vintage airplane - oct 1982

8/12/2019 Vintage Airplane - Oct 1982

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STR IGHT ND LEVEL

There is no doubt that the Annual EAA InternationalFly-In Convention at Oshkosh is the greatest aviationevent in the world for both sport and general aviation ."Oshkosh" has it all - educational forums and workshops ,commercial exhibits and fly markets, airshows andthousands of aircraft .used for fun flying.

On a smaller scale are fly-ins such as Blakesburg,Sun 'n Fun, Merced and Watsonville. Next are the localweekend fly-ins which are the backbone of our sportaviation movement. These are held using various formats. . . some have banquets, most have cookouts and camping,some present trophies and other awards, and all havefly-bys.

In recent times a different type of fly-in is becomingpopular . . . the more "laid back" affair. Tullahoma's"Ole South Fly-In" fits in this category.

Following the cancellation of EAA's Tullahoma Fly-Inin 1980, a group of chapters and local enthusiasts madeplans to initiate a more relaxed type of fly-in. Under thedirection of the Tennessee Valley Sport Aviation Association , they scheduled the Ole South Fly-In over LaborDay weekend in 1981. The event, held at Parish Aerdrome,home of the Staggerwing Museum Foundation, Inc . was

eminently successful.The 2nd Annual Ole South Fly-In was concluded this

past September 2-6, again a t Parish Aerdrome whereowners John and Charlotte Parish graciously made theirfacilities availabl e . Under the able direction of ChairmanJ immy " Ragman Snyder and Co-chairman GlennMcNabb the fly-in was a rousing success.

For the past few years, Tullahoma has been besiegedwith rainfall during scheduled fly-ins and it appearedthis year would be no exception. t had rained over one

inch each day during the week preceding the fly-in , buton Thursday the weather did an about face when the lastof the fronts passed through central Tennessee. Fromthat time on the weather was ideal throughout theweekend.

By Friday afternoon a steady stream of aircraft wasarriving and the parking areas were filling up rapidly.

For those wishing to remain on the grounds, excellent

By Brad ThomasPresident

Antique/Classic Division

great pleasure it was to be free of obligations and dutiesat a fly-in and to be able to relax and enjoy the fellowship.

Many dealers were active in the commercial displayand fly market areas and these activi ties will undoubtedlybe featured again next year.

Participation was excellent in the daily fly-bys and thesimultaneous arrival of incoming traffic presented noproblems. Show planes were well represented in classic ,custombuilt and ultralight categories with smallernumbers of antiques and warbirds.

The ultralights had their own area in which to operateand cooperation between this group and the other flightoperations was excellent.

The flying on Saturday afternoon was highlighted by abrief fly-by of warbirds , followed by the First AnnualOle South Parade of Flight. This was an exciting displayof antique , classic and custom built aircraft. This afternoon program was expertly described by airshow announcer, Roscoe Morton. Willard Benedict who is co-chairman for the Annual Parade of Flight at Oshkosh,

and his wife Donna, did an outstanding job of organizingthis event at Tullahoma.The flight program on Sunday afternoon featured a

miniature warbird battle followed by several aerobaticperformances by lAC members. The airshow was expertlyplanned and Roscoe Morton had the entire audienceapplauding as the aerobatic maneuvers were accomplished .



PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC.OF THE EXPERIMENTAL AIRCRAFT ASSo'CIATION, INC.

P.O. BOX 229. HALES CORNERS. WI 53130COPYRIGHT © 1982 EAA ANTIQUE / CLASSIC DIVISION, INC. , ALL RIGHTS RESERVED

OCTOBER 1982 VOLUME 10 NUMBER 10

OFFICERSPresident Vice-President

W. Brad Thomas , Jr . Jack C . Winthrop301 Dodson Mill Road Route 1 , Box 111

Pilot Mountain, NC 27041 Allen , TX 75002919/368-2875 Home 214 /727-5649919/368-2291 Office

Secretary TreasurerM. C. "Kelly" Viets E. E. " Buck " HilbertRoute 2 , Box 128 P.O. Box 145Lyndon , KS 66451 Union, IL 60180

913 / 828-3518 Home 815 /923-4591

DIRECTORS ADVISORSRonald Fritz Morton W. Lester Ed Burns

15401 Sparta Avenue P .O. Box 3747 1550-Mt. Prospec t RoadKent City, MI 49330 Mart insville , VA 24112 Des Plain es , IL 60018

6161678-5012 703 1632-4839 312 1298-7811

John S . Copeland9 Joanne Drive

Westborough , MA 01581Claude L . Gray , Jr . Arthur R. Morgan9635 Sylvia Avenue 3744 North 51st Blvd.

617 1366-7245Northridge , CA 91324 Milwaukee , WI 53216213 1349-1338 414 1442-3631 Stan Gomoll ,

1042 90th Lane , NEMinneapolis , MN 55434

Dale A . Gustafson 6121784-1172

7724 Shady Hill Drive

John R . Turgyan

1530 Kuser RoadIndianapolis , IN 46274 Espie M . Joyce , Jr .Trenton , NJ 08619317 1293-4430 Box 468609 1585-2747

Madison , NC 27025919 1427-0216

AI Ke lch S . J . WittmanGene Morris

Cedarburg , WI 53012 Oshkosh , WI 54901W. 622 N . Madison Ave Box 2672

27 Chandelle Drive414 1377-5886 414 1235-1 265 Hampshire, IL 60140

312 1683-3199

Roy RedmanRobert E . Kesel George S . YorkRt. 1 , Box 39455 Oakr idge Drive 181 Sloboda Ave .

Rochester , NY 14617 Mansfield , OH 44906Kilkenny , MN 56052

507 / 334-59227161342-3170 419 1529-4378

S . H. " Wes " Schmid2359 Lefeber Road

Wauwatosa , WI 53213414 1771 -1545

PUBLICATION STAFF

FRONT COVER Grand Champion Classic atOshkosh '82 was this 1946 Luscombe 8A. Seestory on page 6 .

BACK COVER . This newly restored 1946Piper J3C-65 Cub , NC88114 , SIN 15727 wasflown to Oshkosh ' 82 by its owner , L. w .

(Ted Koston photo) " Lindey " Lindemer (EAA 56710 , lC 2806) ,45 E. Golden Lake Rd. , Circle Pines , MN 55014 .The authentic restoration work was by wellkn own EAAer Stan Gomoll of Minneapolis , MN .

(Gene Chase photo )

TABLE OF CONTENTSStraight and Level By Brad Thomas . . . . . 2AIC News By Gene Chas e . . . 4Mystery Plane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5

1982 Grand Champion Classic Luscombe 8A· . . By Norm P eters en . . 6

Calendar of Events .. . .. . . .. . .. . . . . . . . . 8Bird Dog on Floats . . . By Norm P eter sen . . . . . . . . 9Book Review By Da vid S o tt . . 9Oshkosh Never Lets Us Down . . . By Lois K elch . 10Christmas Mailer . . . . . . .. .. . 12 A B, C. DThe Eight Year Story of a Pacer 's Restoration

· By Vernon H. Sudb k 15

Borden 's Aeroplane Posters from the 1930s· . . By Li onel Salisbury . . . . . . . . . . . . . . . . . . . . . . . . . 18

Members ' Projects . . . .. . . . . . . . . . . . 20

Letters to the Editor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 21



OSHKOSH '82The highlights of the Antique /Classic Division's

involvement at Oshkosh '82 are nic ely d esc ribed in Brad

Thoma s' Straight an d Level column in the Septemberissu e , howev er, some additional det a ils are worthy of not e.The total count of registered show planes was 1,8 18',

up 250 from last year's total. Of this number , 176 wereantiques, 585 were classics, and five were replicas. Theremainder consisted of custom built , warbirds , rotorcraft,special, static and ultralights.

Each year a sizeable number of show planes are flownto the Convention and not registered by their owners. Thereasoning behind this is difficult to comprehend becausethere is no charge for registering an aircraft at Oshkosh.In fact , the owner or pilot is depriving himlherself of apacket containing souvenirs of the Convention includinga dated porcelain coffee cup. Over the years these cupshave become popular collectibles.

The lead story in this issue of Th VINT GE IR -

PL NE is Norm Petersen's account of the restorationof the Grand Champion Classic Award winning Luscombe8-A. Future issues will contain articles about Roy andJudie Redman 's 1936 Stinson SR-8C Reliant which received the Grand Champion Antique Award , Jim and BobYounkin's replica Howard DGA-6 Mr . Mulligan , andother award-winning aircraft at Oshkosh '82.

Tragedy struck at the Convention on Tuesday , August3 when three peopl e lost their lives in the mid-air collision of a 1932 Corben Baby Ace piloted by Rick Demond,Whitmore Lake , MI and a Starduster Too flown by J oeRudy , Schaumburg . IL with passenger Elizabeth Drummof Decat ur . IL.

Two days later , a pilotless Comanche pulled up itstie-downs and collided with a tent in which Sandra Gross

of Franklin , WI was camping. Sandra was struck by thepropeller and received serious injury to both legs :Everyone was saddened by the unfortunate accidents

but the Convention went on, setting new records inevery area of activity from the number of campers to thenumber of planes which inundated Wittman Field. OnSunday, August 1, incoming transient aircraft werediverted to surrounding airports as every available

AWARDSEach of the following awards was sponsored by EAA.

ANTIQUE AIRCRAFT AWARDSGRAND CHAMPION - Roy and Judie Redman , Kilkenny ,

MN - 1936 Stinson SR-8C Reliant, NC17116RESERVE GRAND CHAMPION - Chuck Andreas, Bill

Brennand and Byron Fredericksen , Neenah , WI1931 Stinson Trimotor SM-6000-B. NC11170

CONTEMPORARY GE (1933-1945)

CHAMPION - Phil and Donna Michmerhuizen, Holland ,MI - 1936 Taylor J-2 Cub, NC16957

RUNNER-UP - L. E Wade, Spring , TX - 1941 Piper J-3Cub, NC38302

OUTSTANDING OPEN COCKPIT BIPLANE - LarrySheehan, Springfield, MO - 1942 Stearman PT-17,N4593N

OUTSTANDING CLOSED COCKPIT BIPLANE - RussellLatta, Atwater, GA - 1944 Beechcraft D17S, N1185V

OUTSTANDING OPEN COCKPIT MONOPLANE - RonJohnson, Rockford, IL - 1941 Ryan PT-22, NC49674

OUTSTANDING CLOSED COCKPIT MONOPLANE -

Dwain E. Duis, 'Pleasant Hill, CA - 1943 FairchildPT-26A, NC63568

TRANSPORT AIRCRAFT

CHAMPION - George W. LeMay , Calgary, Alberta,Canada - 1944 DeHavilland Rapide , C-F A YE

RUNNER-UP - Eugene and Roberta Coppock, Algonquin,L - 1936 Stinson A, NC15165

REPLICA AIRCRAFT

CHAMPION - Jim ,and Bob Younkin , Springdale, AR 1935 Howard DGA-6 Mister Mulligan, NR273Y

RUNNER-UP - Dale Crites, Waukesha , WI - 1911 GlennCurtiss Pusher, ~ 9 D

CUSTOMIZED AIRCRAFT

CHAMPION - Rob ,ert H . Fergus, Dublin , OH - 1931



CLASS II 81-1S0hp) Rick and Kathie Page , SanMateo , CA - 1947 Cessna 140 , NC4135N

CLASS III 151 and up) Myra and John Dunn , Crawfordsville , IN - 1949 Ryan Navion Model A , N4825K

CUSTOM CLASS A 0-80hp) Anthony A . T(lrrigno ,Bueno Park, CA - 1950 Moon ey M18L Mite , N120C

CUSTOM CLASS B 81 -150hp) Tom Weaver , Kalispell ,MT - 1948 Cessna 140 , NC2436V

CUSTOM CLASS C 15 1hp and up) Rick and JaniceLoomis , Riverside, CA - 1952 Cessna 195, N3032B

OUTSTANDING IN TYPE

AERONCA CHAMP David M . Forbes, Atherton , CA1946 Aeronca 7 AC , NC84198

BEECHCRAFT Barry Sanders, Knoxville, TN - 1954Bonanza , N3259CBELLANCA John T. Morgan , Nashville , TN - 1950

Bellanca 14-19 , N510ACESSNA 120 / 140 Dutch Brafford, Lima, OH - 1946

Cessna 140 , N89728CESSNA 170 / 180 Gary W Rice , Portland, TX - 1952

Cessna 170B , N2469DCESSNA 190 / 195 Kent Blankenburg , Arroyo Grande ,

CA - Cessna 195, N195KB

ERCO UPE Vern Brown, St. Paul, MN - 1946 Ercoupe415G , N3675H

LUSCOMBE Gary Rudolph , Vincennes, IN - 1946Luscombe 8A, N45849

N VION Mike Turner , Frank e nmuth , MI - 1947Navion, N4043K

PIPER J -3 Stan Gomoll , Blaine, MN - 1946 Piper CubJ-3 , NC70528

PIPER OTHERS Phil Steiner, Santa Rosa , CA - 1954Piper PA22, N1643P

STINSON Stephen E . Dyer , Brighton , CO - 1947Stinson 108-3, NC638C

SWIFT Mark Holliday. La keland. MN - 1946 Glob eSwift. N80760

TAYLORCRAFT Ronald Dupre , Chisago City , MN1946 Taylorcraft BCS-12D , N95523LIMITED PRODUCTION Robert E. Thomas , Weaver

ville , CA - 1946 Funk B85C, N77720MOST UNUSUAL Raymond J. Vosika , Chipley , FL

1948 Emigh Trojan A-2 , N8314HBEST CONTINUAL LY MAINTAINED Frank D Evans

and T Dietrich, Kitchener, Ontario, Canada - 1948Auster A.O.P. VI , C-FLWK .

MYSTERY PLANE

Reid Patterson, P.O. Box 163 ,Whitewater, WI 53190 provided thephoto for this month's Mystery Plane .

A clue to the location is the "PA"painted on the roof of the buildingin the background. The answer willappear in the December 1982 issueof he VINTAGE AIRPLANE

resemble a ham . The builder wastrying to sell it to one of the Chicago

meat packers as 'The Flying Hamand fly it over the World's Fair atChicago in 1933 and 1934, but itnever did pan out.

"On ,the trial flights he staggeredaround the Har lem airport at nomore than 100 feet altitude, veryunstable for directional control. I t

Wing; and Reid Patterson whosupplied this month s Mystery

Plan photo thought it was a JohnsonUni-Plane.Further on the June Mystery Plane,

Clark Wilson writes:"The engine on the June Mystery

Plane is a 9-cylinder Packard diesel.I believe this airplane has beenreferred to as the Bird Mailplane.



Pictured in front of their 1946 Luscombe S are Jim Stoia , work. xceptional metal working ability is a " must " for such aJim ' s wife, Mary and Tom Stoia . The brilliant shine on the Grand project.Champion Classic is the result of over two years of dedicated (Photo by Norm Petersen)

LUSCOMBE8A1982 GRAND CHAMPION CLASSICBy Norm P etersen

EAA Staff Editorial Assistant

o often the common interpretation of a trophy winnerin the Classic division of EAA is that of a busybodyremoving accumulated oil , grease and dirt from a tiredold airplane spraying on a shiny new coat of paintand voila, we hav e a winner Such is not the case withour 1982 Grand Champion Classic Luscombe - a 19468A, registered NC71454, S N 2881, manufactured on5-13-46 by the Luscombe Airplane Corporation, Dallas ,

into business with him whi le Tom was finishing highschoo l so he too, coul d join the business . Under the watchful eye of father Bill, the business of aircraft repair ha sshown a steady growth, with the primary empha sis onfirst class metalwork.

About six years ago, an insurance company asked theStoia firm to bid on a Luscombe 8A that had blown awayin a tornado. The tail whee l had remained tied down whilethe aircraft blew 300 feet away Needless to say, theresulting pile of metal was a genuine basket case. Furth erdamage was incurred when anot h er salvage crew cut



(Photo by Ted Koston)Grand Champion Classic Luscombe SA photographed overWisconsin farmland at Oshkosh S2. Shape of wingtip and wingroot are most easily recognized Luscombe features.

Univair. All tail surfaces were completely rebuilt exceptthe ribs, which were deemed usable. The expertise of BillStoia came heavily into play in remaking these parts ofthe Luscombe.

Three of the four lift struts were suitable for use anda fourth one was obtained from Univair. The wheel pantsthat came with the plane were from a Cessna 140 andwere totally useless. A pair of genuine Luscombe wheelpants were located in California; however, when theyarrived, it was obvious they had been in their own tornadoAgain father Bill put his metalworking ability to the jobat hand and before long , a near· perfect set of bright and

shiny Luscombe wheel pants were ready for final assembly .Without a doubt, the most difficult part of the rebuild

was the fuselage, which required replacement of 75 %of the metal Jim says the biggest problem was finding"perfect" sheet aluminum for re-skinning the fuselage.He would sift through many sheets before a perfect patterncould be cut from a particular sheet . Jim maintains theReynolds' "Alclad" of years ago was far superior to thepresent Alclad. Apparently the outside coating of pure

aluminum is not as thick as it used to be and easilysuffers from "polish through."As Jim slowly brought the fuselage back to new condi

tion, Tom was busy with a new interior installationtastefully done in blue with a darker blue stripe and asoft gray headliner. Coupled with a new set of instrumentsbehind a shiny new instrument panel and chrome platedcontrol sticks, the interior began to take on the look of awinner . A new windshield was carefully installed along

(Photo by Ted Koston)

Luscombe landing gear with original aluminum wheel pants.Small venturi runs turn & bank indicator One streamlinewire attaches to each axle; reflection mjlkes it look like two

with new side glass . New stainless control cables withswedged end fittings were installed to match the original.

Up front was another story of determined work . TheContinental A65-8 engine was major overhauled withall necessary new parts . New Eiseman magnetos wereinstalled along with a new unshielded wiring harness.

o complete the "new look" to the engine compartment,new baffles intake tubes and exhaust stacks were

installed. To complete the nose installation , a newSensenich wood propeller was capped with an original"skull cap" spinner - all highly polished

After covering the rebuilt wings with Ceconite, noless than 25 coats of butyrate dope were hand rubbed to asuper smooth finish. A final finish of silver polyurethanewas sprayed on the wings to match the silver struts. Eventhe aluminum pitot tube was polished to look almost likechrome .

(Photo by Ted Koston)

The tail surfaces were completely rebuilt using only the oldribs . Jim Stoia says a recent switch to Blue Magic polish hasmade upkeep much easier. (He buys it by the case ) The resultsare to see.



(Photo by Ted Koston)Interior is tastefully done in shades of blue with black crinkle-finish around instruments. This was the standard panel in1946 Note chromed control sticks .

Gradually each part of the restoration project wasfinished and the Luscombe began to emerge as a bright andshiny new airplane . Each piece of aluminum was broughtup to a bright shine with a power buffer and then handpolished with Met-All. The cowlings were installed alongwith new tires on the wheels and the beautiful wheelpants made the "look" complete. With the Camden, SouthCarolina

fly-infast

approaching in October, 1981 thefinishing and detail work reached a fever pitch and over

(Photo by Norm Petersen)Younger brother, Tom Stoia, explains engine compartment.The Continental A65-8 was majored from the crankshaft on up.Note new unshielded wiring harness and wooden propeller,exactly as new.

two years of restoration came to fruition when Jim madethe first 20 minute flight. One wing was a bit heavy so afteradjusting the struts , Tom made the second flight latein the evening before the big fly-in. Everything seemedto be in perfect shape.

The br.others decided to polish the entire plane onemore time by hand and stayed up until 3 a.m. to accomplishthe task They were rather surprised to have a plane landon the fieJd at that hour of the morning . The pilot gotout and ra::h through the underbush towards the road intotown. Before long, a sheriffs car sped up with lightsflashing and siren wailing One deputy posted guard onthe plane :-vhile the other drove into town and promptlyarrested the pilot as he sat eating an "Egg McMuffin."The weed seeds and burrs on his pants were a dead giveaway The plane contained over 1200 pounds of marijuana. J im and Tom quietly finished the polish job and

retired for a little rest.After taking honors a t the Camden Fly-In, theLuscombe ·was flown to the Statesville, North Carolina

IC Chapter 3 fly-in in May, 1982 where again the shinybird won the big award. By this time , the Stoia familywas thinking about Oshkosh - the big one Again , thepreparatiqns were many such as Jim s wife , Mary , sewinga complete cover for the plane from new bed sheetmaterial. t was found that the cover over the Luscombewould keep the dirt and tarnish from the finish . Just

remove the cover , polish a little and it's ready to go Inaddition, a new set of Cleveland brakes were installedbefore th e .{rip to Oshkosh. Tom even redid portions of theinterior where people had tarnished the cloth.

The brIght and shiny Luscombe arrived at Oshkosh '82with only 22 hours on the tach and immediately drew theglances o the crowd and the close scrutiny of theClassic ju,dges. On Friday evening, the awards ceremonybrought a fitting conclusion to the many months ofdiligent work and sore muscles - the 1982 Grand ChampionAward '

The smile on Bill Stoia's face has a certain reassuranceto it. His faith in his two sons has proven itself. The nearlylost art of true metalworking is reappearing with sons Jimand Tom. We are all benefactors.

So often we look at the beauty of a trophy winner andwonder if. it s really worth the effort. As Jim explains,"We retrieve damaged airplanes from all over the EastCoast, bring them into our home base on the shores ofLake Marion, and when the owners show up to learn of ourbid, they ask of the quality of our work. We open thehangar and let them gaze on the Luscombe. They turn tous with a twinkle in their eyes and say - go ahead " •

C LEND R OF EVENTS



(Ph o to by N orman P e te rse n )

Cessna 305A (L-19) wearing the colors of the Wisconsin CivilAir Patrol rides at anchor during the Seaplane Fly-In at Oshkosh82 . Note auxiliary fins on both ends of stab,ilizer for seaplane

use. Maindoor is split in half - the top hinges upward and thebottom swings outward. Aircraft has stick controls instead ofcontrol wheels. Large flaps have up to 6 degree travel butmanual states that seaplane version is e s t r ~ c t e dto a maximumdeflection of 45 degrees.

BIRD DOG ON FLO TS

By Norm Peters enE Staff Edit orial s sist Lnt

A relative newcomer arrived at the Oshkosh '82 seaplane fly-in this year when Henry I. Sedin (EAA 172131),Box 595 , Poplar, WI 54864 flew in with a Cessna L-19,N5166G , S N 22285 mounted on Edo 2440 floats.

This 1951 classic airplane was obtained by Henry andhis partner, Ralph Binger , Superior , Wisconsin on a Civil

Air Patrol auction some five years ago . Their successfulbid yielded a Cessna L-19 "Bird Dog" complete with bombracks on the wings and gun controls on the stick.

After removal of all such extra hardware, the plane wasrelicensed as a civilian mode1305A. The engine is a 213hpContinental 0-470 driving a fixed pitch McCauley propof 90 inches length and 47 inches pitch . With an emptyweight of 1502 pounds, the performance is quitespectacular.

Harry and Ralph mounted Fluidyne hydraulic wheelskis on the Cessna and have made several moose huntingtrips into Canada. On occasion , th e plane has hauledboth pilot and moose from the frozen surface of a lake ,some as short as one half mile

In 1979 , the partners decided to add floats to theCessna so they flew it up to El y , Minnesota whereWiley Hautala installed a set of Edo 2440 floats . (AllL-19s were built with rear float fittings installed .

BOOK REVIEW

IR MAIL: An Illustrated History 1793 - 1981 by DonaldB. Holm es. Clarkson N. Potter , Publishers ($27.95 )This is a fine detailed bo'ok on the history of the air

mail service over a period of almost 200 years. Possiblyit will appeal mostly to those senior citizens who hadsome personal contact with the pioneering pilots in the1920s and 1930s. In the case of this reviewer his interestin aviation was born in the 1920s when as a young lad heoften wheedled transportation from his home to Hadley

Field in New Brunswick , New Jersey just seven milesaway. In those days Hadley Field was the eastern e r ~ i n u s

of the air mail service. The sight of those magnIficentDH-4s was an experience h tgenerated a love for aviationthat remains to this day.

This book is profusely i l lust ra ted with historicphotographs of the pilots and aircraft .that were ~ s e di ~

the United States and in foreign countnes for the aIr mallservice. A large portion of the illustrations are reproductions of air mail stamps and commemorative envelopesthat were flown on these pioneering flights . The author ,Donald B. Holmes, is an ardent aero-philatelic and he hasassembled a magnificent collection of these stamps andcommemorative envelopes .

Did you know that the first air mail flight ever, tookplace in 1793 when President George Washington handeda letter to balloonist, Jean-Pierre Blanchard, who tookoff from a Philadelphia prison yard and landed 45 minuteslater in Woodbury , New Jersey? Or that the first authorized air mail flight in U .S. history occu rr ed on September23 1911 when Earle L. Ovington flew his Dragonfly airp l ~ efrom Garden City to Mineola, Long Island , a distance of three miles? t wasn t until May 15, 1918 thatthe first regular air mail service was started in thiscountry with scheduled flights between New York andWashington using World War I Curtiss Jennies.

i r Mail continues with its account of the developmentof the air mail service under the Post Office Department,then the transfer to private contractors in the mid 1920s,and the cancellation of the contracts in 1934 with theabortive effort by the U.S. Army to fly the mails and

finally the return to private contractors who still fly theroutes today.

In creating 'the air mail service the government laidthe groundwork for the commercial ai.r t ~ n s p o ~o n

system we now enjoy. Air fields , naVIgatIOn facIlItIesand the establis hm ent of rou tes all had to be developedbefore air comme rc e could take the next big step of carryi Th t i h li

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Myra & John Dunn.

OSHKOSH NEVER LETS U DOWN

Photos by the author

y Lois K elchEAA 3567A, l e 700A

7018 W B on n iw ell R oadMequon WI 53092

Oshkosh '82 is over now , but for the hundreds ofthousands of people attending, it will never be forgotten.When describing the Convention to some of those whoweren't there , the words can t come out fast enough toexplain the vastness of it , the excitement, the history ,the friendships, the safety, etc. How can you expectsomeone to visually imagine approximately 14,000 airplanes in one place at one time? The Convention coversALL aviation, from the earliest pusher-type planesthrough the Classics, Homebuilts, Warbirds and thenewest Ultralights, not to mention a wonderful salute toNASA .

Of h Di i i d h h

for donating $438.00 to our Antique /Classic Division.The money was raised by selling chances on two queensize blankets using material with antique airplanes on it,made by Irene Gomoll. and chances sold to one and allby Stan Gomoll. Ir ene must have spe nt many . manyhour s quilting and sewi ng the beautiful blankets. andthe Division thanks them for their contribution .

I had the pleasure of helping in the EAA AviationFoundation Capital Campaign pavilion where the JohnDenver movie Wings on Dreams was shown many timesdaily . After each movie presentation, the audience,possible donors , were advised by volunteers of diffe rent

levels of donation over a period of five years, or a pledgefor an amount of their choice . I would like to mentionthese levels here for those of you who are not familiarwith them.

Key Level - $125. Pledging $25 per year for five yearsand rece iving a bronze key holder with your EAA numberengraved on it .

M d l L l $250 $50 f fi



Myra and John Dunn

EAA 124589, lC 3905)P O Box 93

Crawfordsville, IN 47933

1949 Ryan Navion, N4825K, E225-9 Engine

Myra own s and does most of the flying of the beautifulNavion and proud husband John is the first one to letyou know it. They met at an airport where she was funflying and he was waiting for a commercial flight . Hewas impressed with her enough to return to the airportand look her up and she started giving him rides . Hefound himself being her pupil and soon got his licenses(pilot and marriage).

They love the old airplanes and especially the Navions.They bought 4825K four years ago, barely flyable , but

intended to fly it as is , since they were already restoringa Navion and wanted one to fly while the other one wasbeing completed. Admittedly, 25K was a greasy , oilyairplane with paint ranking somewhere below poor .

t had a 225 with constant speed prop and tip tanks butpractically no radio equipment . One thing led to another ,the first being the installation of a zero time E225 engine,and while the engine was pulled, they decided to strip andpolish the firewall . This made the inside of the tub and

cowling look bad so they cleaned, stripped and painted it.Ready to fly for fun now? Not quite. They decided to

go through the accessories since they didn 't complementthe new engine . Then they added a rebuilt gen e rator ,a NYAB hydraulic pump, new starter, new T -drive , propgovernor , vacuum pump, fuel pump and fuel injection .While everything was loose in the engine area , it provedan ideal time to replace the old original oil soaked firewallliner with a new insulated custom cover . Everyone knowsa new liner needs a new interior , so they re-upholsteredv rything - seats , side panels, baggage compartment ,

and the headliner. Now the panel looked so bad they decided to modernize it for IFR. At this point, they had areally decent, serviceable airplane and everything lookednice EXCEPT THE exterior. So they continued on andon until this beautiful, proud Navion emerged .

Their hard work paid off and 4825K has won many

trophies, including Most Outstanding Navion of theYear in the U.s. and Canada , National All-Out SpeedContest , Grand Champion Total Point Accumulation ofthe American Navion Society , and last but not least , atrophy at Oshkosh '82 , Class III 151hp and up .

Myra and John will return home now and go back towork to their respective jobs so they can continue tosupport their hobby o f flying and restoring the beautifulold Navions .

George LeMayEAA 11255, lC 3399)

5003 Bulyea RoadCalgary, AlbertaCanada T2L 2H7

1944 De Havilland Rapide DH89A, C-FAYE

George purchased this plane in Coventry, England in

1976 and ferried it 6,050 nautical miles to Canada in 6V

hours . For refueling he had four 55 gallon drums of gasin the cabin hooked up to the standard tanks (38 gallonsin each standard tank) and he could fly for 14 hours . Healso rigged a way to supply oil to the engines .

On the trip with him were George and Alf Bicknell.They ran into bad weather in Greenland and had to goaround the top. Needing extra fuel they added another55 gallons to their supply. The engine s are Gipsy QueenIlls, 210hp, inverted 6s . They experienced 35 knot headwinds, at which time their ground speed was only 65 mph.

The normal airspeed is approximately 100 mph. The triptook 16 days.

Once they arrived in Calgary they looked the planeover and started analyzing the extent of their restorationjob . They decided to go down to bare bones and the jobtook three years of intense concentration to get it done.They installed all new plywood and covering.

They did a thorough research job and had HawkerSiddeley in England send them all the manuals showingrigging, parts book, etc . The plane has a Certificateof Airworthiness in a privat e category. t cannot becommercial because of having only one pilot seat.

This restoration involved the whole family, plusfriends . His wife, Bonnie and daughter Debbie did all theribstitching on the wings and his friend Ralph Fytendid all the plywood and wood repairs. Sons Norman andLeslie also helped with the project. When it came tosanding, everyone was drafted as it had 10 coats of dope

and four of color . The results speak for their hard workand elbow grease. They used Miami blue on top andBellanca white on the bottom. The trim is a maroonband along the center line.

George did the interior himself. t has a white topheadliner and ruby red sides. The very comfortable seatsare fabric which are white and maroon. The plane seatsi h l il Th i i b i C FAYE



Wrong Bros . Airfor ce.

Wrong Bros. Airforce

That name Wrong Bros . Airforce and the neat rowof five airplanes with forest green military paint schemescaught my eye. I sought out the owner of one of the planesto clue me in on this club.

I found A l Cornelius (EAA 100753,IC

7366) , 63 E.Main St., Ashville, OH 43103 who was happy to oblige.I hated to disturb him as he was stretched out under the

wing in the shade and looked very comfortable.)

Th e Wrong Bro s . Airfor ct' s ta rted in 1977 in Co lumbu s.Ohio as the me mb e rs of EAA C ha pt e r 44 3 \\'e re s ittin ga round onl' night laml'ntin g th e fact that th ey co uldn'tafford the big iron of th e Confederate Air Force or th eWarbirds , etc. They knew the Wright Bros . started th ewhole thing, so they decided to start their own club andcall it The Wrong Bros ., and that they would have flyouts instead of fly-ins. Everyone is a Colonel. Th eynow have 130 members, all kinds of planes, all types ofpeople who just have a lot of fun. Twice a year they awardtheir official hat called Stupid Hat, and also offer the

Purple Hat Award which passes around to the personwho made the biggest goof of the year.

AI Cornelius owns one of the Taylorcrafts that wereat Oshko&h '82 which he bought two years ago at Oshkoshon a handshake deal. t consisted of parts of three airplanesand was a real basket case. He gathered up the pieces ,hauled them home and got started almost immediately ,setting up a workshop in his garage. Need I mention thatthe family cars stood outside in all the elements duringthis time? All social activitiy stopped and he forgot allabout television. He devoted two years to this project .Evidently he has a very understanding wife because he 'sstill married .

The big day finally arrived when everything was readyto test and he watched a friend test fly the plane on June6, 1982. ter a slight mag adjustment, everything was

perfect. His trip to Oshkosh in his own plane was smooth ,leaving home at 6:15 a. m . and arriving at 5:00 p .m. AIhas been coming to Oshkosh for nine years.

Wonder what he'll do in his spare time now?

Tom Rench(EAA 27294 , lC 3006 )16 1 Circlewood Driv eRacine , WI 53402

1935 Staggerwing Beach , Model B17L , N14417 , SIN 3

This airplane last flew in 1953, before it was substantially damaged in a fire in Kansas City. It was a sadlooking basket case for quite a few years, and Tom boughtit, as is - where is, in St. Louis in September 1969. Theheat from the fire didn't affect the wings or engine as thefirewall kept the fire away from the engine . However, thewindshield, instrument panel, upholstery all burned,

but the fuselage was in fairly good condition. A check onthe hardness of the steel found the fire did not affectit. ter carefully surveying the situation , Tom startedhis long and arduous job of putting everything backtogether again .

He made all of the sheet metal parts, new cowlings ,all new fairings around the wing struts, fairings aroundh d l bl

Currently this is the oldest flying Beechcraft. Heknows of three others with lower serial numbers that are

now under restoration . This airplane is quite a bitdifferent in many respects than most of the Staggerwingsflying today . t is difficult to make a good three pointlanding because it sits up higher on the landing gearit can be done but not consistently. t is 'really difficultin a crosswind; it doesn't respond as it runs out of ruddercontrol. This was corrected in later models with a largerfin and longer fuselage. Cruising speed is an economical140 mph. Even though it has one-half the horsepowerthan later models, the take-off and climb performance is



very satisfactory. The pilot workload is quite high because job is finished, they immediately start another one. Tomyou're busy flying all the time. t evidently do esn't is currently restoring a 1934 SR-5 Stinson Reliantbother Tom though because he flies regularly and enjoys st raight -wing. He also previously restored a Luscombeevery minute of it. and a Stinson Gullwing.

Like so many other restores, once one restoration Keep 'em flying, Tom. We need fellows like you.

Thomas Palmer s J-3 CUb.

Thomas J. Palmer(EAA 122795,2900 Pickerington Rd., NWCarroll, OH 43112

1946 J-3 Cub, N6170H, Continental 65This beautiful Cub has been in Tom's family since

1962. t was first owned by his brother and he bought in in1969. In 1976 he stripped it down to bare bones andstar ted a complete restoration job which ended uptaking three years. This was all new to him and heworked painstakingly every step of the way. He alsodrafted the services of his wife and son, and fellowmembers ofEAA Chapter 443 helped him with last minuterigging and assembly. The plane was first test flown onJuly 22, 1982 with Oshkosh as his goal.

He made it He flew to Oshkosh with a group of 12from Ohio. He was always the first to take off and the la s tto land, cruising along at a walloping 70 mph.

He is also one of the Colonels in the Wrong Bros. Airforce.

Tom's painstaking work paid off at Oshkosh '82 ashe was awarded the trophy for Best Class I (0-80 hp .Congratulations

Norman E. Cotton(EAA 188915)Coast Route 1 Palo Colorado CanyonCarmel, CA 93921

1946 Cessna 140, N72803The West Coast Cessna 12 14 Club was well

represented at Oshkosh this year as a group of them flewin all the way from California. They had two groups one leaving at 8 a.m. and the others at 10:00 a.m. Theymade the trip in three days, experiencing many adverseweather conditions, including thunderstorms, strong

of cross country flying alone. Once he accomplishesthat, I'm sure he'll be a seasoned and confident pilot.



"Dutch" Brafford.

Koewler "Dutch" Brafford(EAA 70116, lC 241)735 Weadock StreetLima, OH 45804

1946 Cessna 140, N89728

Dutch has owned this beautiful airplane for 33 yearsand has kept it "factory perfect" ever since. As a youngboy, he would sit by the hour a t Lunken Airport andwatch the planes fly and his dream was to become a pilot.

He soloed shortly after WWII and bought this plane in1949 for 1 ,350.00 . t has been a part of his life ever since .He owns his own auto mechanic business so has no problemkeeping his own engine going.

Dutch never mentioned this to me during our interview but I found out later that he is one of the unsungheroes" of Oshkosh who volunteers most of his time andhelps out from early morning until late at night, helpingto park airplanes as they arrive.

t takes a lot of people like Dutch to make Oshkosh thegreat event it is. This was his 12th year attending andhe'll be back next year - you can bet on it.

Glenn Pray(EAA 79029)22806 E 78th StreetBroken Arrow, OK 74012

1935 Kinner B·2 Sportwing NC14927, S N 48

There is only one B-2 Sportwing flying and Oshkoshhad it There were only eight built and Glenn states itstill looks and flies just as it did when it came out ofthe factory. t truly is a sport plane - a low wing withside by side seating for two and looks like all it wants todo is fly. Back in the '30s when this plane was new , itcaught the attention of all the celebrities and dashingsportsmen of the day - I can just picture them wearingplus fours , argyle socks and a cap - a perfect outfit forthis Sportwing plane .

Gl enn learned to fly in a J-3 Cub in 1947 after servingin the Marine Corps, but then he didn 't fly again for25 years. He saw some "older" people enjoying flying,so at age 45 he took it up again. t all came back to himjust like riding a bicycle . He soloed in a Luscombe,then had fun in an EAA biplane , and has been flying

http://slidepdf.com/reader/full/1,350.00






Totally rebuilt Pace r poses for a picture on a cool Decembermorning. Note booste r wing tips and very delicate paint job.This p icture makes the e ight yea r project worthwhile .

THE IGHTY HSTORYOF A PACER'S RESTORATION

By Vernon H Sudb eckE 58 47 )

Rt. 2, Box 132Hartingt on , NE 68739

On a cold December morning in 1972 , I flew my BC-12Taylorcraft up to Timber Lake, South Dakota a t therequest of my son-in-law's father, George Vander Mark.He had tipped me off on a 1950 Piper Pacer that had beenblown over on its back by strong winds in October and wasstill laying on its back when I arrived. Trying to estimate

Autho r Vernon Sudbeck , poses beside his BC-12 Taylorcraft .It is ea s y to s ee that he is an EAAe r all the way

a fuel truck, a lot o rope and four me n . Once on the wheels ,



Piper Pacer N7660K after retrieval from South Dakota. Notebroken down tube in left corner with dented cowl. GrandsonJeff is my ig helper .

it was good-bye. Conditions were not good - poor light ,no heat in the winter which was when I had the most time

to work as my occupation is farming. The most d iscouraging part of working in the old barn was the thoughtof cleaning all the dirt and dust off everything beforeI started. I'll never forget one morning in March , Iwent over to do my chores and found 26 head of cattlein my barn, walking on and around my Pacer (The bigrolling door had been blown off by high winds the nightbefore .) I don t need to tell you the damage that 26head of cattle can do to an airplane - especially if theyspent most of the night with it A very sad and depressing

sight indeed, including the two aluminum gas tanks .I felt like sitting down and having a good cry . Filledwith despair , I had to make a decision: either sell thePacer or get with it

For two years I ponder ed . I realized I couldn't sell itas is because I would lose too much . So I moved -it fromthe barn to a 40' x 72' machine shed I had built in theintervening two years. Without moral support from my

wife, Bonnie , Gene Townsend and Gene Parker , I wouldhave given up , but now I was filled with determination.

I don't mean to get off the story of the Pacer , but Ifeel an important factor in the decision to continue therebuild was my EAA membership and the unique friendship of two fellows living over 2000 miles apart. t wasthe March 1971 issue of S P O RT AV I AT I O N which

contained an article entitled "The Classic Airplane " byGene Parker of Medford, Oregon. The story dealt withGene's restoration of his Taylorcraft BC-12 and I hadjust completed restoring the wings and tail section ofmy Taylorcraft after suf fering windstorm damage . Iwas looking for a good T-Craft paint scheme and I reallyliked Gene Parker s color picture in SPORT AVIATION

After contacting him and receiving his okay , I used hiscolor scheme on my T-Craft. In 1973 , Gene stopped in atmy place enro u te to Oshkosh so the two of us flew our

planes wi t h identical paint schemes to Oshkosh.At the EAA Convention, Gene Townsend of Decatur ,

Illinois recognized the paint scheme as the same onein SPORT VIATION and ou r meeting was the beginning

My wife Bonnie and daughter Karen sanding tapes on the

control surfaces. They became adept at such work

of a new friendship . While at Oshkosh, I talked to a fellowselling u se d airplane parts who said he had a '57 Tripacer he was sa lvaging out and he mentioned he had twogas tanks , wings, struts and instr um ents



Remembering that airplane gas tanks should bepressure tested , I took both tanks to a radiator shopin Hartington. In th e testing process , they put too muchpressure in one tank and it promptly bulged out Believeme I was having a time k eeping two servic eabl e gastanks . An order to Omak , Washington finally obtainedanother suitable tank .

With th e Pacer now in th e new machin e shed , GeneTowns end and I stripped down the fuselage to ba r e tubingand sandblast ed it. I worked quite som e time on cuttingout the broken tube going down below the left front wingspar fitting , replacing it with new tubing and rosettewelding a smaller tu b e insid e making it stronger thanthe original. The welding wa s all don e by an A & Pmechanic with an IA rating. After carefully checkingfor rust throughout th e fuselag e, we gave it two coatsof whit e epoxy paint.

Having had no previous experienc e in covering afuselage , I was able to enlist the help of Gene Townsendwho has don e a great deal of restoration work . He alsosuggested several improv ements which w e incorporated

Nicely done instrument panel is faced with a pretty woodgrain. Alpha 200 radio is in ·the center panel with fuse bar

along lower left side Note sound proofing around fuelvalve on left side.

into the rebuild. We replaced the big floppy door latcheswith a very compact sliding door latch and a key lockin the right hand door. Gene installed a removablealuminum door in the back of the baggage compartment

Fuselage masked off from painting of the trim stripe. This .requires a great deal of work and very little paint

After eight long years of ownership , I fired up the125hp Lycoming engine and gave the new-looking Pacer

a thorough ground testing, doing some high speed taxiwork in a half-mile-long alfalfa field which joins my1200 foot landing strip. I had never flown a Pacer beforeso I needed all the room I could get I did several shortlift offs and landings to get the feel of the plane. Finally,I applied full power - it was unbelievable how the Pacerwould climb - reaching for the sky like it was making upfor lost time . As I cruised over the local area checkinginstruments , I noticed how quiet the inside of the cabinwas . All of the insulating we had done really paid off .

After several landings over a 30 minute period , Idiscovered the 1380 shock cord on the landing gear was tooweak . By adding another 1080 cord , the situation wascorrected . One of the brake bladders was leaking so Iinstalled another one . which also leaked . the thirdbladder appeared to be okay. I realized by then a newbladder might have been a better solution but they areso expensive . The original Goodrich bladder type brakes

(Continued on Page 21



BORDEN S

AEROPLANE POSTERSFROM THE 1930'S

r ticle Number 26, Po s ter Num b e r 17 , S e r s Numb er

By Lionel Salisb uryEAA 114523

Seven Harper RoadBrampton, OntarioCanada L6W 2W3

THE S TINSON JUNIOR COUPE

This is the twenty-sixth in our series of posters those with a steady hand made it in the fIeld of endeavor.



~ E LTANKS IN WING: / P U A L CONTltOLS

° GAUONS T O T A L ~ / rF l l e f e : X T I N G U ' 5 H f ~

NAVIGATION L I G H T S ~' / /r S H A T T I / t - P R O O Fr l ~ E W A L L '-.... / / GLASS THfeUOUT

ELECTRIC S TA f e I f I t i , " ' / I I - C A B I N LIGHTSOIL TANIC \\ "'-.... ' / / rlt'EMOVEAElLE I I ~ - R ~ T

• GALLONS ~ f ~ ~ / ~ ~ ~ ~ ~ t 8 C = S ~ E ~ A ~ T ~ D ~ ~ V ~ I D : E : e ~_ _ _ _ _ _ - : ~ ~ : ~__

\ \ \ \\ \ \ \ \

\ \ \ \ \ \ m i l - W H E E L 5 0 0 Tlfe/ /~ o SWIVELo ' \\\ \\L ~ C i G A G ECOMPI4feTMENT

. /

METAL p g O P l ~\ \ \ \ \ \, , ~ \ \ ' A5SIST COfeDS

- ~ ' \ . \ \ -- e VOLT BATTEIleVl l i O M I N EN61NE--.:J \?IS H.P. @ 2100 e.f M .- \ \ I~ N 5 1 N fCOWLIN \

~ ' \ ." , ,", \ ' POCKETS FOR MAPS. ETG., '\. ' "\ . - C A B IN HERTEl DUCT' \ ~ , , - - - APJUSTABLE PilOT CHAII S

~ - - - ~ f e K I N < S51i AKEfXHAUSl" TAIL - PIP - \ IgUB8Efe INSULATEDEN<5INE MOUNTINIS --.J Il l l .5.5 PNEUMATIC D I U \ : ' - STABILIZEI AOJ l E V f ~

- O i l - DI2AUliC SHOCK STeUTS

STINSONJUN/OleMODEL "5"

Description of Stinson Junior Coupe

SPECIFICATIONS: Span, 42 feet, one inch. Lengthoverall, 28 feet., 11 inches. Height overall, 8 feet, 9inches. Wing area (including ailerons), 234 square feet .Motor, Lycoming R-680 , 215hp at 2100 rpm. Power loading, 15.2 lbs. per horspower. Wing loading, 13.9 lbs.per square foot. Weight empty , 2,160 lbs. Gross weight,3,265 lbs. Dihedral, 1 ~ degrees.

PERFORMANCE: High speed, 125 mph. Cruisingspeed, 105 mph. Rate of climb a t sea level, 625 feet perminute. Service ceiling, 13,500 feet . Radius, 400 miles.Gasoline capacity, 50 gallons. Oil capacity, 5 gallons.

STRUCTURE: The fuselage is chrome-molybdenumand aircraft steel tubing acetylene welded, faired to formwith spruce strips and fabric covered. This fabric is dopedwith a t coat process to secure a lasting high l t

is of heat-treated chrome-molybdenum steel tubingequipped with low pressure semi-balloon tires andhydraulic shock absorbers. The gear is of the split typeeliminating any cross axle. Tail wheel is equipped with alow pressure tire and has full 360 degree caster .

STANDARD EQUIPMENT: Hamilton Standardadjustable metal propeller. Eclipse automobile type

electric starter. Self-energizing type brakes. Dualcontrols. Shatter-proof glass in all windows. 12-voltaircraft storage battery. Adjustable pilot seats. Dualmagneto ignition . Standard pioneer flying instruments:Compass, flush type may be compensated while inflight ), tachometer , air speed. altimeter and oil pressureand oil temperature gauges.

SPECIAL EQUIPMENT: S D speed ring t f climb



This section of Th e VINT GE IRPL NE is dedicatedto members and their aircraft projects. We welcomephotos along with descriptions, and the projects can beeither completed or underway. Send material to the editorat the address shown on page 3 of this issue .

Vintage photo of Waco JWM with Wright J-6-9 of 330 hp beingrestored y Dean Montgomery Corsicana Texas.

Dear Gene,Here is a picture of my 1929 Waco JWM. This plane

was used by Art Davis from 1931 to 1938. t has not

flown since 1938 . Art had a forc ed landing and ShelbyHagb erg bought it from him on the spot for $300!

Shelby sold it to John Simpson of Norfolk , Nebraskain 1966. John partially restored it and then shoved itback into his barn in 1970 and '71.

I bought it from him in October of 1981. All the metaland all the wood was in excellent condition with just th eusual bird and rat nests in the leading edges .

t had a Wright J-6-9 330hp on it originally but weare restoring it with a Wright R-975 E-3 of 440hp . Wehave all the covering done except the fuselage . We replaced the old rigid motor mount with a "T-6" mount fora little vibration proofing .

The aircraft is being restored at my airport called th eFlying "M in Corsicana, Texas. When we are a littlefurther along, I'll send you some more photos.

Antiques forever ,Dean MontgomeryEAA 104505 A IC 4133P. O. Box 1046Corsicana , Texas 75710

Dear Gene ,I recently completed a wing re -cover and general

restoration of my Luscombe 8A. I've owned the airplanefor 22 years , during which time my son , Dave , and Ihave worked the machine for a total of six pilot ratings.We both have a number of years of instructor and airlinetime in a wide variety of aircraft - still the Luscombeis special and unique in a way which is uncontested byany other machines we've flown during these years of jobrelated or sport flying

items that were probable unnecessary -but where do youdraw the line?

Initially I allowed th th for th ti project



THE EIGHT YEAR RESTORATION .(Continued from Page 17)

need improvement as they will not hold the plane for astatic run-up even though my brake pucks are brand new .

One thing I have found , even though I have spent manyhours getting the Pacer to fly properly, is that is takesa certain time to get the bugs out. The nose bowl shifted

to the right making it rub on the left oil radiator line .The fuel sediment bowl leaked past the gasket and alsohad a crack in a fitting (under the front seat ) . I replacedthe wiring harness from both mags and a bit later,one wire in the new harness was bad The VOR on thenew Alpha 200B radio refused to work. A rebuiltdirectional gyro replaced the old unserviceable one.

The Pacer engine is a Lycoming 0-290 of 125hp .Numerous eyebrows went up when I said I was not goingto touch the engine even though it had almost 500 hourssince major and had been sitting for eight years with threegallons of oil in it. I carefully rinsed the engine on theinside and used a non-detergent 30 weight oil for the firstfiv e hours . After three hours of running, I added a pintof oil additive cleaner. This must have done the jobbecause when I dropped the oil after several more hours ,both oil screens came out clean with no carbon pi eces.

I have listened to much talk about which is the bestperforming propeller for a Pacer with 125hp. Here arethe results with my Pacer using three different pr oppitches:74 x 52 Static RPM 2400 TAGS - 113 mph @ 235074 x 54 Static RPM 2400 TAGS - 120 mph @ 235074 x 56 Static RPM 2310 TAGS - 127 mph @ 2350

A fuel consumption check at low altitudes runs 5.5 to5.75 gallons per hour at 2300 rpm .

Even though the Pacer is short and st ubb y, it takesoff quickly with minimum swerving back a nd forth. Thenew eight-inch Maule tail wheel is very effective fordirectional control, especially on grass. When heavilyloaded , it is wise to watch it closely , because anyone can

lose a tail dragger if you are not one step ahead of yourplane 's intentions at all times.

I am unable to say for sure if the booster wi ng ti psadd to the cruise speed but I do feel I can land slower andtake off sooner than other Pacers. Alone, I take off at60 mph and hind at 55 with full flaps . The booster tipsmake crosswin d landings a breeze. The Pacer climbs verywell an d after leveling off will cru ise up to 130 mph ,even with a full load. The movable stabi lizer trim is veryeffective and is easily adjusted for take-off , landing or

cruise.Even though the Pacer is now my pride and joy, therehave been many people involved in its comp letion. As Ilook at this beautiful bird , I can recall the bad an d goodmemories connected with the eight year pr oject. I amespecially grateful to my wife, Bonni e, for all h ersacrifices including the many lone ly winter nig hts sh espent alone while I worked on the Pacer ·I don't think

LETTERS T THE EDITOR

Dear Mr . Pob erezny :I own a 1958 Super Aero 45 and am interested in selling

it. H ere are details of this aircraft:SIN 05-006Engines - Walter Minor 4-111 seriesPropellers - Motorlet V 401-4E

Total hours flown - 420 .20Prop time - XTh e aircraft was corrosion-proofed in the factory but

t here is surface corrosion in small areas which will beeasily remov ed when the aircraft is stripped . The onlyparts missing are the dash board , instrument panel andrear seat.

This aircraft stood since 1969 in Pietersburg in theTransvaal , which has a dry climate. The last service(annual) was on 6 /2 /69 in Pretoria. It was then flown toPietersburg where it stood until I discovered it late lastyear and trailered it to Port Elizabeth.

Although I am a fully qualified A P mechanic Ido not have the time to bring it back to flying state andI am interested in selling it so as to buy a homebuiltaircraft kit.

Your advice on the re-sale value would be greatlyappreciated .

Awaiting an answer in anticipation.Yours faithfully ,S. D. En demann (EAA 187271 )18 Nathan RoadBroadwood6065Republic of South Africa •

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V IL BLE B CK ISSUES1973 - March through December1974 - All Are Available1975 - All Are Available1976 - February through May, August through

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SeptemberBack issues are available from Headquarters for $1.25each, postpaid, except the July 1977 (Lindbergh Com

memorative) issue, which is $1.50 post paid.

CLASSIFIED ADSVintage A ircraft Restorat ion. Reasona ble Rates. Qualitywork - Trophies to prove it. Certified A&P mechanic.Peter Docken, Decorah Flying Service, Decorah, IA 52101.319 /382-8338.

ACRO SPORT - Single place biplane capable of un-limited aerobatics. 23 sheets of clear, easy to follow plans,includes nearly 100 isometrical drawings, photos andexploded views . Complete parts and materials list. Fullsize wing drawings. Plans plus 88 page Builder s Manual- $60.00. Info Pack - $4.00. Super Acro Sport WingDrawing - $15.00. Send check or money order to: ACROSPORT , INC . Box 462, Hales Corners, WI 53130. 414 /425-4860.ACRO II - The new 2-place aerobatic trainer and sportbiplane. 20 pages of easy to follow, detailed plans . Complete with isometric drawings, photos, exploded views.Plans - $85 .00. Info Pack - $4 .00. Send check or moneyorder to: ACRO SPORT , INC. , P.O. Box 462 , Hales Corners, WI 53130.414 /425-4860.POBER PIX IE - VW powered parasol - unlimited inlow cost pleasure flying. Big, roomy cockpit for the oversix foot pilot . VW power insures hard to beat 3V gph atcruise setting . 15 large instruction sheets. Plans - $45 .00 .Info Pack - $4.00. Send check or money order to : ACROSPORT , INC . Box 462, Hales Corners, WI 53130. 414 /425-4860.

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