 94-year-old Ray Hegy of Marfa , Texas. Powered with a Model A Ford engine, the RudolfPieten­ pol has recently been totally rebuilt by volunteers working at Oshkosh and Brod­ head and is a prime example of the original Pietenpol Air Camper. Ray Hegy is the "Iii' 01' prop maker" from Marfa, TX, who has built Hegy propellers for years. PIPER SUPER CUB IN SOUTH AFRICA This photo of a Piper PA-18A-150 Super Cub, registered ZS-NEA, SIN 18-1798, was presented to us by the owner, Chris Amstutz (EAA 262459) ofVryheid, Natal, South Africa. Chris was in Oshkosh to attend the Adult Air Academy when he handed us this photo, ex­ plaining that the four people in front of the Super Cub were tea pickers, ready to pick tea leaves in the field behind. Chris has owned the Super Cub for many years and has flown it many hundreds of hours around South Africa. It was such a pleasure to make his acquain­ tance at Oshkosh and we wish him the very best with the pretty red and white PA-18 with the South African registration. VINTAGE AIRPLANE

23

PaSSitto

Buel{

by E.E. "Buck" Hilbert

EM #21 NC #5 P.O. Box 424, Union, IL 60180 I' m very fortunate in that I get many of the Type Club newsletters. At times I feel a little guilty - the effort that goes into these newsletters, the expense of mailing and the wealth of technical and practical operating information is astounding. I can't say enough in praise of the newsletter editors and their efforts to keep their "Types" flying. Once in a while, though, a gem of infor­ mation comes along that really turns me on. On the other hand, sometimes there is some­ thing in a newsletter that makes me cringe. Charlie Nelson of the International Swift Association just turned me on. He writes about Scud Running. "We do hereby declare all Scud Running tickets to be canceled, null and void, no longer usable," he writes. And then he goes on to cite a few instances where he's ridden with folks who did the "Scud Run" and made it despite scaring the wits out of the passengers, reading highway signs en route and otherwise engag­ ing in the worst possible way to get there. Charlie then implores people to LOOK and SEE how many towers , TALL TOW­ ERS to be exact, that are popping up all over the area . They are coming so fast that the charts can't keep up with them. After all , a publishing schedule of every 156 days just can't catch up, let alone forecast where and how many. He cites a Chattanooga area news publication as stating that between 60 and 100 NEW towers will be built within the next year! Most of these range in height from 400 to 2000 feet. Many are unlighted! He further states that missing towers is similar to being a fighter pilot. There are no points for second place. Avoiding 999 out of a thousand doesn 't work. He also rightfully wonders if the present FAA legal" 1,200 and three" is always safe. Will you bet your life that the chart maker got 'em all? In closing he makes real sense by saying 24

APRIL 1998

Scud Running is a "Thing of the past!" I agree with him, completely! We flew on skis this winter here in northern Illinoi s. Most of the flying was 500 feet or so, and we had a lot of fun . On thing became quite no­ ticeable , though, and that is the sudden proliferation ofTOWERS around here. At the Vintage Aero Club meeting Sun­ day, a conversation tinged with alarm at just how many of these towers are cropping up around here was a big topic. There was a lot of gnashing of teeth and bewilderment as to just what could be done about it. All came away with a resigned attitude, and maybe rightfully so. FCC is issuing permits without any notifi­ cation to FAA or any interested or concerned parties. Seems like the tower people just find a high piece of ground, offer the owner a siz­ able rental dollar and throw up a tower before anyone notices. What can we do? I sure don't have the an­ swer, but I'm sure going to be a lot more wary and cautious flying these days. That old way of jumping up to 400 feet and dead reck­ oning with an occasional glimpse of the ground is GONE! GONE forever, I'm afraid. Pay real close attention to the minimum safe altitudes, and REPORT all uncharted TOW­ ERS to the map makers, your friends and all who should be aware. Then today comes Skip Carden's Coupe Capers. "Skip" puts out the Cessna 150-152 Newsletter as well as this Ercoupe Owners Club monthly. He does a great job. His mem­ bership would do real well to absorb all the really good information he puts out. This February 1998 issue has in it a reprint from the "Super Cub" Newsletter. The title, VFR NOT RECOMMENDED. This is rec­ ommended reading, a perfect example of HOW NOT TO FLY! The author has gotten away with Scud Running for many years and gives the excuse that he is a lot safer in mar­ ginal VFR with his Super Cub because of its slow speed and his ability to fly 20 feet above a road with assurance be can turn around anytime. WOW! Don't try that around here. Many of our State Troopers are well aware of weather minimums and FARs. You may be scudding along one of the tollways or super highways at 300 feet in marginal VFR (in your opin­ ion) and a trooper wi ll spot you. He won't even try to get your number; he' ll just radio down line to the next trooper to watch for

you and then they'll get your number. The embarrassment of having to explain away the letter you can and will get from the FAA is no fun, and neither is the risk of find­ ing one of these new unchartered TOWERS unexpectedly in yo ur way. Maybe not the tower either, but one of the guy wires. Not the way, guys and gals. Maybe Flight Service is overly cautious on little airplanes and VFR flying. We have all experienced a dark and dire forecast that was busted wide open or was overly pessimistic, but keep your cool and if you can't do it VFR, stay on the nice comfortable ground, take up Gin Rummy, or read a good book. (Vintage Air­ plane?) There is always another day! On to the letters: Dear Buck, The note about the "Gooney Bird" stories in your recent column jogged my poor mem­ ory, so I dug into my aeronautical library and retrieved my copy of "Grand Old Lady" which was co-authored by Lt. Cols. Carroll V. Glines, Ir. And Wendell F. Moseley. This book contains accounts of incidents which are quite similar to the one you related, so I am enclosing copies for you. I flew the C-47 for about eight years be­ ginning in June 1952 at Brookley AFB, Mobile, Alabama and later at Albrook in the Canal Zone. I flew the VC-47A, C-47D, VC­ 47D and C-47E. The very rare E models were equipped with the P&W R-2000-9 with two speed blowers as used on the C-54, and were primarily for use at the high altitude places such as Bogota, Quito and LaPaz (13,400 feet). 1 have seen density altitudes approaching 16,000 feet at this place and the runway was unpaved at that time, so you know we couldn't haul much out of there. The C-54 was my primary aircraft during those years, but in addition to the C-47s, I also flew the Convair which was the personal VIP aircraft for the Air Force Commander. We initially had an A model (240) which was later replaced with a C-131 D. This was an off the shelf executive 340 which the Air Force didn't manage to screw up with a lot of military avionics and stuff. It was a real plea­ sure to fly. For the Army Caribbean Command chief (3 star), we flew a very plush VC-54E. We always had excellent in-flight meals cooked on board by a master chef, never a cold box lunch. Got the red carpet treatment at all our overnight stops, too.

At Albrook r was one of a half dozen "professional" transport pilots assigned to the operations squadron. We had no copilots; that position was manned by staff personnel from Caribbean Air Command headquarters. Col. Moseley was one of those with whom I flew a few trips and he was pretty sharp, but as you might imagine, the proficiency level of some of the desk jockeys was not too good and this sometimes created problems that we won't talk about here. The Glines/Moseley team wrote at least two other books and Col. Glines turned out about 20 others. He was a guest speaker at the national OX-5 Aviation Pioneers reunion at Elmira a couple years ago. His subject was aviation history and he reminded us that at the conclusion of his presentation he would as some questions. The first person with the correct answer received a copy of one of his books. I had a couple of right answers but was too slow responding. The final question as "Has anyone here flown around the world?" Looking around the large room full of old-timers, many of whom were retired airline pilots, I was surprised to find I was the only one with a hand raised. My door prize was a copy of his latest title "Round­ The-World-Flights." This excellent book documents 27 events including the Voyager and Ann Pellegrino ' s flight in 1967 . At Oshkosh last fall she was seated at a table ad­ jacent to ours and Bob got her signature in her book, "World Flight; The Earhart Trail." My globe circling trip took place in June 1971. We took a C-141 to Little Rock, Arkansas and picked up a big load of supplies for delivery to flood victims in Gauhati, In­ dia. Originating at McGuire AFB, New Jersey, the route was Little Rock; Madrid; Adana, Turkey; New Delhi; Gauhati; Utapao; Thailand; Kadena, Okinawa; Elmendorf; Dover; and back to McGuire. Five days en route and a bit over 51 hours in the air. I had previously made many trips half way around and return, but this was the only time we kept going and completed the circle. [ have not made any plans for Oshkosh this year. However, we do plan to be at Mid­ dletown for the Aeronca reunion and will look for your there. Meanwhile, fly low and slow and keep your nose up in the turns. Sincerely, C. H. Armstrong, N C #746

Rawlings, MD

P. S. With reference to "Properly Prop­ ping ," I agree completely with Steve Wittman and Gene Chase. [ have a scar on my right hand which constantly reminds me that a mag can be operative even with switch off; all it takes is a broken or poorly con­ nected "P" lead. Here is an excellent Air Force procedure learned many years ago: Prior to shutdown, at idle speed, run briefly on each mag an then go to OFF momentar­ ily. [fthe engine continues to run you have an open "P" lead and you need to do some

work on it. One final note- when I am on the prop­ ping end of an aircraft and the PIC is ready for the engine to make some noise, the only thing I want to hear from him is "Brakes, Throttle set, CONTACT." Never use the word "Hot" since it sounds an awful lot like "Not" or "What?" and this is one time when you want to be dam sure what is what. Nuff sed! Dear Buck, Yes, you and I discussed hand propping some time ago and I said then I would write up something on the subject. So here it is. Hand propping airplanes is not something one treats lightly or even casually. An air­ plane ' s propeller just might "smite thee." Take it from someone who knows, as I found out the hard way. My experience goes back to just after the close of WW II, in the spring of 1945 . I worked as a "line boy" at Tweed-New Haven Aiport, New Haven, Connecticut. [ would ride my trusty bicycle five miles after getting out of school (high) each day and work till the wee hours. Lots of rib-stitching, dop­ ing and "packing" airplanes in the hangar each evening. The FBO (Reynolds and later Usher) had three J-3 Cubs on line then, and that is what we all took dual in. [ was paid in flight time unless [ needed a couple of bucks for a date on the weekend. Part of the standard learning process was to hand prop the Cub before each and every flight. They had the 65 Conti­ nental. Three ex-WW II fighter pilots were our instructors - Wayne Tarbox, Bill Williams, and Art Schiebel. We were taught by feel , smell and sound. Our heads never stopped rotating in all directions, all the time. No time to look inside (no GPS, eh?) except to quickly scan the gauges. The propping commands were simple, positive, and to the point for hand starting the engine. Switch off, throttle closed, fuel on. When the propper felt it was getting juice (via the dripping on the ground) and that suc­ tion noise, it was ready to fire up. The next command from the propper was - brakes, throttle crached, "CONTACT." The pilot would repeat each command verbatim. With that the prop was pulled through to start. And we did put our right leg up to "our" left, to come down with the pull on the prop as a counterweight to "pull" our body out of the way as the engine started. There was none of this business of "ok." "I'm ready," "yup," or "go ahead." Yes, I have heard these remarks lately from the guy in the cockpit as r hand propped their airplane. And some of them high time ATPs. Unbelievable. Guys, things have not changed in 1998. If you own or fly an antique or classic, it's still the same deal. If I were in the cockpit and the guy propping did not use the standard com­ mands, and if I could not see him, I would

refuse to go fly the airplane, especially ifI was not the owner. I would certainly not want to know I caused some guy to get all chopped up out there. Not a pretty sight. Having been to Oshkosh and other fly-ins around the country the past few years, I have had the opportunity to observe all kinds of people trying to get an airplane engine to fire up. It's a real eye opener. There are excep­ tions, of course, and those people I highly admire. The old way worked; leave it alone. When I was working that flight line as a kid, I got the opportunity (which I valued very highly) to start all kinds of airplanes, under all kinds of conditions. Worst situation was in the winter. A T-6, twin Beech, even a Staggerwing or two, would come in with a dead battery or some other problem, and would have to be propped. r loved every minute of it. [ grew up an "introvert," but be­ cause of a lot of this valuable experience, made it to extrovert status. I absolutely love to hand prop old airplanes, and even "some, but not many" new ones. One learns to re­ spect mother nature, cranky engines, weird aviators, and sandy ground. Hand propping is as much of a confidence builder as unusual flying attitudes. Within two months 1 had the following experience, which taught me to NEVER trust the pilot of an airplane who just came in and "shut down ." One was a Stinson Station Wagon. A CAP Colonel had just come in and it was late and he took off for home. We had to pack the 30 airplanes (all tail wheel air­ planes) in the big hangar. And that was a piece ofart I can assure you, but fun. [ needed to move the Colonel's prop only a few inches to get a wing over so we could shut the big hangar doors. I moved it and "va-voom," the engine started and clipped the knuckles on my right hand. Nothing broke on the hand but I ran clear across the old airport before I calmed down. We found the mag switch still in the "ON" position. There was just enough fuel left in the lines to get the engine to fire up. My next bad experience was under the same circumstances, at the old Bethany Air­ port, not far from New Haven. Those were the last times that happened to me, over 50 years ago. Our new generation should be willing to learn from us older folk, to respect our back­ grounds in this business. Then maybe they will reach "old-timer" status too. This could all add to the "furtherance of their longevity." Others will look at us with their thousands of hours in heavy iron and perhaps say, "Who are you to tell me how to operate this old bird?" Well , like I said, respect for those who have and those who will. It works the same both ways. CONTACT! Ev Cassagneres, NC 13785 Cheshire, CT It's Over To you, VINTAGE AIRPLANE

25

James Rezich, (EAA 19677,

Al e

8348) Winnebago , IL was kind enough to send us this month 's Mystery Plane, a pretty two plane cabin job that looks like a few other airplanes from its day. Your answer

April Mystery

needs to be at EAA HQ no later than May 20, 1998 for inclusion in the July issue of Vintage Airplane.

Plane

Good luck!

JANUARY MYSTERY Our January Mystery Plane was recog­ nized by a number of members, including H.N. "Dusty" Rhodes, Aurora, Co: "I believe the Mystery Plane appearing in the January issue of Vintage Airplane is a Watkins Skylark. "If I'm correct, the picture does not do the airplane justice. "Enclosed is a picture ofa Skylark that used to be in the Denver area (below). As a youngster, I thought this Skylark was the most beautiful airplane I would ever see. The owner, Eddie "Ace" Brittain, had purchased the ship in Wichita area and had "spifJed it up" substantially. It was a beauty, as you can see. A 70 hp LeBlond was mounted, ifI remember correctly. " Very truly yours, Dusty Rhodes

by H.G. Frautschy

equipped with a 60 or 85 hp LeBlond ra­ ing that he sold the ship to Norman F. dia l inside an NACA cowling, but two of Kramer, Syracuse, KS who installed a them had a 55 hp Velie, at least when they new propeller and used the ship for sev­ left the factory. eral years before he sold it in late 1935 to "Span: 37', length 23 '6", weight empty P. o. Fisher and K.L. Brown, Ogallala, From Lennart Jo hnsson, Elds berga, 885 1bs, gross weight 1350 lbs, top speed NE. By 1938 Mr. Fisher had left the part­ (60 hpj 103 mph, cruising 80 mph, climb nership and the airplane was owned solely Sweden we have this word: by Kenneth Brown. That 's what the regis­ "The January 1998 Mystery Plane is a 725fpm. "The airplane in your picture, 460W, ters say, except the broken propeller Skylark two-seater, built by Watkins Air­ craft Co. in Wichita, KSand designed by had cln 106 and was built in 1930 with an about which I read about in the AAA Wallace C. "Chet" Cummings, who was 85 hp LeBlond and model designation News, July-August 1967. " Sincerely,

also involved in the design ofMohawk SL-2 . It was purchased new by O.E. Lennart Johnsson

Clancy, Garden City, KS who flew it from Redskin and Overland Sport. Watkins Air­ craft Co. built six or seven Skylarks, or Wichita to his home town, where he over­ Model SL, during its lifetime which lasted shot the landing and broke the propeller. - Continued on page 28­ from 1928 to 1930. Most ofthem were At this, Mr. Clancy got so fed up with fly­

Watkins Skylark

26

APRIL 1998

'.

VINTAGE TRADER Something to buy, sell or trade?

ARLINGT The West's Premier EAA Event

An in expensive ad in the Vintage Tra der may bejust the answer to obtaining that elusive part . .50¢ per word, $8. 00 minimum charge. Send your ad and payment to: Villtage Trader, EAA Aviatioll Cellter, P,O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your credit card number to 920/426-4828. Ads must be received by the 20th ofthe lII onthfor insertiOIl in th e issue th e second month/a llowing (e.g. , October 20th for the December issue.)

MISCELLANEOUS BABBln BEARING SERVICE -rod bearings, main bearings, camshaft bear­ ings, master rods , valves. Call us Toll Free 1/800/23 3-6934 . e-mail ramremfg@aol.com http://members.aol .com/ ramremfg/home/sales.html VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202. (1440) FREE CATALOG: Aviation books and videos. How to, building and restoration tips, historic, flying and entertainment titles. Call for a free catalog . EAA, 1-800-843-3612. National Aircraft Finance Company. We finance most types of aircraft including experimentals. No aircraft age limit. Call 1-800-999-3712, Fax 941 -646-1671 . Email-nafco@airloans.com Homepage http://www.airshow.neVnafco New video - Hand Propping! $24.95 plus $3 s&H. FREE BROCHURE & CATA­ LOG! 800/296-1147. Visa/MC/check. Larry Bartlett Aviation Videos, P.O.Box 1197, Stevens Field , Pagosa Springs, CO 81147. RESTORATION CRAFTSMEN - A&P, I-A, over 35 years experience. Tube, fab­ ric, sheet metal, custom wood wings our specialty. Reasonable shop rate. Phone for information. Avondale Airmotive, 740/453-6889, 740/455-9900. (0088) WANTED CURTISS JENNY CANUCK PARTS - Stabilizer, elevators, fuselage controls, tail post frttings; also instruments. Anything for the Canuck, what have you,740/453-6889. (0089)

HOMEBUILTS • ANTIQUES ULTRALIGHTS CLASSICS • HELICOPTERS WARBIRDS • AIRCRAFT FLYBYS & AIRSHOW EVERYDAY • EXHIBITS - FORUMS FLY MARKET • AIRCRAFT JUDGING & AWARDS • FAMILY ACTIVITIES CAMPING • OUTDOOR RUNWAY THEATER EACH EVENING • HOT AIR BALLOON RALLY • HOME BUILDERS WORKSHOP • COMPLETE FOOD SERVICE

PLANS FOR CLASSIC AIRPLANES (SUN 'n FUN BLDG D BOOTH 40) - TRAVEL AIR 2000 $350 .00. PARAMOUNT CABINAIRE $350.00. CURTISS JENNY $275.00. Fabricated parts available for experimental aircraft only. Experimental "TRAVEL AIR 2000" completed 40 hour test program. Original OX-5 Curtiss Wright replaced by Chevrolet 350 V-8. Gear reduction by THRUST INC. Model 200. Information kit including video $30.00. Contact THRUST/BUD ROGERS, 2764 Navigator Avenue, Sanford, Florida 32773, Phone 407/324-9433, Fax 407/324-1233. Dixie magneto switch (dual), $395 - Curtiss magneto switch, $445 - HeathHenderson engine and prop, $1950 - Brass 2' Venturi, $125 - American Optical "pursuit" flight goggles, $195 - "Gnome" overhaul manual, $195 - Consolidated tachometer, $185 - Lindbergh style 1920's flying suit, $325. 01' Jon Aldrich, 209/962-6121 . CASTINGS: Stock and custom manufactured, exhaust manifolds, heads, water pumps, pulleys, air intakes, brackets, cylinder sleeves, blocks. Wax investment, plaster and dry sand molding. Complete tooling and machining . MOTOR FOUNDRY & TOOUNG, INC., 1217 Kessler Dr., EI Paso, TX 79907 USA, Ph. No. 915/595-1277, Fax 915/595-3167. ATTN: Valor D. Blazer. (0144) Storage Surplus - 6' Maule tail wheel , fiberglass battery box, Cub/Aeronca engine mount, unused. Call for info. 8031797-1877 after 6:00 p.m. Aeronca Chief - Good nose bowl and spinner, new Mc Dowell starter. Mike Ricard, 978/692-1738.

VINTAGE AIRPLANE

27

MysteryPiane Membershi~ Services Directo~ -Continued on page 28­ Enjoy the many benefits ofEAA and the

Walt House, of Wichita, KS had plenty BAA Antique/ClassicDivision

to add to the story: " ... There were six built, serial 1 and 101 through 106, with the exception of 104. There is no record of it, but a Dr. Donald 0. Howard here in Wichita said he and his friend, Glen l orlam owned one which he says was never registered. It may be the missing No. 104. He said they assembled it out ofa crate in 1933. EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 For some reason it was never assembled Phone (920) 426-4800 Fax (920) 426-4873

at the factory. " Web Site: http://.eaa.organd http://www.flyin.org E-Mail: Vintage @eaa.org

"E.A. Watkins hired Chet Cummings to design it and is why it looks so much like the Mohawk Pinto, which he also designed. EAA and Division Membership Services Flight Advisors information ..... 920-426-6522 Flight Instructor information ... 920-426-6801 800-843-3612 •••• • •••••••. FAX 920-426-6761 "The Skylark were certified on CAA Flying Start Program •• • • • •• ••• • 920-426-6847 Monday- Friday CST) (8:00 AM -7:00 PM Group 2 approval, 2-182 issued February Library Services/Research ...... 920-426-4848 • New/renew m emberships: EAA, Divisions 21, 1930. The company was closed in 1930 Medical Questions ...... . ...... 920-426-4821 (Antique/Classic, lAC, Warbirdsl. Nati onal like the other dozen or so here in the Air Technical Counselors ..... . .... 920-426-4821 Association of Flight Instructors (NAFI) Capital during the depression. The factory Young Eagles .... .. ... ... .. . . .. 920-426-4831 • Address changes was at 2300 E. Douglas. The Kansas Avi­ • Merchandise sales Benefits • Gift memberships ation History Museum would dearly love Aircraft Financing (Green Tree) . . 800-851-1367 to have a Skylark. Where is 460W today?" AVEMCO ....... ... .... .. .. .. . 800-638-8440 Programs and Activities Regards,

AUA . ............ . .. ... ... ... 800-727-3823 Aircraft (General Questions) . . . . 920-426-4821 Walt House

Editorial Auto Fuel STCs . .... ......... .. 920-426-4843

Other correct answers were received from: Bill Ewertz, Sonoma, CA; Remo Galezzzi, Peta luma , CA; Vic Smith , Uxbridge, Middlesex, United Kingdom; Robert Evans, Allentown, PA and Roy Cagle, Prescott, AZ. Send your Mystery Plane correspondence to: Vintage Mystery Plane EAA P.D. Box 3086

Oshkosh, WI 54903-3086 ....

• AIRCRAFT INSURANCE •

Insure it as you restore it! Tail feathers tD nose gear, we love vintage aircraft! US and Canada

800-276-5207 www.avemoo.oom

Buildlrestore information ..... . 920-426-4821 Chapters: locating/organizing .. 920-426-4876 Education . . . . ....... . ......... 920-426-6815 • EAA Air Academy • EAA Scholarships • EAA Young Eagles Camps

CAVEMCO·

INSURANCE COMPANY

28 APRil 1998

EAA Aviation Foundation Artifact Donations ............. 920-426-4877 Financial Support ............. 800-236- 1025

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Associ­ ation , Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family member­ ship is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually . All major credit cards accepted for membership. (Add $1 6 for

Foreign Postage.)

ANTIQUE/CLASSIC Current EAA members may join the Antique/ Class ic Division and receive VINTAGE AIR­ PLANE magazine for an additional $27 per year. EAA Membership, VINTAGE AIRPLANE mag­ azine and one year membership in the EAA Antique/Classic Division is available for $37 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign Postage.)

~avallable In JlC and Quebec

ffi WliCiIl

Submitting article/photo; advertising information 920-426-4825 ••••••••.•.•. FAX 920-426-4828

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

EM Membership, SPORT AEROBATICS maga­

zine and one year membe r ship in the lAC

Membership dues t o

Division is avai lable for $50 per year (SPORT AVIATION magazine not included). (Add $10 for Foreign Postage.)

WARBIRDS Current EAA members may join the EAA War­ birds of America Division and receive WARBIRDS 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). (Add $7 for Foreign

Postage.)

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).(Add $8 for

Foreign Postage.)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required Foreign Postage amount for each membership.

EM and its d ivisions are not tax deduc t ible as charit able contributions.

Anne Anderson ..... Santa Barbara, CA William L. Barger .... ... . Sonoma, CA George J. Barker. .... . .. . Leesburg, FL Thomas C. Bartholomew .. Stanwood, WA Richard Bayley ....... . Truensville, WI Ronald D. Black ... . . Valley Center, KS James A. Blackwell ..... Tylertown, MS Roger Bond........... Lecompton, KS Stephen T. Booth . . . .. . Blacksburg, VA Warren Art Campbell . .. . Fullerton, CA John Carl ..... .. ...... Louisville, KY Eugene A. Clark ..... . . . Cedar Hill, TN Dwayne L. Clemens . ..... . Wicruta, KS John Critenden . . . .... . North Hills, CA Doyle W. Curtis . ....... .. Verona, WI Harry E. Dawson, Jr. ... ... . Rome, GA E. Dickens ... . . . .... ... ... Ocala, FL John Stephen Dunn .. . . Panama City, FL William Eddy ............. Tulsa, OK Charles Feltman ........ Oceanside, CA Robert F. Forest .... . ... . St. Pauls, NC Joe Frigo, Jr. ... . ... . .. Cullowhee, NC John H. Garrett ... ... . Costa Mesa, CA Ed Gelvin . .. . .......... . Central, AK Walter Glenna..... . . Chisago City, MN Sean P. Gonia . ..... . . . . Princeton, WI Lee Granberry ..... . ..... Portland, TX Jeffrey Greenawalt .. ..... Fairfield, PA Kurt F. Gubert . . .. ....... . Ashley, MI Jerald L. Hanson ...... . . Yorkville, IL Gary G. Hill .. .. . .. .. . . .. Seattle, WA Michael Hillman ........ Lafayette, LA Donald W. Hinds .... . . Woodstock, GA Martin G. Hockett ... ... Richmond, VA Douglas Hormann . ..... . Hillsboro, OR Eddie Howard . . ... .. . ... St. John, WA Jim Howe ........ .. . Georgetown, CA Grey Herman Huxter . . .. ...... . .. W1Utby, Ontario, Canada Lynn N. Ista . . Inver Grove Heights, MN Sam J. Jacobsen . .. . Incline Village, NY Allan E. Johnson .. . .... Stillwater, MN E. H. Kirby .... . ......... Panacea, FL Dan Lakeman .. . . ..... . Haleyville, AL Jim Lang .... . .... . . . ... Buckley, WA

W. R. Langston .. . .. ...... Kemah, TX Paul Leugers ... . ..... . Cincinnati, OH Ron Lowe ... ....... .. .. Palisade, CO Russell Megee . .. . . Edgewater Park, NJ Myron Mitchell ... ... North Scituate, RI JeffM . Montgomery ..... . .. Kent, WA John F. O'Brien .. Westlake Village, CA Bill Ogletree . . ......... St. Helena, CA Mike Osborne ........ . ... Benson, NC Garland S. Paulk ... . . .. ... Apopca, FL John M. Pepple .. .. . ..... Mohnton, PA Charles B. Perkins ..... .. . Newark, DE James Perrotti . . ..... Londonderry, NH Michael 1. Pomovets ... Jacksonville, FL Gretchen C. Prendergast . . Charlotte, NC Terry L. Presley ...... Rising Fawn, GA Peggy Raduenz ........ Watertown, WI Jennifer Raduenz ... . . . . Watertown, WI Sara Raduenz... ... . . . . Watertown, WI Ernest R. Raffield .. .. .. . ...... . Panama City Beach, FL Peter B. Reed .......... . . Goshen, OH

Fly-In Calendar The fo llowing list ofcoming events is fur­ nished to o ur rea ders as a matter of inform ation only and does not constitute approval, sponsorship, in volvement, control or direction ofany event (fly- in, seminars, fly market, e tc.) listed. Please send the infor mation to EAA , Au: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Infor­ mation should be received four months p rior to the event date. APRIL 16-1 7 - ST. AUGUSTINE, FL - Fifth East Coast ILPA Gathering. Info: Hamilton Upchurch, 9041797-7557, FAX 9041825-4862 APRIL 18 - HUNTS VILLE, AL - Moontown Airport. EAA Chapter 190 Fly-In sausage, egg alld pan­ cake Eat 'Em Up Breakfast. 205-852-9781. APRIL 19-25 - LAKELAND, FL - 24th A II/Illal EAA Fly-In & Sport A viatioll Conventioll. 9411644-2431. APRIL 25 - LEVELLAND, TX - EAA Chapter 19 Fly-In Breakfast. 8-10 a.m. Info: 8061794-5961. APRIL 25-26 - SPRINGFIELD, IL - 5th Annual Charlie We lls Memor ial Fly- In B fast. 2171483-3201. APRIL 28 - HALF MOON BA Y, CA - 8th Annual Pa­ cific Coast Dream Machin es, to benefit th e Coastside Adult Health Center. Info: 6501726-2328.

Guillermo E. Rios .... . .. . . . Ponce, PR

MAY 1-3 - ROANOKE RAPIDS, NC - Spring EAA Fly-In sponsored by EAA AIC Chapter 3. Vintage videos, barbeque, major speaker, awards in all categories. EAAfellowship. Fax to Ray Bollom: 7571873-3059.

R. Vincent Santorelly .. ........ . ... New Smyrna Beach, FL

MA Y 1-3 - CLEVELAND, OH -1 4th Annual Air Rac­ ing History Symposium. 2161255-8100.

William M. Rentz . ..... .. . Orlando, FL James H. Replogle.... . . Las Vegas, NY

Brett A. Scheidel .. . . . .. . Nicolaus, CA Charles Scrusler. ..... Westminster, MD Charles E. Selsor ..... . Schaumburg, IL William J. Shults . . Sun City Center, FL Stephen Smith ... .. .... Crestwood, KY Bruce E. Smith ...... Battleground, WA James F. Sprague ......... .. Craig, AK John Tempest ... . . . . Shoreham By Sea, Great Britain Larry D. Todd ... . .... ... Wasilla, AK Richard Wells . ....... . ... Tempe, AZ Irwin Whittemore, Jr.. ... .. Sarasato, FL Todd T. Wilkinson .... . Rosamond, CA Mark A. Williams ..... Mt. Pleasant, SC David Wittenmyer. ... .. Waterville, OH Walter Yankauskas ... . . San Diego, CA

MA Y 2 - NORTH KINGSTON, RI - Quonset State Air­ port (former Quonset Naval Air Station). Annual Pancake breakfast, 8 a.m. - I p.m. No rain date. MA Y 3 - DAYTON, OH - EAA Ch. 48 Fly-In B 'Fast. Morain e Airpark. 9371878- 9832. MA Y 9 - ENGLEWOOD, CO - Centennial Airport. Just Plane Fun For Kids airport open house. Info: Mall GrolV, 3031790-0598. MAY 16 - HUNTSVILLE, AL - Moontown Airport. EAA Chapter 190 All Day Annual "Old Fash­ ioned Fly-In. " Info:2051852-9781. MAY 16 - TRENTON, NJ - Chapter 176 Young Eagles Fly- In, rain date 5117. Call 6091895-0234 for location. MAY 16 - WISCONSIN RAPIDS, WI - EAA Chapter 706 Pancake BreaAfast Fly-In. 715/435-3644. MAY 16-1 7 - HICKORY, NC - 6th annual Warbirds over Hicko ry Fly-In. 9:30 a.m. - 5 p.m. Info: 7041437-0541. MAY 16-/ 7 - MEMPHIS, TN - EAA SportAir Work­ shop. 8001967-5746. VINTAGE AIRPLANE

29

MAY 17 - WARWICK, NY - Warwick Aerodrome (N72). JO a.m.-4 p.m. Food, trophies, Judging reg. closes at 2 p.m. Info: Harry Barker, 973/838-7485. MA Y 23 - FREDRICKSB URG, TX - Gillespie County airport (T82) EAA Chapter 1088 brunch and fundraiser for A WOS. Info: Stan Shannon 830-997-8802 or shannons@jbg.net. JUNE 4-7 - JACKSONVILLE, IL - 1998 Ercoupe National Convention. Everyone welcome. Info: John Wright, Jr. 217/698-8243. JUNE 5-6 - MERCED, CA - Annual Merced West Coast Fly-In. 209/383-4632. JUNE 5-6 - BARTLES VILLE, OK - Frank Phillips Field - 12th Annual National Biplane Convention and Exposition. Biplane Expo '98. Biplanes and NBA members free - all others pay admission. Info: 918/622-8400 or 918/336-3976. JUNE 5-6 - MERCED, CA - 41st Merced West Coast Antique Fly-ln. Info: Virginia or Ed Morford, 209/383-4632. JUNE 6- 7 - MEDFORD, OR - EAA Chapter 319 Rouge Valley Family Fly-ln. Info: Cindy Walker, 541/855-9036. JUNE 7 - JUNEA U, WI. - EAA Chapter 897 's an­ nual Fly-In Breakfast, 8 a.m. - I p.m. Dodge County Airport, Juneau, WI (920) 885-4035. JUNE 12-14 - MA TTOON, IL - Luscombe Fly-ln. Coles County Memorial Airport (MTO) 217/234-7120. JUNE 13 - INTERNA TIONA L YO UNG EA GL ES DA Y. Contact the EAA Young Eagles office, 920/426-4831. JUNE 13 - TRENTON, NJ - ChapTer 176 Young Ea­ gles Fly-In, rain date 6/14. Call 609/895-0234 for location. JUNE 13 - ANDOVER, NJ - Andover-Aeroflex Air­ porT, 12N. Olde fashioned fly-in sponsored by EAA A/C Chapter 7. Old birds, Young Eagles, Flying Start, Penny-a-pound flights, good eats. 973/786-5682, 973-361-0875. Rain date 6/14. JUNE 13-/4 - FR EDERICK, MD - EAA SportAir Workshop. 800/967-5746. JUNE 13-/4 - GAINESVILLE, TX - 36Th Annual Texas AAA Chapter Fly-in. Info: 940/668-4564. web site: hrtp://www.coke.neti-airport JUNE 14 - FULTON, NY - Oswego County Airport (FlY) EAA Chapter 486 Pancake Breakfast fea­ IIIring biplanes. Awardfor Best Biplane. Info: Ken Graves 315/466-6928. JUNE 18-21- CRE VE COEUR, MO - Creve Coeur air­ port. American Waco Club Fly-ln. Info: Phil Coulson: 616/624-6490 or Jerry Brown: 317/535-8882. JUNE 20-21 - LACROSSE, WI - AirFesT '98 Two day airshow. Info: 608/781-5271. Check NO TA MS for field closure. JUNE 20 - HUNTS VILLE, AL - Moomown Airport. EAA Chapter 190 Fly-In sausage, egg and pan­ cake Eat 'Em Up Breakfast. 205-852-9781. JUNE 20 - COOPERSTOWN, NY (NY54) - EAA Ch. 1070 Fly-In B'Fast. 607/ 547-2526. Rain: 6/21. JUNE 20 - LAGRANGE, OH - EAA Ch. 255 Fly- In Breakfast. 440/355-649/.

JUNE 20 - GA YLORD, MI - Otsego County Airport (GLR). EAA Chapter 1095 Pancake BreakfaST Fly-In. 7 a.m.-noon. Rain date: 6/21. Info: Tom Lesinski, 517/786-4908, Phil CurTiss, 517/939­ 8715, pcurtiss@bigfoot.com

JULY 18 - COOPERSTOWN, NY (NY54) - EAA Ch. 1070 Fly-In B'Fast. 607/547-2526. Rain: 7/19.

JUNE 20-21 - BARABOO, WI - Baraboo-Dells Airport Times. Breakfast served by the Optimist Club from 7:30am to 12pm, RA IN OR SHINE! $4.50, Chil­ dren 6-10 $3,5 & under free. Info: Joe Canepa, 608/356-6822 (W), 608/356-0429 (H), 608/356­ 7558 (FAX) or email at jcanepa@midplains.net

JULY 24-26 - MERRILL, WI - Hatz CB-I Anniver­ sary Reunion. 715/536-3197.

JUNE 21- SCHAUMBURG, IL - Schaumburg Re­ gional Airport (6C) - EAA ChapTer 153 Pancake breakfast, 8 a.m.-noon. Info: 630/830-0559. JUNE 25-28 - MT. VERNON, OH - Wynkoop Air­ port. 39th Annual National Waco Club Reunion. Info: Andy Heins, 937/866-6692 or email at waco­ club@aol.com JUNE 27-28 - DENVER, CO - EAA SportAir Work­ shop (Covering/Composites). 800/ 967-5746. JUNE 27-28 -PETERSBURG, VA (PDA) - VA State EAA Fly-In. 804/358-4333. J UNE 27-28 -LONG MON T, CO - 20th Allllual Rocky Moulltaill EAA Fly-III. 303/798-6086. JUNE 28 - ANDERSON, IN - EAA Chapter 226 Fly­ In breakfast. JUNE 28-JULY 3 - LAKELAND, FL - 30th Annual International Cessna 170 Assoc. convention. 1nfo: Dale or Marty Faux: 941/646-4588. JULY 3-5 - CREVE COEUR, MO - Creve Coeur air­ port (I HO). Great War Fly-In. Info: Don Parsons. 314/397-5719, PlsurFlyin@aol.comor Tim Adcock, 314/861-0183 ADFEST@aol.com JULY 4 - FREDRICKSBURG, TX - Gillespie County airport (T82) EAA Chapter 1088 4th ofJuly parade. Info: Stan Shannon 830-997-8802 or shannons@jbg.net JULY 8-12 - ARLINGTON, WA - Northwest EAA Fly­ In. 360/435-5857. Web site: Wlvw.mveaa.org!nweaal J UL Y 10-12 - LOMPO C, CA - 14th annual West Coast Piper ClIb Fly- In. Info: Bruce Fall, 805/733-1914. JULY 10-12 - ALLIANCE, OH - Alliance-Barber Airport (2Dl). Taylorcraft Owners Club and Tay­ lorcraft Old-Timer's 26th Annual Reunion. 1nfo: 330/823-9748,823-1168 or email attcraft@al­ Iiancelink.com JULY 10-12 - PITTSFIELD, IL - Pitrsfield Penstone Airport - July 10-12. Gathering ofEagles. Fly-In breakfast on Sunday. Camping on field, motels and transportation available. Info: 217/285-4756. JULY 11 - FREDRICKSBURG, TX - Shannon ranch fly-in. Info: Stan Shannon 830-997-8802 or shan­ nons@jbg. net JULY 11 - PUNTA GORDA, FL - EAA Ch. 565 B'­ fast. Y. Eagles. 941/575-6360 JULY 11-12 -ATLANTA, GA - EAA SportAir Work­ shop. 800/967-5746. JULY 12 - RENSSELAER, IN - EAA Ch. 828 Fly-In/ Drive-In Lunch. 219/866-5587. JULY 12 - NAPLES, FL - EAA Ch. 1067 Pancake Breakfast. 9411 261-5701.

J ULY 24 - COFFEYVILLE, KS - Funk Aircraft Owners Assoc. Reunion. Info: 302/674-5350.

JULY 26 - BURLINGTON, WI- 6th annual g.roup Er­ coupe fly-in to Oshkosh. Wheels up at 1 p.m. Everyone welcome to join. Info: Syd Cohen, 715/842-7814.

JULY 29-Aug. 4 - OSHKOSH, WI - 46th Annual EAA Fly-In and SportAviation Convention. Wittman RegionalAirport. Contact EAA, PO Box 3086, Oshkosh, WI 54903-3086, 920/426-4800. JUNE /4 - FULTON, NY - Oswego County Airport (FlY) EAA Chapter 486 Pancake Breakfastfea­ turing vintage aircraft, cars and motorcycles. Awards. Info: Ken Graves, 3151466-6928. AUGUST 9 - QUEEN CITY, MO - Applegate Airport 11th annual Fly-In. Everyone welcome. 660/766-2644. AUGUST 9 - MENDOTA, IL - Grandpa 's Airport. EAA Chapter 263 Fly-In breakfast, plus trans­ portation to the Sweet Carll Festival that afternoon. Info: 815/539-6815 or -5378. AUGUST 15-16 - KANSAS CITY, KS - Downtown Kansas City Airport (MKC). Kansas City Expo '98. Young Eagles rally. S EPT. 6 - NA PPANEE, IN - Fly-In/Drive-In Ice Cream Social. 1-4 p.m. Info: Fast Eddie Milleman, 219/773-2866. SEPT. 12 - TRENTON, NJ - Chapter 176 Youllg Ea­ gles Fly-In, rain date 9/13. Call 609/895-0234 for location. Sept. 12-13 - MARlON, OH - Mid-EaST­ ern EAA Fly-In (MERFI). 513/849- 9455. Sept. 12-13 - MA RION, OH - Mid-Eastern EAA Fly­ III (MERF/). 513/849- 9455. SEPT. 12-13 - HAGARSTOWN, IL - EAA Chapter 373 Fly- l n. Cook out and camping Sat. aft.levening, breakfast Sun a.m. Info: Marvin Stohler, 7651489-4292. SEPT. 19-20 - STERLING, IL - Sterling-Rock Falls Whiteside Co. Airport (SQI). NCEAA Old Fash­ ioned Fly-ln . Info: Dolores Neunteufel, 630-543-6743. SEPT. 25-2 7 - ATWATER, CA - Castle Airport (for­ merly Castle Air Force Base) Golden West EAA Regional Fly In. Info: Lela Edson, 530/626-8265 or email: edson@foothill.net SEPT. 26 - OLATHE, KS - Olathe Executive Airport (OJC). Annual EAA/FAA Partnership Fly-In and Young Eagle Rally. Oct. 8-11 - MESA, AZ - Copperstate EAA Fly-In. 520/228-5480. Oct. 9-11 - EVERGREEN, AL - Southeast EAA F1y­ 111. 334/765-91 09. Oct. 10-11 - WILMINGTON, DE - East Coast EA A Fly-III. 302/738-8883.

JUNE 20-21 - RUTLAND, VT - EAA Ch. 968 "Tail­ dragger Rendezvous " Pancake B 'jast. 802/492-3647.

JULY 13-16 - MIDDLETOWN, OH - Short Wing Piper Club Convention Fly-ln. 513/398-2656.

OCT. 10-1 I - FRANKLIN, VA - 28th Annual EAA Chapter 339 Fly-ln. Ultralights to Warbirds. Info: 757/486-5192 or 460-3680.

JUNE 20 - MOOSE LAKE, MN - Lake Air Flying Club Annual FZv-In breakfast. 7:30 - 11a.m. Info: Larry Peterson 218/485-4441.

JULY 18 - HUNTSVILLE, AL - Moontown Airport. EAA Chapter 190 Fly-In sausage, egg and pan ­ cake Eat 'Em Up Breakfast. 205-852-9781.

OCT. 17 - TRENTON, NJ - Chapter 176 Young Ea­ gles Fly-In, rain date 10/17. Call 609/895-0234 for location.

30

APRIL 1998

lill King Valley Cottage NY

Holds Commercial SEL and A&P certificates Flying enthusiast since early 1960's

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COMBO SYSTEM WAS A BIG HIT AT OSHKOSH!! If you happened to stop by the Antique/Classic Builders Workshop at the convention you probably saw our new respirator/paint sprayer system at work. Many of you stopped by the Fastech booth to get a closer look at this unique system. Because of the tremendous interest in the product we have decided to extend the show price for a limited time. If you didn't get a chance to see it, the CITATION system combines a fresh air respirator and HVLP paint sprayer in one cabinet to offer the utmost in safety, convenience and spraying technology at a very competitive price! Total system priced at just $799.00 (for alimited time only)

-Continued/rom page 21­ The weight itself is locally made made out of 3/32 brass sheet, and is soft soldered to the end of the float lever op­ posite the float. Normally, this would only be done at the time of overhaul by an overhaul facility. Since the Delrin need le is lighter than the older steel or neoprene tipped needle, it is imperative the 4 gram weight be added. As a matter of interest, the folks in the accessories de­ partment of El Reno Aviation, El Reno , OK, were kind enough to point out that even with a new Delrin needle, 15 to 20 minutes is about the longest one can expect before the needle wi ll begin to leak slightly (a drip every so of­ ten) after the fuel va lve is turned on in a normal gravity feel fuel system! The bottom line is that the carb will leak slightly when at rest, and turning the fuel off is the only sure way to be certain no fuel will dribble out of the carb air box and only the ground.

If you're planning on a carb overhaul, be certain to ob­ tain only the Delrin needle, and ensure the added weight is soldered to the float lever per Bendix Service Bulletin 84, revision 1 dated July 15 , 1972. Our thanks to member Bob Hollenbaugh for bringing this to our attention, and to the accessories parts and service de­ partment at El Reno Aviation for lending their expertise. ....

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