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December1992 Vol.20,No.12
CONTENTS
2 AlCNews
3 VintageLiterature- 20th
Anniversary/DennisParks
7 HintsforMaintainingtheOX-5/
Harold Armstrong
12 DeltonPerry'sTri-Pacer/
H.G.Frautschy
16 JoeHughes' BestCessna1701
NormPetersen
18 A DebtPaid/Joe Dickey
20 What OurMembersAreRestoring/
NormPetersen
22 PassittoBuck/
E E. "Buck"Hilbert
24 Mystery Plane/GeorgeHardie
25 WelcomeNewMembers
26 Calendar
27 VintageTrader
Page 7
Page 12
Page 20
FRONT COVER ... Joe Fleeman flew Delton Perry's PA-22 Piper Tri-Pacer
to EAA OSHKOSH '92, where it was awarded the Reserve Grand
Champion Classic trophy. EAA photo by Carl Schuppel, shot with a
Canon EOS-1 equipped with an 80-200mm lens. 1/250 @ f5.6 on
Kodachrome 64. Cessna 210 photo plane flown by Bruce Moore.
BACK COVER ... 'Coffee Break' is the title of this winter evening scene
of an airmail field during the early airmail days. The oil painting was
the winner of an Honorable Mention Ribbon in the 1992 Sport Aviation
Art Competition. Artist Jerry Anderson can be reached at 240 Lumber
St" Highspire, PA 17034.
VINTAGE AIRPLANE
20th ANNIVERSARY
As you can see by the special logo on
the cover of this month's VINTAGE
AIRPLANE, the magazine begins its 21st
year as the official publication ofthe EAA
Antique/Classic Division. The division,
which celebrates its 23rd year during
1993, has grown from a small group of
Antique enthusiasts, to over 8100 mem-
bers. Dennis Parks has a summary of that
ftrst year's publishing efforts in his col-
umn, Vintage Literature, and it makes
fascinating reading for both the new
member and the more senior devotees
among us. Another highlight of this issue
is the article by C.H. Armstrong concern-
ing OX-5 maintenance. Thanks to
Harold, we all get a chance to leam some
of the tricks that help keep these antique
engines running. I'd like to encourage
any member with experience to share to
sit down and write a technically oriented
article. It' s not necessary to be a good
draftsman - as long as you can get your
idea down on paper, we can take it from
there. In the future, I would like to have
enough material to have at least one tech-
nical article per month. Don't forget, you
can also send in your technical items (if
they aren't too long) to EAA Hints for
Homebuilders, and win a prize from both
Snap-on Tools and Aircraft Spruce and
Specialty Co. or from the John L. Fluke
Company. Follow Harold's lead, and
send in those technical articles - so we all
can continue to learn!
EAA ANTIQUE/CLASSIC
BOARD MEETS
October 9 and 10, 1992 saw a lot of
activity at EAA Headquarters, as the
Antique/Classic Board of Directors met
for their winter session. President
Butch Joyce will have items to report on
in his column next month, but one item
of immediate interest to the division
concerns its flagship publication, VIN-
TAGE AIRPLANE. The An-
tique/Classic Board voted to make the
following changes: Starting with the
February, 1993 issue, VINTAGE will
include a color section every other
month, for a total of six color issues per
2 VINTAGE AIRPLANE
year. In addition, the color section in
the October issue will include an ex-
panded color section to cover An-
tique/Classic activities during EAA
OSHKOSH. Dennis Parks' column,
VINTAGE LITERATURE, will be-
come a quarterly article, with additional
articles added by Dennis as subjects pre-
sent themselves. We look forward to
serving the membership with these
changes, and are open to your sugges-
tions concerning the contents of VIN-
T AGE AIRPLANE.
AUTO GAS STATUS REPORT
Recently, questions have directed to
the staff at EAA Headquarters concern-
ing the use of "oxygenated" fuels. Man-
dated in some locations due to air
quality and other gaso-
line containing these types of additives
have been the subject of some scrutiny,
including questioning weather it is ap-
propriate for use in airplanes covered by
an auto-fuel STC. For an up-to-date
explanation on this situation, please be
sure to read the "Auto Gas Status Re-
port" and the related item "FAA Re-
quests Fuel System Parts For Research"
in the "Hotline"section of the December
issue of SPORT AVIATION.
STITS POLY-FIBER
BUSINESS SOLD
Ron Alexander, proprietor of Alex-
ander Aeroplane Company, and Ray
Stits, have announced the sale of Stits
Poly-Fiber, Riverside, CA. In announc-
ing the sale to Ron Alexander, Ray Stits
said "I have reached the goal I set years
ago to develop the best covering system
possible with current technology, and
a very detailed covering manual to
take the mystery out of the seemingly
lost art of fabric covering. The time has
now come for me to turn the fablic
covering division of Stits Aircraft over
to younger hands to assure a continuous
supply of top quality covering materials
for many years in the future." The new
name of the company will be Poly-Fiber
Incorporated, and will continue at its
present location in Riverside. No
changes are anticipated in the dealer or
distributor network. Ray will also con-
tinue as a consultant to the company,
and will assist in fabric covering work-
shops such as those at EAA OSHKOSH
for an indefinite time.
EAA OSHKOSH '92
CONVENTION VIDEO
NOW AVAILABLE
It's virtually impossible to see and do
everything at the EAA Fly-Tn Conven-
tion, but a new videotape produced by
the EAA Aviation Foundation comes
close to capturing the action and excite-
ment of this annual aviation event. En-
titled "EAA OSHKOSH '92:
Excellence in Aviation," the 60-minute
production is the offtcial 1992 EAA
Fly-In Convention videotape. High-
lights include a tribute to several heroic
World War II-era groups, including the
Doolittle Raiders, the Tuskegee Air-
men, Glider Pilots and "Aces" from the
357th Fighter Group. In addition, the
video features special sections on Del-
mar Benjamin and the Gee Bee R-2
replica, which has thrilled aviation en-
thusiasts at numerous air shows this
year; the EAA Aviation Foundation' s
new Young Eagles program, which has
set a goal of giving I million young
people an airplane ride in the next 10
years; and the important new Small Air-
plane Certification Compliance Pro-
gram , which is designed to help
revitalize the light aircraft industry.
Viewers will also see segments on new
homebuilt designs and an affectionate
look at the antiques, classics, warbirds,
light planes, seaplanes and ultralights
attending the Fly-In. Coverage of the
exciting aerial showcases (which in-
cludes footage of two Lockheed "Con-
stellations" in formation flight!),
dynamic air shows and informative eve-
ning programs at Theater in the Woods
round out the program. Following three
months of production work, "EAA
OSHKOSH '92: Excellence in Avia-
tion," is now available for $29.95 (plus
$3 shipping/handling). Orders can be
placed by calling EAA's toll free video
hotline, 1-800-843-3612 (outside U.S.
call 414/426-4800). International PAL
format videos are also available through
Cord Aviation Videos in London.
EAA AIR ACADEMY AT
SUN 'N FUN '93
The first EAA AIR ACADEMY AT
SUN 'n FUN will be presented April 17
- 24, 1993. This exciting program for
youth age 15 - 17 will provide hands-on
workshop activities and guided fly-in
activities. The $450. registration fee in-
cludes food, accommodations and pro-
gram expenses for the week. The
number of participants will be very lim-
ited. Applications will be considered in
the order received. The detailed infor-
mation and registration materials pack-
age can be secured from the EAA
Education Office by calling (414) 426-
4888 or writing the Education Office,
EAA Aviation Foundation, P.O.B.
3065, Oshkosh, WI 54903-3065. ...

b-y ()ennis
Libr-ar--yjAr-chives ()ir-ect()r-
VINTAGEAIRPLANE
20thAnniversary
December 1992 marks the 20th anniver-
sary of VINTAGE AIRPLANE, the offi-
cial publication of the Antique/Classic Di-
vision of EAA. The roots of the
publication can be noted by some remarks
made by Jack Cox, editor of SPORT A VI-
ATION, taken from the minutes of the the
1972 annual meeting of the Division then
known as Antique Classic Aircraft, Inc.
"Several comments were made regard-
ing the necessity to increase present mem-
bership, and after some discussion it was
thought that through public relation work
uti li zing the pages of Sport Aviation and
other popular aviation publications more
could be aware of the accomplishments
and benefits of belonging to this separate
division.
"Jack Cox felt strongly that in the near
futu re an individual publication directed
specifically to the Antique and Classic
member would be a most effective means
of communication. Type clubs could use
the pages of this publication to get out the
their information on time and at less of a
burden to type-club presidents. In addi-
tion, this separate publi cation could serve
as [an] informationa l source on special
problems associated primarily with the
Antique and Classic Division. Also, it
could provide an excellent clearing house
for special parts from members within the
group. The additional expense for such a
publication was the subject of t he discus-
sion that followed. Morton Lester made a
motion providing for a $10 annual dues
for membership."
THE VINTAGE AIRPLANE
The first issue of t he division's publica-
tion appeared in December, 1972 with
Jack Cox as Editor-in-Chief. That first is-
sue, which was offset printed at EAA
headquarters, consisted of 12 pages. On
the front cover was Herb Harkcom's 1927
Fairchild FC-2 unde rgoing restoration.
After finishing and flying the aircraft for
six years it was donated to the EAA Mu-
seum.
Included in the premier issue was a
message by Paul Poberezny who gave his
good wishes to the division.
MESSAGE FROM PAUL
POBEREZNY,
EAA PRESIDENT
" I was very pleased with the sincerity
shown by those EAA Antique and Classic
aircraft ent husiasts who attended the gen-
eral meeting held in Haedtler Hall here at
EAA Headquarters on November 18th,
1972.
"The EAA Antique and Classic Divi-
sion was established about a year ago. Its
purpose was to select leadership within
the EAA Sport Aviation movement
whose aviation interests lie in this area -
EAA members of like interest who could
then, through organizational work expand
their activities and interests.
"The forming of Divisions within EAA
is an effort to obtain a greater number of
leaders on the team. For if one expects
one president of anyone organization to
attempt to represent all of these fine activ-
ities, we will then fall short of our goals in
developing team work, delegating respon-
sibility and leadership.
Butch Douma (front cockpit) and Rick Loeffler fly Butch' s Ryan PT-22 over Eastern Colorado in this cover photo from November, 1973.
VINTAGE AIRPLANE 3
This Howard Levy photograph of an Arrow Sport was the back cover of the May, 1973 issue.
"I would like to thank past President
Dave Jameson for his help in getting this
Division started. As you know, Dave is
also Vice President of the EAA Air Mu-
seum Foundation. This in itself can be
more than a full time endeavor - and this
division of responsibility has added an-
other leader to aviation' s team. I am sure
all in attendance were pleased with EAA
Antique and Classic President Buck
Hilbert ' s presentation and acknowledge
his past and present enthusiasm.
"The confirmation of the forthcoming
1972-73 officers through the election held
at this general meeting is evidence of the
support forthcoming. The discussions rel-
ative to dues, a publication, business as-
pects and fly-ins were encouraging and I
am sure a week could have been spent dis-
cussing these matters. The potential of
membership growth was termed tremen-
dous and the recognition that having a
home - a facility and the office support of
EAA - is a tremendous asset.
"To me, getting more members on the
team is very important to the perpetuation
of our endeavors to fly for fun , whether it
be with antiques , classics , homebuilts ,
warbirds, aerobatics or rotary wing. When
it comes to government restrictions - we
all are in the same boat. We need each
other, we need the numbers, we need the
individual leadership.
Buck Hilbert , the newly elected presi-
dent of the division, welcomed members
to the division in the first issue.
THE PRESIDENT SPEAKS E. E.
"BUCK" HILBERT
"Fellow EAA Member: The Antique
and Classic Division needs you as an ac-
tive member. We need membership and
we need money in the form of $10.00 dues
to give support to our members.
" In the Antique and Classic Division
there is the potential to be the largest divi-
sion of EAA. With aircraft over thirty
years of age classified as Antique and
those over twenty years old falling into
the Classic Category, we will have a new
C-CAHL
This Fairchild FC-2 float plane graced the backcover of Volume 1, Number 2-January, 1973.
4 DECEMBER 1992
c
o
Cii
o
~
1J
~
The 1973 EAA Grand Champion Antique was this 1929 Alexander Eaglerock, owned by Reagan Ormand, Jack Brouse and Douglas
Boren. It was featured on the cover of the August, 1973 issue.
and larger group each year.
"The intent of the Division is to gain
recognition of the Antique and Classic
aircraft and their owners as an integral
and important part of Sport Aviation. To
help us accomplish this, EAA will be the
parent organization. Administration,
manpower and facilities are provided by
EAA. The bui lding of the Antique and
Classic Division is up to us.
"The planning for the Division calls for
our own publication. First a monthly
newsletter, then as we grow, so will the
publication. This will be our means of
communication within the Division. Sug-
gestions are solicited as to contents but we
plan Type Club News, activities coverage,
feature articles on airplanes and people,
and most important, " Hot Line" news
items about what affects our flying and
our airplanes.
"As to Division identity, along with
our own publication, we will have an iden-
tifying jacket patch. decal. and card, our
o
Cii
~
1J
~ ~ ~ ~ ~ ~ ~ ~
The Antique/Classic divisions first president E.E. "Buck" Hilbert with his Fleet II at Meigs Field on the Chicago lakefront. This
picture was the cover photograph for the January, 1973 issue.
VINTAGE AIRPLANE 5
c
This photo, published in March, 1973, was the very first mystery plane - and it continues to be a mystery! Any takers?
own regional and local activities, and our
own parking, forums , and activities at the
National Oshkosh Convention. The EAA
Air Education Museum has also provided
space for displays, pictures and even air-
planes, as the Division des ires. The
Burlington, Wisconsin site is ours to use
also, as we choose.
"The dues money, then, will be used
for the publication and mailing costs, the
identity it ems of patch, card and decals ,
support of the parent EAA administration
staff and ideals, and the EAA Air Educa-
tion Museum. The $10.00 du es will be
supplemented by fly-in revenue , dona-
tions and other fund raising projects yet to
come.
'We welcome you as a member of the
EAA Antique and Classic Division."
The second and following issues of
THE VINTAGE AIRPLANE was
printed on slick paper by the Times Pub-
lishing Company of Random Lake, WI.
The March, 1973 masthead listed the ad-
dition of Gene Chase to the staff as Assis-
tant Editor. By July 1973 the publication
had taken on more of a magazine look
with colored stock for the cover and had
increased to 20 pages. Twenty pages
would be the standard until the summer
of 1974 when four more pages were
added.
THE FIRST YEAR
The first year of publication saw the
appearance of 55 articles in the pages of
THE VINTAGE AIRPLANE. The ma-
craft and 21 articles cover other topics.
The majority of the articles covered an-
tique aircraft. Ten articles were about
classic aircraft with the most popular man-
ufacturer being Piper with five articles.
In addition to the editorial and division
staff, authors that first year that may still
be familiar names to many members in-
cluded Bill Hodges , Ray Brandly, and
Kelly Viets.
Topics covered by the general articles
included: Chuck Klessig, the Church V-8
Aero Engine, Early Marine Aviation,
Edna Gardner Whyte, and four articles
about antiques and classics at the Oshkosh
'73 Fly-In. Other Fly-Ins covered were:
Blakesburg, Gastonia, National Stearman,
Sanatee, Staggerwing, Waco, and Wat-
sonville.
COVERS
Twenty aircraft appeared on the front
and back covers of the publication. Most
of the photos were of restored aircraft but
some of them were historic aircraft includ-
ing a Fairchild FC-2 on floats and Clarence
Cha mber lin with the Bellanca "Col-
umbia". Other covers included: The 1973
Grand Champi on Antique Alexander Ea-
glerock of Re aga n Ormand and Jack
Brouse, an Arrow Sport: Biplane and the
Ryan PT-22 of Butch Douma.
PRESIDENT'S PAGE
The only col umn to appear in the first
year of publication was the " President 's
tunity to give his vision and help shape the
new EAA division. The following exam-
ple " KEEP THAT BIRD STOCK" is
from the April, 1973 issue; " Each of us
who owns an Antique or Classic aircraft is
privileged to be the curator of our own
personal museum piece. It 's a responsibil-
ity whether we realize it or not. The more
rare the bird the larger the responsibility
and the greater the effort should be to
keep it original.
" Pride of ownership, pride in having
something no one else has , and greater
recognition is possible, by just keeping it
factory new and cleaner than the one next
to it. Butching up an airframe to make it
aerobatic or speedy, hanging on a bigger
engine, or in some way taking it out of the
original configuration makes it less desir-
able, and also important , less saleable.
"Some mods are necessary to keep the
birds flying. Brakes and a tailwheel are an
absolut e necessity in todays world of avi-
ation. So is a radio. And with engine re-
liability always a problem, a more mod-
ern engine is sometimes the only answer.
But to customize to gain attention will
never do the trick. If it 's an aerobatic
bird you want , go get a special. If it 's
speed your after, then step up to one built
for it. But keep those Antique and Clas-
sic machines stock ... as k our judging
committee. "
For twenty years the VINTAGE AIR-
PLA N E has been a strong voice for the
Antique/Classic division of EAA. Happy
*
jority of the articles (34) were about air- Page" where Buck Hilbert had an oppor-
Anniversary!
6 DECEMBER 1992
HINTSFORMAINTAINING
the
by C. H. Armstrong
One of the greatest challenges for the restorer of an
antique aircraft is keeping the old engine in good running
condition. This is particularly true for the Curtiss OX-5,
which is now 75 years of age. In this brief article, I will try
to show some of the ideas, tools, and gadgets that have
helped to keep my Waco 10 and Pitcairn PA-4 going (I
have had some of them since my pre-WW II Swallow days).
Valve springs should be tested for proper tension before
installing; for this purpose I made a tester utilizing a tension
scale obtained from the Brookstone Company. The proper
values are: exhaust - 35 pounds at 1 5/8"; Intake - 16 pounds
at 1 5/8"; Intake Pull-Down - 40 pounds at 2 3/4". If any are
found to be slightly low it is permissable to use a thin
washer under the spring to bring it up to the proper value.
The intake pull springs are held down by a thin strap
bolted to the base of the cam follower body. I have found
some of these cracked or broken off at the 90 degree bend
in the mounting flange. My solution was to run a bead of
silver solder along the bend , which seems to have
(Text continued on page I /)
Here' s the wall rack where most of my special tools are
kept. Easily recognized are the prop puller and hub
wrenches, carbon scraper, cylinder base wrenches, and
others, including the all important water pump wrench.
Photo #2 is a closeup of a few of my special gadgets. Starting at top
left is a tool for removing the water pump retaining collar. Below that
is an original carburetor jet wrench; the larger one is my improved
version. The long T handled tool is used to hold the intake pull spring
retaining strap down while installing the nuts. This simple device is
made from bar stock with a "u" shaped foot welded to the end
which straddles the intake pull tube. Without this tool , one generally
uses a large screwdriver or hammer handle which always manages
to slip off just as you get the forty pound spring compressed and the
nut about to start. Then it slips off and the nut and washer fly off to
a dark corner of the shop, never to be found again! The valve spring
compressor is a Wright engi ne tool (PIN 802870) with an added
bracket and adjustment arm which permits mounting in place of the
rocker arm support. A bushing (not shown) is required to reduce the
diameter of the ring which compresses the spring. Next to the valve
is a bronze valve guide sleeve (Made by TRW). These are used by
reaming the old guide boss and pressing in place instead of
replacing the guide. These were used during a recent top overhaul
on the Waco. The abrasive backed drum is used to t r ue up the
mounting flange on the rocker arm support. The tool below the
valve is used to retain a valve in position while removing the keeper
and spring. With this and the T handled tool next t o it, you can
remove a valve and ream a gummed up guide without pulli ng the
cylinder. Next is a flare nut wrench which has been ground down for
adjusting the exhaust tappets, and finally, a special reamer for valve
guide to fit valves with oversize stems. (This reamer was made by
my late uncle who was a machinist at the local tire manuf acturing
plant. It dates back to my Swallow days, when you could buy new
Jadson valves with oversize stems for fifty cents each).
VINTAGE AIRPLANE 7
Photo#3showsthevalveretainertoolandspringcompressor
inuse. Theretainingtoolthreadsintothesparkpi Up holeand
the bent arm positioned under the valve head. The steel
collar is then backed off, which pulls the rod upward and
tightensupunderthevalve.
OX-5INTAKE PULLSPRING ZENITH 06DSCARBURETOR
HOLD-DOWN TOOL JETWRENCH
1/2" D.x3"ROD 1/4" D.x2-7/8" ROD
\
\
5/16" HEX
5/16 " 0_ ROD - BAR;3"L.
"--..
lIJ 5/16" HEX
- SOCKET
(1/4" DRIVE)
SECTION CUT FROM
7/8" TUBE (NOTE:
I I

...----MAY ALSO BE MADE
FROM STRAP STEEL
BENTTOSHAPE_)
114" 0_
/ x2-7/8"
ROD
23/64"-[
Ir 1
3/8" x0.60"TUBE
/
-- - - 3-7/8"---+-
BERLING 0-81 MAGNETO
1
7/32"
WIRETERMINALWRENCH
WRIGHT ENGINEVALVE
SPRINGCOMPRESSOR
PIN 3096 W701 \
o
PIVOTSHAFT

OX-5 VALVE SPRINGCOMPRESSOR
1/4" STEEL ROD_
5/16" x0.065"STEELTUBE
\ WELD
I- 4-3/4" ----
3/16" STEEL ROD (PART OF SCRAP
INTERNALWING BRACEWIRE)
ox-sVALVESTEM HOLDER
Thisphotoshowsthehandyintakespringpusherinuse.
8DECEMBER 1992
Photo #4 shows the valve stem grabber in use, as well as the valve retainer tool and spring compressor.
13116" -18 THREAD
I
1/2" - 20 THREAD
I
1I111I1111
,
MADE FROM BRASS
BAR STOCK
(THIS FLANGE MAY BE DELETED)
..... t---------3-9/16" --------...
--1/4" ROD
OX-5 VALVE HOLDER
AN360-8 NUT
RIBBED OR KNURLED
WASHER BRASS NUT
I
5/8" - 0.065 TUBE
WELDED TO NUT
I
\
The flange shown just to the right of the spark plug threads can be deleted - it just happened to be on the raw stock that Harold
machined his valve retainer tool from. Harold also advises that the tool could be built up out of tubing raw stock, with the
different diameters welded together. Use your imagination to apply and modify these tools to your particular application.
VINTAGE AIRPLANE 9
The function ofthe rockerarm supporttrueing drum is shown in theabove photos.
The pilot shaft is 9/16" in diameter, and itis sometimes necessaryto run a drill or
reamerinthewateroutlettocleanupthesurfacetofitthepilot.
This is the tool for removing and replacing the water pump impeller. Itwas made
from a very old and inexpensive7/8"socket. A collarwas madefrom 1 1/4"x .065"
4130steeltubewithlugstofittheslottedcollar.
10DECEMBER 1992
CHUCKGRIPS SHAFT EXTENSION FOR
HEREWHEN
- USEIN DRILLPRESS
USEDIN ,-_-+_+-_----,

,
,
I
i@i
:
,.L.. _L;--+r "
3116
I 13116" I_\FACEDWITH
w MEDIUM GRIT
PILOTSHANK FITS ____ CARBORUNDUM
INWATER INLETHOLE 1. CLOTH
19m;;1
---2,112"-
OXSROCKER ARM SUPPORT
FACINGTOOL
(THIS TOOL COULD 0
BE MADE FROM A
SINGLE LENGTH OF
TUBING INSTEAD
OF WELDING TO A
SOCKET.)
OLD TYPE7/S"",
SPARK PLUG'
SOCKET
L--[J:---J

O
ADDED
COLLARMADE
FROM 13/4" x/
0.062"4130TUBE
OXS WATER PUMP IMPELLER
NUTWRENCH
The internal hex shape is a leftoverfrom
the inexpensive 7/8 socket -it serves no
purpose, and the end of the tool can be
madefromasectionofsteeltubing.
The above photo depicts a wide variety of jet wells that were at some time used on the
Zenith carburetor. Numbers 1, 2, 4, 5, and 6 are homemade, some of them made out
of spark plugs. Number 3 is an original which has been fitted with a petcock; the last
three are original short type used on the compensator jets. Those installed on the
carburetor are ones I made of brass bar stock; note that the front (main) ones are
longer (1 5/8"). All are are tapped for 1/8" Curtis drain valves. Connected to the float
chamber inlet is a Jobel fuel strainer; this was-an after-market item which is listed in
an old Nicholas-Beasley catalog for ten dollars. Most OX jobs came from the factory
with no strainer, and the book said "remove and clean jet wells before the first flight of
the day". A little water in these can ruin your day!
(Below) The OX-5 originally used AC #18 or N-I, Champion #7, BG #4B, or Mosler #18
spark plugs, none of which are currently available. I am running Champion 0-16s in
the Waco and AC C-86s in the PA-4; both are currently available and give good results.
Plug gap for both should be set at .025" . Also available from WW-II surplus is the BG
SU-485; I have some new ones which I have not yet tried. Photo #10 shows the old and
new mica insulated BG plugs, the Champion C-7, and the 0-16 replacement. Ignition
timing should be set at 32 degrees before top center (about 7116" of piston travel BTC).
(Text contilluedfrom puge 7)
eliminated the problem. Max Krueger of
San Antonio, Texas came up with a novel
solution. He eliminated the strap ,
replacing it with a tube which encloses the
spring and threads onto th e top of the
cam follower body. Max has a Waco 10,
Travelair 2000, and a Bird, all with the
OXX-6 engine, and he flys them often.
With few exceptions, these tips and
suggestions are not original. Most of the
I
information may be found in old
maintenance manuals and other
publications. I first saw th e valve stem
holder used by local AI Bill Pancake while
freeing a sticking valve on an C-65
Continental. Bob Wallace (Wallace
Engine Company, Baltimore, MO) used
one on the Waco, and also did the valve
guide bushing and valve seat replacement.
Ken Hyde (Virginia Aviation
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_1_'-1-11116"- (0.025" . 0.032"
STAINLESS STEEL)
EXH AUST VALVE HEAT BAFFLE
A common problem involves leakage of
exhaust gaskets. When this occurs it
doesn't take long for the exhaust heat to
take the temper out of the bottom coils
of the valve spring; this will result in a
high speed miss. There is a heat baffle
welded to the manifold which keeps the
heat away, but it does not protect from a
blown gasket. The solution is to make a
secondary baffle of stainless steel and
install it under the valve spring.
Company , Warrenton, VA) has been
maki ng up original style exhaust manifolds
of stainless steel, and also the water inlet
pipes , He also has mounting bases for
Scintilla mags (not including the rear box) ,
and a stainless water pump shaft kit with
modern Garlock seals which eliminates
the old wick packing. Ken is well known
for his beautiful and authentic Jenny
which has made the trip to Oshkosh twice.
There is one last problem I should
mention. There are four small capscrews
with a pin type exte nsion (PI N 0-71)
located on top of the crankcase, which
retain the intermediate camshaft bearings.
The spli t lock washer under one of these
broke, allowing the screw to loosen. It
happened to be the most rearward one
which is not visible without an inspection
mirror (Murphy's Law). To preclude a
recurrence I have drilled the capscrews
and the adjacent lugs on the crankcase
and safetied all of them.
While browsing through the Fly
Market at Sun 'n Fun earlier this year, I
came upon several valves threaded on a
wire with a tag marked "Rotary Engine
Valves". I immediately recognized them
as OX va lves; new (old stock)
Thompsons, some with oversize stems. A
few were rusted and pitted, but many
were very good and servicable. Some
days one gets lucky!
If you would like a full size copy of the
drawings shown in in this article, please
send a Self-Addressed, Stamped business
size Envelope (Don't forget the stamp!) to:
EAA A vialion Center
P. O. Box 3086
Oshkosh, WI 54903-3086
Attn: H.e. Frautschy - OX-5 Hints
PiperTri-Pacer...
One o/AviationsBestKeptSecrets
by H.G. Frautschy
Pssst! Hey buddy, wanna know a
secret? Only a few enlightened
individuals know this is true, so I'm
lettin' you in on the ground floor of this
great deal. Sound good? Ok, here 's the
skinny - the Piper Tri-Pacer is a really
great airplane.
No, really. I mean it. Now stop
laying on the floor laughing. It really is
true. The folks in the Short Wing Piper
club know it. and if they will excuse me
for letting the cat out of the bag about
this terrific airplane, I'll tell you all
about a super restoration by Joe
Fleeman and Delton Perry of a 1954
Piper PA-22 Tri-Pacer. Perhaps it will
help prove to you that the airplane that
has become the Rodney Dangerfield of
aviation (it gets no respect!) is a great
airplane , destined for aviation
immortality. Now stop pointing at the
pictures and laughing long enough to
read on!
12 DECEMBER 1992
The Piper PA-22 Tri-Pacer was
produced in a substantial quantity
(7,668) from late 1950 to 1963. The first
models were powered with the 125 hp
Lycoming 0-290-D, but the performance
steadily increased as the horsepower was
increased to 160 hp during the pro-
duction run. Also included during the
production run of the Tri-Pacer was the
"Colt" model , a two-place Tri-Pacer
powered with a 108 hp Lycoming 0-235.
Intended to compete in the trainer
market, over 1800 Colts were produced
from 1960 to 1964, when the model was
dropped in favor of the new Piper
Cherokee 140.
The Tri-Pacer's sire, the PA-20 Pacer,
was a trim, snappy performer, but its
conventional landing gear was making it
tough for Piper to compete with
Cessna' s modification of their 170, the
Cessna 172. The move toward tricycle
landing gears was in full swing, with
catch phases in the ad copy of the times
trumpeting "Land-O-Matic" landing
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gear and other such sales devices
intended to show pilots how easily the
tricycle-geared airplanes were to handle.
Still convinced that the steel tube and
fabric airplane was the most economical
airplane to manufacture and sell, (not to
mention it was the most expedient way
to get into the tricycle market) W.T.
Piper and his staff modified the Pacer
model to become the airplane that
would launch a hundred nicknames.
Monikers such as " Flying Milkstool " and
other less complementary phrases have
been used to describe the short-wing
Piper with a nosewheel, and even today
it still gets more than its fair share of
abuse. While nothing may be uglier
than a "ragged out " Tri-Pacer sitting
forlornly in the weeds, there are few
other airplanes that look cuter that a
PA-22 restored to the condition you see
done by Delton Perry and Joe Fleeman.
For getting around and flying where you
want to go on a budget, it fits the bill
perfectly, and it 's cute to boot!
During the summer of 1987, the
sudden demise of a Lycoming 0-290-2D
in N8740C led to a forced landing in a
pasture, then through a fence and over a
ditch. The trip ended with the airframe
straining itself through some trees,
totally destroying the wings. The trees
helped absorb the shock of the impact.
so that none of those on board suffered
any InJuries.
After the insurance man had totaled
up the loss, Delton Perry bought the
airplane salvage, and commenced what
would become a 5 year long project.
Delton enjoys the mechanical work
involved, and especially engine work. In
fact, he had already become a whiz at
rebuilding older engines, so much so that
his friend Joe Fleeman, and Joe's father,
Jay, both encouraged Delton to make it
official and complete the work needed
for a Powerplant mechanic 's license
from the FAA. After the Tri-Pacer
project, he says " Maybe I' ll go after the
Airframe license now! "
When two people are working on the
same project , it sometimes works best if
they have skills that complement one
another. Delton Perry does not care for
fabric work, and the other detail work
that goes into that portion of a
restoration , but for Joe Fleeman,
working with fabric and dope, as well as
all the finish work that goes along with
completing an airplane project are his
favorite tasks . The two friends used
their skills to turn out one very pretty
Tri-Pacer.
After replacing the fuselage with
another that he had on hand, Delton got
his hands dirty tackling the rebuild of the
PA-22. Item by item he worked his way
through the structure , including
complying with Piper Service bulletin
8L9, which requires inspection of the
steel structure in the door frame area, a
location that can be susceptible to
moisture damage. He did all of the
mechanical work needed up to the point
The Piper PA-22 Tri-Pacer, produced from 1951 until 1963, has a stong following.
when the airplane was ready to be
The airplane, depending on its manufacture date, can qualify as a Contemporary or
covered, including the replacement of
Classic in the EAA Antique/Classic Division.
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The bare bones of the Tri-Pacer are easily maneuvered in the shop
with the bicycle wheels temporarily mounted on the fuselage.
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The neat installation of insulation around the cabin area resulted
in an airplane that was exceptionally quiet.
VINTAGE AIRPLANE 13
The interiorofDelton' s PA-22Tri-Pacerhasafull setofTerraavionics,alongwithan
RNAV loran. Fine workmanskip like this helped Delton and Joe win the Reserve
GrandChampionClassicAward.
the strut ends with the Jensen strut
modification, a popular STC that adds
peace of mind for strut-braced Piper
owners. The Jensen strut fork and
barrel are double the size of the original
Piper strut barrel and fork, and adds an
additional safety factor to these critical
parts.
The mechanical side of the project
took almost 4 years. The airplane was
then moved to Joe Fleeman ' s shop,
where the covering would be done
during the next 8 months. The covering
chosen by Delton and applied by Joe
Fleeman is Ceconite 102 Dacron ,
finished with Randolph butyrate dope.
All of the metal is painted with
Randolph Randacryl acrylic lacquer,
matching the doped surfaces perfectly.
Later model Tri-Pacer owners may spot
the fact that the actual color scheme on
Delton' s airplane is a 1955 layout,
including the little cast emblems on each
side of the cowl. Joe says that the '55
model was the only one that had these
emblems, and he was able to fabricate
them using the Piper blueprint and a
chunk of aluminum , which he
laboriously fashioned by hand into the
, emblems you see on each side of the
cowl.
The instrument panel , featuring all
new Terra avionics and an RNAV R15
loran, was built up by Delton, and the
interior upholstery was expertly done by
the ladies at Southern Aircraft Interiors
of Haleyville, AL.
When originally built in in late 1953
(and sold as a 1954 model), N8740C
(SIN 22-1393) was powered with a 135
hp Lycoming. With an STC in hand,
Delton would upgrade his Tri-Pacer to
the PA-22-150 model , boosting his
cruise speed to 134 mph while the
Lycoming cranks out 2450 rpm. The
14DECEMBER 1992
engine was completely overhauled by
Delton, and included sending the
crankcase to Tulsa, OK for the repair of
a small crack in the case, as well as
having the case line-bored. The
cylinders were " Cermichromed" , and
the engine was reassembled using all
new valves, seats, rings and bearings,
and all engine accessories were
overhauled. The generator was
replaced with an STC'd unit from Alcor,
for increased reliability in the electrical
system. The rest of the engine
compartment was treated to the same
meticulous work by Delton, with the
exhaust system replaced with a system
that had a total of no more than 150
hours. Another outstanding piece of
The nosewheel for t he PA-22 has this
f latplatealuminum mud and rockguard
to protect the sheet aluminum on the
fuselage.
Ace Tri - Pacer restorer Joe Fleeman
brought Delton Perry' s PA-22 to EAA
OSHKOSH '92.
work was the replacement of the
firewall with one made of stainless steel,
complete with all the appropriate
stiffening beads. To get the beading just
right, a new set of mandrels were
machined for use on an "English
Wheel", and a single pass through the
wheel put the beads right on the firewall
where they wanted them.
Joe Fleeman's love of the Tri-Pacer
would allow Delton' s PA-22 to have one
of the nicest cowls seen on a Tri-Pacer
these days - in Joe ' s shop, he had a
brand new cowl, including the prominent
chin bubble that acts as a fairing for the
top of the nose gear, and for the
carburetor air box. One of the most
noticeable items on the nose gear is the
flat plate mounted behind the aft half of
the tire - it is a .050 piece of aluminum
used on the Tri-Pacer to deflect rocks
and debris, and prevent damage to the
sheet metal on the underside of the Tri-
Pacer. When Tri-Pacers were new, most
were flown off of grass fields, and the tall
landing gear proved to be advantageous
to operating in that environment.
When I asked if there was anything
that Delton learned during the project,
he mentioned that there was something -
additional patience. As he said, "No
matter how long it takes, you can't 'short
circuit ' something, you have to go the
route and do it right." At times the
delays encountered during the
restoration were frustrating, but as each
piece gets installed, you can see that
progress is being made.
Delton Perry intends to use his new
Tri-Pacer for personal transportation.
His time during the day is spent working
for the Lawrenceburg Power System, the
electrical power distribution system for
Lawrenceburg County in Tennessee.
Delton has been helping keep the lights
on in Lawrenceburg for the past 22 years.
During the past years, one of the most
popular conversions of any airplane
configuration has been the move to
convert a PA-22 Tri-Pacer to a PA-20
Pacer. Delton says that he never was
really tempted to convert his Tri-Pacer -
he has some tailwheel airplane time, but
he likes the handling of the tricycle gear,
and, he admits to being partial to the way
a Tri-Pacer looks.
One other item caused Delton to do a
bit of investigation - when he was
checking the aft fuselage, he noticed that
the vertical fin , when mounted on the
fuselage, would have its leading edge
offset to the right , instead of the more
customary left (for those aircraft having
props that rotate clockwise!). Delton did
some checking around, and found that all
the Tri-Pacer owners he asked confirmed
that his fuselage was correct. We all
learn something new each time we start
down a new path.
Robert Bomar is the AI who signed
off the airplane. Robert has just recently
joined the ranks of the newly retired,
after a long a nd fruitful career
maintaining airplanes. Delton feels quite
fortunate that he was able to have the
Tri-Pacer inspected and signed-off by this
highly respected Airworthiness Inspector.
Joe Fleeman has had a soft spot in hi s
heart for a Tri-Pacer since he was five
years old. Joe's Granddad taught a man
to fly an almost new Tri-Pacer. "It just
looks sport y to me", Joe recalled, " I' ve
just liked them ever since. r like the little
short wings on them, and the way they
stood up tall on the gear. To me they
were a sporty airplane back in the 1950' s.
And they still are sporty, too!" It took a
few years for the fellow Joe's
Grandfather was t eac hing to gain hi s
Privat e license , but when he did, Joe
finally got his ride in a Tri-Pacer. After
waiting 3 years, flying in the PA-22 was
the thrill of young Joe's life.
8740C is now happily resting in a
hangar on the Lawrenceburg County
Airport , which Delton says is an airport
that the county should be proud of - the
new taxiway, as well as a le ngthe ne d
runway a nd a ge ne ral " sprucing up"
make the airport an attractive home base.
Res toring an airplane so that it is
"just so" for your own personal pleasure
can be compensation e nough , but
Delton and Joe were in for a surprise.
About a month before EAA
OSHKOSH, Chuck Silverstein stopped
by and took a look at the project. Chuck
liked what he saw, and suggested that
the Tri-Pacer s hould be brought to
Oshkosh for the Conve ntion . Delton
already had plans for that week, so he
asked Joe if he would like to fly th e
perky short-wing Piper to Wisconsin. Off
to Oshkosh headed Joe and his father ,
Jay , with a total of 12 hours on the
airplane when they left Lawrenceburg
County Airport. Much to both Delton
and Joe's surprise, N8740C was selected
as the Reserve Grand Champion Classic
during EAA OSHKOSH '92. A neat
little personal plane and an award to go
with it - a nice way to finish a
restoration, in anybody' s book. ...
VINTAGE AIRPLANE 15
Joe Hughes'
BestCessna 170
Joe Hughes
by Norm Petersen
The award for Best of Type - Cessna 170 - at EAA Oshkosh
'92 was garnered by Jim Hughes (EAA 289794, A /C 11629) of
Arlington, TX, whose highly polished 1954 Cessna 170B, N3478C,
SIN 26521, ran off with all the marbles while being judged against
some very serious competition.
The shiny Cessna with medium green trim was flown to EAA
Oshkosh ' 92 by Jim Hughes (whose full name is James John
Hughes) and his lovely wife, Sari, from Arlington, Texas, which is
located between Ft. Worth and Dallas.
The 170 was purchased in 1987 from Willard Diamond ,
Baldwin, ND, after many moons of fruitless searching. Most 170's
the Hughes' looked at had suffered hail damage and would not
make a good "polished" airplane. With a bit of luck, they located
N3478C, which still featured the original unpolished aluminum
skin! The first time Jim tried a buffer, it turned black - a perfect
sign that it would polish out nicely. The results are quite
spectacular and caught the judges' eye.
One thing that Jim wanted to do was detail the airplane
himself rather than throw a bunch of money at it and hope for the
best , as some enthusiasts have been known to do. Jim bought a
Croix paint system and patiently taught himself to use it like a
"pro". He carefully readied the Cessna paint scheme and sprayed
the trim on the airplane with Deltron polyurethane paint. The
results speak for themselves.
In addition, Jim sprayed the landing gear with a Smoke Grey
Deltron poly that really makes that area look original. The
polished wheelpants were purchased from Cessna with the help of
the late Tom Hull of Cessna 195 fame. Tom was able to convince
16 DECEMBER 1992
Cessna to run a new batch of 140-170-1 80 wheelpants and Jim
Hughes was standing in line when they became available. Their
perfect condition caught the judges eye along with the polished
aluminum spinner and backing plate. The original "skullcap"
spinner was discarded in favor of the larger type spinner.
The previous owner(s) had replaced all the glass and install ed
a one-piece windshield. Although Jim won the Best of type
award, he still plans on putting the divider strip in the middle of
the windshield to make it look absolutely original. All cables
were found to be in excellent condition including the rudde r
cables, which seem to suffer the worst in Cessnas. The only
probl em Jim has had to date was the bolt that fastens the 3200
Scott tail wheel to the tailspring. It snapped in te nsion on a
landing at De nton, TX, and made things rather interesting
before he got it stopped! This particular bolt is often over-
torqued on installation, according to Jim, with the inevitabl e
result of a fracture when you can least afford it.
The original vent uris, which provide suction for an artificial
horizon and a turn-and-bank were left intact. The interior of the
170 was cleaned up and repainted where necessary. The usual
compliment of radioitransponder/etc. was necessarily left as it
came with the airplane for safety reasons.
Of particular note is the green crinkle-finish panel. After the
supplier of crinkle- finish paint asked Jim how many 55 gallon
drums he would like if the manufacturer made some to order,
Jim decided a different approach was needed. After numerous
tries, Jim paint ed it with black crinkle-finish paint, waited until it
was dry, and then fogged a very light coat of green enamel over
the panel with the gun about 18 to 24 inches away. After 5 light
coats were fogged on, the panel was done. It really looks sharp!
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Jim reports that his wife, Sari, is actively into raising dogs, in
fact, they are Great Dane dogs - big dogs! One of their pets is
named "Cessna", in honor of the 170B. They decided one day
to give her a ride in the airplane she was named for. The dog
almost went berserk in the cabin before Jim could get the
airplane back on the ground! He vows neve r to try that st unt
again.
One day a man named Gary Lysdale came into Jim's hangar
to look at the nicely polished airpl ane. Noting the "N" number
of 3478C, he exclaimed that his father, Jack Lysdale of St. Paul ,
MN, used this 170B as his personal factory demo for several
hundred hours in 1954-1956. After getting out the old log
books, they found Gary's name in the book, just as he had said
and Jack Lysdale's name was in there many times. (Jack passed
away a short time ago in St. Paul and was well known for his
Hamilton Metalplane restoration back in the 1970's.)
The 170B had spent a great deal of time in North Dakota,
having been owned by Sheldon Roger, Washburn, NO, in 1964;
the Beulah Fl yi ng Club, Beulah,ND, in 1974; Fred Calloway,
Beul ah, NO, in 1978 and then Willard Diamond, Baldwin, NO,
in 1986. It was this absence of salt air that Jim Hughes feels did
such a fine job of maintaining the all aluminum Cessna 170B.
Of course, the fact that the North Dakota flyers took good care
of the bird all those years may have also been a contributing
factor.
Jim Hughes works in Customer Support at Hughes Aircraft
(no relation!), Flight Simulator Group, Visual Systems, and is
strongly into flight simulators as used by the airlines. He is
especially pleased with the pe rformance of the 170B, cruising at
110 mph at 7.1 gph. He burns auto fuel most of the time and
100LL if he has to. Only in the northern part of the country has
he found the older 80 octane, which also works nicel y with the
0-300A engine. The Cessna has about 2,000 hours total time
and the engine has about 900 hours SMOH.
He feels the next project could easily be a Stearman biplane
- time will tell! ....
VINTAGE AIRPLANE 17
A DebtPaid
Givingsomeonearidecan supriseyouwiththe benefits.
The boys were all over the apron,
pedaling past and around the airplanes
on their ugly, unwieldy chopper bicycles.
The same two had stopped me last night
to ask if it was okay to be there. I was in
no mood to talk to kids, having just had
an overdose of my own, but I put on my
adult-talking-to-small-child face and
voice and said, "Yes, it's okay, but be
very careful around the airplanes.
They're fragile," and kept walking.
" You got a plane?" The big one
shouted at my back.
" Yes ," I answered, not turning or
breaking stride.
" Which one is it ?" The little one
piped.
"The red and white Champ at the end
of this row," I shouted back, the nice
gone from my voice. They changed their
minds about following me and wheeled
off in the opposite direction.
Tonight they were back, riding too
close to the planes, sliding their grimy
hands along props and tail surfaces as
they sped past. The airport manager
spotted them and ran them down in his
very police-looking car.
"I want you boys to keep your bikes
out of here." He said, using a very official
voice, " These airplanes are very
expensive and a bike can damage them.
You can walk around out here as long as
you don't touch the planes and as long as
there are no planes taxiing. Un-
derstood?"
The little one said something and
tilted his head toward me.
"Just do as I say, or I'll have to ask
you to leave the airport," said the official
voice as it pulled away. I felt the look
thrown from the car bounce off my back
as I untied the right wing of the Champ.
The boys walked their bikes up to the
big hangar and leaned them against the
wall. I went on with my preflight.
The air was soft-nippy early October,
the wind so light that my yaw string on
the left strut hung straight down and
unmoving. The sky's only feature was
variation in color, blue to gold, east to
west. The Champ started on the first
blade, settling into it 's familiar idle, the
magnetos clattering like an over-the-hill
flamingo dancer. I untied the tail ,
mounted up, and pulled the chocks. A
thousand RPM, two hard rights, and I
settled back for the long taxi to runway
two-two.
The boys were standing in the hangar
18 DECEMBER 1992
by Joe Dickey
door as I rolled past. They looked like
two pups in a pet store window. I
trundled on for a few seconds, then
found myself doing a one-eighty and
heading back. I rolled up to the hangar
and turned the prop away from them.
Opening the door, I called out "Which of
you jokers wants to ride first?"
" Me! " The big one
shouted heading for the
plane, a born opportunist.
"You mean it?" The
little one said, holding back.
The last dime he found was
glued to the floor.
" Nobody's going to
believe this ," the big one
panted, tumbling into the
back seat and putting his
mouth on automatic. "My
Dad didn ' t want me to
come out here, but I talked
him into it. I told him I
could get a ride. I told
him."
"Be back after you in a
little bit ," I called to the
little one while the big one
ran down in the back seat. I
turned to him.
"N ow fasten your seat
belt and pull it tight.
You're sitting on it -
everyone does. These
pedals down here are the
brake and rudder pedals,
keep your feet away from
them. The throttle is on
your left there. Don't touch
it. The stick moves a long
way, " I nudged his legs
with the stick, "so keep
your legs apart."
Still wondering what I was doing, I
latched the door and resumed the long
roll to two-two. This was crazy. What if
this kid's Dad really didn' t want him out
here. I fly for fun, not to encounter irate
parents.
But then I remembered the Lebanon
airport and being eight or nine. My Mom
would have killed me for hanging around
such a dangerous place, but I spent a lot
of stolen hours there watching the then-
new Cubs and Champs and Stinsons, all
clean and shining in the always-tall grass.
They sat looking at the sky. They never
looked down, never seemed to notice
that they were parked on the wrong side
of town less than a block from the rat and
tin can infested city dump. They just sat
there, smiling faintly, thinking secret
thoughts about the wonders they had
seen as though the air they traveled was
the stuff from which religious
experiences are made.
They certainly never noticed a small
boy who wandered among them, hands
jammed deep in blue-jean pockets to
resist the temptation to touch, looking as
pathetic as possible on the off chance
that some Pilot , adults all, would take
notice and offer a ride into that magic
place that could make a Stinson smile
and a Champ grin.
And they had to offer. Somethings
you want so much that you can' t ask
because to be denied would kill you on
the spot, and you' re still afraid to die at
eight or nine.
The lack of sound from the back seat
caught my attention and I glanced over
my shoulder to check on the kid. He was
watching the stick and rudde r pedals
move as we motored along the yellow
line, the Champ popping and groaning as
it does when it' s cold.
"Ever bee n in a plane before?" I
asked
"Nope , " he sa id , " thi s is my fir s t
time. "
"This sure is a nice plane, mi ster," he
went on, lightly touching the white vinyl
headliner with a dirty finger, "Is it new?"
I explained that the airplane was a lot
older than he was but that a couple of
guys had spent a lot of time and money
and love to make it look new.
"It sure is pretty," he said. But his
eyes revealed the inadequacy of the
word in his own mind and the st reak of
dirt on the headliner had been applied
with reve rence. I re me mbe red a kid
whose heart would stop at the sight of a
ye llow Cub floatin g off a cloud of
dandelions. He would have sai d ' pretty',
too.
I briefed him on the noises and moves
of take-off. I've had adults gasp when
the tail comes up. I ran the stick through
its swing to get hi s legs out of the way
and took off.
He started the "look how little things
are" and "I can see the whole town" stuff
at about fifty feet. By the time I turned
out of the pattern, the aft side windows
were covered with nose prints and the
white vinyl was dirty gray.
"Where do you live?" I shouted over
hi s babble.
"Near the hospital on 17th Street," he
shri eked back.
I started a wide pylon turn around the
hospital.
"The right wing is po inting at th e
hos pit a l, " I sa id , " Do yo u see yo ur
house?"
"Yeah, yeah! " He laughed, bouncing a
little in the seat , " It 's the one with the
green roof down there."
I watched twe nt y-seve n gree n roofs
float under us as we swung through the
turn. I point e d out landmarks as we
continued across town , but thi s st reet-
wise urchin knew the town better than I
did and was soon calling out buildings
and streets as though I'd offered him a
quarter apiece for them.
As we turne d back
toward the airport , I saw the
balloo n. It was very low
southwest of town , glowing
gold and bronze, its yellow
and red panels back-lighted
by autumn evening sunlight.
It was such a bea uti ful ,
un ex pected sight th at I
jerked the Champ around to
fr a me the balloon in th e
windshield. It sat , seemingly
motionl ess, over the gravel
pit s with all th e comic
dignity of a clown 's illu-
minated nose.
"See the balloon! " I sang
out, laughing. It made me
feel good just to look at it.
" Where?" The kid said,
bumping the stick as he
leaned forward.
" Look low toward Gar-
den Cit y while I turn th e
pl a ne, " I sa id and r o ll e d
gently to the right.
A lo ng " Oh " from the
back sea t told me th at he
had spotted it and, for once,
was speechless.
I let him look as I
scanned for other tr affic,
then gla nced back at him.
And he jolted me with a
toothy grin of sh a re d
knowl edge and remembered joy and said
nothing, letting the time and pl ace and
circumstance humbl e me for being petty
and condescending and worrying about
the consequences of living. Then with a
Stinson-smile still on his lips, he pressed
hi s nose firml y against the window and
watched the balloon as we glided back to
the airport.
Mike, the littl e one, approached the
Champ hesitantly, not sure whether to
believe the friendly wagging tail on the
one e nd or the glitt e rin g poli s he d
aluminum teeth on the other.
Mike was tiny, skinny and red-headed
- all eyeballs and ears. The back seat
swa llowed him whole , leavin g o nl y
fl aming hai r to sit rigidly just inside my
view and to barely clear the lower edge
of the side windows.
The balloon and the big kid had made
me effusive, and now I tried to chat with
Mike, to share with him the beauty of the
eve ning and to ease the fea r in those
huge blue eyes which became larger and
more round with every jiggle and noi se
from the Champ.
But Mike was as silent as the big kid
was noisy. His answers were limit ed to
"yes " , " no" and a faint smile from the
nose down.
I glanced back a few times during take
off and climb out. Mike sat rigidly, hands
clasped tightl y in hi s lap, eyes fixed on
the back of my seat.
He was obviously terrified. I decided
to get him back on the ground as soon as
possibl e, but as I rolled gently left into
the first turn, the ground caught his eye
and he realized he was three hundred
feet up and still alive. Hi s expression
we nt from fear to shock to awe to
interest. I had him.
We leveled out and I throttled well
back to keep the noise down. Mike was
peering cautiously out the side windows
now, leaning a little to either si de.
The balloon was now over the center
of town, barely clearing the clock tower
on the courthouse, proceeding slowly
over the a utumn mapl es, a party-clad
dowager s t e pping carefully among
marigolds.
I caught Mike' s eye and pointed.
Hi s hands relaxed first and moved
slowly to the window sill as he forgot
where he was and let himself be drawn to
the picture-book, kid' s c1ream, circus and
clowns, I-blew-it-up-all- by-myself
balloon. His jaw sla cke ne d and hi s
eyebrows went up.
"A balloon," he mouthed, too soft to
hear. But his vocabulary had almost
doubled.
As he watched, the corners of hi s
mouth twitched the ir way up on his
cheeks until a fullblown gri n was born.
Then he giggled. That didn' t kill him, so
he laughe d. And soo n we were both
laughing right out loud up there in the
sky with no one around but God, the
October sun , and a glori o us, joyful ,
golden bag of hot air.
Mike scrambled out of the Champ and
lit running, shouting words like "big" and
"balloon" and "notscaredabi t" at the big
kid. They both waved and shouted their
thanks as I headed out for some touch
and goes in the minutes before sunset.
I felt good, really all-the-way-through
good. An impulse had paid off in ways
never anticipated; a debt owed for thirty
years to a little towheaded airport kid
had in some strange way been paid. He
could rest easy now. ..
VINTAGE AIRPLANE 19
WHAT UKMEMBERSARERESTORING
-------------------------------------------------------byNorrnPetersen
JoyceBerger'sPiperTri-Pacer
Standing in the tall grass is a nicely
Inquiries should be direct ed to Joyce
Berger, 1150S Myrna Dr. , Grass Valley,
CA 95945.
finished PA-22 Piper Tri-Pacer ,
N3469Z, SIN 22-7394, owned by Joyce
Berger (EAA 403129, AIC 1SS95) of
Grass Vall ey, California.
Nicknamed " Dumplin", the
PA-22 is fully IFR equipped
and sports a unique paint
scheme. Joyce, who holds
Instrument , Comme rcial
and Ground Instructor rat-
ings, purchased the pretty
Tri-Pacer in Texas and flew
it back to California. She
has since brought the air-
plane up to a "10" and thor-
oughly enjoys flying the
four-placer to fly-ins around
the country. In addition to
flying , Joyce is a skilled
artist and loves to do air-
planes in watercolor. Her
rendition o f " Dumplin "
with the clouds in the back-
ground is most impressive.
YENIDOS
CarlosZuin's Luscombe8E
Bell Ville , Argentina, South America. in Argentina and has often been used
Carlos reports that in his Aero Club for teaching mild aerobatics.
The picture of this bright red with there are four Luscombes presently fly- P.S. The photo was passed on to us
yellow trim Luscombe SE, LV-NWI , ing, three SE' s and one SF. The Lus- by Jim Zazas (EAA 15069, AIC 5416)
was sent in by owner Carlos Zuin of combe has been popular for many years of Carthage, NC.
20 DECEMBER 1992
WHATOUR.MEMBERSARERESTORING
----------------------------byNormPetersen
BuckerJungmann
David A. Klaue of Spokane, Wash-
ington, sent in this photo of their very
nice looking Bucker Jungmann, NlOKL,
SIN 133, with original German registra-
tion and flag on the tail , D-ELEV (Ger-
many). This beautiful aerobatic biplane
features a Lycoming lO-360 engine of
200 hp, fixed pitch propeller (for aero-
batics), full inverted systems , smoke
and 12 volt electrical system with starter
and generator. With just a few hours
since total rebuild and complete with a
set of Butler para-chutes, the Bucker is
presently for sale. Inquiries to Jerry at
509-535-9011.
RalphCordle'sPiperPacer
The photo of this nicely restored
Piper Pacer, N3440Z, SI N PA-22/20-
7356, was sent in by Ralph Cordle
(EAA 375528) of Palmetto, Georgia.
Ralph, who started working at an air-
port for $2.50 per week and two air-
plane rides. soloed an Aeronca Champ
in 1951 after less than six hours of in-
struction. He bought this converted
TriPacer in 1984, o nly to have it
wrecked in a tornado in 1985. Two
years and four months of hard work pro-
duced the beautiful Pacer in the photo.
Congratulations Ralph on a neat looking
and fine performing airplane.
GrantChapman's
PiperJ-3Cub
This "cool" photo of Piper Cub
J-3, N3439K, SIN 22130, was sent
in by owner Grant W. Chapman
(EAA 397794, AIC 18408) of
Wasilla, Alaska. A 1946 metal
spar Cub built in Ponca City, OK,
it is powered with a Cont inental
C-85 engine. A close look reveals
bolt-on float fittings and Alaskan
style "bush" landing gear which
included a welded step on the
right upper gear leg. The Cub is
mounted on a set of Federal 1500
skis and appears to be in excellent
shape - right down to chromed
valve covers. ...
VINTAGE AIRPLANE 21
byBuckHilbert
(EM21, NC 5)
P.O. Box424
Union, IL60180
WidgeonFerryTrip-
Ft.WorthtoJackson,MI
Priorityis away oflife. Weall haveto
prioritizeouractions, butonce in awhile
somethingcomes alongto usurp all prior
planningand awaywe go!
Ihad planned awork week to get my
Fleetintothe air. Now thatOSH and fish-
ing in Canadawereoutoftheway,Ifelt
maybe the Fleetshouldhave some atten-
tion. So Iwas on the phonecallingBrian
Van Wagnen overatJackson,Mi. to tell
him Iwas on theway,when he dropped it
on me! "Want to come along?", he
queried. " I'mgoing down to Charlie
Hillard'splace at Ft. Worth,Texasto pick
up thatWidgeon Itoldyou about. Meet
me atthe Airport Motel at DFWtonight
and we' ll be back heretomorrownight. "
I'mon thephoneto my parentcom-
An information exchange column with input from our readers.
pany, United Airlines,and
they arenice enough to let
me ride in "Steerage" to
DFW. Iwalk intothehotel
room and therewith Brian is
FrankMarzich(EAA229321)
from Rockford,whojusthap-
pened to meetBrian at De-
troit and sincehe was on va-
cation, he decided to come
along. We banteritabouta
bit,and fall asleepstilltalking
aboutairplanes. Frank has a
Cassuttand two helicopters,
as well as aBonanza,and we
nevermentiongirlsormoney,
we onlytalkairplanes.
Next morning, right on
scheduleas planned,"J.J"
Janovetz(EAA359S2S) of
Lone StarAeroshows up and
we all rideTexasstyle (back
ofapick-Up) outto Hillard
Aviation at Ft. Worth's
Meacham Field.
Therewe meetWidgeon NSSSDL and
George"Buddy" Potterwho ramrodded
the restoration. With 1.1 hourson its
tachometersand resplendent in agrayand
metallicbluepaintjob,it'savery pretty
and impressive little amphibian. Theinte-
rioris absolutelygorgeous and the radio
and instrumentsare all reallyfirst class. In
aword, it'sbeautiful.
Georgetugs itoutofthehangar,thefu-
George Potter one ofthe " line guys " at Hillard
Aviation, and "J.J. " Janoyetz get the Widgeon ready
fortheflighttoMichigan.
BrianVan Wagnen getstot hebottomoftheengineproblemthat made t heferrytrip
soint eresting.
22 DECEMBER 1992
elertopsit offto ISO Gallons,we check
the oil andwe are ready, except for one
lastglitch. We need thepaperwork and a
release from the radioshop. That'sOK
though,cause it gives us time to visit with
GeorgePotterand"J.1." and learnabout
some ofthe problemsencounteredwith
therestoration. Ireally didn' tget all the
details, but the airplane was delivered new
toPakistan many years ago, and is avery
low time airframe. Itstill had the original
Rangerengines installed when theygot it,
and althoughthepaintwaslonggonethere
was very little corrosionand virtuallyno
damage. Startingwith the basicairframe,
they built the airplanestandingon the
rampin front ofthehangar.
Finally the Radio Man gives us the
word and the papersand we areable to
depart. Aquickcheck oftheweatherand
with the loranstabilized,we mountup.
Frank and I flipped a coin to see who
would ride Co-Pilot,and Franklost! Igot
to ride in the "Plush"cabin.
On taxi outabouthalfamile down
from Hillard,we passedtwo old friends,
twoformer UALDC-S-71s ,S099U and
S074U. Both have been converted to
freighters,and weresittingtherelooking
longand sleekas we taxied by. Ilastflew
S099U two months before Iretiredin
Septemberof'S4, from Portland,Oregon
to Milwaukee, WI. and 8074U in January
of ' 84 from San Francisco to Portland to
Chicago's O'Hare. They sure looked good!
Had I known they were there, I' d have
made a personal visit.
Finally we are lined up and away!
Those big GO-480s come back to climb
power and within a few minutes we leave
the DFW area and head for Rolla , Mo. ,
our first intended fuel stop.
As with any "New" airplane we begin
to find little things that don't work or read
wrong. This one is no exception. The ele-
vator trim indices are out of sync, the
throttle friction is too tight, the prop con-
trols are way too loose,oil and fuel pres-
sures are reading too high , fuel gages are
hung up at half, and so on. We have an 18
item squawk list by the time we reach
home. Most of them nuisance items, and
tolerable until we reach home, but they
are to be reckoned with.
I'm keeping track of our ground speed
and checking off the towns as we go along
and remembering my Air Force Days of
WWII in this part of Texas. I switch to the
Korean War as we get into Oklahoma and
pass Mc Alester and I am an Army Avia-
tor again. Pretty soon we cut the corner of
Arkansas, pass over Branson, Mo. (Coun-
try Music) and home in on Rolla Interna-
tional Airport at Vichy.
Three hours and seventeen minutes
from FfW to Vichy. Not bad! As we taxi
up to Baron Aviation there sits a"Goose"
obviously in the process of restoration.
C.E."Ed" Schmidt (EAA#) of Baron Avi-
ation Services also owns a beautiful Wid-
geon you may have seen at OSH this year.
One of our main purposes in stopping here
was to see " Ed" , his Goose project , and
talk Widgeons and amphibians. He had
already gone home , but a long telephone
conversation later and after the Widgeon
was gassed and oiled we went to supper.
Two old friends of Bucks, 8099U and 8074U are former United Air Lines DC-8-71 ' so
C.E. " Ed" Schmidt is well into his restorat ion of his Grumman Goose.
The Sunset was spectacular as we pre-
flighted and I took the right seat for depar-
ture. It was pretty dark by now, and the
moon wasn' t up yet as we taxied out and
did the run-up. Another glitch! The
tachometers are wrong end too! #1 needle
is reading what #2 Engine is doing and
vice versa. This was noticed because we
had a pretty good drop on the left mag.of
the right engine. We use the old DC-3
fouled plug procedure and it cleans up
very nicely and we are on our way!
At cruise the loran tells us we have a
55Kt tailwind. Weather is
seven layers of severe clear
and its a perfect night for
flying. Then , all of a sud-
den , the right engine lets go
with a big sneeze and
belches fire five or six feet
ahead of the carburetor air
intake. It smooths out for a
couple of seconds and then
does it again!
Blood pressure is good,
fuel pressure is good, indi-
cates high, but steady, all vi-
tal signs are good, EGT go-
ing very high, but not
peaked, Brian reaches for
the mixture control and
barely touches it when that
GO 480 really starts to com-
plain! It really has a belly-
ache! We back off on the
us nothing, the mixture is very very touchy,
and Frank comes forward to tell us the
augmenter tube exhaust is really red hot!
We back way off on the throttle but are re-
luctant to shut it down as we are at very
near gross with the fuel load , baggage and
people aboard. It 's running tolerably well
at the lower power setting, but is still com-
plaining. It really doesn' t want to run even
at the reduced throttle.
After what seems like hours, in reality
only twenty minutes we spot the lead in
lights, make our problem known on uni-
corn traffic frequency and make a straight
in landing. A quick runup tells us the left
mag on the right engine is now dead .
That 's it for tonight!
Next AM we pull the cowls and the
mag and find a dead condenser. The
"Sneeze" caused by the intermittent and
misfiring mag obviously upset the mixture
so that gets re-adjusted as well. All but-
toned up we lunch and then launch. We
made it home in time for supper. That
mag problem was really a blessing in dis-
guise. The weather forecast was in error
and about the time we would have arrived,
there were big booming thunderstorms
that not only caused power failures, but
had lasted all night. It was an enjoyable
experience. Where else would you get to
fly a brand new Widgeon and get some
real experience with Engine Out proce-
dures. Hey! , You can't BUY experience
like that!
George Potter fi nishes tugging the Widgeon into t he
throttl e and do a I80 back Over to you,
Texas sun. for Rolla. A mag check tells Buck
VINTAGE AIRPLANE 23
Folding the wings of an airplane has
the advantage of requiring a smaller
space for storage. This one is from the
Golden Age Of A viation. The photo is
from the EAA archives. Answers will
be published in the March, 1993 issue
of VINTAGE AIRPLANE. Deadline
for that issue is January 20, 1993.
Charley Hayes, Park Forest , IL sent
by George Hardie
in the first reply to the September Mys-
tery Plane. He writes:
"This was the last plane that Glenn
Curt iss was involved in. It is the 1930
Arrowhead Safety Plane with J. W.
Davis as assistant designer (formerly
with Burgess of Burgess-Dunne, and B.
L. Smith as builder. Note the aircraft ' s
strong resemblance to early Burgess-
The Arrowhead Safety
24 DECEMBER 1992
Dunne aircraft.
" Glenn Curt iss and Davis were in
real estate developments together.
Curtiss died prior to the first flight of
the Arrowhead. However, it did make
34 flights . Reference: Winged Won-
ders by Woolridge."
Marty Eisenmann , Garrettsville ,
OH sent in a reprint of an article that
appeared in VINTAGE AIRPLANE
in December, 1974 in which Jack Cox
was seeking more information on the
airplane. Apparently, with the excep-
tion of Mr. Woolridge ' s book, no fur-
ther information has surfaced since.
Jack McRae, Huntington Station,
NY had first-hand contact with the air-
plane. He writes:
" I witnessed the public demonstra-
tion of the plane in 1930. It was flown
on a Sunday afternoon at the Miami
Municipal Airport and was reportedly
sponsored by Glenn Curtiss, although
at that time he had already died. I be-
lieve it was called the Arrowplane and
was intended to be a safe flying flivver
plane that would sell for about $1,000
when built in quantity. The book
Wings in the Sun ' about aviation in
Florida by W. K. Lazarus states that it
was one of the final episodes in the life
of Curtiss. ...
NEWMEMBERS
Robert P. Albert Almont, MI
David K. Alderman Bradenton, FL
Henry T. Allen Nashotah, WI
Gene L. Alsworth Lakewood, CA
Keith Anderson Buckley, WA
Stewart F. Armington Willoughby, OH
Billie C. Ashby Sumner, WA
M. Ashura Camp Verde, AZ
George A. Auxier Morehead, KY
Carl B. Baldwin Toledo, OH
Hanley Barker Overland Park, KS
Joseph A. Barna Erie, P A
Malcolm Barratt Coventry, England
Dana W. Bassett Salt Lake City, UT
John Beeb White Stone, V A
Frederick D. Berkeley Rochester, NY
Amy Bertolette Collegeville, P A
David P. Bilyeu Elverta, CA
David Boboc Oxford, CT
Charles J. Boedeker Roanoke, TX
Tom E. Boggs Ada, OK
Irvin Borchert Sacramento, CA
Bryan Bossier Woodworth, LA
Eldon Bowman Fulks Run, V A
David R. Boyle Alexandria, V A
Robert Bradbury
Corner Brook,Canada
Bruce Brink Jr. Princeton, IN
Robert D.Brunn
Waterloo,Ont. ,Canada
J. Scott Brunner Shelbyville, IN
James Bushouse La Grange, IL
Stan Bryant Chelan, W A
John W. Burris Jackson, MS
Cliff C. Bumpus Mansfield, OH
Mark Caldwell Bunker Hill , IN
Doug Calvert Centreville, VA
Oliver Chapman Nome,AK
George P. Chingery Dunellen, NJ
Philippe A. Ciholas Wichita, KS
William Claiborne Charleston, SC
Rudolph M. Clapp Columbus, NJ
Thomas J. Cleland Marietta, GA
John A. Collier Central, SC
Ian Thomas Condon
Wagga Wagga, NSW, Australia
Jeff Cooksey Fishers, IN
Eric R. Cooley Federal Way, WA
James Ray Cox Goldsboro, NC
Thomas E. Crowder Jr.
Woodstock, GA
Bruce Cummings Los Angeles, CA
Dave Culpepper Monroe, GA
Gilbert L. Dailey Rantoul, IL
Steve W. Darlington Anderson, IN
Ted Davis Winter Garden, FL
Terry Davis Sumpter, OR
Michael A. Davidson Fort Smith, AR
B. J. Davison Douglasville, GA
Dave Della Pleasanton, CA
Jenny L Dennis Bedford, TX
Harman C. Dickerson Columbia, MO
Gene R. Doerr Columbia, IL
Joseph L. Doll Patterson, NC
Earl David Dorn Minneapolis, MN
Pieter Donkervoort
Nymegen, Netherlands
Herbert A. Edwards Greenville, NC
Martin H. Eisenmann Jr.
Alta Lorna, CA
James W. Emerich Port Angeles, W A
David L Entler Jr. Tualatin, OR
Kenneth W. Epley Ladonia, TX
Charles F. Eubanks Ballwin, MO
Michael Eubank Denton, TX
Hugh E. Evans Metairie, LA
Robert F. Evans Allentown, PA
William G. Fader Mesa, AZ
Robert Faine Galt, CA
Wilfred W. Fauer Wahpeton, ND
Keegan Federal Jr. Atlanta, GA
Joe Fisher Lombard, IL
Gary A. Flandro Tullahoma, TN
Michael L. Foster Minneapolis, MN
Leo N. Fournier Clearwater, FL
Alexander F. Francis Solvang, CA
R. Dean Franklin Sea Island, GA
Michael Frost Ellenton , FL
William Gibeau Malone, NY
Clarence Givens Jr Pagosa Lakes, CO
H. D. Glenn Clinton, IL
Edward L. Golden Highland Park, IL
Bob Golitz Anguilla, MS
John Graham Jewell,IA
Ralph A. Grella Thousand Oaks, CA
Nigel Green
Wraysbury, Staines, England
Mike Groarke Marion, MT
Larry S. Gygax Waukesha, WI
John O.'Keefe Hackettstown, NJ
Ward Hart Sturgis, MI
L. L. Hansen Tigard, OR
Bob Harris Phoenix, AZ
Harold J. Harrison Norristown, PA
F. Hauser Jr. Pfafftown, NC
Donald P. Hayden Columbia, SC
Gretchen Helms Mountainview, CA
Greg Herrick Minneapolis, MN
Douglas C. Hilton Jackson Center, PA
Thomas A. Hirschler Tacoma, W A
Tomas Hultgren Stockholm, Sweden
William H. Hollister East Sullivan, NH
Thomas H. Holt Fayetteville, GA
Howard J. Hughes Bakerton, WV
Stuart Hyde Vancouver, BC, Canada
Indupro Inc. Lakewood, OH
Peter G. Inglis New Durham, NH
Nariaki Hoh
Kamo Gun Gifu Ken, Japan
Donald R. James Winston-Salem, NC
Jerome E. Janssen Madison, SD
Frederick L. Johnson Monticello, IL
Warren J. Johnson San Diego, CA
Alan L. Johnson Pine River, MN
Dag E. Josang Lakewood, CA
Richard H. Jubb Winter Park, FL
Stan Julian Myrle Beach, SC
Kenneth Kellogg Lake City, MI
Richard J. Kennison Peru, IN
David M. Kenworthy Cummi ng,IA
James W. Kensett Chanute, KS
Robert Klipp St. Louis, MO
Marc A. Krier Ashland, KS
William G. Knight Lagrangeville, NY
Garry W. Korpi Yreka, CA
Paul K vernplassen Anchorage, AK
Jeffrey W. Lake
Steamboat Springs, CO
Jeffrey W. Lasiter Greenwood, IN
John B. Lee Chicago, IL
Michael W. Lovett Eagle River, AK
Robert H. Lefever Lancaster, PA
L. G. Leslie Jr. Lynchburg, V A
C. H. R. Liddell
Papakura, New Zealand
John J. Martens Arlington, VA
John Mangold Portage, MI
Angel Jimenez Martin
Torquemada, Spain
Thomas W. Martin Punta Gorda, FL
Raymond Masterson Pioneer, CA
Randall A. Masters Arlington, TX
Lyle R. Matson Wenatchee, WA
Eugene May Jackson, TN
David McArdle Champaign, IL
Daniel L. McArthur Pinehurst, NC
Raymond McClelland Barrington, IL
Nick C. McNutt Columbia, MO
William F. Meixner Brook Park, OH
Nicholas Melvin Corona, CA
William H. Merwin Clarksburg, CA
David A. Miller Millville, NJ
William K. Mize Winnsboro, LA
Archie I. Moore Lake Hughes, CA
Glenn G. Moore Burgaw, NC
Billy M. Morgan Jr.
Battle Ground, W A
Mark W. Morgan Lebanon, OH
John Morris Marblehead, MA
L. Dickinson Morris Ho Ho Kus, NJ
Earl W. Morrow Roswell, GA
Greg Murphy Elwood, IN
Tim G. Murphy White House, TN
Edward A. Musial Lansing, IL
S. C. Musick Brownwood, TX
Samuel M. Myers Lancaster, P A
Selmer Nelson Winner, SO
Danny J. Nichols Clifton, CO
Kalevi Niemela Viljakkala, Finland
Charles C. Nightingale Farmville, V A
DECEMBER 199225
Daniel O'.Shea Dudley, MA Nikki Terry Durham, CT Ron Wagner Tyndall , SO
Edward B Oliver Jr. Philip A. Terzian Cuppertino, CA David G. Wahlquist Marshall , WI
New Smyrna Beach, FL Norm Tesmar Cedar, MN Robert D. Wall Ocala, FL
Walter H. Orth Jr. Chester, NJ Pierre Tessier St. Pi e De Guire, Canada Bilby J. Wallace Evergreen, CO
Melvin J. Otto Greenleaf, WI Roger L. Thistle Lodi , WI Edward E. Wallace Sacrament o, CA
Robert S. Overstreet Laurel, MD Roger W. Trombley Ray Warmuz Tomawanda, NY
Dan Panozzo Brainerd, MN Ellenburg Center, NY Mark Wascom Denham Springs, LA
John T. Parle Champaign, IL William D. Thompson Jr. Sunri ver, OR Paul Weller Arcata, CA
Henry Pate Northbrook, IL Charles E. Thompson Lakeland, FL Jerry A. Wenger Owatonna, MN
Robert C. Penny Versailles, MO Ralph O. Thompson C. James Wertz Jr. Geneva, IL
James A. Petrie Glenpool, OK New Braunfels, TX Bill Whiting Minnetonka, MN
Philip Petrik Sidney, MT Tommy L. Thompson Oakdale, CA William Whittaker Mt Pl easant, SC
William H. Poore Tul sa, OK Jack Thorpe Stittsvi ll e, Ont. , Canada Bill Wiley Walters, OK
George E. Powell James Tigan Ramey, PR Charles D. Wilkins Jr. Sugarl and, TX
Stone Mountain, GA Steve L. Tobin John W. Williams Sea Girt, NJ
Elroy A. Rechtzigel San Luis Obispo, CA Carroll H. Wilson Concord, TN
Inver Grove Height, MN George Toombs Chandl er, AZ Ronald J. Wilson Lancaster, CA
Rene Reeves Port Washington, NY Michael O. Tovani Windsor, CA David S. Wissmann Bethel, OH
Thomas R. Render Minneapolis, MN Rip L. VanWinkle Seattle, WA William E. Wrobleski Oshkosh, WI
N. J. Reppen Jackson, MO Frank Verdone Roselle, IL Gerald G. Yerdon Heathsville, VA
Dwight M. Respess Plymouth, NC Chris J. Verhaegh Boise, ID William P. Young Madison, WI
Steven R. Reynolds West Chester, OH Todd D. Vogt Lewistown, P A Thomas J. Young Jr.
John F. Richards Ventura, CA Larry E. Wade Kaneohe, HI Peachtree City, GA
Manford Richart Iron, MN
Keith Rima Pagosa Springs, CO
Peter G. Rimmer III Ulster Park, NY ~ ~ ~ 1
, ./
Gustavo Oscar Rizzi
Laprida, Argentina
Wade Robinett Kansas City, MO
Timothy Robinson
Orleans, Ont. , Canada
Richard B. Roe Topsfi eld, MA
Wendell L. Roy Fort Collins, CO
Robert Salerno Radford, VA
Manuel Damian Sanchez
Barcelona, Spai n
Larry Schlotterback Syracuse, IN
Ted J. Schuster San Rafael, CA
Jay Schmitt Albuquerque, NM
William A. Scott Sr. Coventry, CT
Jerry L. Self Rutherfordton, NC
Lorne Skopnik
Kaml oops, British Columbia, Canada
approval, sponsorship, involvement, control
Dave Shaw Cody, WY
or direction of any event (fly-in, seminars, fly
Thaddeus W. Shelnutt Carmichael, CA
market, etc.) listed. Please send the
information to EAA, Att: Golda Cox, P.O. Box
3086, Oshkosh, WI 54903-3086. Information
Richard E. Shepperd
Corpus Christi , TX
APRIL 30 - MA Y 2 - BURLING-
should be received four months prior to the
Dick B. Simonsen Burnsvi ll e, MN
event date.
TON, NC - Spring EAA Fl y-In for
John M. Sinclair Minneapoli s, MN Antique and Classic aeroplanes. Tro-
Gary E. Smith Phoeni x, AZ
phi es in all ca tegori es; vintage avia-
DECEMBER U -13 - TAMPA, FL-
ti on films; good EAA fellowship. All
Mark A. Smith Robbins, NC
EAA Antique/Classic Chapter 1 Fly-
welcome. Cont act : R. Bott om, 103
William E. Smith Highl and, CA
In. Vandenberg Airport.
Powhat an Pkwy , Ha mpton , V A
Calvin J. Smith Carmichael, CA
DECEMBER 30 - JANUARY 2, 23661.
Larry D. Smith Las Vegas, NV
1993 - SARASOTA, FL - Int er-
THURSDAY JULY 29 - WEDNES-
Robert W. Smith Elkhart, IN
na tion al Comanche Socie t y 13th
DAY AUGUST 4, 1993 - OSH-
William N. Smith Vineyard Haven, MA
Annu al Ne w Year's Fl y- In . Ca ll
KOSH, WI - 41st Annual EAA Fly-
Robert G. Sobotka Jr. Anti och, TN
904/837-6950 for more informati on.
In and Sport Aviation Convention.
Harold Soehner Winslow, AZ
APRIL 18 - 24, 1993 - LAKELAND, Wittman Regional Ai rport. Cont act
Richard Suffoletto Sandy, UT
FL - "The Gift Of Fli ght ". The 19th J ohn Burton, P. O. Box 3086, Osh-
William T. Sweeney Manchester, CT
Annual Sun ' n Fun E AA Fly- In and kosh, WI 54903-3086. Call 414/426-
Walter Tackvic Piscataway, NJ
International Aviati on Conve nti on. 4800 fo r more in fo rmati o n. ITS
Jim Tambs West Branch, MI
Lakeland-Linder Regional Airport. NEVER TOO EARLY TO MAKE
Merwyn C. Taylor Whitewater, WI For information call 813/644-2431. PLANS TO ATTEND! '*
The following list of coming events is
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information only and does not constitute
'" . . - , ~
26 VINTAGE AIRPLANE
...., StatementofOwnership,
Management and
....; Circulation
AIRPLAHl!
(RHJuir.dbr39U.S.C. 36851
2. 0."ollllltog
VI NTAGE 10- 1- 92
$30.00
EAA Av ia tion Cen ter. 300 0 Pobere%ny Rd . Oshkos h, WI 5 4903 - 3086
EAA Aviation Center , 3000 Poberezny Rd ., Os hkosh, WI 54903-3086
,...ot......_c.......,."'..I\_... .......,...__
P. Poberezny
Oshk osh WI 5 4 90J _ 1086
Il e nry G. Frautscby
Oabk oah WI 5 4 90J_1086
Pgbercloy Rd
Golda G. COlC
EAA Ayiot ipn Cent e r Joon ppberezny Rd De hko eh HT 54ga3 J086
1 r:::-t.. __ ___
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_
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Experimental Al r crof oc;"oo Po...o, ", 'd.
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10K....__.Mo<,_._o.t.eos.c....II,_.O-"""...-..;." ..cetltor Mo<lor ToUiA oIlIonCIl.Jro!ott_Of01_
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8 4 28 8 539
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Freecatalogofcompleteproductline.
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stylesofmaterials:$3.00.
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35perword,$5.00minimumcharge.Sendyourad to
TheVintageTrader,EAAAviationCenter,P.O.Box3086,Oshkosh,WI 54903-2591.
AIRCRAFT:
1950PA-20-125- Extensive annual 1 0/92.650SMOH,new paint, 1986
Ceconite.Newglass,interiorexcellent.Escort110.Notanicerbushplane
around. $16,9000.912/625-7887. (12-1)
'46 AeroncaChief- 1500n,400 SMOH.Recovered in '79, hangared,
fresh annual. Prettyplane. $11,000.913/528-3940,Dave.(1/93-2)
MISCELLANEOUS:
CURTISS JN4-D MEMORABILIA- You can nowown memorabiliafrom
the famous "Jenny", as seen on "TREASURES FROM THE PAST".We
have posters,postcards,videos, pins, airmail cachets, etc.Wealso have
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supportoperatingexpensetokeepthis"Jenny"flyingfortheaviaitonpublic.
We appreciate your help.Write for yourfree price List. Virginia Aviation
Co., RDv-8, Box 294,Warrenton,VA22186.(c/5/92)
Fly-AboutAdventuresandtheErcoupe-Fullcolor, 130pages,$17.95.
Fly-About, P.O.Box 51144, Denton,TX76206.(ufn)
SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d,
4130 chrome-moly tubing throughout, also complete fuselage repair.
ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry
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station No. QK5R148N.
GEE BEE R-2-Model plans extensively Updated (used for
Wolf/Benhamin's) .PlansCatalog/News$3.00,refundable.VernClements,
EAA9397,308PaloAlto, Caldwell, ID83605.(9-3)
1930'sKollsman"Bubbleface"compass, haveseveral,N.O.S.,$225each.
Manyothervintageitems- 44-pagecatalog,$5. JonAldrich,AirportBox
706, Groveland,CA95321,209/962-6121. (c-12/92)
AirSalvageofArkansas- Dealinginaircraftandengineparts,hardware,
Route 1,Box8020,Mena,Arkansas71953.Call Ron Otto,501/394-1022
orFAX501/394-7475(Answermachinealso). (2/93-4)
20ct. DGA-15 Howard Flaps- very good condition, $40 each for entire
lot, u-haul. 913/528-3940, Dave. (1/93-2)
Antiqueand Classicwheel pants- Will custom build in fiberglassfrom
ori9inal drawings,blueprints or photographs.HarborUltral i9hts Products
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WANTED:
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Findersfee oHered. David Kaczmarek,416/485-0000. (12-4)
Wanted:Vol. 5,"U.S. CivilAircraft" byJosephJuptner. L.K.Gardner, 800
Madison Street,Apt. 6,Martinsville,VA24112,703/632-1447.(12-1)
The

Story
The Taylorcraft story
by Chet Peek @3
The complete story of the Taylorcraft Company and its airplanes are detailed in this new book.
8112" X11", 236 pages, 423 photos,
#108A - Hardbound $34.95
#108 - Softbound $24.95
ROOS EVELT FIELD
World's Pre mier Airport

C.G . Taylor can truly be called the father of the light airplane industry. At one time Taylor's two famous
designs comprised half of the world's light aircraft fleet.
The story opens with the 1935 "splif with W.T. Piper. Taylor designed a new plane, started a new
company and succeeded against almost insurmountable odds. Details of the original design, the difficult search
for financial backing and production facilities are detailed and illustrated with numerous original factory photos.
Growth and prosperity are recounted, then wartime liaison production, and the post-war boom &bust.
The author, Chet Peek, captures the spirit of the early aviation scene with color and clarity.
Foreword to book written by Bob Taylor, son of C.G. Taylor. Epilogue to book written by Duke Iden,
son of "Duke" lden long-time Taylorcraft Sales Manager. Book includes several 3-view drawings.
the
:nm,nnIIV'lI order and covers all major events, new models, ownership changes, from the start up to
Roosevelt Field -
World's Premier Airport by
JotlhuaSlolI
.
W,III..m C.mp
by Joshua StoH &William camp, Curators, Long Island Cradle of AvlaUon Museum
Roosevelt Field was the center of the aviation world in the '20s and '30s. When Lindbergh made Paris in
1927, he introduced to the world-the place of his departure-Roosevelt Field, Long Island, New York. During
aviation's Golden Age, crowds flocked to see Charles Lindbergh, Admiral Byrd, Bert Acosta, Elinor Smith, Jimmie
Doolittle, Roscoe Turner, Bert Balchen, Clarence Chamberlin, Amelia Earhart, Clyde Panghom, Ruth Elder, Ruth
Nichols, and AI Williams. Roosevelt Field was more than an attraction or a stage for the dashing aviators; it was
the premier showcase for demonstrations of flying skill or innovative design. Curtiss, Beech, Sikorsky, Bumelli,
Bellanca, Fokker, Seversky, Grumman, and Waco all displayed their latest products. It was the capital of the air, the world's premier airport . Traced
through forty years of uninterrupted aviation history: from Glenn Curtiss' arrival with his pusher biplane in 1909, through the closing of the field
at the dawn of the Jet Age in 1951, then takes us through the 1970s when Roosevelt Field's last hangar was destroyed for subsequent commercial
development. Extensively illustrated. Extensive &detailed text .
81/2" X11",140 pages, 300+ photographs (most never befOre published), SOftbound, #107, $22.95
World1s Greatest Scale Airplane Drawings Cl"!4
Internationally Acclaimed SCale Drawings by Paul Matt
NOW In aset of 2books
10
"
marve us...
______
VIS IOI\ S OF L li SC O M BE
Visions of Luscombe- The Early Years by Jim zazas
Tlt e E lr/y Year s
When aviation was in its infancy, a newand affordable light
airplane was makin!;l its debut. It was neither another war
surplus tandem seating biplane nor an underpowered mono-
plane. Those types were commonplace. Instead, thisairplane
was most unique . . . side-by-side seating, an enclosed cabin,
a sexy fuselage, responsive flight controls, a powerful power plant
and a single wing.
What did Don Luscombe, this design's consummate promoter, call it? "Monocoupe!"
Clayton Folkerts, Jerry Lederer, Fred Knack and Ivan Driggs made the Monocoupe name synonymous with
graceful styling and sprightly performance.
Otherdesignsincluded the four-place "Monocoach," the open-cockpit"Monoprep" and the swift "Monosport."
Some evolved into sleek and powerful racers.
Don Luscombe, who was he? A charismatic promoter, true, but he was a visionary. He anticipated correctly
what the market wanted and he endeavored to meet this demand. Though he never designed his airplanes, he
brought together the necessary engineers and skilled workers who could design and build his airplanes.
Don Luscombe's promotional efforts were aided by the many air racing and aerial derbies that were common
in the '20s and ' 30s. Race pilots such as Roberts, Omlie, Quinby, Bowman, Klingensmith and Uvingston became
"heroes" and added to the aura of the Monocoupe legend.
Don Luscombe's Monocoupe work was comparatively brief, lasting only seven years. Market forces and corporate events compelled Don to
pursue the means to mass-produce his airplanes. From 1933 through the next six years, Don Luscombe founded at least three other airplane
companiesthat carried his name. He pursued his "mass produced, all-metarvisions with an unmatched enthusiasm. His factories produced stylish
and robust airplanes with catchy names such as "Phantom," "Sprite," "Ninety," "Fifty," and "Sixty-five. " These new airplanes graced a wide array
of promotional literature. Uke the Monocoupe designs, the later designs offered class with performance.
In addition, Don Luscombe created a school to train airplane mechanics in the engineering and construction of metal aircraft. The Luscombe
School of Aeronautics was developed to meet a rapidly growing demand for individuals expenenced in the art of working on "all-metar airplanes.
Orders for Don Luscombe's airplanes flowed into the company, but it was the Luscombe Model 8 that truly fulfilled Don's goals of an affordable,
mass produced, all-metal airplane for the private owner.
81/2" 111", 325 pages, 325 pbotos, 3-Ilew drawings, 6 color pages, #109-1 - Hardbound $36.95, #109 - Softbound $26.95


II

WACO - Symbol of courage and Excellence
.YlIlbo[ of ffio llrl1 gr
/II1l'!
Volume 1, 1910 to 1925 by Fred Kobernuss ....:-StM4M$!rniMt
Exrc[[ clIrl'
Waco - Symbol of Courage and Excellence deals with the evolvement {,7Ia%est producer of
commercial aircraft during the 1920s and '30s. For example, in 1927 this company built 460 airplanes while \"h" I1.. 1
Boeing rolled out 25.
ft details the founding of the Waco Aircraft Company and treats its growth in historical perspective by
illuminating facts and figu res that represent not only the contemporary competition to the men of Waco but also
the general aviation climate of those embryonic years.
Only a handful were acquainted with the historical meaning of the 'Waco" acronym. Now the mystery
which enshrouded the formative years of the company has been removed.
Painstaking research by the author, the late Fred Kobemuss, has cleared the airof prevalent conflicting
information. Read the fascinating story of an aircraft company that had its own gravestone -long before its
demise.
The author spent ten years researching and writing this work. The story is backed up by appropriate documentation. It is an amazing story
- one that has not been told until now. Personalities include: George E. "Buck" Weaver, Charlie Meyers, Ray "Bud" Vaughan, Hattie Meyers,
Elwood H. "Sam" Junkin, Clayton Brukner and many more.
In the case of the Waco Aircraft Company' s founding there were two teams of two men each who were responsible. Messrs. Weaver and
Meyers formed one team; Messrs. Junkin and Brukner the other. Their interpersonal relationships are delved into extensively. Includes the inside
stol}'ofthe developmentofthe Ohio Aviation School , the DBJ (Deuther, Brukner, Junkin) Aeroplane Co., the Weaver Aircraft Co., and the Advance
Aircraft Co. Comprehensive "Waco" history from 1910 to 1925. Soon-to-be-released Volume 2 will include "Waco" history from 1925 through the
1930s to include the Taperwing.
81/2"111",190 pages,15O+ pbotos, 3-118W drawings, #106-A - Hardbound $34.95, #106 - SOftbound $24.95
"Don't miss the new Waco history book... a masterpiece" - Waco Historical Society - June, 1992
Waco Magazines of the International Waco Association
The International Waco Association was formed nearly two years ago to provide Waco enthusiasts a forum in the form of a quality 28 page
quarterly magazine. The magazine features stories from leading Waco historians, Waco owners and Waco enthusiasts. Each issue is packed
with extensive text, numerous photographs, drawings, illustrations, and helpful and historical information regarding various Waco models and Waco
personalities, past and present.
In order to subscribe to receive future quarterly Waco 28 page magazines, you must join the Intemational Waco Association. New members'
subscriptions will start with the next issue and your membership fees will be good for the next four quarterly issues. Membership dues are: $25.00
for Regular Membership or $50.00 for Charter Membership. Individual past issues may be obtained for per issue fees of: $10.00 each for non-
members or $6.25 each for members. You may join the I. W.A. by sending dues to Intemational Waco Association, P.O. Box 2065 - WACO, Terre
Haute, IN 47802. i Ee I It
Send payment plus $3.50 shipping per order to: . -- 0 Check 0 Money Order 0 Visa 0 MC
I Aviation Heritage Books Indicate Item # Card No. I
IS Sh' H I Expires Signature I
-----------------
I un Ine ouse, nco - I
I
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Include $3.50 shipping per order
I Terre Haute, IN 47802 Total Address I
__ _____ ___
Complete catalogs are sent with each order. Or, send S.A.S.E. for complete catalog.
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E A A ~ = Club JOI
Oshkosh, WI
, CALL 1-800-843-3612
64803-3088