11"Wingspan

JoeHughes'ThunderingAirshowMachine
EastwoodExclusive
In 1977,joeHughesbuiltthisamazingflying machine.
Itis nowondisplayin the ExperimentalAircraftAssociation
Museumin Oshkosh, WI. Thisdie-castmetal replicaisatribute
to HughesandtheStearmanitselfbearsoriginal pad-printed
markings.Thecockpitcanopyhidesthecoinslotandthe
enginecowl twistsofffor coin retrieval.
Proceeds benfijit The BAA Education Foundation.
#301500 Joe Hughes Stearman Biplane/Bank $34.95
I I
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"Noel-1"DC-3
12
1
/2" Wingspan
YuletideExpressDelivery
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hasaDC-3! "Noel-I"features special twocolor, padprinted
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enginefairings. Like the real thing, this DC- 3die-castplane!bank
has retractablefrontwheelsandturningpropellers. Thislimited
editionwouldmake the perfectgiftfor thatspecialaviation fan on
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#312000 NorthPoleAirways Plane/Bank $29.95
f/utolTlDhiIUi:
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Please Send me:
QUANTI TY
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PA reSidents please
add 6%tax to Totat
Laird SuperSolution.............$89.95 each
Joe Hughes Stearman...... .....$34.95each
North Pole Airways DC-3......$29.95each
us PACKING &GUARANTEED DEUVERY CHARGES
S15.01 . 30 S4.95
S30.01 . 50 56.95
S50.01 . 75 S7.95
S75.01 . 100 59.95
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S150.01 &up S13.95
Canadian residents please call for shipping details
Please Indicate
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EDITORIALSTAFF
Publisher
TomPoberezny
September1995 Vol.23,No.9
CONTENTS
2 Straight& Levell
Espie"Butch"Joyce
3 AlC News/H.G.Frautschy
5 EAAOshkosh'95AwardWinners
6 MysteryPlane/H.G.Frautschy
7 Aeromail
8 TypeClubNoteslNormPetersen
10 GullwingAnyone?lHal Cooney
12 TheDeparture
StalVSpinAccidentlDickHill
13 A "Mint" ContemporaryClass
Cessna172/Norm Petersen
16 GreatLakesTreasure-
ZacandDorisHoward's
Hammond100/H.G. Frautschy
20 WacoRNF/NormPetersen
22 WhatOurMembersAreRestoringl
NormPetersen
24 PassittoBucklE.E."Buck"Hilbert
26 VonWiller'sCommand-Airel
NormPetersen
27 WelcomeNewMembers
28 Calendar
30 VintageTrader
Page 10
Vice-President
Marketing&Communications
DickMatt
Editor-in-Chief
JackCox
Editor
HenryG.Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ASSistantArtDirector
SaraA.Otto
ComputerGraphicSpecialists
OliviaL. Phillip JenniferLarsen
Advertising
..0 Mary Jones
ASSOCiate Editor
NormPetersen
FeatureWriters
., GeorgeHardie,Jr. Dennis Parks
StoffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel DonnaBushman
EditorialASSistant
IsabelleWiske
EAAANTIQUE/CLASSICDIVISION, INC,
OFFICERS
President Vice-President
Espie"Butch"Joyce ArthurMorgan
P.O. Box35584 Germantown,WI
Greensboro.NC27425
910/393-0344
Secretary Treasurer
SteveNesse E.E. "Buck"Hilbert
2009HighlondAve. P.O. Box424
AlbertLea.MN56007 Union,IL60180
507/373-1674 815/923-4591
DIRECTORS
JohnBerendt C."Bob"Brauer
7645EchoPointRd. 9345S. Hoyne
CannonFalls.MN55009 Chicago.IL60620
507/263-2414 312/779-2105
GeneChase JohnS.Copeland
2159CarltonRd. 28-3WilliamsburgCt.
Oshkosh,WI 54904 Shrewsbury.MA01545
414/231-5002 508/842-7867
Phil Coulson GeorgeDaubner
28415SpringbrookDr. 2448LoughLone
Lawton.MI49065 Hartford.WI 53(127
616/624-6490 414/673-5885
HarTis StanGomoll
7215East46thSt. 104290thLane,NE
Tulsa,OK 74145 Minneopclis.MN55434
918/622-8400 612/784-1172
DaleA.Gustafson JeannieHill
7724ShadyHill Dr. P.O. Box328
Indianapolis.IN46278 HalVord,IL60033
317/293-4430 815/943-7205
RobertUcktetg RobertD."Bob"Lumley
1708BoyOoksDr. 1265South 124thSt.
AlbertLea,MN56007 Brookfield.WI 53005
507/373-2922 414/782-2633
GeneMortis GeorgeYork
115CSteveCourt.R.R. 2 181 SlobodaAv.
Roanoke.1)(76262 Mansfield.OH44906
817/491-9110 419/529-4378
S.H.OWes"Schmid
2359LefeberAvenue
Wauwatosa.WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J. Wrllman
1904-1995
ADVISORS
JoeDickey JimmyRollison
550akeyAv. 640AlomoDr.
Lawrenceburg.IN47025 Vacaville.CA95688
812/537-9354 707/45H)4ll
DeanRichardson GeoffRobison
6701 ColonyDr. 1521 E. MacGregorDr.
Madison.WI53717 NewHoven.IN46774
608/833-1291 219/493-4724
Page 16
Page26
FRONT COVER . From northof theborder.here' sJohnVan Ueshout's 1958
Cessna 172.winnerofthe "MostOriginal - ContemporaryawardatEMSun ' n
Fun '95. EMphotobyJimKoepnick.shotwitha CanonEOS-lNequippedwith
an 8O-2oomm lens. 1/125sec. at fl3on Kodak Ektachrome Lumiere 100 film.
Cessna210photoplanepilotedbyBruceMoore.
BACK COVER . "The Last Ride: a painting by San Diego artist Glen
Winterscheidt .was awardedanExcellenceribbionduring the 1995 EMSport
AviationArtCompetition. Formoreinformation.seeA/ C Newsonpage3.
Copyright 1995 bytheEMAntique/ClassicDivision Inc. All rightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EMAntique/Classic Division. Inc. of the Experimental
Aircraft Association and is published monthly at EMAviation Center, 3000 Poberezny Rd., P.O. Box 3086. Oshkosh. Wisconsin 54903-3086.
Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EMAntique/Classic
Division, Inc. is$27.00forcurrent EMmembersfor 12monthperiodofwhich$15.00isforthepublicationofVINTAGEAIRPlANE. Membership
isopentoallwhoareinterestedinaviation.
POSTMASTER: Send address changes to EMAntique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO
ADDRESSES- allowatleasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasurfacemail.
ADVERTISING- Antique/Classic Divisiondoes not guarantee or endorse any product offered through the advertising. We invite constructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescan betaken.
EDITORIALPOLICY:Readersare encouraged tosubmit storiesand photographs. Policyopinions expressed in articlesaresolelythoseofthe
authors. Responsibilityforaccuracyinreportingrestsentirelywrththecontributor. Norenumerationismade.
Materialshouldbesentto: Editor,VINTAGEAIRPLANE,P.O. Box3086,Oshkosh, WI 54903-3086. Phone414/426-4800.
The words EM,ULTRALIGHT, FLY WITH THE FIRST TEAM,SPORT AVIATION and the logos of EM,EMINTERNATIONAL
CONVENTION, EAA ANTIQUE/CLASSIC DIVISION,INTERNATIONAL AEROBATIC CLUB,WARBIRDS OF AMERICA are registered
trademarl<s. THE EAASKYSHOPPE and logosofthe EAAAVIATION FOUNDATION and EAAULTRAliGHTCONVENTION are tradernarl<s
oftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictlyprohibited.
EAA Oshkosh '95 has come and gone
with a speed that almost blows your mind.
It seems that you work almost a full year
to ensure that the week of the convention
goes smoothly for those who feel the need
to attend the greatest aviation convention
in the world, and then Boom! its over!
The Antique/Classic Division can only
continue to improve and provide the best
services for the an tiq ue/classic area of the
Convention with the input of the member-
ship to the Officers and Directors. Please
let us hear from you with any suggestions
that you might have that will help us make
your stay more pleasant.
I feel this was one of the best conven-
tions we have had in the Antique/Classic
area. We had over 170 antique aircraft in
attendance, a record for us. One of the
reasons for this great attendance was the
presence of the American Waco Club,
which was responsible for having over 40
Wacos attend this year. Phil Coulson,
president of this club, Antique Judge and
a Director of the Antique/Classic Divi-
sion, was just beaming with pride at all
those beautiful Wacos. I should mention
that your past vice president of the Divi-
sion, Jack Winthrop, flew his UPF-7 from
Texas and seemed to have a great time
(very nice Waco, Jack).
There were loads of nice antiques this
year. You will be reading more about
these airplanes soon in the October issue
of VINTAGE AIRPLANE. These color
photos alone will be worth a years' dues.
This year when it comes to Classics, the
judges really had their hands full with the
quality of workmanship greatly improving
each year. Just riding down the flight line
I could see what I would classify as show-
room quality airplanes. With over 700
Classics on the flight line, the Judges had
to keep on the move.
When the Antique/Classic Division es-
tablished the Contemporary category four
years ago, there were a number of individ-
uals who felt that the flight line at Oshkosh
was being given up to become a parking
lot of regular, plain airplanes. Well, one
2 SEPTEMBER 1995
STRAIGHT & LEVEL
byEspie"Butch"Joyce
would only have to walk the flight line this
year and view the quality of workmanship
of many of these airplanes and the pride
of ownership of this historic period of avi-
ation. The perfect example of this is the
Contemporary Grand Champion this year,
a Cessna 150. This airplane is the serial
number one production Cessna 150, with
over 6,000 hours of training time. This
aircraft and its restorer, Craig Roberts ,
deserve to be recognized by the aviation
community.
There is a topic that the Division will
be discussing in the near future. With the
presence of the American Waco Club this
year there were a number of "NuWacos"
parked with the group, aircraft recently
produced by the Classic Waco Co. in
Michigan. I had a number of people stop
by and talk to me about these planes be-
ing parked in the antique/classic area.
Opinions on this issue seem to be split -
some people thought it was great, and
then there were some who had the opin-
ion that maybe they should not be parked
in the antique area. The topic is "should
the Antique/Classic Division form a new
category for these type of aircraft?" I' d
appreciate hearing from the membership -
write to me and voice your views on this
subject, so that the Board can make the
proper call on this issue.
Overall, I think that the EAA Oshkosh
'95 Convention was a great success. We
are already working to see that Oshkosh
'96 is even better.
While we are on the subject of fly-ins ,
Mr. Bob Hasson, chairman of the Copper-
state Regional EAA Fly-In, wrote to ask
that I pass along the following:
"The COPPERSTATE has always at-
tracted a larger number of show planes,
usually averaging over 350. However, the
fewest type to attend has historically been
Antiques. Since most of our volunteer
force are homebuilders, perhaps we
haven' t courted the antique community as
diligently as we could have. But, we are
all hard core aviation enthusiasts and ap-
preciate all machines aeronautical. In
fact, most of our judging staff are into
restorations. Three years ago they
proudly selected a Bird aircraft as our
Grand Champion! The purpose of this
letter is to advise you of our growth inten-
tions and to cordially invite the entire An-
tique community to join us in making the
COPPERSTATE a true world class avia-
tion convention. " For information call
1/800/283-6372.
I have a request of the individual Chair-
man at EAA OSHKOSH '95. It has been
my desire for some time to assemble a
written manual of Chairman's responsibil-
ities at the EAA Oshkosh Convention re-
lating to the operations of the
Antique/Classic area. For the past several
years I have been receiving written input
from different Chairmen as to how they
see their job responsibilities. If you have
not sent me this information, please take a
few moments to write down this info and
mail it to me so that I can complete this
project.
It was great to have all of these Golden
Age air racers back to Oshkosh this year.
What a sight it was to see these racers rac-
ing around the airport. It was a scene that
made me have goose bumps. On a sad
note, Captain Harold Neumann passed
away July 5,1995. Harold had flown a
number of these racers during the original
air races. Many of you may remember
Harold from flying his white Monocoupe
"Little Mulligan" and performing aero-
batics at air shows. Harold was a good
friend to many people and aviation, and
we'll miss him.
One business item now. A special
meeting of the EAA Antique/Classic Di-
vision membership is being called, to be
held on November 10, 1995 at 9:00 AM at
EAA Headquarters, Oshkosh, WI for the
purpose of amending the Division's Arti-
cles of Incorporation and Bylaws in prepa-
ration for application to the IRS for
501(c)(3) status, which will classify the di-
vision as non-profit.
Your membership has passed the
10,000 member mark. We were able to do
this with the loyalty of the members and
their hard work. Ask a friend to join us so
they, too, might enjoy the benefits of be-
ing a member of the Antique/Classic Divi-
sion. Let's all pull in the same direction
for the good of aviation. Remember we
are better together. Join us and have it
all! ..
(3I:Wl
ABOUT THE BACK COVER
PAINTING ...
GlenWinterscheidt'spaintingofa
lateeveningscenedepictsa1929Travel
Airasflown in thesemoderntimes by
BarnstormingAdvent ures,Ltd.ofSan
Diego,CA. Theplanefrequentlyflies
overhi shomeon its"SunsetSnuggler"
flight ,so namedbecausetheTravel Air
holdstwo passengersup forward,side-
by-side. Thereturntotheairportisthe
subjectofGlen'spainting.
A Naval Aviatorwho latergradu-
ated from theArtCenterCollegeof
Design in LAwith aProfessionalArts
degree,Glenretiredfrom General Mo-
torsin 1990as theChiefDesignerofthe
TruckandBus IIstudio. Retiring to
San Diego (afavoritespotfor manyre-
tireeswho hadbeenin theU.S. Navy at
somepointin theirlives) Glen now en-
joyspaintingaviation andlandscape
scenes. FormoreinformationonGlen's
painting, youcancontacthimat5738
DelCerroBlvd., SanDiego,CA92120.
TICKETS STILL AVAILABLE TO
WIN LUSCOMBE
In1993,theDon LuscombeAviation
HistoryFoundationpurchasedtheType
Certificateforthe8seriesofaircraftto
help preservethe historyoftheaircraft
and to makeit possibletomakeparts
andtechnical supportavailable to the
manyLuscombeownerswhowish to
keeptheiraircraftairworthy.
To help finance this work, the
DLAHF ha s offered a rebuilt Lus-
combe8as thegrand prizein a raffle
eachofthepasttwo years, and is doing
so again in 1995. Only2400 ticketsare
madeavailable,andjustunder500 tick-
etsremain for thisyear'sraffle,which
will be held in conjunctionwith the
EAACopperstateFly-Inin Mesa,AZ,
October12-15,1995. Ticketscan be
purchasedbycontactingtheDLAHF,
P.O. Box63581, Phoenix,AZ85082,
phone602/917-0969.
Proceedsare usedto maintain an ex-
tensiveLuscombepartsinventoryand
offerfactory technical research and
data upon request. Developmentsiniti-
atedby theFoundationhave includeda
redesignedandstrongerlandinggear,
tail beef-upkitsand fittings, wingin-
spection kits and otherminormodifica-
tionsthathavebeenFAAreviewedand
approved.
compiledby H.G. Frautschy
FLV-IN NOTES
GADABOUTGADDISFLY-IN-
now theoldestfly-in thethenortheast,
thisfly-in soundslikealotoffamily fun.
Held in Bingham,Maine theeventfea-
turesaircraftrides,carnivalrides and
competitiveeventsfor pilots, as well as
ahostofot hercommunityorientedac-
tivities. Admission is$3. Forlotsmore
information,contacttheUpperKen-
nebecValley ChamberofCommerceat
207/672-3978or4100. NORDOaircraft
pilotsarerequestedtocall207/672-4814
priortodepartingtogive thei rapproxi-
matearrival time. Also,no foot traffic
is allowed acrossthe runway- awalk-
waywill beprovidedatthenorthendof
thefield forpilotsandtheirpassengers.
7th ANNUALREUNIONEAST-
COASTBELLANCA/ CHAMPION
CLUB- Tobe held October6-8,1995
at Schuylkill County Airport in
Pottsville,PA. In additionto theirso-
cialgatherings,aserviceclinicwill be
held atWitmer'sAircraft Service. For
moreinformation,contactEllieThoens,
908/542-5599orTomWitmer,717/544-
9311.
THIRDWESTCOASTILPAGET-
TOGETHER - TheInternationalLiai-
sonPilot'sAssociationwill holdafl y-i n
get-toget her in conjunctionwith the
PointMugu Airshow, September23-24.
For more info, call George " Chip"
NEW MUSEUMEXHIBIT LEADS VISITORS TO PIONEER AIRPORT
TheEAAAi rAdventureMuseumbasaddedanotherdimensiontoit'sPio-
neerAirportexperiencewith thededicationofanewexhibitwithin themain
museumbuilding. VisitorsarenowinvitedtoPioneerwithadisplaythatfea-
turesahangarfacadefilled withartifactssuch asan originalairway beacon that
waslitwithacetylene,one ofthefirst microphonesused attheClevelandair-
portandotherinterestingitemsfromaviation'sgoldenage.
A displayhonoringthevol unteerpilotsatPioneeris mountedon thewall,as
wellas photosofthevariousairplanes housedin thesix hangarsthatmakeup
PioneerAirport. A seventhhangarhonoringthememoryandlegacyofSteve
Wittmanis nowunderconstruction,andisscheduledtobededicatedduringthe
SpringopeningofPioneerAirportin 1996.
InfrontofthePioneerAirporthangarin theMuseum,a1929VelieMonocoupe
113,restoredanddonatedbythelateJohnHatzis ondisplay,as is a1921 Ford
ModelTDepotHack,restoredby thelateLyleMilius,and loanedtothemuseum
byhissons,DougandRichardin honorofthefatherand theirmother,Mildred.
Ananiiouncementis madetoalertvisitorsthroughoutthemuseumthat
transportationis availabletotheairport,whichliesjustoutsidethethebacken-
trance. Whentheannouncementismade,alargerotatingbeaconis turnedon
togui de thosewhowish to visitPioneerAirporttothenewexhibit,wherethey
canboardatramfortheshortrideovertoPioneer.
We'll haveafull reporton1995 activitiesatPioneerAirportin theNovem-
berissueofVintageAirplane.
PIONfER
AIRPORT
VINTAGE AIRPLANE 3
Audrey Poberezny was presented the National Aeronaut i c Association's
Katharine Wright Memorial Award during EAA OSHKOSH '95. With Audrey are
(left) Jack Cole of t he NAA and Joyce Wells, president of the 99s (far right).
AUDREY POBEREZNY
RECEIVESKATHARINE WRIGHT MEMORIAL AWARD
DuringEAAOSHKOSH'95,theNationalAeronauticAssociationawarded
AudreyPobereznytheKatharineWrightMemorialAward. Audrey,thewife
ofEAAFounderandChairmanoftheBoardPaulPoberezny,andmotherof
EAAPresidentTomPobereznywasselectedfortheawardbasedonherlife-
longcontributionstothesuccessoftheExperimentalAircraftAssociationand
tothegrowthofsportaviationoverthepast40years.
WhilePaulwas busyworkingduringthedayas afull-timeofficerin theWis-
cousinAirNationalGuard,Audreywasresponsiblefortheday-to-dayopera-
tionsofEAAfrom itsfoundinginthebasementofthePobereznyhomein1953
untilEAAbuiltitsfirstofficesin HalesCornersin 1964. Audreythenserved
EAAasGeneralManageruntil1970. Shecontinuedtoservein variouscapaci-
ties,asshedoesto thisdayas theChairmanofGuestRelationsfacility atEAA
OSHKOSH. MuchoftheoutstandingreputationofEAA'sofficescanbeat-
tributedto theorganizationalandbusinessskills usedbyAudreyduringthe
earlydays,andtotheprofessionalattitudeshebroughttoEAA.
TheKatharineWrightMemorialAwardis presentedannuallytoawoman
whohasprovidedencouragement,supportandinspirationtoherhusbandand
thuswasinstrumentalin his success,orwhomadeapersonalcontributiontothe
advancementoftheart,sportandscienceofaviationandspaceflightoveran
extendedperiodoftime. OtherrecipientshaveincludedMoyaLear,Anne
Lindbergh,AschaPeacockDonnels,OliveAnnBeech,ElizabethPfister,June
DeEttaMaulandNadineJeppesen.
OurcongratulationstoAudreyfor thiswelldeservedhonor.
L..-_______________________ : ~ _____l
Robinsonat818/899-8647. ProceedsaretobenefittheSun ' nFun
Forthoseofyou whoplanon being Museum. Contact Wayne Boggs,
in Floridathis winter, you may wish to Chairman,813/251-1820orArtHen-
startoutyour1995-96season with a derson,Sun' nFunMuseum manager
visit to theSun 'nFun Foundation's at813/644-0741.
Wings ' nThings' 95, November4-5.
Therewill bean openhouseat theSun TYPE CLUBS
' n Fun museum,alongwith hands-on
aviationworkshops ,an aviation parts If you' reaCulveraficionado,there's
auction,airadvent uredays foryouth, a newly re-createdtype clubfor you.
f1y-bys ,airplane rides,andgiant scale Tt 'stheCulverAircraftAssociation.
radiocontrolledaircraftwill bejoined Theyhopetosoonbe publishingthe
by the PolkCountyHarl ey Davidson Culver"Cadet-O-Gram" newsletter,
OwnersGroupMotorcycleshowanda editedbyDanNicholson. I've notyet
Corvetteshowto roundoutthisevent. seenanexample,but Danadvisesitwill
beaforum toexchange informationon
activitiesandtechnical information.
Formoreinformationwrite:
CulverAircraftAssociation
c/o DanNicholson
723 BakerDr.
Tomball,TX77375
713/351-0114
Asapointofinterest,AllenJohnson
haskindlyJenthis restoredCulverDart,
featured on the coveroftheJuly1994
issueofVintageAirplane,fordisplayin
the EAA Air Adventure Museum.
Thanks,Allen!
A newType Club has beenformed
forfans oftheCessnaT-SO "Bamboo
Bomber." Des ignat ed the AT-17 or
UC-78 by the Armywhen it servedwith
the military,theairplanehas adedicated
following. Thenewpresidentis Dwain
Pittenger,ownerofNU78in Hereford,
TX. Theclubwill workto keepthefew
planesofthis type flying andwill pro-
moterestorationofthe few basketcases
which haveescapeddisposal. Thereare
sixty-oneownerslisted in the FAAreg-
istry, outofthe more than3,000 that
wereproducedduringWW II.
ElmerSteierofWhittemore,IAis
vice-president,andfurtherinformation
canbeobtainedfrom theclub'ssecre-
tary/treasurer,Jim Anderson,Box269,
MarineonSt. Croix,MN55047.
A LI TTLE HELP PLEASE . . .
First,from Tom BinsofBinsAvia-
tion, Hangar36,AdamsRd,EagleRiver,
WI 54521, phone715/479-3484, we have
arequestforany photos,manuals, speci-
fications, orinformation regardingthe
RearwinSpeedster. Tomisworkingon
the restorationofa 125 hp Menasco
poweredSpeedster,and isfinding infor-
mation tough tocomeby. Anythingyou
can addwouldbeappreciated.
In what hasto beoneofourmore
unusual requests,wegotacall awhile
back from EdLove,aprocessengineer
atPackardElectricCo. ,Mail Stn. 03M,
408 DanaSt. ,P.O.Box431, Warren,
OH44486. Edis interestedin obtain-
ingsome origi nal ignitioncablepro-
duced underanew (in 1931!) patentby
thecompany. A display isbeingmade
of some of the products made by
Packard Electricfor theircorporate
HQ. Thisparticularignition cablefea-
turesa multipleconductorwireen-
cased in a rubberinsulator,with alter-
natinglayersofJacquercoatedfabric
anda flexible metalshieldingthatis
alsocoatedwith a lacquerand fabric
finish. Itmaybe difficult toascertainif
the old ignitioncableyou have was
builtbyPackard,butifyouhaveanold
sampleofignitioncablelyingaround
yourshop that fits thisdescription,feel
free tosendit to EdLoveatthead-
dressnotedabove. ...
4 SEPTEMBER 1995
fAA Oshkosh '95 Antique/Classic
AWARD WINNERS
ANTIQUE AIRCRAFT
Grand Champion - E. T. (Woody)
Woodward, Franklin, TN - 1937 Bucker
jungmeister,N133jU
Reserve Grand Champion - Alan
Buchner, Fresno, CA, 1932 Waco QDC,
NC12434
Transport Category:
Champion - jerryand Betsye Holmes,Chat-
tanooga, TN, 1944GrummanG21AGoose, NC
121Gl
Runner-Up - john D. Fields,Sonora, TX, 1937
lockheed 12A,NC33RA
Replica Category:
Champion - jimjenkins, Goshen,CT, 1991
Gee Bee E, NC856Y
Runner-Up - Stephen Halpern, HewlettHarbor,
NY, 1992Wedell-WilliamsType 44, NC161Y
Outstanding - jimClevenger, Marion, NC, 1984
Wedell-Williams, NC278V
CLASSIC AI RCRAFT
Grand Champion - Gene Engelskirger,
Hinckley,OH,Cessna 170B,N2727C
Reserve Grand Champion - Orlo
Maxfield, Northville,MI, Funk B85C, N1654N
Class I (0-80 hpj - Ray L. johnson,Marion, IN,
AeroncaChief 11AC, NC3469E
Class /I (81-150 hpj - johnC. Reib, Stuart, Fl,
Stinson 108-2, NC9818K
Class 11/ (151 hp and Up) - jamesB. Sayers, Edi-
son, OH,Cessna 195,N2197C
Custom Class A (0-80 hpj - Donald Claude,
Dekalb,Il,Taylorcraft BC12D, NC96440
Custom Class B (81-150 hpj - Robert McBride,
Cedar Par,TX, Piper PA-12,N98979
Custom Class C(151 hp-225 hpj - FrankSperan-
CONTEMPORARY
AIRCRAFT
Grand Champion - Craig Roberts, Aurora,
OR, 1958Cessna 150,N5501E
Outstanding Customized - Charles
Gunderson, Redondo Beach, CA, 1960 PA-23,
N4373P
Class I (0-160 hpj - Stephen l.Button, Indi-
anapolis, IN, 1957Tri Champ 7FC, N7534B
WW-II Era:
Champion - Paul Romine, Fishers, IN, 1943
Beech Staggerwing, NC265E
Runner-Up - WilliamQuinn,Columbia,MO,
1947Beech G-17S,NC80315
Outstanding - GeorgeMays, lowell , IN, 1942
Waco UPF-7, NC39714
Customized Aircraft:
Champion - jimPatterson, louisville, KY, 1938
Spartan, NC17615
Runner-Up - W. H. Symmes, Miami , Fl, 1937
Monocoupe110Special, NC2347
Outstanding - Dan White, Brooklyn Park, MN,
1941 WacoUPF-7, NC39713
WW-II Military Trainer/liaison
Aircraft:
Champion - David Wogernese, Eau Claire, WI,
1942 Fairchild PT-23, NC60606
Runner-Up - ClaySmith, Athens, Al,1942In-
terstate l-6,NC47093
Outstanding - john Vorndran, Stoughton, WI,
1940Stearman PT-17, NC58712
deo,Fayetteville,AR, PiperPA-22/20, N3383A
Custom Class D (226 hp and Up) - Colinand
junePowers, Independence, OR, Cessna 195,
N2113C
Best In Class:
Aeronca Champ - Air Knockers, Inc.,
Wadsworth, Il,7BCM, N84405
Aeronca Chief - Duane Huff, lawrenceville,
GA, 11AC, NC3420E
Beechcraft - lorraineMorris,Marengo, Il- F-
35, N4242B
Bellanca - Markand judyOhlinger,Akron,OH,
Cruisair,N86937
Cessna 120/140 - Ken Morris,Marengo, Il,
140A,N5669C
Cessna 170/180 - Alan Drainand Steve Kleimer,
Bozeman,MT,180,N3180D
Cessna 190/195 - Kent and Sandy Blankenburg,
Class /I (161-230 hpj - Roth Heinz,Merrill ,WI,
1960Cessna 182, N1895
Class 11/ (231 hp and Up) - larryVan Dam,
Riverside, CA, 1957 Bonanza N5478D
Class IV (Multi Engine) - ArthurBastian, New-
ton,Nj,1956Cessna 310, N364AP
Outstanding In Type:
Champion - CliffHarkins, Houston,TX, 1957
7FC, N7577B
Beech (Single Engine) - Kenneth Howard,
Queen Creek, AZ, 1960Debonair33, N601V
Bronze Age
(1933-1941 ):
Champion - Edward Shenk, Garrett, IN, 1940
Luscombe8A,NC28580
Runner-Up - Tom Flock, Rockville, IN, 1941
WacoUPF-7, NC32021
Outstanding Open Cockpit Biplane - Richard
Bushway, So. Strafford, VT, 1940Waco UPF-7,
NC29357
Outstanding Closed Cockpit Biplane - Steve Pit-
cairn, Bryn Athyn, PA, 1935 Waco CUC,
NC14625
Outstanding Open Cockpit Monoplane - Gene
Chase, Oshkosh, WI , 1933 Davis D-l-W,
NC13546
Outstanding Closed Cockpit Monoplane-
Wendyand WarnerGriesbeck, Aldergrove,
B.C., Canada, 1938Fairchild 24K, CF-BWW
Silver Age
(1928-1932):
Champion - Willisand Claudia Allen, EI Cajon,
CA, 1929Travel AirD-4000, NC671H
Groveland,CA, 195, N195KB
Ercoupe - Keith Harding, Flint,MI,N179G
Luscombe - jamesBendelius, Accord, NY,T8F
Observer, N2246B
Navion - CanbySales &Service, Brighton,MI ,
N91788
Piper }-3- MikeHorn, North littleRock,AR,
N69MH
Piper (Others) - Marion Burton, littleRock,AR,
Vagabond PA-17, N4820H
Stinson - Andrew Heins, Huber Heights, OH,
108, NC97141
Swift - R. K. johnson, Faribault,MN,GC-lB,
N78068
Taylorcraft - John Krumlauf, Nashport, OH,
BC12D,N43437
limited Production:
Ted Teach, Dayton, OH,MooneyMite, N4122
Bellanca- Drew Peterson, Yelm, WA, 195814-
19-2Cruisemaster, N9846B
Cessna 170/172-175 - WilliamSee, Centerburg,
OH,1958Cessna 175,N45K
Cessna 180/182-210 - john C. Brinton II ,
Wasilla, AK, 1958Cessna 182,N4970D
Piper PA-22 - WallyRojem, lambertville,MI,
1957,N7557D
Piper PA-24 - MikeCarpenter, DeSoto, TX,
1958,N5259P
CONGRATULATIONS!
VINTAGEAIRPLANE5
by H.G. Frautschy
This month's installment of "Mystery Plane" is a true puzzler
- it took considerable effort on the part of Dennis Parks, the Li-
brarian here at EAA HQ to track down its identification. If
you're able to ID it and you can supply us with
a published reference, we'll all be the richer for
it! We don't often give hints, but I will with
this one - the photo was taken here in the
United States. The answer will be published in
the December issue of Vintage Airplane. An-
swers for that issue must be received no later
than October 25, 1995.
Tony Morris, Marsh Gibbon, Bicester, Eng-
land wrote with a most complete answer to our
June Mystery. Here's what he penned:
"At last a 'Mystery Plane' that I have a
chance with!!! - I very much enjoy this feature
and must make a determined effort to pick up
some more back issues of the journal.
"The big help for me with June's 'Mystery
Plane' was the 'G' on the rudder, thus indicat-
6 SEPTEMBER 1995
ing it was registered in the U.K. or the British Commonwealth.
In fact it's the prototype Reid Rambler, registered G-CA va and
first flown on 23 September 1928 by Martin Berlyn. W.T. Reid
had left Canadian Vickers in February 1928 to set up his own
company, the Reid Aircraft Company, with offices on Craig
Street in Montreal.
He was joined by Martin Berlyn, also from Canadian Vickers.
"They began the design of a two-seat light aircraft for flying
clubs, training schools and private owners and assembly took
place in a hangar at Cartierville. The aircraft, the Rambler, was a
sesquiplane with folding wings and Warren-truss bracing. A
balanced rudder with no fin - as shown in the photo - was used
and inversely tapered ailerons were fitted. The structure was all
metal with fabric covering. I believe the powerplant was a 80 hp
Cirrus II. That first flight mentioned above was somewhat hair
raising as the ailerons had locked up as soon as the aircraft was
airborne and a series of flat turns had to be used to complete the
circuit to land. The geometry of the aileron control system had to
be rearranged to cure the fault .
(Continued on page 21)
MAIL
KNOB REFINISHI NG
DearHenry,
RegardingBobHollenbaugh'sinquiry
on restorationofplasticknobsfor his
Chiefproject,I believehewill find that
theirfinish can be nicely restored by
cleaning/polishingtheknobswith Brasso
metalpolish (orequal). Probablyany
good metal polishwill accomplish the
sameresultsas Brassosincemetalpol-
ishesall seemtobecompoundedfrom
thesameingredients. Useonlysmall
amountsofpolishon theknobfaces to
preventdamagingimprintedlegendsor
lettering,oruntil theeffectofthepolish
can bedetermined. Recessed lettering
can berefinished by filling (paint)and
wipingprocess. If refillinglettering,al-
low painttodryandrepolishface care-
fully toremovethe paintoutsideofre-
cess. The knobfaces areeasiestpolished
by rubbingthem on a soft, thick cloth
heldstationaryon thebenchtop.
Ialso use Brassowithgreatre-
sultstoclean/polishphenolic(plastic)
casesoninstrumentsinstalledin my pro-
jects. Theonlyprecautionwhen doing
theinstrumentcasesis togoeasyonany
inspection marks, logosorplatesstamped
orappliedonthecasesin theeventone
wishes to preserve the marks, as the
Brasso will ultimately strip off the
stampedmarks.
Hopethishelps.
Regards,
HubertLoewenhardt(AIC 19167)
835 New LondonTurnpike
Stonington,cr 06378
Dear Hubert,
Thanks for the tip - if just the surface of
the knobs are discolored or oxidized, your
method ought to do the trick nicely. Many of
the plastic knobs on the controls of the classic
airplanes we now fly were imprinted using a
heated stamp. The letters would then have
slightly raised edges, and then a slow dnjing
enamel would be used to fill the letters, with
the excess wiped off.
I believe the problem experienced by Bob
Hollenbaugh and many others goes much
deeper though - in fact, it goes directly into
the plastic. As plastic ages, the plasticizers
within the material begin to migrate to the
surface and evaporate, causing the surface to
become crazed as the plastic on the surface
begins to dry out and shrink. As the aging
process continues, the plastic cracks deeper
and deeper, presenting the restorer with a
tough problem. Other than a new set of
knobs (long since unavailable in their origi-
nal form), what can a restorer do? What op-
tions do automobile rebuilders have when
presented with this difficulty? The composi-
tion of the plastic is also an interesting ques-
tion - are thelj made of the same type of cel/u-
laid used on early plastic automobile steering
wheels? We'd love to publish the answers, if
one of you can help! - H.G. Frautschy
REDHEAD RACER
DearDennis(Parks),
Itwasapleasuretoreadyourarticlein
VINTAGEAIRPLANEofJuly1995
aboutGordonIsrael and thecrashofhis
racer, the" Redhead. " Iwas a kid atthe
time,about15 yearsold,andspentmy
summerdaysattheOmahaAirportall
summer,everysummer. I nevermissed
an airracein Omahain the1930's,and
thosewhoflew them imprintedthem-
selvesdeeplyintomymemory.
GordonIsrael had a brothernamed
Georgewith him thatyearin Omaha.
Georgetold peoplehedidn ' tfly the Red-
head himselfbecauseitwassosmall there
was no placeforhis feet. Idon'tknowif
thatwas true,butGordonwastheonly
oneIsawfly it.
AsGordonwas onapproachto land-
ingthatdayin 1934,George Israelwas
standingby thespeakersstand(the"PA
system"ofthosedays) in front ofthe
grandstandsnotfarfrom me.
Gordonwaslined up toland in thedirt
alongsidethepavedrunway. Hemadean
excellentlandingand was rollingout
when itappearedtheairplanestarted
wobbling from side to side and then
startedup on its noseandcartwheeled
ontoits back,pinningGordoninsideand
underneath.
Georgewas instantlyona run to the
airplane,fearingfire. Hewas thefirst
onetoreach theRedhead,liftingup the
tail enough toallowGordontoslideout.
Therewas nofire.
ThenextairplaneaftertheRedhead
was theBrown B-2,"MissLosAngeles. "
It wasalso makingan approachto Runway
35, butthatrunway wasclosedby theRed-
headlyingonit ,so theBrownB-2pilot(it
was RoyMinor)e lectedtolandtothe
northeastand roll outintothegrass,with
nosurfacedrunwayyetin thatdirection.
About 300 feet into the grass the
Brownstartedtowobble too, bititgot
straightenedout.
Attheendofthe roll -outthe pi lotof
theBrownB-2 turnedofftheignition and
walked backalongits rolloutpathuntil
hestopped to pick upsomething,after
which he headedfor thespeaker'sstand.
When he reached thespeaker'sstandhe
wascarryingabrickbat.
It was thoughtaroundtheairportaf-
terwardthatthe Redheadhadencoun-
teredthatsamekindofbrickbat,which
causedthewobblein bothairplanes,end-
ingin a much less favorable way forthe
Redhead.
We wento ut and hand pushed the
BrownB-2 backto the hangar. TheRed-
headwascarriedbackto thehangarby
anothergroupofpeople.
After61 yearsthe picturesofthose
1930'sairracesaresti ll vivid in my mind,
andI wantedtosharethisonewith you
folks for yourhistoricalrecords.
Sincerely,
RobertP. Laible
5503NWFox Run Dr.
Parkville,MO64152
MORE ON PHILLIPS HEAD SCREWS
DearH.G.:
Thisis in referenceto DanCullman's
letterconcerningtheuseofPhillipshead
screwsin earlyaircraft.
Since we restoredBob'sChampin
1983,onseveral occasionsthe use of
Phillipsscrews has beenbroughttoques-
tion. We usedthemon the rearwindow
frame. Itcaneasily be proventhatthis is
correctby referenceto AeroncaDrawing
#7-458 (Covering-fuselage)whereit
clearlyspecifies#6-112 " PhillipsHead
CadmiumPlatedTypeA PKScrews."
Idon' t knowexactlywhen thePhillips
screwsfirst wereused,butIhavea 1942
AeroDigestwhich advertisesthem. I
also knowthattheywereused in military
birdsthatIflew duringtheBigWar.
Therewas anothersimilarscrewthat
was used extensively: the"Reedand
Prince." It was frequently referredtoasa
"crosspoint"screwhead. Thistypewas
notthesameas Phillipsand requireda
differentdriverwithasharplypointed
end. My tool boxcontainsbothtypes.
Sincerely,
C. H. (Harold)Armstrong
(A/C746)
Route3,Box46
Rawlings,MD21557-9609
VINTAGE AIRPLANE 7
Type Club
NOTES
by NormPetersen
Compiled from various typeclub
publications&newsletters
TheCubClub-
John Bergeson, newsletter editor
(517-561-2393)
Fuel Starvationon Take-offin a
PA-ll - by David Pearce
(703-777-4459)
Theenginesputteredandnearly
quitduringaveryhot,highdensityal-
titudetakeoffthreesummersago. I
wasdoingaseriesofdifferent"angle
ofattack"takeoffteststodetermine
theactual airspeedindicationsand
rateofclimbmeasurementstoplota
chartfor my studentsto use. The
Piperfactory doesnothavean official
manualshowingchartsfortakeoffand
landingperformancesas dothemod-
ernaircrafthandbooks,soIwascreat-
ingmy own for my studentstouse.
Thiswas thefirst timeithadeverhap-
penedin thePA-lloverthemany
yearsIhadowneditandwhenI was
takingflyinglessonsin itas astudent
pilot.
Todeterminetheproblem,Ihad the
carburetorrebuiltandchecked,mags
overhauled,timingandthefuel system
checked. Afterall ofthis,theproblem
persisted. I had replacedall thefuel
lines,carburetorbowlassembly,etc. at
thetimeofrestoration,so I ruledout
for thetimebeingcollapsedorfailed
hoses.
Again,I hadtoresorttoanengi-
neeringanalysis. First,Ihadtodeter-
minewhat,ifanything,Iwasdoingthat
was differentfrom thepastyears. Af-
termuchworrying,Irememberedthat
Ihadrecentlyfound acopyofabook
thathaslistedtheperformancespecifi-
cationsforthevariousPipers. Itspeci-
fied thatthe"bestangle" (Vx) for the
PA-ll was supposed to be 50 mph
(about1.2to1.3timesthestallspeedof
37mph). ThiswasthespeedthatIhad
beenusingformyshortfield takeoff
8SEPTEMBER 1995
calibrationtestwhen theproblemfirst
occurred.
I hadalways used60 mph priorto
this,sothis had tobe theproblemas it
representedtheonlydeviationfrommy
oldprocedures. Butwhy?
AgainIusedmy trustyinclinometer
todeterminetheangleofattackthat
causedtheenginetolose power. The
othersymptomwas thatwhentheen-
gine lostpower,Iwould putthe nose
downtoobtainthebestglidingspeed
of60 mph,andtheenginewouldclear
up and runatfull rpmasifnothinghad
happened.
Usingthisinformation,I usedaset
ofthefuselage blueprintsanddeter-
minedthatin the50 mphclimbspeed,
theangleofattackwassogreatthatthe
carburetorwas higherthanthewing
fuel tankaswellas theinfamousheader
tank. (Resortingto theoldplumber's
rulethatwater{in thiscase,fuel} will
notrun uphill, Ifound theproblem.) I
merelyhadtochange theVx speedto
55 andtheproblemwentaway.
Butifthiswas theproblem,then
whydidPiperpublishtheVx airspeed
tobe50? Goingbackandlookingat
thebook,Ifound thatthisairspeedwas
specifiedfora65 hpPA-llandnota95
hpversion. Withtheextra30 hp,the
angleofattackfor Vx was muchhigher
thanforthe65 hpversion. Ihavenot
beenabletolocateaSpec.sheetfor the
95 hpPA-ll,butwhenIdo,I amsure
thattheVxwill beshownas55 to65
mph. Ofcoursedifferentloadingsand
differentdensityaltitudeswillaffectthe
actualangleofattack,so anoverallair-
speedmustbechosenthatwillgive a
moderateangleofattacktoensurefuel
flow inallconditions.
Formyself, Inowuse55 untilIclear
anyobstacleandthenclimbat70toen-
surefuel flow, bettercoolingandvisi-
bility. Usingthisprocedure,I have
neverencounteredtheproblemagain.
CessnaPilotsAssociation -
John Frank, Editor (805-922-2580)
Removal ofMogasStains-
by DonMcintosh
NosoonerhadI sentoffa letterto
you requestingadviceonremovalof
Mogasstainsfrom my Cessna172
thanthesolutionwaspresentedtome
byalocalmechanic.
The product he suggested and
which I havetriedwithexcellentre-
sultsis a cleanercalled"DowBath-
roomCleaner"andis availableatany
supermarket.
Justsprayit onandwipeit off- it
workslikeacharm!
Youmaywish tosharethiswith
othermembers, I'msureitwould
workas wellwith100LLalthoughthe
dyeinthefuel doesnotseemtobeas
obnoxious.
Thecleaneralsoworkswellonre-
movalofdust,grime,exhauststains,
etc.
From England -
Civil AviationAuthority
CessnaModel 172- Thepilotre-
portedthattherudderpedalshadre-
sistanceonbothleftandright(appli-
cation). OnlybyflyinganotherCessna
172didhe realize howmuch resis-
tancehadbeenbuiltup. Hetherefore
askedtheengineers(mechanics) to
checktheruddercontrolcircuit. On
thoroughinspection,byengineerswho
didnotnormallymaintaintheaircraft,
thetailsectionwasfound tocontaina
termitenestaboutthesizeofa house
brick. Thereporterwentontosay
thattheaircraftwasimportedtothe
UKfromtheUSAin 1992anddespite
havingvariousinspectionsintheinter-
veningperiod,thetermites'nestwas
notnoticedbyanyengineers.
Cessna Model 140 - During an an-
nual inspection, the engineer looked
closely at the flexible hoses and, from
the date markings shown upon them,
deduced that the hoses were over 30
years old. The LAMS schedule re-
quires , as a minimum, all flexible
hoses to be inspected and tested six
years after installation and then every
three years thereafter. In some cases,
the Manufacturer's requirements are
stricter.
New Rules For ELT Annuals -
by Steve Ells
Everybody counts on their ELT's.
but until recent ly regulations haven' t
demanded stringent inspections. Of-
ten ELT inspections consi s t of no
more than repl acing the battery when
due. Changes to FAR 91.207 effec-
tive June 21,1995, specify what is re-
quired as far as the ELT is concerned
at annual inspection. These changes
also require any new ELT's purchased
after the effect ive da te to be a unit
certified under the more stringent
specifications of TSO-C91a.
Since the introduction of the ELT
in the 1970's, the specification for per-
fo rmance has been Technical Stan-
dard Order C91. In the two decades
si nce introduction, much has been
learned about EL T performance and
more technically advanced unit s are
available. Today ELT's are on the
market that transmit not only the war-
bling crash signal but also have the ca-
pability to transmit their longitude
and latitude if navigat ion equipment
can supply the information.
The main reason the specifications
have been updat e d is the need for
tighter controls on maintenance and
performance to cut down on the num-
be r of false alarms which day in and
day out average over 100 a day
throughout the country. Where there
is an actual crash the record is mar-
ginal, with only approximately 25% of
crashes radiating a usable signal.
New requirements for annuals on
ELTs include inspections on the fol-
lowing four items: l)Proper installa-
tion; 2) Battery corrosion; 3) Opera-
tion of controls and crash sensor and
4) The presence of a sufficient signal
radiated from the antenna. Items 1,
4, and part of 3 can be done with the
unit mounted in its rack. To complete
it e m 2, the ELT must be removed
from its rack and opened up.
When the ELT is out of the plane,
a primitive crash sensor (switch) test
in item 3 can be performed by striking
the ELT against one's hand, or sling-
ing it in a throwing motion. The " Di-
rection of Flight" arrow must point in
the right direction. If the ELT turns
on and sends out a di stincti ve war-
bling signal on 121.5, the crash switch
has been tested sufficiently for annual
signoff. By regulation, all ELT test s
that actua lly emit a signa l must be
done within the first five minutes after
the hour and must be limi ted to three
sweeps of the signal.
The last part of t he annual is to test
the r adi a ted signal strengt h of the
ELT. In the past most mechanics
would tune the comm radio of a
nearby aircraft to 121.5 and momen-
tarily turn on the ELT they were test-
ing. If the signal ca me over the
speaker, that was suffi cient. FAA Ac-
tion Notice A8310.1 s ugges t s that
holding a cheap battery powered AM
radio tuned to any st ation within six
inches of the antenna is a satisfactory
test. If the ELT signal is strong
enough to overpower the station and
come over the speaker, that proves
the ELT is radiating enough power to
comply with the signal strength part
of the annual.
A log e ntry is required saying that
the ELT has been t es t ed in accor-
dance with 91.207 (d) (1 through 4)
and has passed all tests. This is due
every annual.
The Luscombe Courant -
Loren Bump. editor (208-365-7780)
I Learned From This!
Have you ever sa t down and
thought about what some folks call
the "good ole days"? Of course you
have, we all have at one time or an-
other.
I a rose this morning at 0500 t o
work on the " Courant" as I always do
when J put out the newsletter. Well , I
thought , what am I going to do for
this page? To muster up a little ma-
terial and possibly nostalgia, I plugged
in the video tape of the 1985 CLA
(Continental Luscombe Association)
fly-in in the VCR only to see " Ole
Bump," the great "Fearless Leader"
land and taxi right up to the camera,
jump out with his big mouth "just a
f1appin '" as usual.
I didn' t pay any attention to what
he was saying, I just sat there looking
at that beautiful " rag-wing" Lus-
combe, the "Fearless Fargo Express"
that he owned at one time, wondering
how anyone pe rson could be so
" dumb and stupid" as to sell such a
nice looking " machine" as it shined
like a diamond in the sunshine.
I'll tell you something "Ladies &
Gents", if you own a Luscombe, don' t,
I repeat , don't ever sell it. You'll re-
gret it for the rest of your life, believe
me, I know what I am talking about.
As I sat there watching it taxi out
for takeoff at the end of the tape, a
very large lump arose in my throat ,
tears flooded my eyes, I reali zed then
and there, I had made the greatest
mistake of my young life when I sold
my beloved LUSCOMBE. I ' ll give
all of you a piece of advice, don't ever
sell your Luscombe, else you'll regret
it and cuss yourself out.
No matt er how much yo u are of-
fered, stop and think about it. Down
the road, you can' t replace it for what
yo u may acce pt for it and look at all
the wonderful flying you' ll be missing
out on.
I know there are other a irpl anes
out the re t o choose from. You are
thinking, ' 'I'll get a bigger, faster ship."
Of course you will , but when you are
sitting there pushing buttons and turn-
ing knobs on that fancy new machine,
you'll be thinking thoughts of the
flight s you had in your old Luscombe,
asking yourself, " Why did I sell my
Luscombe, I can' t replace it for what I
got for it , I sure do miss the old ship. "
This is a bucket of bolts, etc.
From the newsletter of the Bellanca!
Champion Club, "B-C Contact" we
have these notes.
Airworthiness Alerts:
Lift Strut Rusts - 3/ 93 During a
schedul ed inspection, it was di scov-
ered that the left front wing lift strut
was corroded through from the inside.
This corrosion caused a hole approxi-
mately 1 by 118 inch in the lower sur-
face of the strut Gust below the drain
hole). Thi s hole was in the web fair-
ing between the two steel strut sup-
ports. This condition compromised
the structural integrity of the strut. It
was further stated that all of the struts
on this aircraft were changed due to
surface corrosion. Tota l time - 1547
hours on the subject aircraft.
Aileron Hinge Bolts - 4/93 During a
scheduled inspection, it was discovered
that the aileron hinge bolt holes were
worn excessively. Further inspection
revealed that the aileron hinge clevis
bolts were not the proper length. The
bolts installed were AN24-12, and the
correct bolt is an AN24-16. this condi-
tion allowed part of the threaded por-
tion of the bolt to remain inside the
hole and interfere with the bearing
surface during aileron operation.
It is a good maintenance practice
to check all parts, both new and used
for proper condition and fit before in-
stallation. Total time on subject air-
plane was 1058 hours plus.
(Continued on page 27)
VINTAGE AIRPLANE 9
Anyone?
By Hal Coonley
NC 17394
A Nostalgic Beauty
That ReallyTakes You Back!
I'll bet everyone of you over 50 years
of age who built model airplanes as a kid
has built a model of the Gullwing Stin-
son Reliant. You have to admit, it had
class, not to mention size-and those dis-
tinguished and beautiful wings!
Somewhere in the distant past, I re-
member someone describing the Spitfire
elliptical wing as not having any two ribs
alike. What about the Gullwing Stinson?
Count them. There are exactly 22 ribs
per wing, times two that makes 44, and
no two of them are alike. No wonder the
airplane cost almost $10,000.00 back in
the thirties. (Depending on the engine
installation, of course.) All handmade.
Labor intensive was the rule then. The
fact is, the entire wing is unique in design
and construction! How many wings do
you know of that have welded steel tube
main spars? How about triangular plan
form steel tube combination of drag,
anti-drag and compression members
front to rear spar? It certainly makes a
stiff wing! Notice too, only one short lift
strut. No rear strut to relieve the twist-
ing moments. Take a look at the relative
inboard attach point of the lift strut and
all that cantilever structure outboard!
Airfoil sections have been engineered
and designed to do many miraculous
things. Consider some of our later model
transports and the century series fighters
with wing loads in the multiple hundreds
of pounds per square foot. Well, our
Stinson Gullwing comes equipped with
the ever famous Clark Y, which came
out sometime in the 1920s. Our wing is
18 percent thick at the li ft strut attach
point and tapers to only six percent at
the tip and root. It sure does the job.
It lifts 4,000 pounds at gross takeoff
weight with 258.5 square feet of wing
area. That calculates to 15.47 pounds
per square foot of wing load and, need-
less to say, it doesn't surprise you when it
stalls, if you want to call it that. Really,
10 SEPTEMBER 1995
it's more like a "mush." Hold the yoke
against the stop and it sort of floats from
a burble to another burble, recovering by
itself with a little nose down pitch and
then does it all over again. Some of the
old-timers say that they would never bail
out of one in an emergency -they'd just
continue the stall all the way down with a
slower vertical speed than a parachute!
This stall speed just happens to be about
50 to 54 mph with full flaps. You might
call it an awfully heavy ultralight!
Speaking of flaps, how about vacuum
operated flaps! We have a port in the
intake section of the crankcase that
evacuates everything and lets static air
push them down . We have a vacuum
storage tank, which brings a play on
words. If vacuum is almost nothing, why
do we need a ten gallon tank to store it
in? The Gullwing has it! It 's aft of the
rear cabin bulkhead. When the flap
lever is placed in the down position, this
stored vacuum is ported to the up side of
an actuator that is about six inches in di-
ameter and atmospheric pressure on the
downside extends the flaps. No inter-
connect to prevent split flaps! A big
spring to pull them up after landing if
there is no air load. The ailerons are ca-
ble operated except the last part of the
motion where we have a bell crank and
push rods.
Let's take another look at our wing
structure. The ribs are made of square
aluminum tube (about 5/16 inch each
way). Not a weld in the whole assembly.
Not really riveted either. Each joint at
the intersection of cap strips and struc-
tural bracing has an aluminum gusset on
each side and is secured with a round
head aluminum rivet type pin with a
snap on Tinnerman type steel fastener
on the backside. No upset heads! No
corrosion from dissimilar metals and
none have vibrated off in the 50 plus
years this wing has been flying! There
was plenty of zinc chromate though. The
wing had been recovered twice after it
was converted to civilian service. The
last time with Razorback. There wasn't
really any bad fabric but the wings had
been rib stitched without using the invisi-
ble stitch and it just looked too rough, so
we replaced it with Stits material and af-
ter about 1100 rib stitches later were
ready to apply some color. We chose
blue and silver and the Eastern Airlines
logo because Eastern had three of these
magnificent machines in the late thirties
and early forties that were used for in-
strument trainers.
This aircraft isn't one of the original
SR-9 or -lOs that Eastern used, but it has
been modified to those specs. This air-
plane was born during the middle part of
WW II, September 30,1943 to be exact.
It was known as an AT19, SIN 77-131
and carries the RAF SIN 42-46770. It
was known by the British as SIN FK 944.
We have some of the wartime logs on the
airframe and engine but very little detail
of missions andlor service. The aircraft
went to England at the end of 1943 but
we are unable to determine exactly
where. The RAF forms we have indicate
Evanton RNAS, Southern Aircraft,
Gatwick, Abbotsinch, Fleetlands,
Yeouilton, Donibristle and Stretton.
(I'm not exactly sure of the spelling be-
cause the ink has faded.)
Some of the names of mechanics and
pilots that are almost faded out look like:
E . D. Lock, RNAS Strelton, 1944; J.
Arthur, RNAS Strelton, 1944; R. Brom-
ley, No.1 NAFS Yeouilton, 1945; H. K.
Davison, No.1 NAFS Yeouilton, 1945;
and D. K. Hayes, no station shown.
"On 3-1-46 the main planes were re-
moved and 'embalmed.' On 4-1-46
preservation for shipment was accom-
plished by A. Sweeney, A. Loggie and T.
W. Barnfield and the lendllease contract
was fulfilled."
Somehow the aircraft got back to the
States and the civil logs begin August 29,
1946 with 318:55 hours on the airframe
and engine. It flew until June of 1949
and the next log entry is August 1, 1954
when it was licensed. However it appar-
ently did not fly much because the next
log entry is September 11, 1959 at which
time it had accumulated 391:50 hours
and then made it through June of 1965 at
which time it was approved for a ferry
flight with 438:00 hours. By April 20,
1967 it had run the time up to 566:00
hours. By 1973 it had made it to 602:01
hours and had found a home in LeMars,
Iowa. Adrian Kale, a United Airlines
Captain had acquired it and from then
until July 25,1991 it logged a total of al-
most 48 hours.
It was purchased in August of '91 by
myself and Chuck Pease, both retired
Eastern Captains. The rejuvenation be-
gan.
The aircraft was strictly milit ary in-
side. The instrument panel had been
moved forward about six inches and in
no way looked like the SR-10 For-
tunately the factory left jig points for the
civilian panel. The RAF gyros and fac-
tory installed instruments were still
working so we began from that. There
was one instrument that went back to the
late 1930s called a fuel/air ratiometer. It
does exactly what the name implies-
samples exhaust gas from the manifold
and tells you how many pounds of air per
pound of fuel you are using. It still
works! The RAF used only the left seat
for the PIC and had moved the engine
controls from the center of the panel to
the left side of the cockpit, and instead of
Aherns type controls , had installed a
three control quadrant (throttle, mixture
and propeller). Idle cutoff was reversed
from our American standards. Forward
was off. The controls were installed in
the center of the instrument panel so
that the airplane can be flown from ei-
ther seat. The lack of nav/com equip-
ment made that conversion simple. We
installed a KX 155 nav/com, a transpon-
der with encoder and an Apollo loran for
those long, slow cross-countries! The
only military equipment still installed
(and unused) is the pilot's relief tube!
The airplane had been covered with
Razorback and was still as strong as the
day it had been installed. However, the
rib stitching was not to our liking and the
paint was peeling anyway, so the wings,
ailerons, flaps, horizontal and vertical
empennage was removed for recovering.
The Spartan military interior was redone
in leather and Eastern Airlines colors.
Wheel pants and Cleveland brakes were
installed.
(Right) Hal is busy doing something to
this all metal structure you can rarely do
with a wing - clean it with a pressure
washer!
The Lycoming R 680-13 engine had
less than 300 hours on it since new and
was installed by the RAF just prior to
returning it to the States in 1943. They
apparently thought the airplane was for
night operation because the entire en-
gine and accessories were painted dull
night fighter black. The engine ran like
the proverbial sewing machine but used
about a gallon of oil a day setting in the
hangar. The seals had dried and were
incapable of holding oil where it was
supposed to be. The engine was built
before O-rings were invented so the
cylinder base seals were of gasket mate-
rial. After sweating the oil problem,
another engine was installed. That is
another story for later.
The original electrical system con-
sisted of a 20 amp Eclipse generator (!)
and a 12 volt battery. One landing light
consumed about 40 amps by itself! The
50 amp Jasco alternator and a complete
rewire of the system put us into the
modern world. The factory installed
starter switch was right out of Henry
Ford's Model A factory. Mash down
with your left heel and hope it didn't
slip off. While we're talking about Ford
parts, the pilot's side window will crank
up and down, compliments of another
Model A part-the window mecha-
nism. It still works good too! Inciden-
tally, this 20 amp generator weighed in
at 20 pounds, including the control unit
which is a watchmakers delight-all
mechanical with the prettiest springs
and interlocking electro/mechanical de-
vices they could dream up 50 years ago.
Our test flight came about one and
one half years after the restoration be-
gan. It was kind of soul satisfying to see
smoke come from the exhaust stacks on
the initial engine start and to get a good
mag check on the first try! Since that
day in February, 1992 we have become
quite well educated on the whimsies of
old, round Lycoming engines. The re-
placement engine was a 100 hour
SMOH and it presented oil tempera-
ture problems which required removal
and overhaul, all due to a badly worn
master rod bearing. Initial oil pressure
was good until the oil temp got up to
normal operating range (140 degrees)
and then the hotter the oil got, the lower
the oil pressure dropped and the lower
the pressure dropped, the higher the
temperature became until both pres-
sure and temperature were at the red
lines and we were at our max pucker
factor. We tried a new oil pump and oil
pressure regulator. We installed two
types of oil coolers which helped but
didn't cure the problem. We learned
about oil transfer sleeves and associ-
ated rings. We about wore Steve Curry
(of Radial Engines Limit ed) to the
limit. However he was very knowl-
edgeable and patient and helpful , and
was able to come up with the final solu-
tion of the out of tolerance master rod
bearing. So now our piece of aviation
history is running like a charm and flies
like a dream. It still cruises at 125 mph
like they did in the 1930s and it likes
gasoline, about 16 gallons per hour, but
if you like the sound of a round engine
and the smell of aviation fuel and oil,
and can stand low cruise speeds and
love the looks of big gullwings, then this
is the ultimate bird from the GOLDEN

VINTAGE AIRPLANE 11
When thePOWER goes DOWN,
the NOSE goes DOWN,
the PLANE goes DOWN SAFELY.
RememberthatTURNS and
WIND GUSTS RAISE the
STALL SPEED.
With an ENGINE PROBLEM,
LOWER THE NOSE,
ESTABLISH PROPER
GLIDE SPEED,
TURN ONLY ENOUGH TO
AVOID OBSTACLES.
Plan eachtakeoffwith a
firm resolve:
NEVER TURN BACK.
DEPARTURE
CLIMB,STALL
andSPIN
ACCIDENTS
by Dick Hill
ATP - CFI
During recentyears,verylittle at-
tentionhasbeenfocused onthistype
accident. Theaccidentscontinue,we
arelosingfriends and aircrafttooof-
ten. TheFAAfocuses little attention
in thisdirection- somesmalleffortis
exerted duringflight testing, and
somesmall influe nce is used in the
suggestions for theBiennialFlight
Review,butalmostnothingappears
in ourcurrentliterature.
Asa resultoftwo recentaccidents
where"ourtype"ofairplaneswere
involved, flown bypersonalfriends,
oneonwhichwasfatal accidentand
theothernearlyso,I'vewritten the
followingin thehopethatitcanhelp
youidentifythis typeofsituationbe-
fore it tooclaimsyouasavictim.
Theprobablescenarioin thistype
ofaccidentis asfollows:
The engine had been running
roughin the past,butjustbeforethis
takeoff,itseemedtobeOK.
TheplanegotoffthegroundOK
andstartedtoclimb.
When reachingthe treetops,it
startedtomissa bit.
(Remember, thiscan happen in
anyairplane,afteranytakeoff.)
Eve n when everything is going
good,the rateofclimbwill notbeex-
ceptionalduringtheearlyclimbphase
- theairspeedwill below,andifthe
engineweretoslowdown,andthe
nosenotbeloweredimmediately,the
speedwouldrapidlydiminish. Then,
in abouttheamountoftimeit takes
to read this, the STALL SPEED
would bereached and no airspeed
marginwouldremain.
Whilethisis takingplace, thepilot
wouldwanttoreturntotheairport.
(Thisis a very naturalurge,a very
classic situation that I call, "the
SearchfortheFamiliar,"orthedesire
toreturntothenormal. It is natural
tolandontheairport- noonewants
to land in a fie ld. It takesa firm re-
solvetoresisttheurge toturnback.)
A turnwouldbe started,butbeing
so low,thepilotwould notwant to
lowerthewing and possiblysnaga
treeorwireso,
1. Theplaneis slow!
(Holdthe nose up!)
2. Theplane is low!
(Holdthenoseup!)
3.Can'tlowerthewing!
(Holdthewingup! )
4. Havetoturnback!
(Pushitaroundwith therudder?)
Theseare theexactstepsthatare
taughtwhenstudentpilotsenterinto
SPINTRAINING. In training,itis
doneata highaltitudeand then the
SPIN RECOVERY is taught after
thespinis established.
In the case ofan unintentional
SPINatlowaltitude,recoveryis only
possibleaftera lengthystayin theIn-
tensiveCareUnit.
Eachyearwe readaboutseveralac-
cidentsofthis type. In somecasesthe
pilotandpassengersdorecover,but
all toooftenthe results oftheSPIN
aresuch thatthereis no tripto the
ICU,onlyto thecemetery. Inatten-
tion toproperprocedures,toooften,
resultsin fatal accidents. Mostall of
theseaccidentsarefully preventable.
Please review the causes of
STALL/SPINACCIDENTS.
In the "old days," pilots were
taughtthattherewere,
"NOTURNSBELOW400FT. "
Wearestill flying thesametypeof
airplanes,with thesametypeofen-
gines, with thesametypeofproblems
andweseethesameresultswhenthe
lawsofGravityareresisted. ...
12 SEPTEMBER 1995
A"Mint"ContemporaryClass
by Norm Petersen
One meets the nicest people in this
aviation business and while looking down
the line of antique and classic airplanes at
EAA Sun 'n Fun '95, I spotted the tall
tail of a pre-1960 Cessna poking above
the rest of the polished airplanes. Mov-
ing closer, the paint scheme on the air-
plane clearly identified it as a 1958 Cessna
172 with Canadian registration, C-FDGS.
The pretty airplane' s owner, John Van
Lieshout (EAA 414941 , AIC 23086) of
Toronto, Ontario, Canada, was answer-
ing questions posed by several bystanders
- as rapidly as he could. Everybody
wanted to know how a 37-year-old air-
plane could look so close to factory new!
For John Van Lieshout , the answer
was quite easy - he is the same age as the
airplane - and look what fine shape he is
in! It was fun to listen to John expl ain
the background of the 172 with his pre-
cise wording and his very becoming Ca-
nadian accent (out and about). A true
gentleman and a man of many talents,
John is one of those rare people who
stumbled into owning a really unique
piece of aviation hi story and suddenl y
found the spotlight to be directed at him.
He wears the illumination very well , I
might add.
John was born in London, Ontario, on
August 8, 1958, of Dutch parents who
had emigrated to Canada in the early
1950's. As a youngster, he was inter-
ested in alI things mechanical and was al-
ways building model airpl anes. Even pa-
per airplanes drew his attention in school
and he readily admits that if he had been
the teacher, he would have thrown John
Van Lieshout out of class on several oc-
casions. However, John did excellent
school work and his teachers had infinite
patience with the young lad who was con-
sidered by his classmates to be the class
clown.
At age 21, John had his first airplane
ride in a huge Air Canada 747 airliner
and was completely thrilled with flying.
In the next few years, his theater avoca-
tion turned into movie production work
which produced just enough extra in-
come to afford flying lessons. He began
flying at Toronto City Center Airport
(called Toronto Island Airport in those
days) with Central Airways. On the day
of his first cross-country solo, he called
up the school for a takeoff time and was
informed it had gone bankrupt - no air-
planes were alIowed to fly!
It was several months before John
managed to gather four partners and pur-
chase a Cessna 150 at Thunder Bay, On-
tario. With this airplane, John was able
to earn his Private ticket, his night rating
and Commercial license. As John says,
"I've never used my Commercial ticket,
but I just wanted the extra training. Be-
sides, being in the film making business,
it's a nice little item to have if you have to
do some aerial photography."
Later that same year (1991) , John be-
gan looking for an older 172 or similar
airplane. Spotting a tiny ad in a Cana-
dian aviation paper that said, "1958 172,
$17,000" John called up the person, who
turned out to be a broker in Camloops,
Be. The airplane was located in Fort
Simpson, way, way up in the Northwest
Territories - miles from nowhere, how-
ever, in two wee ks it was to be flown
down to Camloops. It was still too far
away for John. But then a funny thing
happened. John' s mechanic, Bill Davies,
mentioned he was going on vacation for a
couple of weeks to (of all places) Cam-
loops to visit relatives. Arrangements
were made to have Bill inspect the 172,
which had been ferried nearly 900 mil es
south from Fort Simpson, NWT, to Cam-
loops, BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great
state of Florida, John Van Leishout
brings the 172 in close for the camera.
Note the antennae poking up from the
fuselage and the large rotating beacon
on the top of the fin. This was deluxe
transportation back in 1958.
(Left) John's neat wheel covers on the
6:00 X 6 wheels match the colors of the
airplane exactly.
The phone call from Bill Davies was
quite a revelation, "I can't believe this
airplane. The compression is so incredi-
ble. It's the original engine. The paint
looks original. I mean, it' s just wonder-
ful." In no time at all, John negotiated
the purchase (sight unseen) and with a
pilot friend, John McMurttrey along for
company, flew the airlines to Camloops
and prepared for the long fli ght (over
2200 miles) back east to Toronto.
Flying east over the Canadian Rockies
in the 172 was an unforgettable experi-
ence. Neither pilot had ever flown over
rugged mountains before and the fantas-
tic scenery used up most of their camera
film. John Van Lieshout says, "This was
the most spectacular trip I had ever done
in my entire life. I had a lump in my
throat. The feel ing was just overwhelm-
ing. I can now understand why people
want to fly to Alaska, etc."
Once past the huge mountains, the
pair noted the flat prairie terrain of Al-
berta and Saskatchewan which gave way
to the woods and lakes of Ontario. The
long cross-country trip required three
days and ended on the parking ramp at
Toronto - with two very tired, but happy,
pilots.
14 SEPTEMBER 1995
The history of Cessna 172, N8534B,
SIN 36234, goes back to when it was built
on November 11, 1957, and when it was
first sold to Earl Lloyd Danielson in the
tiny town of Ferdig, Montana, on May 11,
1958. Fourteen years later, in early 1972,
the 172 was imported into Calgary, Al-
berta, with 1103 hours total time. The
"N" number was de-registered and a new
Canadian registration of CF-DGS was al-
located. (Note: The Canadian Interna-
tional call sign was "CF," with three let-
ters following, for about 45 years before
it was changed to "C," with four letters
following, in the mid '70s. Hence our
subject 172 became C-FDGS with the
new system.) The Cessna was sold to a
man in Fort Simpson and was stationed
there for a number of years with a brief
stay at Yellow Knife, NWT, on Great
For those lucky enough
to remember 1958, this is
exactly the way the panel
looked when this air-
plane came off the fac-
tory line. The Narco Su-
perhomer Mark IV cover plate with its "whistle stop
tuning" receiver was the latest word in navigation in
those days. With the cover removed, the new radio and
transponder come into view.
A total of six or seven own-
ers operated the airplane from gravel
runways and unimproved landing strips
in the summers with flights being made in
the winter from frozen lakes and even
country roads. The farthest north DGS
was flown was to a place called Rigley on
the Mackenzie river to deliver supplies to
an oil rig approximately 200 miles south
of the Arctic Circle.
It is quite evident that the 19 years
that DGS spent in the cold, dry climate of
the Northwest Territories helped consid-
erably to inhibit corrosion and delay the
"aging" process that all airplanes en-
counter. In addition, the excellent care
that Earl Lloyd Danielson lavished on
the airplane while he owned it for 14
years in Montana also contributed to the
unusually healthy condition the Cessna
exhibits today.
Since he has owned DGS, John Van
Lieshout has devoted much of his spare
time to buffing and polishing the bare
aluminum and painted surfaces of the
aircraft. In addition, he has installed a
new carpet, a new (one-piece) wind-
shield and a second venturi for running
the instruments. Using the original seat
coverings, John was able to re-stuff the
seats to original configuration. The in-
strument panel was refurbished to orig-
inal condition including the original
Narco Mark IV Superhomer face plate
which covers the GPS and NavCom
equipment whenever the airplane is
placed on display.
Perhaps the most amazing item on the
aircraft is the factory original paint. Spe-
cial items like the spinner and the ven-
turies as well as areas of hangar rash,
have been color matched and carefully
repainted. Overall, DGS looks pretty
much like she did back in 1958 when it
left the factory and went to Montana as a
new airplane with the registration,
N8534B.
At EAA Sun 'n Fun '95, John's beau-
tiful Contemporary Class 172 caught the
judge's eye in the bright Florida sun and
they seemed to stop to look at it on a
regular basis - both inside and out. Ap-
parently the visits were not in vain as on
the final evening of the fly-in, the
awards ceremony loudspeaker rang out
with the name, John Van Lieshout,
Cessna 172, C-FDGS, winner of the
Most Original Award in the Contempo-
rary Class.
Suddenly, the hours and hours of ded-
icated labor on polishing, painting and
fixing up the 37-year-old airplane didn't
seem nearly so hard on the muscles and
body joints. It's funny how a "pat on the
back" makes the work seem so much
smaller!
Congratulations to John Van Lieshout
for winning the Most Original Award at
Sun 'n Fun '95. It was an award well de-
served. We look forward to visiting with
this friendly and affable Canadian pilot
on many future occasions and we wish
him the best of luck while enjoying his
immaculate Cessna 172, C-FDGS. ....
VINTAGE AIRPLANE 15
Great Lakes
Treasure
Zac and Doris Howard's
Hammond 100
by H.G. Frautschy
The early days of aviation are filled
with stories about airplane designs that
went through several manufacturers dur-
ing their production lifetime. The eco-
nomic realities of aircraft production
meant that all too often a manufacturer
would go broke before he could build
enough airplanes to make a profit, or
other money matters would make the
sale of a company the prudent avenue to
pursue. Sometimes, the simple act of
copying a successful design was employed
to put an organization in the aircraft
building business.
The Hammond 100 is one of those
1930's era biplanes that has a convoluted
lineage. First conceived by the engineer-
ing staff and students at Parks College in
East St. Louis, IL, the Hammond 100 had
started as the Parks P-l in the spring of
1929. But its direct ancestor was the
Kreider-Reisner C-2 Challenger. One
March day in 1929, Parks student Charles
Ritsch was assigned the task of painting
the Parks insignia on the tail of the new
C-2 now stationed on the Parks airport.
No other changes were made to the air-
frame of that airplane.
As researched by Parks College stu-
dent and author Terry Bowden (EAA
389420, AIC 17353), and detailed in an
article in the December 1991 issue of
Vintage Airplane, there were four more
C-2's purchased by Parks to serve as the
starting point for their own design. The
first was dismantled to serve as patterns
for jigs and structural tests, and the other
three were then modified to become
Parks P-ls. The engineers and mechanics
at Parks didn' t just copy the C-2 design -
they improved it by moving the radiator
from in front of the pilot's face on the top
of the fuselage to below the cowling, just
forward of the landing gear. A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was
also employed. The engine was now a
"Parks Super OX-5," a Curtiss engine
modified by Parks Aircraft, Inc. The ex-
act nature of the changes made to the
Curtiss engine is not known, and any in-
formation our readers can add to that
mystery would be appreciated.
Early P-l 's still used the "hay cutter"
style of straight axle landing gear without
brakes, but later examples had a split axle
type gear, and included Bendix brakes.
The P-l had a wingspan of 30'1" with a
length of 24'1", and weighed in with a
gross weight of 2078 lbs., all for a price of
$3,165.00 during the summer of 1929.
Students in the Parks Air College me-
chanics program were used to help build
up the airplanes, learning the arts of weld-
ing, woodworking and covering in a prac-
(Left) The instrument panel of the Ham-
mond has an Elgin compass as its cen-
terpiece, and also features an early ser-
ial numbered Kollsman non-sensitive
altimeter (SIN 45). The forward cockpit
has SIN 46 Kollsman altimeter installed.
The brakes are actuated by small toe
pedals mounted on the outboard ends of
the rudder pedals.
tical way as the P-1's and its higher pow-
ered sister ship, the P-2, worked their way
down the assembly line. While it may
seem logical that the Parks airplanes
would immediately find themselves on
the flight line at the college, Parks contin-
ued to use Travel Air biplanes to a great
extent even after the production of the
Parks airplanes had started. It may very
well be that the timing of the airplane's
production and the Great Depression
may have had a big part in how those
plans never fell into place. Only a few
short months after production of the
Parks airplanes had started in earnest, the
stock market crash of 1929 created a twist
in the fortunes of Parks Air Lines, inc.,
the parent company of Parks Air College
and Parks Aircraft.
Detroit Aircraft, Inc. gained a control-
ling interest in Parks Air Lines in the tur-
bulent times after October 29,1929, mean-
ing that for Parks to use a P-1 or P-2 on
the flight line, it would now have to go to
an outside manufacturer to purchase the
airplanes that still bore the Parks name.
Detroit Aircraft was a holding com-
pany that had, among its various compa-
nies, the Ryan Aircraft Co. During 1930,
after reorganizing its holdings, the offi-
cers of Detroit Aircraft decided to merge
the Ryan and Parks concerns, with the re-
sult that the-P-2 was to be produced in
Detroit as the Ryan "Speedster." A total
of six Ryan P-2A Speedsters were built
before Detroit Aircraft was forced to
close its doors in 1931. As an aside, Oliver
Parks was able to regain control of his
flight school and college, but he would
never again enter the field of aircraft pro-
duction.
After the demise of Detroit Aircraft,
Dean Hammond, a young aircraft de-
signer from Ann Arbor, MI, was able to
purchase the production rights, drawings
and tooling for the Parks series of bi-
planes from the now-defunct firm. Dean
B. Hammond was the president and Gen-
eral Manager, and he had mechanic/pilots
Galey Alexander and Erwin Skocdopole
as part of the Hammond Aircraft Corpo-
ration, Ypsilanti, MI. By June 25, 1932,
they had built their first airplane, which
they dubbed the Parks P-1H. A number
of changes had made the new P-1 series a
shadow of the original P-l. The rudder
was now squared off, and on the other end
of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5. A
tail wheel was now standard, and the land-
ing gear was markedly different. A wide
stance (100 inches) split axle gear was now
used, dampened by a pair of air/oil spring
struts. A new name for the airplane was
also in order - it was to be called the Ham-
mond 100.
Production of the Hammond 100 could
never be described as brisk. A total of 6
of the biplanes were built between 1932
and 1935, when Hammond closed down
the plant.
By then, he was busy working on a de-
sign for the Bureau of Air Commerce's
"$700 Airplane Contest," an airplane with
a radical new look that piqued the imagi-
nation of many of the general public who
would be interested in flying an airplane.
Later work by Hammond and his chief en-
gineer, Carl Haddon, with the assistance
of Lloyd Stearman, resulted in the pro-
duction of the Hammond Y, Y-125 and Y-
1-S series of pusher configured low wing
airplanes by the Stearman-Hammond Co.
of San Francisco, CA.
In later years, Dean Hammond re-
turned to the Midwest, settling in Michi-
gan. One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAA's Radtke collection,
this shot of the Hammond 100 shows the
full exhaust collector used on some
Kinner K-5 engines, as well as a set of
Grimes navigation lights and the
generous width (100 inches) of the
landing gear. You can also see what
appears to be aileron gap seals on both
the upper and lower wings.
(Below) A long stroke split axle landing
gear helps soak up the bumps and jolts
of grass fields. The wider stance of the
P-1H helped improve its ground handling.
Carr, and the two became acquainted. At
one point, Wendell had the framework for
five Hammond fuselages and the plans for
the airplanes as well. As an enthusiast,
Wendell did much to preserve the history
of the Hammond 100, and after Dean's
passing, his knowledge and interest was all
that kept the memory of the airplane alive.
During the 70s, Wendell collected
many parts and pieces of various Ham-
mond 100's, keeping many of them in his
friend Zachra Howard's hangar. A few
changes in his personal life eventually led
Zac to ask Wendell what he was going to
do with the Hammond project. Knowing
he probably was not going to be able to
restore it, he said that he would be inter-
ested in selling it, but only to someone
who would restore the airplane.
"I will," was Zac's reply.
A few weeks later they agreed on a
price, and the Hammond project was Zac's
to complete. After the purchase in 1983,
Zac and his wife Doris took stock in what
they had.
The fuselage they owned was one of
the few lOGs built, SIN 204. It consisted of
rusty steel tubing, rotten wood good only
for patterns, and other odd pieces and
parts. Not everything was there - as the
restoration began, they kept finding pieces
in unusual places. At one point, the fire-
wall was found acting as a patch on the
side of a barn! While not any good as a
firewall, it made a good pattern.
The engine mount was found with a set
of casters mounted to it, and a seat at-
tached where the engine would be bolted.
It made a dandy roll-around seat, but the
Howards felt it would work better in its
original application, so they were able to
bring it home to Ypsilanti.
The fuselage was in reasonably good
condition, although the aft end of the
Hammond needed some tubing replaced.
Oramel Rowe (EAA 17378, AIC 12007)
of Stockbridge, MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework, replacing a couple of tubes
at the tailpost.
The cowling was in equally rough
shape, and was only good for patterns,
but between the originals and the set of
prints that came along with the project, it
was possible to make a new set of cowl-
ings exactly like the originals. Zac cred-
its the late Pard Diver, of Meyers Air-
craft fame, for the excellent work done
on the new cowl and other fuselage sheet
metal. Zac recalled that Pard seemed
anxious to complete the project's sheet
metal, all the while reminding Zac that
the two of them weren't getting any
younger. Only six months after finishing
his work on the Hammond, Pard Diver
passed away.
One of the most remarkable finds while
Wendell Carr and the Howards were gath-
ering parts was the discovery by one of
Dean Hammond's nephews of the original
paperwork for the Hammond 100.
Parks College does not have a set of
prints for the Parks series of biplanes, nor
does the Smithsonian or the FAA. Re-
markably, not just one but four sets of
original blueprints were found, the actual
sets used by Dean Hammond and his
craftsmen to build the Hammond 100s.
The blueprints were intended for use by
the design, engineering production and fi-
nal inspection "departments." The prints
are dated starting in 1929, and end with
Hammond drawing and revisions dated
1932. Also found was the original stress
analysis, as well as the original bill of sale
to George Downs, whose son now works
for the FAA in Oklahoma City. The elder
Downs sold the airplane in the early 1940's
as war broke out and civilian airplanes
were grounded. Finally, included with the
papers is the original CAA Type Certifi-
cate! Add a set of jigs, tooling and an ap-
propriate engine, and you could go into
the biplane business!
The wings on this Hammond are com-
pletely rebuilt. An all wood structure,
new I-beam spars had to be routed and 84
wing ribs needed to be made. Zac sat
down each evening and turned out a new
rib each night, and after three months, a
full set of ribs were ready to be assembled
to the spars. The Hammond 100 has
ailerons on each wing, one of the differ-
ences (besides engine power) between
the 100 and the Parks P-2, which had
ailerons on the lower wing only. Even
with the four ailerons, rolJ response must
have been a bit on the sluggish side, since
contemporary photographs of the Ham-
mond 100 have shown the use of aileron
gap seals, in an effort to improve the
aileron response.
The instrument panels were surpris-
ingly complete, including a pair of Kolls-
man altimeters, marked with SIN 45 and
46 and an Elgin compass. Along with the
others instruments, all were rebuilt by
Great Lakes Instruments, overhauled,
yellow tagged and then installed in the
new panels.
Care was taken during the restoration
to use the proper hardware during the re-
build. Where there were castelJated nuts,
plastic insert nuts were not substituted -
only a drilJed AN bolt and cotter pin were
used to safety the nuts.
There were only two changes made to
the airplane that are not original - the use
of the Ceconite 7600 process to cover the
airplane, and a change to the exhaust con-
figuration on the Kinner K-5 engine. Un-
able to find an exhaust collector system
for their Kinner (and you thought colJec-
tors for Wrights were tough to come by!),
the Howards had to use single Kinner ex-
haust stacks on each cylinder. If anybody
can come up with a lead on an exhaust
collector, I'm sure Zac and Doris would
like to hear from you. A 100 hp Kinner
K-5 was built up for the Hammond, after
Zac investigated using the more common
125 hp Kinner B-5 or B-54. The paper-
work required to change the engine instal-
lation discouraged him from making the
change, so the K-5 model was kept , al-
though the engine that came with the pro-
ject was unusable. A K-5 that had 10
hours on a major overhaul was bought
from a restorer in Texas.
The brake system is the original blad-
der/expander type brakes, and it also has
the original tailwheel, including an origi-
nal Western Union Telegram from Ham-
mond certifying the use of a steerable tail-
wheel on the airplane.
The wings on this Hammond are com-
pletely rebuilt. An all wood structure,
new I-beam spars had to be routed and 84
wing ribs needed to be made. Zac sat
down each evening and turned out a new
rib each night, and after three months, a
full set of ribs were ready to be assembled
to the spars. The Hammond 100 has
ailerons on each wing, one of the differ-
ences (besides engine power and other
airframe changes) between the 100 and
the Parks P-2, which had ailerons on the
lower wing only. Even with the four
ailerons, roll response must have been a
bit on the sluggish side, since contempo-
rary photographs of the Hammond 100
have shown the use of aileron gap seals, in
an effort to improve the aileron response.
Advancing age and the health prob-
lems that can sometime crop up during
that time in one's life began to affect Zac
as he worked to complete the Hammond,
but it never occurred to him to stop - the
project had become a strong reason to get
up each morning and take whatever the
day had to offer. Eight years after buying
the project in 1983, the Howard was com-
pleted and test flown in 1991.
Except for the hot summer months,
Zac and Doris now reside in Florida,
where the weather is kinder to Zac's lungs.
No longer able to hold a medical certifi-
cate, he nonetheless enjoys flying the
Hammond with his friend Joe Araldi
(EAA 70897, AlC 9081) who serves as pi-
lot-in-command. Doris is also an avid
rider in the Hammond, enjoying the fruits
of her labors on the old biplane as it flies
over central Florida with Joe at the con-
trols. Still , Zac and Doris have decided
that it is time for someone else to own and
fly the P-1 H, so it is up for sale. You can
call them in Ypsilanti, MI until the end of
September at 313/487-2180. Their florida
phone number is 9411683-1757, and they
expect to be there by mid-October.
As the last of its breed, the Hammond
100 (Parks P-1H) restoration has proven
to be a rejuvenator and common bond
for Zac and Doris Howard that has
helped them bridge the bumpier parts of
life. Vintage aviation can have that cohe-
sive effect on folks who share their lives
with one another - it's often the reason to
keep going when life drops a rock or two
in the road. The pride the Howards can
feel when they look at the restored Ham-
mond 100 IS only part of the story. It's
the time they spent together working on
the project that has the most meaning in
their lives. ...
VINTAGE AIRPlANE 19
Pam Barker's
Thisstoryon therestorationofWaco RNF,N663Y, wascontributedbyPam
Barker(EAA#483575) ofGermantown,NY, whohappensto beanairlinepilot
bytradeandaco-directoroftheOldRhinebeckAerodrome(Cole Palen'slegacy)
alongwithher directorhusband,John Barker. Wehadachanceto meetthis
WacoRNF
lauelyyoungcouplein thespringof1994, when theyvisitedEAAheadquarters
by Pamela Barker
Germantown, NewYork
This Waco RNF, NC663Y, SIN3356, is
powered with a Warner 145 hp engine. It
was built in 1930. The paint scheme is an
original custom scheme copied from
Wayne Hayes' flying RNF, NC11254, SIN
3457. His airplane was ordered from the
factory in these colors by its original
owner, Speed Hanzlik. NC663Y was orig-
inaUy blue and silver and powered with a
125 hp Warner. It was used in Texas for
instrument flight training in the CPT pro-
gram in the early 1940's. NC633Y has
only 625 hours total time, as it sat idle for
many years after a landing accident that
damaged the landing gear and engine
mount. It was purchased by Wayne Hayes
in the 1980's, who planned on restoring it
for resale. Wayne agreed to sell me the
basket case in 1989.
Five years later, I test flew the airplane
on August 24,1994. I did the restoration
myself with a considerable amount of help
from friends and my husband, John
Barker. He did the necessary welding for
the landing gear repairs and the 145
Warner engine mount. In addition, he
provided the expertise for the engine
overhaul and a great deal of misceUaneous
help along the way. Ken Cassons did the
welding on the new aluminum oil tank
and helped out with a supply of Warner
parts. Karl Erickson spent a lot of time
wet sanding and helped with the wood-
work on the new wings. Roger Story pro-
vided many of the Waco parts that I
thought I had - but didn' t. Thomas Beck
relinquished the "N" number from his Ag-
cat as the Waco had been de-regist ered
20 SEPTEMBER 1995
to updateusontheoperationofOldRhinebeckAerodrome. (See SPORTAVIA-
TION,May,1994, pp70) The realjoy was meetingPamandJohn Barkerand
discauering twoverydelightfulantiqueairplaneaficionadoswho "practicewhat
theypreach." - Norm Petersen
for many years. Kevin Murray built the
exhaust and carburetor heat system from
scratch using original drawings and some
sketches. Hannon Dickerson and George
Olson supplied the overhaul parts for the
engine. The aluminum nosebowl was
made by Georgia Metal Shaping with
some help from Bob and Barbara
Kitchens. The side cowls are fiberglass
and were constructed by Orville
Williamson. Tim Salisbury dynamically
balanced the engine. Harrison Engine re-
worked the valve seats and guides. AI
Va sac did some pretty fancy soldering on
one of the terneplate fuel tanks and many
other friends provided a helping hand,
gave advice, and loaned me tools, materi-
als and parts when I needed them.
The fuselage of the airplane was virtu-
ally undamaged. It still had the original
throttle-brake mechanism along with aU
of the cables, pulleys and fittings for me-
chanical brakes. Many people told me
that I would be very frustrated with this
arrangement and would probably end up
tearing it aU out to put in hydraulic brakes
that worked. Just in case you are unfamil-
iar with this brake system, the throttle
lever moves fore and aft as is conventional
for the throttle. The lever also pivots in-
wards towards the center of the aircraft
for brake activation. Everything is inter-
connected with the rudde r pe dals by
means of cables and pulleys so that if one
rudder pedal is ahead of the other, more
braking action is applied to that wheel. If
the rudder pedals are neutral , equal brak-
ing is applied to both wheels. It sounds
complicated, and I spent a lot of time
thinking about it as I was restoring the air-
plane. All of the potential problems that I
anticipated simply were not a factor. The
brakes work better than any other antique
airplane brakes that I have experienced.
And the throttle arm brakes are very nat-
ural to use. The instrument panel insert
had been modified to accommodate an at-
titude indicator and sensitive altimeter.
Other than that, the panel was still com-
plete and original. I used aU of the origi-
nal aluminum cockpit combings, side pan-
els and head rest, so there are a few
residual dents.
The Waco weighs 1316Ibs. empty with
a gross weight of 19381bs. With 32 gallons
of fuel, five gaUons of oil and a passenger
on board, there is still plenty of room for
baggage. Of course, if planning a cross-
country of any length, a good deal of that
space is taken up by tools, a grease gun for
the rocker arms, extra engine oil and an
oil squirt can for the valves.
The airplane is kept at Columbia
County Airport in Hudson, New York. It
currently has 15 hours on it since rebuild.
There are a few little things to finish up as
there probably will always be. Right now,
I'm trying to locate a short starter drive
for the Warner engine . It likes to kick
back when propping and I am a littl e on
the short side, so a starter would help in
venturing a little further from home base.
On June 21 of this year, my father, who
is also a pilot and airplane restorer, and I
took off for the Waco Fly-In at Wynkoop
Airport in Mt. Vernon, Ohio. It was the
first time I had ventured away from the
open fields of the Hudson Valley. We
flew nortb on the first leg of our trip, hop-
ing to avoid most of the Catskill moun-
tains. There were still some lingering
clouds in the hills at six o' clock in the
morning that caused us to modify our
straight line course. But even with my
very rusty dead reckoning skill s, we still
managed to find Cooperstown, New York.
I didn't, however, have time to use the
handheld radio or the intercom with head-
sets. When I packed all of that stuff, it
didn't occur to me that while one hand
would always be on the stick, the other
woul d be required to keep the sectional
chart from flying away.
Cooperstown Westvi ll e Airport is a
tai ldragger paradise. They have a 2300
foot long beautiful grass strip that is plenty
wi de with excellent approaches. After
topping off with 80 octane fuel, we taxied
out for takeoff and noticed some bl ack
puffs of smoke coming from the short ex-
ha ust stacks. Well , I had just installed a
fres hl y overhaul ed carburetor and sus-
pected that the idle mixture may not be
set j ust right. We took off and headed
MYSTERY
PLANE
(Continued from page 6)
"The aircraft was named 'Rambler' by
the wife of Toronto's mayor at Cartierville
on the 29th of September.
"'In December 1928 control of the Reid
Aircraft Company was purchased by the
Curtiss Aeroplane & Motor Company and
it was renamed the Curtiss-Reid Aircraft
Company. A production list in the main
source used, Molson & Taylor's 'Canadian
Aircraft since 1909' gives 45 production
aircraft in addition to the prototype. A
headrest and fairing were added for produc-
tion machines and excepting on early pro-
duction aircraft, Friese ailerons and a fin
and unbalanced rudder were fitted . Stan-
west towards Penn Yan, NY. The engine
wasn' t sounding just right , in fact , I think I
heard it skip a few times. Back we went to
Cooperstown to take a look.
The engine was really running rough
by the time we made it back into the pat-
tern. With a conservative approach and a
barnstorming slip, punctuated with a back-
firing engine, we touched down safely on
the grass. The spark plugs were covered
with black soot, so we cleaned them with
my toothbrush and some gas. After check-
ing the carburetor for leaks and adjusting
the idle mixture, we agreed that the en-
gine sounded like it woul d stay running,
but decided the old Waco may not be
ready for the long trek to Ohio. We took
off and climbed up to altitude over the air-
port, t hen t urned east and headed for
home. As soon as I brought the engine
back to cruise RPM, it started backfiri ng
and falteri ng. Well , we were beginning to
become regulars at the Cooperstown Air-
port by now.
The field is run by John and Mari e Pe-
ters and t here is a nice littl e cafe run by
Mar ie's pa re nts th at feat ures a grea t
breakfast and lunch. We could not have
chosen a better place to troubleshoot and
repair the airplane. They provided us
with a ride to town, a list of places to stay,
all the tools and lights that we needed for
our work, a hangar and a good deal of old
fashioned hospitality. My husband, John,
drove out with the extra carburetor that
we had set out for emergency needs. In
the next 24 hours, we met several people
who worked at the airport or lived nearby.
Everyone was really helpful. The adven-
ture we got was not the one we had
planned. We did find out that aviation
people are still like they were in the old
days, ready to help their fellow pilots and
mechanics and forever ready to drop the
routine of work and join in the adventure.
Most of the ti me these days our equip-
ment is so reliable, that we breeze in and
get fue l and are on our way before we
have the opportunity to meet anyone.
In case yo u're wo nderi ng what we
fo und, it was a loose seat on the econo-
mi zer valve in the carburetor. After the
second return to the airport, the entire air-
plane was engul fed in black soot when it
ran. Someone said it looked like it was
running on coal instead of 80 octane fuel.
PeterBowers,ofSeattle,WAkindlysentalongthesetwophotosoftheRambler.
(Above) AnearlyCurtiss-ReidRamblerwithA.D.C.CirrusIIengineturningaright-
handpropeller. Notetheabsenceofverticalfinandtheretentionoftheoriginaltrian-
gular-chordailerons. InJanuary1929,CanadianregistrationschangedfromG-CAto
anewseriesstartingwithCF-AAA.
(Below) AlaterproductionRamblerwithverticalfin,straight-chordailerons,leading
edgeslats,anda 100hpDeHavillandGypsyengineturningaleft-handpropeller.
Notethevane-typeairspeedindicatorontheouterwingstrut.
dard powerplant was the 90 hp Gipsy [.
The last development, the Rambler III, had
considerable redesign and an inverted 120
hp Gipsy III. [hope that all makes sensei"
G.A. Doten, Guelph, Ontario, Canada
pointed out in his answer that the last
Rambler built was built in 1937, and reg-
istered as CF-BIB. Itwas actually a re-
build of CF-ABR with a new fuselage.
Other answers were received from
Charley Hayes, New Lenox, IL; Robert
Wynne, Mercer Island, W A; Vic Smith,
Uxbridge, Middlesex, England; Ralph
Nortell, Spokane, W A. ...
VINTAGEAIRPLANE21
WHATOURMEMBERSARERESTORING
------------------------------- by NormPetersen
Dick Simpson's Fleet 16B
These photos of a rece ntly restored Fleet 16B,
NC41DJ, SIN 635, were sent in by owner Dick Simpson
(EAA 92944, A/C 1568) of Birmingham, AL. Finished in
Ceconite and butyrate dope (AN yellow a nd Dakota
black), the Fleet is powered with a Kinner R-55 of 160 hp,
swi nging a wooden propeller. The paint scheme is the
same as the airplane displayed from 1941 to 1943 at the
Royal Canadian Air Force training station #17 at Stanley,
Nova Scotia. Once mustered out of service, the Fleet
spent a number of years in Mexico as
XB-KOO, XA-JVW and XB-MUF be-
fore coming to the U. S. in 1978 in a
derelict condition. The rebuild took
three years (1992 to 1995) with needed
parts coming from Canada, Mexico
and six states in the U. S. Dick re-
ports the Kinner engine was over-
hauled by Hugo Bartel (EAA 92801,
A/C 2067) of Williamsburg, P A, who
also made the fuselage top cowlings.
The pretty Fleet is based at Talladega,
AL, just east of Birmingham.
Jim Knights'Taylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185, SIN
9585, is Jim Knights (EAA 377639, A/C 18719) of Evans
City, P A. He purchased the pretty two-placer in April,
1994, from Jim Brandt (EAA 145320) of Birmingham,
AL. Brandt, an ATP, CFII, A & PIAl , even gave Jim ten
hours of transition training (60 takeoffs and landings) be-
fore all parties felt he was ready to fly the bird back to
Pennsylvania. The cross-country trip took two days and
the local EAA Chapter 45 gang (Rostraver Airport) was
just as excited as Jim to see the plane arrive. It was last
covered with Stits in 1972 and is in remarkable shape,
having been hangared all that time. Features include 24
gallons of gas (three tanks) with an EAA auto fuel STC
and a McCauley "Klip-Tip" propeller. Jim says, "Having
spent most of its 49 years in Alabama and Georgia, the
T-Craft has acclimated well to the northern climes! "
22 SEPTEMBER 1995
Milton Smith's Great Lakes Biplane
The photo of this pretty white Great Lakes 2-
TIE, N108CH, SIN 235, was sent in by owner Mil-
ton Smith (EAA 87167, A /C 4467) of River Vale,
NJ. The Great Lakes was built in 1930 as NCI1318
and in the 1960's, it was changed to N108CH by
Charlie Hillard, who owned it for a spell. The
Smiths purchased the airplane as a basket case
about five years ago and spent 4-112 years restor-
ing the pretty biplane to its present condition. The
first flight after restoration was in May of 1995.
The fully cow led engine is a 165 hp Warner and
the wheelpants look to be of Cessna origin.
John Reib's Stinson 108-2
This in-flight photo of a Stinson 108-2,
NC9818K, SIN 108-2818, which is the
pride and joy of John Reib (EAA 446304,
A /C 22994) of Stuart , FL, was sent in by
his good friend Richard Smith (EAA
127143, AlC 23759) of Franklin, PA. The
sharp looking Stinson was totally restored
from a basket case by noted Stinson re-
storer, Butch Walsh (EAA 95866, A/C
11988) of Arrington, VA, who gave the
old bird one of his famous original paint
jobs that really glistens in the sunlight.
Apparently someone else appreciated the
fine work done on the Stinson as it ran off
with the Classic Class II Award at EAA
Oshkosh '95! For an oldtimer like John
Reib, it was quite a thrill to come home
with the hardware. John Reib learned to
fly in this very same airplane way back in
1956 when it was purchased by Conair,
Inc. The Stinson was eventually totaled
in 1986 and the parts were found in Butch
Walsh's back yard! From there, the re-
build was begun. Prior to Oshkosh '95,
the Stinson was flown around the perime-
ter of the U.S. in 96 hours of flying time,
ending up at Oshkosh, WI. The entire
fli ght went very well and the old girl aver-
aged 9 gph for the trip. The Franklin en-
gine never missed a beat in spite of some
rather sharp comments heard on several
stops during the flight! There are
presently 530 Stinson 108-2 airplanes on
the FAA register and a total of 2319 Stin-
son 108 airplanes of all numbers.
Richard Smith's Monocoupe 90A
Parked in the morning sunshine is Monocoupe
90A, NC18056, SIN A765, which is owned by
Richard and Georgeen Smith (EAA 127143, A/C
23759) of Franklin, PA. Powered with a Warner Su-
per Scarab 145 hp engine, the Monocoupe cuts a
mean figure with the full bump cowling and original
metal wheel pants over the original lO-inch wheels.
Richard reports the Monocoupe was taken down to
bare metal and built up with 34 coats of hand rubbed
butyrate dope over Ceconite. The colors are Ten-
nessee Red and Canary Yellow. With an original
factory completion date of June 17, 1937, the pretty
Monocoupe features an electric starter and a wind
generator and has a total time on the airframe of
only 1500 hours.
Bill Fulgham's '39 Taylorcraft
This photo of a pretty pre-war T-Craft, NC23872,
SIN 1508, was contributed by owners, Bill and De-
lores Fulgham (EAA 237499, A/C 18437) of Van
Buren, AR. Bill reports the T-Craft, which started
out as a Model B with a 50 hp Franklin engine, was
ferried from the factory in Alliance, OH, to Waco,
TX, on November 16,1939, for use in Jack New-
land's Civil Pilot Training Program. After two
years in the CPTP, the T-Craft had 15 owners over
the years before Bill bought the airplane in 1981
and commenced a total rebuild. Itwas quite a sur-
prise to find the airframe was in perfect shape and
had never been bent in those preceding 42 years!
In 1957, the Franklin engine had been replaced with
a Continental A65-8, making the airplane a BC-65.
Bill has flown the T-Craft over 500 hours since the
rebuild and has visited a large number of the cen-
tral U.S. states in the pretty yell ow and red two-
placer. With a 74 X 46 cruise prop, the little speed-
ster indicates 105, although the GPS says an actual
95 cruise. Bill really enjoys the get up and go of the
lightweight pre-war model and admits it is a dandy
cross-country airplane for two people. ...
Working on aproject of your own? Send your photos along with a
short story on your airplane to:
Attn: H.G. Frautschy
EAAHeadquarters
P.O. Box 3086
Oshkosh,VV154903-3086
VINTAGEAIRPLANE23
nated,butIjustcouldnotbecomfortable
puttingthatairplanebackin theairwith-
outknowingtheconditionofthestructure.
PASSd
~ U C K
Offcame thefabric,andit was in great
shape. Buttherustonthe fuselage frame
andthebirdnests,deadbirdsand rusted
steelfittings in thewings mademe forget
all aboutmy concernabouttakingoffa
goodfabriccover. In the rightwing,every
bayoutboardofthefuel tankwas full of
nests,dryweedsandgrass. Andthat's
my point;dependingonwhatyouknow
aboutastrangeairplane,removinga
goodfabricmaybethebestthingtodo.
by Buck Hilbert
Ihaveanotherdisassembledpartsair-
EAA #21 Ale #5 planewhose logbooksays thewingswere
P.O. Box 424 recoveredwith Ceconiteabout20years
ago andneverflown. I think I'lldo the
Union, IL 60180
The events of Dec. 7, 1941 still continue to
generate letters - here's another concerning
Cornelia Fort:
Capt. E. E. Hilbert,
TheCorneliaFortsubjectcontinuesto
interestmevery much. While Iagreewith
someofthe reportsImustdisagreewith
somethat Iknowtobeuntrue.
March29,1940to April27, 1940I
gaveCornelia Forteighthoursdualand
15 minutessolo,threetakeoffsandland-
ings, in a Continental50hpLuscombe,
NC22051. Atmid-summera newspaper
reportandpicturesshowedme present-
ingCorneliaForta millerflyingservice
diplomafor obtaininga Private License
in theshortesttimeeverforananyBerry
Fieldstudent. January4, 1941 I flew
with CorneliaFortfinishing her aerial
acrobatictrainingin a WacoUPF-7and
celebratingherobtainingher Commer-
cialrating. DuringCornelia'stime at
MillerFlyingServiceshepaidfor herfly-
ingtime with personalchecks. I was
gonebeforeMarch1941 whenCornelia
received herFlightInstructorrating,be-
comingNashville'sfirstwomanflight in-
structor.
Afterinstructingin middleTennessee,
CorneliawenttoHawaii andwenttowork
as a flight instructorfor AndrewFlying
Servicein October1941. Shewas in the
air themorningofDecember7,1941 when
PearlHarborwasattacked.
Onmy scheduledleave (April21 - May
3,1941)from theAlbany,GASoutheast
AirCorpsTrainingCenterI talked with
CorneliaatBerryField Nashvilleandshe
told me thatshewas flyingaJ-3 Cubwith
amalestudentwhensherealizedwhatwas
happening. Shestatedthatshehalfslow
roll ed, invert ed,backwith throttleand
stickanddivedstraightdown,verycare-
fully levelingoutat treetoplevel ,return-
ingtotheairport.
Corneliawas thesecondpersontovol-
unteerfor theWoman'sAuxiliaryFerry-
24 SEPTEMBER 1995
ingSquadron,late in October1942. She
died March21, 1943atthecontrolsofa
BT-13 thatwasstruckby a fighter near
Merkel,TX, attheageof24. Herlogs
showedmorethan1,100hours.
Thecreditsofthemotionpicture"Tora,
Tora,Torahasaline thatreads"(Anac-
tressesname)....Cornelia. Also,theau-
dioduringashotofaStearmanis "OK,
Miss Fort."
Buck,will you pleaseletme knowwhat
you areabletosubstantiate? Thankyou
verymuch.
Sincerely,
J. A. " Blackie"Blackburne
3477ParkviewDr.
CollegePark,GA30337
As Isaid,thecivilian aviation activity
thatmorninghas reallycreatedalotofin-
terest. Wecanall imaginewhatitmight
have beenlike tosuddenlyfind oneself
surroundedby risingsunemblemsonthe
sidesofunfamiliarairplanes! I'llbetthe
collectiveheartratesofall thoseinvolved
probablyregistered ontheRichterScale.
I'msurethecuriosityofwhatit must have
beenlikethatmorningis partoftherea-
sonso manyseemtobecuriousaboutwho
was flying whatairplanesandwhereon
Dec.7.
DearBuck:
Yourpagein theJuneVINTAGEAIR-
PLANEhadan interestingdiscussion and
somegood information. IthoughtIwould
stickin my twocentsworthandsharemy
experiencewithyou. AfewyearsagoIac-
quiredadisassembledStinson108-1 that
hadbeenin thatconditionabouteight
yearsorso. It hadbeenstoredbothout-
doors (nextto thebayin RhodeIsland)
andindoors. AlthoughIcouldn'tconfirm
it, Iwas toldithadbeenrecoveredabouta
yearorsobeforeitwas disassembled. It
was Ceconitein prettygood conditionand
I felt thefinish couldhavebeenrejuve-
same thingifIhavetouse them.
Bestregards,
JohnG. (Jack)Young
EAA18004,AIC 4516
2400ArnsleyDrive
Herndon,VA22071-2537
Good thinking John - being prudent is one
of the ways you can increase both you and
your airplane's longevity! Over to you.
Small talk makes the world go 'round
Radio communications
notwithstanding!
Atthelast Boardmeet ings, Dave Ben-
nettshowedme thepictureshehadtaken
whenIwasinductedintotheSportAvia-
tion HallofFameAntique& ClassicDivi-
sion. Ieagerlyaccepted hisoffertosend
me aset.
Theyarrivedyesterdayandin with the
pictureswas astoryabouta pilotbeinga
smartmouthtalkingto AirTrafficCon-
trol. It wasgoodfor alaugh,butitseems
it 'shappeningtoooftenthesedays. A
wordtothe wise here;I understandthere
is anothermovefrom ourfriendlies toini-
tiateviolationsforimproperuseofthe ra-
dio- improperphraseology,off-colorre-
marks, etc. They are bound and
determined,itseems,totakethefun outof
everything.
WhenI wasa hotshotairlinecaptain,
therewasalwaysalotofchatterandgood
timeconversationswith thecontrollers.
Theenrouteguys in the middleofthe
nightwereoftena littleboredandjust
longingtotalktostayawake,orjustto
havesomethingtodo. Sometimesthecon-
versationswentlikethis.
"Hey,United814, KansasCityCenter.
What'syourflight conditions?"
Nowthisis acargorun,it'stwoAM,
andalthough thissoundsformal, he'sindi-
catinghejustwantstotalk.
Thecopilot,somewhatofajoker,picks
up themike,"Uh,well, let'ssee. We are
somewhatrestrictedtoaboutsevenlayers
ofsevereclear;can' tseemuchmore'n80
or100milestonight. "
"United 814, tbis is Kansas City. I just
wondered if yo u could see tbe ground.
Over?"
"Well , yeab, as a matter of fact we can
see all tbree street ligbts in Leota, Kansas."
"Hey, tbat' s really sometbing, United.
Contact Cbicago Center on 132.7. Good
night! "
" Chicago Cent er, tbi s is Unit ed 814
level three seven zero. Over. "
"Roger, Unit ed 814, Indent! Kansas
City says your f1i gbt conditions are VFR,
that right?"
"Yep! Wbatcba got there in the Fox
Valley Center? Over. "
"Well , you know they got us cooped up
bere in tbis building witbout any windows,
but when I came to work at 11 it was rain-
ing. Wait a minute; Eddie just came back
from bis smoke break. Hey, Eddie, wbat's
it like outside?" You can bear someone in
tbe background , and then our Cbicago
controller comes back in loud and clear,
"He says it's clearing up and be can see the
stars. I guess the front's gone through,
United. You are cleared direct O' Hare.
Tell me wbat your beading will be. "
"Roger, Cbicago Center, proceeding di-
rect. Our new heading zero six two. Tell
approacb tbis our night so we want a
straight in tonight! "
"Gotcba,814. Keep your speed up and
we ' ll tell them. By the way, what' s tbe
name of that town in Iowa?"
And that ' s the way it was. But there
were other times, too, when business was
the only way. Like tbe one I'm about to
recount. This incident took place back in
the 1960s when tbe evening (five o'clock)
departures bank was all lined up for take-
off at O' Hare. There were about ten air-
liners all waiting for T.O. clearance on
runway 14 ri gbt , sitting on the parall el
taxiway. Suddenly we hear a plaintive call
from a FLIB (tower talk for a "Foolish Lit-
tle Itinerant Bugger") wbo is somewhat
confused and a little lost. All activity
comes to a bait while O'Hare controllers
belp tbis guy find himself and then direct
bim to O'Hare for landing.
"Ub, can anybody bear me? Tbis is
Piper 4144 Zebra. I need belp. "
"4144Z, tbis is O' Hare Tower, do you
read?"
"Tbis is 4144Z, I read you."
"44Z, what is your position? Over. "
" Ub, Tower, wbat did you say your
name was?"
"Everybody bold your position wbile
we get tbis guy taken care of, Ok? Every-
body stay off tbe frequency! 44Z, tbis is
Cbicago O' Hare. Over. "
"Ob, gosb, you're a BIG airport, rigbt?"
"Roger, 44Z. How can we belp?
Over. "
"Well, uh, I seem to be a little lost and
not quite sure wbere I am."
"44Z, tbis is O'Hare. Describe your
surroundings. Over."
"Ub, what do you mean? Over."
"Wbat does it look like where you are?
Wbat are you fl ying over? What are your
landmarks?"
"Oh, I get it. Yeab, let's see. I'm flying
north, uh, east. Ub, I see a railroad abead
of me and a bunch of hi gh lin es across
from that, some apartment buildings and a
purple-no, blue- water tower with some
writing on it. I think it says Palomine or
something. "
"Ok 44Z. Wbat is your altitude and say
again your direction of f1i gbt! "
"44Z is heading towards tbat wat er
tower now and I ' m headed eas t at 2300
feet. Over. "
" Ok 44Z. I tbink we have you on the
radar. Turn to 180 for identification."
"Roger, Tower, 180. Should I turn rigbt
or left ?"
"Turn right and head SOUTH, 44Z. "
"Ok- OKAY! Don' t get nasty about
it! "
Several minutes pass.
"44Z, radar contact. Turn beading 270.
That's West! "
"44Z turning to west heading."
Several more minutes go by.
"44Z, do you see the expressway just
under you; you' re just crossing it?"
"Yeab, I see it! Wbere am I?"
"44Z, you are crossing Highway 53, 14
miles nortbwest of O'Hare. Turn now to a
heading of 180; you should see Arlington
Park racetrack just ahead after you make
tbe turn. Confirm!"
More time goes by.
"Hey, yeab, got it!"
"OOH KAY, 44Z, pick up tbe express-
way going southeast tbere; follow that un-
til you see the runway. You are cleared to
land Runway 14 Left at O'Hare. Report
the runway in sight. "
A couple more minutes and then,
"Roger, O'Hare, I bave the runway in
sigbt!"
"GOOD, 44Z. You are cleared to land!
Everybody else just bold until we get this
guy on tbe ground!"
"44Z, O'Hare Tower. Where are you?
We don' t bave you in sight!"
"I'm on final for 14L, O' Hare, but there
are a wbol e bunch of big airplanes on tbe
runway! "
"44Z, you are lined up witb tbe parallel
taxiway for 14 Rigbt ; you are cleared to
land on 14 LEFT! "
"Ub, I don't know wbat all the airplanes
are doing on the runway, but I'm going
around! Can you get them airplanes off
the runway?"
"44Z, this is O'Hare. The runway you
want is off to your left. Turn to a 090 bead-
ing, then do a 270 to your left and line up
witb 14 LEFT! "
It' s real quiet and we all watch tbis guy
do a tigbt left 360 and line up witb our
taxiway again.
" Uh, Tower, tbis is 44Z. I ' m doing
wbat you said but those airplanes are still
on tbe runway and I'm going around
again!"
"44Z, you haven' t got the bi g pi cture.
Tbis is a big, busy airport and we have par-
allel runways. Tbere are TWO 14s, a Right
and a Left ; you are lining up with the taxi-
way for 14 Right. You should be a mil e to
th e left t o line up with th e LEFT one.
Have you got that? OVER! "
Confused silence .. .
"I AM lined up with the left one; why
are all them airplanes still setting tbere?"
"44Z, do you see tbe RIGHT runway?
There is a 707 sitting in position waiting to
take off."
"Yeab, Tower, I see him sitting tbere. "
"Ok, 44Z, land on that runway, fly over
tbe top of the airliner, land long and taxi
up towards tbe terminal and we ' ll direct
you to parking!"
"WHAT? Land over the top of bim?
Are you crazy or sometbin?" Ub, ub. It 's
too busy here; I'm going somewbere else
wbere I can land! 44Z is leaving."
There was stunned sil ence from tbe
tower. Then a new voice came on, "TWA
633 cleared for takeoff Runway 14 Right ;
turn to a beading of 250. United 527
cleared into position and hold. The rest of
you close it up and we' ll clear up this mess.
UAL 527 cleared for takeoff. Who's next?
Is tbat American 21 ? Ok, guys, let's get it
moving again. Tighten it up; let' s MOVE
it! "
Don' t let tbem grind you down. Tbere
are still real people bebind those micro-
pbones, people just like you and me. Treat
tbem like people and everybody will be
happy.
An anonymous note has poured in from
upstate NC. Here's as it was written, verba-
tim:
Dear Buck,
I just read your editorial in the August
Vintage Airplane. I drain two sumps on
my Taylorcraft, tbe wing tanks, in addition
to my gascolator when I preflight. Not to
do so would be to invite disaster because
tbese tanks both drain into the header
tank as tbe plane is flown , by valves, as
needed to replenish the beader tank.
In addition, althougb your wise advise
is well taken, the word "contaminate" is
always a verb, never a noun, as you use it.
Tbe noun form is "contaminant".
Look it up in the dictionary; and work
to preserve tbe Englisb language, as well
as vintage airplanes.
Yours truly,
A subscriber
I stand corrected.
Over to you A. Subscriber,
(I
VINTAGE AIRPLANE 25
(Left) Alldressedupinitswhite,
orangeanddarkbluepaint
scheme,theCommand-Airelooks
justasitdidwhenitrolledoutof
thefactoryinLittleRock,AR.
Thisphotowastakenpriortothe
paintingoftheuN"numberson
theairplane.
(Below) Thepowersectionofthe
airplaneisthisneatlycowledOX-
5enginewithitslargewooden
propeller. Youcanseethewater
temperaturegaugeonthetopof
theradiator. Thelandinggearis
supportedbybungeecordsin
tension.
Bob Von Willer's
Command-Aire3-C-3
by NormPetersen
photoscourtesy BobVon Willer
Few people have the patience and determination to to-
tally restore an old 1928 biplane, however, Bob Von
Willer (EAA 457002, A/C 22253) has recently finished his
second biplane restoration, a beautiful 1928 OX-5 pow-
ered Command-Aire 3-C-3, NC6686A, SIN 511.
Bob's previous efforts have been noted in the June
1995 issue of VINTAGE AIRPLANE magazine in the
story concerning his mint 1930 Fleet Model 7 biplane,
which had been on the California circuit of antique air-
plane fly-ins for a number of years.
Designed by Albert Voellmecke, the Command-Aire
was one of the airplanes that did a respectable job of f1y-
(Above) Thedelicateframeworkisreadilyseenin
thisphoto. Allcontrolsarebypush-pullrodsin-
cludingtheFriezeaileronsonthelowerwings.
(Right) Thebareairframeisassembledpriorto
covering. Notethenicefittingmetalpartsonthe
fuselageandtheimmaculatewoodworkinthe
wings. Thestreamlinedtubefromthecentersec-
tiontothelandinggearreplacesthenormalcross-
wiresbetweenthecentersection.
26SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of
WW I fame. The large wing area of 303 square feet had to
lift a gross weight of 2200 lbs. with a useful load of 790 Ibs.
and with the big, water-cooled, V-8 pulling the large
wooden propeller, the Command-Aire would lift a pilot
and two passengers in great style. Normal cruise was
about 85 mph and the 40 gallon fuel tank made for a range
of about 440 miles. The pictures highlight the exceptional
restoration work of Bob Von Willer. ...
TYPE CLUB NOTES
(Continued from page 9)
Tracking parts When Restoring
by Mike Smith
In theprocessofrebuildingan air-
craft,I'msurethatmanymemberslook
attheairframeandwonderhow to iden-
tifyall thesmallpartsthatmakeup the
aircraftoncetheyareremovedforclean-
ing,beadblasting,and painting. I've
knownsomepeoplewhokeepseparate
individualbagsorboxesofsectionofthe
aircraft(brakeparts,aileronparts,wing
parts,etc.)so thattheycan identifyeach
partwhen assemblyisagainathand.
Thisis a goodidea,since reassembly
maybemonthsoryearsin themaking.
However,evenidentificationofparts
from a boxmarked"wingparts"can be
puzzlingaftera few monthswithout
somesortofeasyidentification.
ThemethodI use is this: Afterclean-
ingand repaintingseveral partsthat
have locationsand namesfresh in my
mind, I mark each part after the
paint/primerhasdriedwith a permanent
fine pointpen. IusedaBerolbrandthat
I boughtatK-Martor$2.27 for a pack-
ageof4.
(Editor's Note: The Sanford extra-fine
point "Sharpie" also works well in this appli-
cation.)
Thefine tipallowsme to identifyeven
thesmallestofparts.Ilook thepartup in
theappropriateaircraftpartsmanualand
mark it with thedrawingnumber,item
numberpartnumberand nomenclature.
Forexample,25-27-1-2613 brakepedal
identifiesthe partwithdrawing#25,index
#27,partnumber1-2613,and nomencla-
turebrakepedal. Thissystemtellsme to
godirectlytothebrakesystem and look
attheaircraftandifthereis anyappropri-
atehardwareassociatedwith it. Even if
partsgetmixed up,Istill havea meansof
positivelyidentifyingthepart. Thismay
all seemlikeoverkill,butit works for me.
My IAapprovedofitandalsosaid that
this typeofpenis notcorrosive(likea
pencil lead). ...
StephenF. Abrew Knoxville,TN
John G. Addams MayfieldVillage,OH
William R. Aikens Bloomfield Hills,MI
William L. Arave Tollhouse,CA
Melissa G. Ashby Sumner,WA
DonaldW. Baggett Okeechobee,FL
SergioBasso Venezia,Italy
Michael Becker Alameda,CA
DouglasBiagini Granville, IL
EugeneA. Bibber Gorham,ME
WayneP. Biehle Loveland,OH
PeterL. Bilan Albuquerque,NM
JohnBlaszczyk Madsen,Ontario,Canada
Dennis Boggs Cincinnati ,OH
William A. Borgstrom Chicago,IL
LarryB. Botsford NewportNews,VA
OliverA. Bradley Vista,CA
JohnW. Brown Anchorage,AK
JohnH. BursonIII Carrollton,GA
JacobJ.Bussolini DixHills, NY
Paul Byrne Pleasanton,CA
PierreCardinal Lachine,Quebec,Canada
BrandonM. Chase Ojai,CA
Ken W. Cheek Yadkinville,NC
Lyman R. Chisholm FlaglerBeach,FL
CharlesJ.Christensen Cumberland,WI
KentClark Ferguson,MO
PeterJ. Conroy Elmhurst,IL
JamesW. Crichton,Jr. Victoria,TX
JohnA. Davis Crete,IL
MichaelJ.Denest Folcroft ,PA
CharlesT. Dhooge GrandPrairie,TX
Rick Dodge Alameta,CA
RichardA. Doll EICajon,CA
GregoryDonovan Brunei
OliverW. Dredger,Jr. SI. Marys,KS
LarryErd Toledo,OH
JosephFields Oakland,CA
H. ColinFisk Durango,CO
RonFrench SanJose,CA
Norbert Fronczak Warren,MI
JamesT. Garlick Comber,Ontario,Canada
HermanGamier Oakland,CA
GordonL. Graham Kissimmee,FL
JosephH. Hamilton Miami ,FL
JewellHardee,Jr. Collinsville,OK
RaymondT. Harrison AltaLoma,CA
Kim Heme Yokine,WA,Australia
MichaelP. Hickey BattleGround,WA
Rod R. Hill Flagstaff,AZ
GeorgeR. Holm Conifer,CO
DonaldB.Holton OrmondBeach,FL
ToddL. Houdek ElmendorfAFB, AK
CherylJ. Hussan Norwalk,OH
RobertR.Janke TwainHart ,CA
NewMembers
Vanessa1. Jago
ThunderBay,Ontario,Canada
RobertWayneJohnson Kirkland,WA
Ronald E. Knudsen NewBern,NC
GaryKoppie Emestburg,fA
ThomasKutschera Youngsville,NY
LouisQ.LaSalle Frenchtown,NJ
Keith A. Larson LocustGrove,VA
EricD.Libbey SantaYnez,CA
CharlesLilley Athol ,MA
JeffreyB. Lindsey WestLinn,OR
ClarenceR. Linsley La Crescenta,CA
JohnO. Loney Montrose,CA
Ronald E. Lund Anchorage,AK
BradC. MacArthur Larsen,WI
MichaelA. Mancuso leRoy,NY
Ronald B. Massey FlowerMound,TX
ThomasG. MatowitcJr Mentor,OH
A. C. McKinley WinstonSalem,NC
Timothy1. Murphy Wilamette,IL
H. DoakNeal Medina,TX
CurtisN. Nippe Monticello,IL
Susan A. Payette
North York,Ontario,Canada
RobertPenoyer Fabius,NY
DudleyA.Philips Conroe,TX
StephenT. Pollina Adams,WI
MichaelP. Pope ChippewaFalls,WI
Rick Purrington Fairfield,NJ
StevenL. Rahlf Muscatine,IA
EdmundE. Rautenberg
HerbertL. Ritzman
GeorgeH. Savord
JerrySchallock
Doug1. Schumacher
JohnD. Seaver
LloydS.Sorensen
FrankSpinner
DonaldC. Stackhouse
JohnA. Steiger
MartinStenger
JohnC. Stevens,Jr.
BennieE.Swanson
EdThiel
DennisK. Thomas
SusanD.Truman
ShinichiroTsuji
AnaM. Vegega
Richard P.VonBuedingen
PeterWahlig
JamesF. Wakenell
JeffreyK. Walker
PhillipE. Walpole
CharlesWatkins
JonathonWhaley
JamesR. Williams
Glen M. Witter
Rich L. Worstell
DauoYeagleyJII
GaryZamis
Speedway,IN
Pewaukee,WI
Temecula,CA
Rhinelander,WI
West Bend,WI
San Pedro,CA
Solvang,CA
Brooklyn,NY
Vandalia,OH
Houston,TX
Gernsheim,Germany
ParkCity,UT
Hayward,CA
ParkCity,UT
ColoradoSprings,CO
Reston,VA
Tokyo,Japan
San Mateo,CA
Aiken,SC
Lorsch,Germany
Summerville,SC
Ogunquit,ME
Marengo,TL
Jacksonville,FL
Chesham,Bucks, England
Decatur,GA
Wausau,WI
Gordonville,TX
Wilmington,OH
PompanoBeach,FL
VINTAGE AIRPLANE 27
--------
Fly-In
Calendar
The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval, spon-
sO""hip, involvement, control or direction of any event (jIy-in, seminars, fly market, etc.) listed Please selld the information to EAA,
Au: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Illformatioll should be receivedfour months prior to the event date.
SEPT. 22-23 - BARTLESVILLE, OK
- 38th Annual Tulsa Regional Fly-In,
co-sponsored by EAA A/C Chapter
10, EAA lAC Chapter 10, AAA Chap-
ter 2. For info, call Charlie Harris ,
918/622-8400.
SEPT. 22-23 - LOm, CA - The Great
West Coast Waco and Travel Air Fly-
In, hosted by Precissi Flying Service.
Flying events, memorabilia auction,
and great food. Contacts: Frank
Rezich, 805/467-3669 or Jon Aldrich,
209/962-612l.
SEPT. 22-23 - MOCKSVILLE, NC -
Tara Airbase. 10th annual "Anything
That Flies" Fly-In. Early arrival on
the 22nd, Big Day on 23rd. USO style
big band party Sat. night, awards, mili-
tary vendors. 2100x80 sod strip - pri-
vate field - operation and attendance is
at your own risk. Call Novaro or Jan
Nichols, 7041'284-2161 , Or 910/650-
802l.
SEPT. 23 - NORTHPORT, MI -
Woolsey IntI. airport (5D5), 30 miles
north TVC VOR. Fly-In breakfast,
Pancakes, sausage, ham, cherry Jam
and more. Antique planes and autos.
Biplane rides . sponsored by the
Northport Pilot ' s Assoc. Contact:
Keith Strong, 616/386-7557. Rain date
9/24.
SEPT. 23 - SAN JOSE, CA - Reid
Hillview Airport Day '95, call 415/941-
6418 for more info.
SEPT. 23 - CLINTON, MI - Ercoupe
Owners Club Fly-In. 517/456-4806.
SEPT. 23-24 - LEXINGTON, TN -
Tennessee Taildraggers Assoc. 11th
Annual Fly-In. 901/968-3666.
SEPT. 23-24 - ZAINESVILLE, OH -
Johns Landing Airfield. 4th Annual
Antique/Classic Fall Fly-In, sponsored
by EAA Antique/Classic Chapter 22
of Ohio. Food, fun and friends. Call
Virginia for more information -
614/453-6889.
SEPT. 23-24 - LUMBERTON, NJ -
South Jersey Regional airport. Air
Victory Museum Air Fair, 10 a.m. -5
p.m., air shows at 12 and 3 p.m. Call
609/486-7575 to volunteer, or 609/267-
4488 for info and directions.
SEPT. 23-24 - ALEXANDRIA, LA -
Gulf Coast Regional Fly-In. 504/467-
1505.
SEPT. 2S-0CT. 1 - CAHOKIA, IL -
Parks College reunion for WW II
Army Air Force cadets trained by
Parks at Sikeston, Cape Girardeau,
Tuscaloosa or Jackson, MS. Call Paul
McLaughlin 618/337-7575, ext. 364 or
292.
SEPT. 30 - HARRISONBURG, V A -
Shenandoah Valley Airport. Fly-In
pig roast, sponsored EAA chapter
511, contact Sheldon Early, 540/433-
2585.
OCT. 1 - lOLA, WI - Annual Fall
Color Chili Dinner. 414/596-3530.
OCT. 1 - HARRISONBURG, VA -
Shenandoah Valley Airport. Fly-In
breakfast, sponsored EAA chapter
511 , contact Sheldon Early, 540/433-
2585.
OCT. 6-S - PAULS VALLEY, OK -
Antique Airplane Fly-In. Contact
Dick Fournier 405/258-1129 or Bob
Kruse 405/691-6940.
OCT. 6-S - EVERGREEN, AL -
Southeast Regional Fly-In. 205/765-
9109.
OCT. 6-8 - WILMINGTON, DE - New
Castle Airport. EAA East Coast Fly-
In 25th anniversary. " A Gathering of
Eagles" WW II victory airs how and
Fly-In. Special statue dedication in
honor of the WASP's of WW II. For
pilot's info pack, contact EAA East
Coast Fly-In Corp., 2602 Elnora St.,
Wheaton, MD 20902-2706 or phone
301/942-3309.
OCT. 6-S - HARTSVILLE, SC -
Annual Fall Fly-In for
Antique/Classic aircraft, sponsored by
EAA A/C Chapter 3. Awards in all
categories. For info call or write R.
Bottom, Jr., 103 Pwhatan Pky.,
Hampton, V A 23661 Fax at 804/873-
3059.
OCT. 7- LAWRENCEVILLE, GA -
4th Annual Biplane Fall Classic.
404/413-7] 12.
OCT. 7-S - RUTLAND, VT -
Rutland airport. Annual Leaf
Peepers Fly-In, 8-11a.m. Sponsored
by EAA Chapter 968 , the Green
Mtn. Flyers and R.A.V.E. (Rutland
Area Ve hicle Enthusiasts) .
Breakfast both days , Fly-Market.
Call Tom Lloyd for info: 802/492-
3647.
OCT. S - TOMAH, WI - Bloyer
Field. 8th Annual Fly-In breakfast
sponsored by EAA Chapter 935.
Flea market , static displays. Call
John Brady for info: 608/372-3125.
OCT. 12-15 - PHOENIX, AZ - Cop-
perstate Regional Fly-In. 602/750-
5480.
OCT. 12-15 - Phoenix, AZ - Williams
Gateway airport. Luscombe
Foundation Southwest gathering.
For info, call the Luscombe
Foundation at 602/917-0969.
OCT. 12-15 - MESA, AZ - 24th
Annual Copperstate Regional Fly-In.
Call 800/283-6372 for info pack, or if
you wish to commercially exhibit ,
call 5201747-1413.
OCT. 14 - OSHKOSH, WI - EAA
Chapter 252 Steve Wittman
Memorial Fly-In. 414/426-348l.
OCT. 14-15 - SUSSEX, NJ - Quad-
Chapter Fly-In, Flylflea-market
sponsored by A/C Chapter 7, EAA
Chapters 238, 73 and 891. For info,
call Herb Daniel, 2011875-9359 or
Paul Styger (Sussex airport) 2011702-
9719.
OCT. 20-22 - KERRVILLE, TX -
Southwest Regional Fly-In. 915/651-
7882.
OCT. 27-29 - TUCON, AZ - Flying
Treasure Hunt. 520/889-941l.
NOV. 4-5 - LAKELAND, FL -
Wings 'n Things '95. 813/251-1820.
28 SEPTEMBER 1995
JMESINGER
(;ORPORAH: JETSALES, INC.
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental Aircraft
Association, Inc.is$35foroneyear, including 12
issuesofSPORTAVIATION. Familymembership
isavailableforanadditional$10annually. Junior
Membership (under 19 years ofage) is available
at$20annually. Allmajorcreditcardsaccepted
formembership.

T12A()(12
ANTIQUE/CLASSIC
Current EAA members mayjoin the Antique/
Classic Division and receive VINTAGEAIR-
PLANEmagazineforanadditional$27per year.
EAA Membership, VINTAGE AIRPLANEmag-
azine and one year membership in the EAA
Antique/Classic Division is available for $37per
year(SPORTAVIATIONmagazinenotincluded).
Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may be
just the answer to obtaining that elusive part. .40; per word, $6.00 minimum
charge. Send your ad and payment to: Vintage Trader, f AA Aviation Center, P.O.
Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your VISA or MasterCard
number to 414/426-4828. Ads must be received by the 20th of the month for
insertion in the issue the second month following (e.g., October 20th for the
December issue.)
lAC
CurrentEAA membersmayjoin the International
AerobaticClub, Inc. DivisionandreceiveSPORT
AEROBATICSmagazine for an additional$35
peryear.
EAA Membership, SPORTAEROBATICSmaga-
zine and one year membership in the lAC
Division is available for $45 peryear (SPORT
AVIATIONmagazinenotincluded).
WARBIRDS
Current EAA members may join the EAA
Warbirds ofAmerica Division andreceive WAR-
BIRDSmagazineforanadditional$30peryear.
EAA Membership, WARBIRDS magazine and
oneyearmembership in the Warbirds Division is
available for $40 peryear (SPORTAVIATION
magazinenotincluded).
EAAEXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTERmagazineforanadditional$18
peryear.
EAA Membership and EAA EXPERIMENTER
magazine is available for $28 peryear (SPORT
AVIATIONmagazinenotincluded).
AIRCRAFT
1939STINSONSR-10(Reliant)- 10434
n,598 SMOH, 265 SPOH, KX175B
Trans, KI208OBS, KT-76AXponder, ELT.
Call John Hopkinson, 403/637-2250, FAX
403/637-2153. (10-2)
MISCELLANEOUS
WrightJ6-7A forward exhaust system
- Ineed pairof22x1Ox4 Goodyeartires.
Ralph Graham, 612/452-3629. (10-2)
Ultraflight Magazine- Buy, sell, trade,
kit built, fixed wing, powered parachutes,
rotor, sailplanes, trikes, balloons and
more. Stories galore! Sample issue,
$3.00. Annual subscription $36.00.
INTRODUCTORY OFFER OF ONLY
$24.00 Ultraflight Magazine, 12545 70th
Street, Largo, Florida 34643-3025.
813/539-0814.
GEE BEE etc. - Model plans used by
Benjamin, Eicher/Kimball, Turner,
Jenkins. 52 plans, 1/3smaller. Shirts,
etc.! Catalog/News $4.00, $6.00 for-
eign. Vern Clements, 308 Palo Alto,
Caldwell, ID 83605, 208/459-7608. (9-
3)
SUPER CUB PA-18 FUSELAGES -
New manufacture, STC-PMA-d, 4130
chromoly tubing throughout, also com-
plete fuselage repair. ROCKY MOUN-
TAINAIRFRAMEINC.(J. Soares, Pres.),
7093 Dry Creek Road, Belgrade,
Montana 59718, 406/388-6069, FAX
406/388-0170. Repair station No.
QK5R148N.
FOREIGN
MEMBERSHIPS
Please submityour remittance with acheck or
draft drawn on a United States bank payable in
United States dollars. Add $13 postage for
SPORTAVIATIONmagazine and/or$6postage
foranyoftheothermagazines.
EAAAVIATIONCENTER
P.O.BOX3086
OSHKOSH, WI54903-3086
PHONE(414)426-4800
FAX(414)426-4873
OFFICEHOURS:
8:15-5:00MON.-FRI.
1-800-843-3612
MEMBERSHIPDUESTOEAAAND
ITSDIVISIONSARENOTTAX
DEDUCTIBLEASCHARITABLE
CONTRIBUTIONS.
(NEW) This&ThatAbouttheErcoupe,
$14. 00. Fly-About Adventures & the
Ercoupe, $17.95. Both books, $25.00.
Fly-About, P .O. Box 51144, Denton,
Texas76206. (ufn)
FREE CATALOG - Aviation books
and videos. How to, building and
restoration tips, historic, flying and
entertainmenttitles. Callforafreecat-
alog. EAA, 1-800-843-3612.
Wheel Pants - The most accurate
replica wheel pants for antique and
classics available. 100% satisfaction
guaranteed. Available in primer grey
gelcoat. Harbor Products, Co., 2930
Crenshaw Blvd., Suite 164, Torrance,
CA 90501, phone 310/880-1712 or
FAX310/874-5934.(ufn)
Curtiss J N4-D Memorabilia - You
can now own memorabilia from the
famous Curtiss "Jenny," as seen on
"TREASURES FROM THE PAST." We
have T-shirts, posters, postcards,
videos, pins, airmail cachets, etc. We
also have R/C documentation exclu-
sive to this historic aircraft. Sale of
theses items supports operating
expenses to keep this "Jenny" f lying
for the aviation public. We appreciate
your help. Send SASE to Virginia
Aviation, P.O. Box 3365, Warrenton,
VA22186.(ufn)
WANTED
Wanted- PairofGoodyear22x1Ox4
tiresorclosesizetofit myhubs. Ralph
Graham, 612/452-3629. (10-2)
30SEPTEMBER1995
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259 Lower Morrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
"Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test.
"When I reported my loss, Mac McGee,
from AUA, was very concerned and told me I
would probably hear from an adjuster yet
that day. He was right. Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane. I
didn't realize that he would be flying in from
St. Louis, Missouri (about a 1,000 mile trip)
and I couldn't have asked for a warmer
reception. During the repair process he
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My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA.
"Not only am I very satisfied with the
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liability and hull premiums
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