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Publisher
TOM POBEREZNY
Editor.in.Chief
scon SPANGLER
HENRY G. FRAUTSCHY
MIKE DIFRISCO
Contributing Editors
JOHN UNDERWOOD
BUDD DAVISSON
Graphic Designer
OLIVIA L. PHILLIP
Photograpl.y Staff
JIM KOEPNICK
LEEANN ABRAMS
FEBRUARY 2002
S RAIGHT Be LEVEL
BY ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE ASSOCIATION
VAA NEWS
COMPILED BY H.G. FRAUTSCHY & MARY JONES
Commenting on the
Sport Pilot NPRM
After the NPRM is published, a
90-day public comment period
will follow. During that time, any
one can officially register support,
concerns, or questions about the
proposed new rule. EAA expects
significant public input because
the sport pilot rule will establish
not only a new pilot certificate
and a new aircraft category but
also new aircraft maintenance reg
ulations.
There will be several ways to
submit comments to the sport pi
lot docket:
1. You may submit a letter in
triplicate to the docket office via
FRONT & BACK COVERS: The vol
FEB RUARY
2002
TECHNICAL
ARTICLES WANTED
As a group, we ' re a pretty re
sourceful bunch, and one of the
stated missions of the Vintage
Aircraft Association is to share
educational opportunities among
the membership. We're always
on the lookout for good technical
articles. This year , we've re
ceived a number of requests for
solid information on radio and
transponder information in light
airplanes. If you've done a well
executed, approved installation
of light avionics, we'd appreciate
hearing about it. While we are
not aware of any specific new
regulations requiring transpon
der use, more people are willing
to invest in a light unit if it will
allow them to enter airspace
that currently excludes them.
Call us at 920-426-4825 or e
mail vintage@eaa.org to help us
help your fellOW members.
EAA
Vintage Airplane
P.O. Box 3086
Oshkosh, WI 54903-3086
E-mail : vintage@eaa.org
MYSTERY
PLANE
BY
H.G .
FRAUTSCHY
State University.
FEBRUARY 2002
Racers
ACloudy Start
On September 18 Jim called at
1400 Zulu to say that despite the
overcast, the weather was flyable. We
agreed to meet at Potomac Airfield
(VKX), west of Andrews Air Force
Base. After everyone arrived near
midday, we refueled both planes, and
then Jim rechecked the weather.
Our originally planned route was
south-southeast to First Flight Air
port (FFA-Kitty Hawk) and then
west across North Carolina and Ten
nessee. A warm front stretched from
Missouri to Salisbury, Maryland, and
everything south had low ceilings
and poor visibility. That dampened
the start of our great adventure. The
weather was better to the north. We
revised our plan and departed VKX
under a l,400-foot overcast. Ten
miles north of Washington, D.C.,
the cloud deck became broken, and
by Frederick (FDK) the sky was clear.
We landed at FDK, ate lunch, refu
eled, and departed at 1935 Zulu. At
4,500 feet MSL we had clear skies
6
FEBRUARY
2002
Jim Morton and NC89676 pause before departing Cape May, New Jersey.
tographer.
Waiting for t he rain to stop and the ceiling to lift. Walt rises up on his tip
toes to confirm that the airplane he sees taxiing in is another Cessna 140,
also en route to the 120/ 140 Convention.
Westward Ho!
Leaving Guthrie we headed west
southwest, climbed to 8,500 feet
Noted aircraft restorer Harman Dickerson and his Piper PA-11. Harman took
us under his wing and transported us back in time by offering us a ride in
his unrestored, remarkably original 1956 Cadillac DeVille.
FEBRUARY 2002
This interesting array of mirrors with a cent ral tower is a solar power gener
ating station located just west of Barstow-Daggett airfield in California.
The Desert
=Desolation
PE CLUB NOTES
FEBRUARY 2002
10-24 X 11/2
/MACHINESCREW~
HEXNUT~
./
t;
11
FEBRUARY 2002
13
William "Bill" King, a name well known to those who have had the pleasure of visiting Cole Palen's Old
Rhinebeck Aerodrome, decided to restore his Tiger Moth, which he had been flying at the aerodrome for 15 years.
Bill pointed out that the Tiger Moth has plenty of small parts, so the restoration progressed slowly, but in spring
2001 the airplane was restored and ready for the air show season. Bill credits John Cullere and John Tremper for
helping him not miss a third season with his Tiger Moth. Bill's son, Andrew King, sent us the second photo showing
Bill's brother, David, flying the Moth, Andrew in his Ryan M-l mailplane, and Bill flying the recently completed
Rhinebeck Aerodrome Curtiss Jenny. That's quite a formation shot! Tom Polopink, the Aerodrome's museum direc
tor, took the photo.
You'd never know it seeing it today, but this nice 1962 Piper PA-24-180 Comanche was one of the many mechani
cal victims of the great Mississippi River flood during the spring of 1993. Robert Kendig, Live Oak, Florida, spent
eight years, two months, and 24 days restoring the low-wing Piper. Everything had to be replaced, from the paint to
the interior, plus, of course, all of the instruments and radios. It flew again on November 28, 2001.
14
FEBRUARY 2002
15
During EAA
AirVenture Oshkosh
2001, Seabee pilot
Larry Mullaly stands
between fellow
restorers Ray Kreps
and Duane Poehls
FEBRUARY 2002
Cloth interiors are not usually the best choice for sea
planes, so the Seabee was neatly upholstered in vinyl
with a close-nap carpet used underfoot . A basic VFR in
strument panel was re-instalied, along with expertly
rendered lettering for each switch and placard . The new
lettering included a placard for one unusual switch-on
the lower left corner of the panel, there's an electrical
switch labeled "Anchor Light."
17
FEBRUARY 2002
011
page 20
FRAUTSCHY
Seabel'"
Spence to help the company, he
would have access to its woodmolding workshop during off
hours. By that time some restrictions on civilian flying had been
lifted, and Spence flew the Air Car
to Chicago, where he made further
changes to the airframe, streamlining some of the early version's
rather slab-sided looks. He flew it
regularly from Fox Lake, northwest
of Chicago, where he tested the
hull's hydrodynamic qualities.
By the close of '43, Mill's Novelty had not been very successful
in getting more than one contract,
and Spence was ready when Nels
Kelly called again. Kelly had gone
back to work for Republic, and
upon hearing that the company
was interested in a civilian project
for work after the war ended, he
made a pitch to senior management regarding the production of
the Air Car. Spencer was hired as a
design consultant, and Republic
paid him $17,000 for the rights to
the design.
Republic had plenty of experience in building airplanes out of
sheet metal, and if the postwar
market was as hungry for airplanes
as was forecast, they'd need to produce them at a pretty good clip,
possibly as many as 10 per day!
After Republic built and flew the
prototype (the RC-l), a review of
the program showed that the cost
to produce the airplane was going
to be excessive, and well in excess
of the projected $3,995 price for
the Thunderbolt Amphibian, as it
was first named. Alfred Marchev,
Republic's preSident, ordered a design review, which proved to be an
illuminating exercise in production
economy. Changing the wing from
a tapered to a straight planform
saved tooling money and time in
Douglas Rolfe
into the sides of the hull. Eliminating the wells added enough
room to the interior to make a
four-seater practical.
Also needed was more horsepower. The Franklin engine first
considered for the revamped design developed 200 hp, but more
was needed, and to help control
costs, Republic bought a controlling interest in Aircooled Motors,
Syracuse, New York . Aircooled
had been building the Franklin
series for a number of airframe
makers, and it managed to simplify the Franklin 500 engine and
get a 12 hp boost in the process .
When finall y put into production, that horsepower had grown
to 215 ponies, with the Franklin
6A8-215B9F as the standard installation. While the Koppers
Aeromatic prop was standard
equipment, the metal Hartzell
controllable/reversible prop was a
handy option.
Unfortunately, escalating prices,
coupled with a sharp decline in demand and a deepening postwar
economic recession, meant the
production run of the Seabee was
short-lived, with only 1,050 of the
airplanes built before Republic shut
down the line.
Spencer moved to Florida,
where he dabbled in the construction and real estate business .
Later, after a move to California,
he returned to aviation, and he
19
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SUPER.I~R.
20
FEBRUARY 2002
PASS
IT TO
CK
21
FEBRUARY
2002
Richard,
It's a pleasure to hear from you,
and I thank you for your kind re
marks about Vintage Airplane.
When I was a trustee for the
Wings & Wheels Museum in Florida,
now defunct, we had an ex-Marine
Corps DH-4 in almost-flying condi
tion. When the museum broke up it
was auctioned off and went to Brazil,
I think.
It was one that had been modi
fied to a steel tube fuselage and, of
course, was not the mail plane
model that was all wood. It also had
armament and was a single place
with a cargo pit up front. Not too
authentic at that.
I'm sending you, on loan of
course, the Smithsonian publica
tion on the DH-4 history. In this
book you'll find all sorts of infor
mation on the original airplane and
the many variants. Enjoy the book,
and one of these days when you are
finished with it, either drop it off at
my son's house over in Rockford
(address included), or if you are out
for a drive, stop by here at the
Funny Farm.
Reading about your childhood
in Peoria is very interesting. I never
got to actually meet Lindbergh ,
but I was just a kid when he flew
over Rockford on his nationwide
tour and dropped the message con
tainer. I was only 4 years old, but I
remember the crowd was going
crazy yelling, "Lindy! Lindy!" and
jumping up and down with excite
ment. Quite a time. Lindbergh sure
made a name for himself in later
years as a conservationist, a med
ical research scientist, and as a
man to admire. I visited his grave
in Hawaii and thanked him for
what he did for aviation.
Looking forward to meeting you
one day. If you decide to visit the
Railroad Museum, we are just about
a mile south. Who knows, I might
even have an airplane flying, and we
could take a ride.
Over to you,
f(
Explore
=~f:s~~E linfi~It
FI0883 $19.95
Oshkosh, wr~4:~:-~g:~
VINTAGE AIRPLANE
23
St!4 t6 S~ St!4
24
FEBRUARY
2002
NEW MEMBERS
Qin~RODUCTS,
INC.
25
"I couldn't
have won
these swell
trophies
without
Poly-Fiber!"
Roscoe Turn er - Famaus Race Pilot
**
*
**
*
800-362-3490
www.polyfiber.com
e-mail: info@polyflber. com
26
FEBRUARY 2002
www.slm-n- flln.org
April 713, Lakeland, FL
www.greeieynet.com/eaaregiOllai
June 2930, Longmont, CO
www.nweaa.org
July 1()'14, Arlington, WA
www.vaeaa.org
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www.swrficom
www.airventure.org
July 23-29, Oshkosh, WI
www.geocities.com/-serfi
October 46, Evergreen, AL
www.gwfly-in.org
September 6-8, Yuba County Airport (MRV)
www.copperstate.org
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TRADER
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BABBITT BEARING SERVICE - rod bearings,
main bearings, bushings, master rods, valves,
piston rings Call us Toll Free 1/800/233-6934,
e-mail ramremfg@ao/.com Web site www.ra
mengine.com VINTAGE ENGINE MACHINE
WORKS , N. 604 FREYA ST., SPOKANE, WA
99202.
Airplane T-Shirts
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1-800-645-7739
THERE'S JUST NOTHING LIKE IT ON THE WEB!!
www.aviation-giftshoo.com
A Web Site With The Pilot In Mind
(and those who love airplanes)
For sale, reluctantly: Warner 145 & 165 engines. 1
each, new OH and low time. No tire kickers, please.
Two Curtiss Reed props to go with above engines.
1966 Helton Lark 95, Serial #8. Very rare, PQ-8
certified Target Drone derivative. Tri-gear Culver
Cadet. See Juptner's Vol. 8-170. Total time A&E
845 hrs. I just have too many toys and I'm not get
ting any younger. Find my name in the Officers &
Directors listing of Vintage and e-mail or call
evenings. E. E. "Buck" Hilbert
Wanted : Kinner #610 taper shaft prop hub.
Russ, 610-372-7333.
ew
A timeless
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Award Winning Vintage Interiors
Paul Workman
800.794.6560
PO Box 2043
Lancaster, CA 93539
OR online:
www.planemercantile.com
VINTAGE AIRPLANE
We're always looking for technical articles and photos of your latest
restoration. We can't offer you money, but we can make you a hero among
fellow Vintage Aircraft enthusiasts!
Send your submissions to:
Oshkosh, WI 54904
e-mail: vintage@eaa.org
For pOinters on format and
content feel free to call
920-426-4825
VINTAGE AIRPLANE
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FEBRUARY 2002
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VINTAGE
AIRCRAFT
ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION
ASSOCIATION
OFFICERS
President
Vice-President
Espie W
Butch" Joyce
George Daubner
2448 Lough Lane
Hartford, WI 53027
262/6735885
vaaflyboy@aol.com
Treasurer
Charles W. Harris
Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507/373-1674
cwh@hv5u.com
DIRECTORS
David Bennett
P.O. Box 1188
Roseville, CA 95678
916/645-6926
antiquer@inreach.com
Jeannie Hill
Harvard, IL 60033
815/943-7205
dinghao@owc.net
Steve Krog
ll
Chi~~~?7~~21~~20
sskrog@aol.com
photopilot@aol.com
John Berendt
507/263-2414
Brookfield, WI 53005
262/7822633
fchld@roonnect.com
lumper@execpc.com
John S. Copeland
Gene Morris
Roanoke, TX 76262
817/491-9110
n03capt@nash.net
1A Deacon Street
North'S"08/3~~:Nt5 01532
copeland l@juno.com
Dean Richardson
Phil Coulson
28~~~;'i';J~~f~fr
Stou!J'it;;i7.8~~ls89
616/6246490
dar@apriiaire.com
rcoulsonS 16@cs.com
Geoff Robison
Roger Gomoll
3i~~e~t~r~~~~~~tl
507/288-2810
rgomoll@hotmail.com
OaJe A. Gustafson
7724 Shady Hills Dr.
India3tm~~_~~3t6278
219/493-4724
chlef7025@aoi.com
S.H. "Wes" Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
414/7711545
shschmid@gdinet.com
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EMERITUS
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buck7ac@mc.net
ADVISORS
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P.O. Box 656
630/466-4193
103346.1772@<:ompuserve.com
Steve Bender
815 Airport Road
Roanoke, TX 76262
817/491-4700
sstiOO@email.msn.com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317/8394500
davecpd@iquest.net
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INTAGE
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strap. Approx imate size: 7.5"h x 5"w x l.5"d
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Raymond Miller
Taylors, SC
ATP CFII ME
USAF Pilot, 1955-1975
Corporate and Airline
Pilot, 1976-1996
Flying for 48 years
First solo flight in 1954
Ray Miller, pilot/owner of "Red,_White and Blue" - a 1946 GC-I B Swift Custom Classic Award winner
AUAis
To become a
member of the
- Raymond Miller
Vintage Aircraft
Association call
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Remember,
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