vintage airplane - oct 1992

8/12/2019 Vintage Airplane - Oct 1992

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EDITORIAL STAFFPublisherTom Poberezny

October 1992 Vo l.20,No.10CONTENTS

Vice-President,Marketing and CommunicationsDick MattEditor-in-ChiefJack Cox

EditorHenry G. FrautschyManaging EditorGolda Cox

Art DirectorMike DrucksComputer Graphic SpecialistsOlivia l. PhillipSara Hansen

AdvertisingMary JonesAssociate EditorNorm PetersenFeature WritersGeorge Hardie, Jr. Dennis Parks

Staff PhotographersJim Koepnick Mike SteinekeCarl Schuppe l Donna BushmanEditorial AssistantIsabelle Wiske

EAA ANTIQUE /CLASSIC DIVISION , INC,OFFICERSPresident Vice-PresidentEspie "Butch" Joyce Arthur Morgan604 Highway SI. 3744 North 51st Blvd .Madison, NC 27025 Milwaukee, WI 53216919 /427-0216 414 /442-3631Secretary TreasurerSteven C. Nesse E.E. "Buck' Hilbert2009 Highland Ave . P.O. Box 424Albert Lea, MN 5(fJJ7 Union, IL 60180flJ7/373-1674 815/923-4591

DIRECTORSJohn Berendt Robert C. "Bob ' Brauer7645 Echo Point Rd. 9345 S HoyneCannon Falls, MN 55009 C h i c a ~ o I LflJ7/263-2414 312/77 -21 05Gene Chase John S. Copeland2159 Carlton Rd. 28-3 Williamsbur8 Ct.Oshkosh, WI 54904 Shrewsbury , MA 1545414/231-5002 508 /842-7867Phil Coulson George Daubner28415 Springbrook Dr. 2448 Lough LaneLawton, M149065 Hartford, WI 53027616/624-6490 414/673-5885

Charles Harris Stan Gomoll3933 South Peoria 1042 90th Lane , NEP.O. Box 904038 Minneapolis, MN 55434Tulsa, OK 74105 612/784-1172918/742-7311

Dale A.Gustafson Jeannie H l l7724 Shady Hill Dr. P.O. Box 328Indianapolis, IN 46278 Harvard, IL 60033317/293-4430 815/943-7205Robert UCkteig Robert D. "Bob " Lumley1708 Bay Oaks r. 1265 South 124th St.Albert Lea, MN 5(fJJ7 Brookfield , WI 53005

1 Straight& Level/Espie"Butch"Joyce2 AeroMaii3 AlCNews/compiledbyH.G.Frautschy

5 VintageLiterature/DennisParks9 EAA Oshkosh'92-MoreAntiquesandClassics /H .G.Frautschy13 StevePitcairn'sWorkhorseMa ilwing/H .G.Frautschy17 CustomAntiqueChampion

Eicher s Monocoupe 90AL/H.G.Frautschy

22 PassI t To Buck/E.E."Buck"Hilbert23 What Our Members Are Restoring/

NormPetersen26 MysteryPlane/Geo rgeHardie27 Calendar28 WelcomeNewMembers30 VintageTrader

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Page 17FRONT COVER . . An airplane designed to do hard work - StevePitcairn 's magnificent PA-7 Mailwing looks as though it is ready to headout on another mail run. EAA OSHKOSH '92 photo by Ca rl Schuppel.shot with a Canon EOS-1 equipped with an 80-200mm lens. 1250 @ f7 .1on Kodachrome 64 . Cessna 210 photo plane flown by Bruce Moore.BACK COVER . . . "The Big Bellanca", an acrylic painting by well known
http:///reader/full/Chica~o.ILhttp:///reader/full/Chica~o.IL


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STRAIGHT LEVEL

by spie Butch Joyce

Here it is, October again, one of myfavorite times of the year to fly . In NorthCarolina, we don't really have to worryabout the thunderstorm activity that wenormally have in the summer. Skies areclear, with little haze, and it's just a greattime to fly Fly-In activity is franticduring the months of September and October. I would love to attend all of them,but at times there are 2 or 3 on the sameweekend. Our Oshkosh Convention isnow history - I won't go into all the detailsabout the awards, since you read aboutthem in last month's VINTAGEAIRPLANE. I would like to take thisopportunity to thank all of the people thatvolunteered and participated during theConvention. We had approximately 56Chairman and Co-Chairman in the Antique/Classic area, as well as almost 400volunteers take the time needed to make

the simplest aspect of aviation - just a loveof flying. Thanks Paul. September 19ththis year will hold a special place in mymind for quite some time to come, as thiswas the day that EAA Chapter 8 ofGreensboro, North Carolina, held theirYoung Eagles day at the Burlington,North Carolina Airport. Sue Dusenbury,EAA Director and member of the Chapter(and future president of Antique/ClassicChapter 3) was the ramrod for this event.She organized it with the help and participation of the North Carolina Department of Transportation, the BurlingtonAirport Authority and volunteers fromseveral different organizations. I hadvolunteered to be there and participate inthis event. I planned to take my 172Cessna down on Saturday morning andhelp fly these young people, but my planswere foiled. I have a bifold door on myhangar and the electric motor burned out,thereby trapping my Baron, 172 and Cubinside my hangar I had very goodresponse from the door people, but it wasa Friday when this happened, and theywere unable to get a motor until Tuesday.I had to drive down to Burlington to see ifI could be of any help. Upon arriving, Iwent out on the flight line to help organizethe pilots and passengers. We were ableto fly approximately 100 kids that day. Allof them were very enthusiastic when theyreturned. I don't recall seeing any youngperson that was not really thrilled. Thepilots were very patient and explainedquite a lot about the aircraft. Each flightlasted approximately 15 minutes, andeach person in the aircraft had a chartmounted on a hardboard so they couldspot different landmarks. Everything wentwell, although we were somewhat shorton aircraft, since two-thirds of the areaswhere the participants were coming fromhad bad weather and they could not showup and fly. Brad Thomas, past president ofAntique/Classic division was there with

just not very enthusiastic about spendinghis day at the airport with his mother. Ipaired Sammy with Brad and they wentflying. When they returned he was grinning somewhat, but didn't have a lot tosay. We flew another group and Sammywalked up to me and said Mr. Joyce, doyou think you could work me out anotherride in an airplane? I really enjoyed that "Kay told me later that day that Sammy toldher, "Mama, you know, sometimes I needto listen to you more, because you wereright about today . I really enjoyed it.Sometimes you are right about somethings." It appears the Young Eagles program gives more than just a flight experience. We also found that a lot of kidshad their younger brothers and sisters withthem. The kids to be flown were supposedto be eight years and up, but the youngerones wanted to know why they couldn'talso ride, so we ended up taking just abouteveryone up. A lot of parents wanted togo when they went to board their children.I didn't know what to expect from theyoung people that were to participate inthe Young Eagles rally. I was pleasantlysurprised. I have to say that the childrenwere fantastic. Before the day began,some of the people were not so enthusiastic about participating in the flying, theseminars, etc. At the end of the day, weall sat around the registration desk andvisited with each other. Everyone decidedthat they were so enthusiastic happy, andproud of the things that they had accomplished during the Young Eagles Day,that we all are already talking about organizing another day, at another airport.This is an excellent program and I hopethat everyone would get enthusiastic andparticipates. You don't need to do it in agroup or on just one day - its strongestappeal is on a one-to-one basis, pilot topassenger. I am all for it Your Antique/Classic division of EAA has enjoyed a great year. In the September issue


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MAILV I ~ T A 3 ~

Dear H.G,In the What our members arerestoring section of the July issue, Ihave noticed an error in the columnon Warren Lhurs' KR-31 project.Reference is made to the ApprovedType No. 13" on the rudder.I t is commonly known that prior todesigning and producing the KR se

ries of biplanes , Kreider and Reisnerwere dealers for Waco aircraft. TheKR-31 Challenger" bears a lot of resemblance to the Waco 10, manufactured under ATC #13, issued in October 1927. The KR-31 Challenger wasmanufactured under ATC #19 whichwas issued in December 1927. SeeVolume 1 of Juptner's U.S. Civil Aircraft for details.I t was the late Sam Burke who didthe valve guide and seat work on myOX-5 cylinders for both the Waco 10and Flee twing. He was no longer flying then , but I remember seeing hisKR-31 partially disassembled in storage.I have no idea of the significance ofthe 13 on the KR rudder , but it mostcertainly is not the ATC number.

Sincerely,C H. ArmstrongEAA #5949LA IC 746

31, and in fact, that 's what it says onthe rudder. I just missed it on the colorprint we had, and the reproduction int e magazine is very tough to decipher,making it hard for any of our readersto spot the error. Sorry about that- Norm Petersen, Associate Editor

MORE ON THE APRILMYSTERY PLANE

Dear Mr. Frautschy,Having just received the July issueof VINTAGE A IRPLANE, twoitems caught my eye immediately. Idon't think that the April MysteryPlane is the Hawker Cygnet, and I amenclosing a Xerox taken from Francis

K Mason's book "Hawker Aircraftsince 1920" which shows various differences , including the smaller lowerwing, sloping interplane struts, vertical centre (sorry - center ) sectionstruts and the horizontal tailplane. Aquick check through the three volumes of A.J. Jackson s " British CivilAircraft does not reveal any otherBritish possibilities.As for the suggestion that it mightbe an early Hurel-Dubois design,their first aircraft only appeared afterWW II. The triangular horizontal tailsuggests that the Mystery Plane mightbe of German origin , but that is only

IC memberships at Sun ' n Fun , Iwas charged an extra $13 for improved overseas delivery of SPORTAV IATION, which appears to beworking reasonably well, apart from aproblem with the June issue. Is it possible for you to include your magazine in this scheme , perhaps by sending them both together?I hope that there is something of interest among all this, and I would liketo thank you for a magazine which I always look forward to receiving.

Yours sincerely,Vic SmithEAA 287737IC 1371175 The Greenway,Ickenham ,Uxbridge,Middx.UBI08LTUnited Kingdom

It seems th e April Mystery Planehas remained a bit of a question, andwe have yet to get a documentableidentification on the light biplane.Any other additional thoughts on it,particularly from our internationalmembers?As to the thoughts on the deliveryo V I NTAGE A IRPLANE - As itturns out, th e people on staff here at


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compiled by H.G. FrautschyTHE BIG BELLANCA

The artwork gracing our back cov erdepicts an interesting scene that needsmore than a few lines to explain. Th ewinner of an Excellence ribbon in the1992 Sport Aviation Art Competition ,

The Big Bellanca was painted byRobert Bradford, retired director of theCanadian National Aviation Museum. Alifelong artist, (at the tender age of four ,his father allowed Robert and his twinbrother Jim to decorate the wall of theirToronto apartment, before it was to becovered with wallpape r), Robert hasenjoyed illustrating airplanes for most ofhis life The Big Bellanca is the resultof hundreds of hours of research andpainting time . From the descriptiveliterature publi shed by The B.C.I.Collection, we'll paraphrase a few of thefacts surrounding the scene depicted.The Bellanca Aircruiser CF-A WR isprepared for flight as it rests on the frozensurface of Cameron Bay , Great Bear Lake,N.W.T. during the winter of 1937-38.Aviation Hall of Fame bush pilot StanMcMillan checks the ice condition on thebay as the engine cover is removed from the660 HP Cyclone engine and the oreconcentrate bags are loaded into the cabin.

One of the most unusual aircraft toappear in Canadian skies was th e bigBellanca, sometimes affectionately knownas the flying W . Five of these hugesingle-engine cargo aircraft were importedinto Canada by operators attracted bytheir load-carrying capacity, reliability andperformance. By the early 1930's, Sicilianborn Guiseppe Mario (or Joe ) Bellancahad already proven his design skills withhis highly successful single-engine cabinmonoplanes that quickly establishedinternational endurance and long distance

who formed Mackenzie Air Services in1932 . He had known Joe Bellanca sinceth e mid-1920's and was impressed byBellanca 's famous Pacemaker series thathad served so well in th e Ca n adianwilderness. He later met some of the U.S .Army pilots who were flying C 27 A's andtheir comments convinced him that theAircruiser would be ideally suited for hiscontract with Eldorado Gold Mines Ltd.for their operation located on Great BearLake in thc North We st Te rritories .Eldorado 's requirement was for a largeaircraft to carry uranium ore concentratesthe 875 miles to Edmonton for shipmentto the Eastern refinery. In LeighBrintnell 's mind, the Aircruiser was theanswer.

As a result of this decision , th eBellanca 66-70 Aircruiser constructionnumber 719 , registered CF-AWR , waspurchased from the Bellanca Companyand flown to Canada in March, 1935. Theaircraft was christened with theimpressive title Eldorado Radium SilverExpress . During the period 1936-1939she was flown on the Eldorado operationby the well known bush pilot , StanMcMillan . After service in Canada fortwelve years , CF-AWR met it s end in1947 on the shores of Upturned RootLake , 200 miles northeast of SiouxLookout, Ontario. In 1973 the wreckagewas recovered by the Western CanadaAviation Museum in Winnipeg. Themuseum plans to restore the aircraft usingsome components from the remains ofanother Aircruiser , CF-BKV, that hadstruck trees and crashed at Smoky Lake ,Manitoba on the 6th of October 1949. Thethree other Canadian Aircruisers wereCF-BTW , CF-BLT and CF-BBJ. (BBJwas actually a P-200A Airbus .) Canada's

HURRICANE ANDREWRAVAGES SOUTHERNAVIATION MUSEUMSThe incredible destructive power of ahurricane was shown to all of us again this

August, when Hurricane Andrew torethrough south Florida and then intosouthern Louisiana . The damage topeople and property in both areas wasdevastating, and particularly hard hit wereat least two aviation museums know tomany of our members.

The Wedell-Williams Hi s toricalSociety hangar in Patterson, LA, wasdamaged severely, but much to the reliefof the museum staff, the replica WedellWilliams No . 44 racer suffered onlyminor harm. Plans have been made tore pair the airplane and then fly it toOshkosh , where it will be placed ondisplay in the EAA Air Adventur eMuseum for an undetermined amount oftime.In Florida, the news was not as good.Shortly after the hurricane had rippedthrough the areas south and west ofMiami, word came to EAA Headquartersthat Kermit Weeks' magnificentcollection of aircraft, displayed in theWeeks Air Museum on Tamiami Airport,had been all but demolished . Photospublished in the St. Petersburg Times andsent to EAA Headquarters by EAA Sun'n Fun Director Len McGinty confirmedthe worst - the Weeks collection was ajumbled mass of aluminum, wood andfabric, covered by the tangled steelremains of the hangar that was once themuseum building. Every aircraft wasdamaged, some worse than others, as thepeak winds, estimated now to have beenclose to 200 mph, wrapped steel siding


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The storm s fury was devastating to large numbers of GeneralAviation aircraft in the south Florida area. This photo by Sunn Fun Director Ray Olcott shows some of the damage doneon Tamiami airport. In addition to the incredible wind damagedone to the airplanes in the foreground take a look at thesteel siding wrapped by the wind around the aft fuselage ofthe Cub and pushed up tight against whats left of the wall inthe background.

Kermit had managed to get the FordTrimotor moved to another airport, on lyto find that it too was in the devastationpath of the storm. The hangar a tHomestead Genera l A irport was a lsodestroyed, and the Ford was bad lymangled.

Fourtunately, neither Kerm it, his friendLinda Meyers or any of the staff wereinjured in the Hurricane, but a number ofstaff members were left homeless.

As soon as the wi nd an d rain hadsubsided , a number of Florida EAA'e rswe nt to work to he lp out as bes t they

The entire roof of the Weeks Air Museum collapsed , severelydamaging a number of aircraft including th is Sopwith Pup. Inthe foreground you can see a section of sprinkler pipe layingatop the rudder of a Bucker Jungmiester. The World War Icollection seems to have suffered the highest degree ofdamage, including a few aircraft that were completely crushed.

could Sun n Fun s Billy Henderson anda number of the Sun n Fun staff pu ttogether a supp ly caravan that workedthe ir way south, br inging food, water andpor tab le ge nera to rs to he lp in therecovery effort. Their tireless efforts, aswe ll as t hose of ot her aviationorganizations such as the EAA Warbirdsof A merica and the Valiant AirCommand, are helping secure the aircraftand pro tect them from furt her damage.At the time this issue went to press, thed a maged a irpla nes were a ll sec u re d ,eit he r in th e re maining hangar (t he

restoration hangar is constructed out ofreinforced concrete, and survived thestorm with only sheet metal damage) , ormoved out of the destroyed hangar.

Aviation in general throughout theregion suffered horrendous losses, fromF-16s at Homestead AFB to a newlyrestored Waco UPF-7, with on ly 8 hourson it since its restoration. Our heartfeltcondolences to Kermit , Linda, and allwho su ffered pe rsonal hardship as theresult of this hurricane, and a big EAATHANK YOU to all who immed iatelyjumped in to help those affected.


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V I ~ T A t ~ L I T ~ 2 A T U 2 ~b" [)ennis Varks !)

Librar"/A.rchives [)irect()rDaniel Guggenheim International

Safe Airplane CompetitionPartSReprise and Potpourri

In April, 1927, the Daniel Guggenheim Fund for the Promotion of Aeronautics announced the Safe AircraftCompetition. The purpose of the eventwas to achieve a real advance in thesafety of fly ing through improvement inthe aerodynamic characteristics ofheavier-than-air craft, without sacrificing the good practical qualities of present-day aircraft. This contest wasopen to aircraft manufacturers throughout the world and, as an incentive, offered a first prize of 100,000.

The competit ion was inspired by avisit to England where the president ofthe Fund, Admiral Cone, had an opportunity to see demonstrations of the

Cierva Autogiro and the WestlandPterodacty l tailless aircraft. Both ofthese aircraft were aimed at improvingcharacteristics of behavior at or evenbelow the point of stall. The performance of these aircraft and the flightcharacteristics of Hand ley Page's slotted wing, which Harry Guggenheim alsosaw in action, led to the Safe AircraftCompetition.The officers of the competition realized that it would be advantageo us toobtain the advice and assistance of asmany responsible au thorities as possible in framing the rules. Thus tentativedrafts of the rules were widely distributed in the United States and in Europe. Copies were sent to manufacturers, designers, operators and others .The question was posed to the readersas to whether: 1) it was possible to pro

duce aircraft that could meet the rules;2) would such an aircraft be markedlysafer than existing types; and 3) would itbe possible to produce such an aircraftunder the rules and at the same time defeat the object of the Competition?In general, the conditions outlined inthe tentative rules were identical withthose f inally adopted. The main requirements were: a landing speed ofnot more than 30 mph; ability to cometo rest within 300 feet of the base of a35 foot high obstruction; ability to cleara 40 foot high obstruction at a distanceof 500 feet from a standing start; andthe ability to maintain control and levelflight at a speed of 35 mph.I t was with deliberate intent that theperformance requirements in the proposed ru les had been set at a standardalmost unattainable at the time. Partic


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The Bou rdon entry was constructed by the Bourdon Aircraft Corporation of Hillsgrove, Rhode Island. It was a single engined, twoplace single bay tractor biplane. The airplane failed to meet the maximum speed requirement of 11 mph by 6.7 mph.ularJy there were doubts whether the re-quirement of maintaining level andcontrolled flight at 5 mph and a land-ing speed of not more than 30 mphcould be met. The aim of the Fund wasnot to evoke an adaptation of existingdesigns but to provoke a revolution inthe standards of safety. The Cierva Au-togiro had shown that such performance was not unattain able by trueoriginality of design.

The opening date for receiving entr i es was September 1 1927 and the

closing date set on September 1 1929.The competition was well received and27 entries were submitted. These in-cluded five from England one fromItaly and 21 from the United States.The US entries were : Bourdon Brunner Winkle Burnelli Command-AireCosmic Cunningham-Hall CurtissDare Fleet Ford-Leigh Gates HallAlfaro McDonnell Moth PitcairnCierva Rocheville Schroeder-Wentworth Taylor Whittelsey and Wiggins.The British entries were: Cierva de

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Havilland Gloster Handley Page andVickers. The Italian entry was fromBreda.

Unfortunately all of the British en-tries except the Handley Page wereforced to withdraw and the same applied to the lone Italian entry. In theend fifteen aircraft were actually deliv-ered to Mitchel Field on Long Island totake part in the Competition.It had been hoped that entries wouldarrive for the tests well before the clos-ing date of October 1929. Indeed it had


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~ ~ ~ ~ ~ ~ - - - - - - The Command -Aire entry was a standard Command-Aire model 5 C 3 built in Little Rock Arkansas. After passing the qualifyingperformance tests it failed to meet the minimum flying speed requirement of 35 mph by mph.been the intent of the competition com-mittee to carry out most of the testsduring the spring a nd the summer of1929. In fact, only one entry, the Hand-ley Page, had been presented up to theend of August and it was well into Octo-ber before the majority arrived. Sev-eral competitors had difficulty in deliv-ering their entries by the closing date.The mistake in estimating when thecompeting aircraft would arrive was acostly one. t deferred the tests until thewinter months instead of making them

possible during the more favorable sum-mer season with the longer hours ofdaylight and better weather. This lim-ited flying time to that which was actu-ally necessary for the award of prizesand precluded much that might havebeen done for comparative tests between the aircraft.

The final report on the Safe AircraftCompetition issued by the DanielGuggenheim Fund summarized the con-te st results : Only minor structuralweaknesses appeared during the tests.

"The maximum speed requirementrather surprisingly proved to be th estumbling block for seven out of the tenplanes tested, although this had no di-rect bearing on the safety tests. Thosewhich passed this test were the Curtiss,Handley Page and the Command-Aire.Neither the Command-Aire nor thosewhich failed on the high-speed testshowed any possibility of being able topass more than a few of the safety tests.

"The rate of climb specified was eas-ily met by those entries tested for this


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The Ford-Leigh entry was produced by the Brunner Winkle Aircraft Company of Brooklyn, New York. It was identical with theBird model with the exception of the Kirkham modified Curtiss OX engine which produced 115 hp and the Leigh SafetyWing. The safety wing was a supplemental airfoil which was mounted above and ahead of the leading edge of the upper wing.The entry failed to meet the maximum speed requirement of 110 mph by 7.5 mph.item of performance. The Curtiss, Fleet,Command-Aire and Handley Pagepassed this test.A ll aircraft carried the specifieduseful load of five pounds per horsepower. The fuel and oil capacity of allentries was adequate. All entries wereequipped with proper instruments.

As reported ea r lier, the winning entry was declared to be the Curtiss Tanager while the Handley Page was a closesecond all during the competitionn previous parts of this series wehave presented information on the Curtiss, Handley Page , Burnelli , McDonnell, Cun ningham-Ha ll , and the Taylor

entries. Aside from the Final Report onthe competition from the GuggenheimFund and a few articles in AVIAnO Nand in AERO DIGEST, little information is available on the entries. As awrap-up to this series, here are somephotos and data of entries not coveredpreviously. *


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ANTIQUES ND CLASSICST EAA OSHKOSH '92

by H G Frautschy

John Donnelly s Parks P-2A made thetr ip to Oshkosh from Danbury,Connecticut, flown by John s friendRandol Webb. It was brought to the EAAConvention to take part in the 65thanniversary celebration of ParksCollege, one of the Conventionshowcase events. It is shown here onthe flight line at the Antique/Classic flyout in Shawano, WI.

Glen Frels, I Campo, TX, Max Barbee,Wharton, TX and Craig Howell are allpartners in this sharp 1940 Aeronca65TC, restored by Billy Dawson. GlenFlew the airplane from Texas while Maxand the family drove to the EAAConvention.


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VINTAGE WET WINGSThe 1992 EAA Oshkosh seaplane

gathering included a bevy of antiqueand classic aircraft on floats as well asnumerous hull type amphibians. Thelong term survival of these remarkableold birds is strictly the result of hugeamounts of "TLC" , money, attention,more money and stubborn nostalgia plus a few more dollars.The extreme dedication of seaplanepilots is conscientiously noted. When

asked about flying floats some years

by orm Petersenago, the late Dale Crites (of CurtissPusher fame, et al.) said to me, "It's alot of hard work - but it's fun " Onemust keep in mind that keeping anantique or classic aircraft in goodoperating condition, requires, by itself,considerable work. However , thepilot of an antique seaplane must alsodevote part of his energy (and dollars)to upkeep and maintenance on thefloats and their many highly stressedparts and fittings.

(Right) Larry Diedr ich s pre-war Aeronca Chief on 1320 Edof loats cuts a pretty picture at anchor during the fly-in. Larry isf rom Lodi, , and really enjoys flying off the water.

Perhaps this is why we so oftenhear from these "salty" individuals , "Ifit wasn t so much fun, I wouldn t doit " There is little doubt that it takesa special breed of pilot to maintainand fly a seaplane while getting hisfeet wet (and occasionly his tenderbody), taking his neighbor for aseaplane ride and listening carefully ,while the neighbor on the other side,berates him for making too muchnoise

Q)Q0.Eoz(Left) One of a large Canadian contingent (37 seaplanes)attending the 92 Seaplane Fly-In wa s this very prettyAeronca IICC Super Chief, C-FNYV, on 1400 Edo floatsflown by Dale Porter of Desbarats, Ontario. The SuperChief is best ident ified by the sma ll balance on t heelevator visible in the photo.

c


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The prize for the oldest seaplane at the '92 Seaplane Fly-In goesto Willie Ropp , who had Hank and Alice Strauch fly his 1933Curtiss-Wright 16E on 2425 Edo f loats to Oshkosh fromDrummond Island, MI. The outstanding photo of this floatplaneon the back cover of the September VINTAGE AIRPLANEexemplifies the beauty of Willie's pride and joy. The airplane isnot only rare, it is pretty This is the first open cockpit biplane onfloats to visit the Brennand Seaplane Base since about 1975,when a Naval Aircraft Factory N3N on a single center float visitedthe base. cQ

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(Left) Another round engined seaplane was Steve Thomas 'Howard DGA-15 on Edo Wa-4665 f loats f lown i n fromBelvidere, IL. Sport ing a new light grey paint scheme on theairplane and floats with red and black accents, the Howard"Jobmaster" is a sharp looking seaplane complete with thetr iple tail aux. fins and upward hinged door. Although notthe quickest seaplane off the water, due to the rather shortwing, it really moves out smartly once it gets airborne. (Due toBenny Howard's "Go Grease" . The P & W R-985 engine putsthe Howard in the "thundering herd" category and makes it adelight for the crowds to watch and listen to. This floatplanewas originally rescued from obscurity by Bob Williams ofChippewa Falls, WI, who flew it in a yellow paint schemebefore selling it to Steve Thomas. Bob is a tireless seaplanebase volunteer and serves as " Harbormaster" du r ing theentire week-long fly-in.


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CONTEMPORARY CLASST EAA OSHKOSH '92

A number of ni ce looki ng Co nt empora ry classairplanes were on display at EAA Oshkosh for the firsttime. Here s a sampling of some of the best. . .This very nicely maintained 1956 Twin Bonanza is ownedand flown by Richard Ward, Three Rivers, WI.

This 1959 Cessna 172, complete with a turquoise andwhite color scheme, was flown to the EAA Conventionby Jerry Wharton, Wise, VA.

A pair of Meyers 2oo's - on the left is Richard Martin s200 mph speedster, with his friend Keith Diver s PardDiver keeping it company on the showplane line. Bothexamples were built in 1960, and were only 3 serialnumbers apart on the production line.


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e

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The zipper along the left side of the fuselage on the Mailwing allows access to theinstrument lines and controls that run in a channel along the side of the 40 cubic footmail bin.


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biggest change was the substitution of aWright J-5 for the J-6 that the airplane hadon it when delivered. Steve Pitcairn believes that the change was probably madeby Paul Mantz, as he tried to make the PA7 Mailwing look more like one of the earlier models. When it was done is a mystery,since no logbook entry was made.The Mailwing also enjoys a reputation asa superbly strong airplane. How tough is it?

As detailed in Frank Kingston-Smith ' sbiography of Harold Pitcairn, Legacy ofWings, Pitcairn mail pilot Johnny Kytlelearned of the Mailwing's strength firsthand. While flying on a mail run from Atlanta to Richmond, VA, Kytle found himself just below a low overcast in very restricted visibility. He had just extricatedhimself from the clouds , after flying intothe unexpectedly low overcast, and he wasa bit lost. After deciding on his position,Kytle took up a heading he thought would

of the mountain a glancing blow certainlyhelped. A few feet higher, and he wouldhave just clipped the scruffy trees on thesummit and plunged over the other side - afew feet lower , and he would have impacted the sheer rock face to the monolith.Johnny Kytle would later survive a secondwashout of a Mailwing when he flew intothe trees on the side of Rocky Mountainnear Old Fort, North Carolina, after beingcaught up in an unpredicted hurricane thatbeat up the Atlantic coastline. Kytle spentthe next 17 hours working his way downthe mountain through the underbrush toget back to civilization. The Mailwing wasone tough workhorse of an airplane.95W is just as strong. She had had hershare in scrapes during her career. At onepoint in her lifetime, 1 ' 95W was used as acropduster, and showed the inevitable scarson the tubing from being cracked up a timeor two. The tubing on a Pitcairn fuselage

indispensable time and time again , as eachlittle detail was added to the airframe.When first delivered, PA-7s came with atail skid. As time went on, and concreterunways became more prevalent, the Pitcairn factory engineered a tailwheel conversion kit. Using those same blueprints,Steve's crew was able to fashion a completely original tailwheel installation.

The tail surfaces also used the same typeof square section steel tubing used in thefuselage for the stabilizer and rudder spars.The original control surfaces were somewhat bent up, but with the blueprints available , a clean set of wire-braced surfaceswas ready to be installed on the fuselage.The worm gear stabilizer trim mechanism,similar to what you find in a Cub or a number of other airplanes, was also overhauled.When it came time for the wing restoration, a lot needed to be o m p l i s h e d ~Steve figures that about 40% of the ribs


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-'ua.Q)o: ::E

by Mellie Schmidt to the 90-ALmodel , a change featuring a brandnew Lycoming 0-2900 engine of 135hp. This was a different version thanthe 90AL model manufactured by theMonocoupe factory in the late 1940s,which used a Lycoming 0-235 of 115hp and made changes to everthing

(Left) The Monocoupe


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ers. Joe Jones, Pleasant Hill , OH wasseen often at EAA Fly-Ins during the' 60s and '70s with NC11760 . Later,Jones sold the airplane in the late1970s to Eddie Swarthout AIC 4980of Tavares, FL. The airplane still hadthe cotton fabric installed in 1954, andwas still flyab le when Jeff Eicher spot

in the late 1930s res ulted in the loss ofthe original set of logbooks. The onlyextensive wood work needed was arebuilding of the center section of thewing, where the skylight is mounted .The 32 foot long one-piece wing presented some difficu lties during therestoration, as told by Jeff Eicher.

Teal Duck emblem iscarefully stitched on thebacks of the seats ,covered in Mercedes blueleather.(Below, left) The retractable landing light is oneof the many features ofthe Eicher's Monocoupe.

airflow around these areas.Besides the onepiece win g, one otherarea during the restoration proved to be verychallenging , accordingto Jeff - the covering ofthe inside of the fuselage in the cab in areawith fabric . He saysthat a lot of patiencewas expended trying tofit the fabric to the contours inside the cabin.

The engine compartment received the same

metic ul ous care that t he res t of th eairframe was given. The Lycoming isenclosed in a plenum chamber to increase its coo ling efficiency, but thatdoes come at a cost - any time the engine requires work near the baffles ,the pl e num chamber must be unscrewed and disassembled . The in creased cooling efficiency also has theadded benefit of allowing smallercooling air holes in the cowling. Thecowling, similar to the Univair Pipe rnosebowl, has been cleaned up aerodynamically , with th e fit in the areaaround the carb air inlet made as tightas possible.When they first bought the Monocoupe from Eddie Swarthout, the 0290 had a total of 1400 hours on it ,with no overhauls ever having beendone in the past. Even though the en


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The instrument pa ne l feat u resmany of the original instruments thatwere installed on the panel when itwas first built in 1934. The gyros ,however, are not among them -they ve been replaced with more modern 3" gyros. The radio installationhas likewise been modernized, with atransponder and encoder, loran, navcorns, and everything else one needs

Easier, of course, when it comes to theshort coupled little cabin job, s a rela-tive term Even with the flat engine ,the view over the nose is still not allthat great, since the original firewallwas retained in the conversion to a 90-AL.

The Eichers both agree that it is achallenge to land the airplane well.Neither Jeff nor Robert Eicher are


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in::JCl::JCoffiSc.

~ ~ ~The original owner of NC11760, Roy McGuire, stands by the Monocoupe in this photo from POPULAR AVIATION published in thearticle Little Robot . McGuire owned the Monocoupe from 1934 until the mid-fifties. He used the airplane extensively forbusiness trips while working as a salesman.

efforts. They flew the airplane for acoup le of years, and then a kit for anaerobatic airplane came out that wouldset the kit industry on its ear - theChristen Eagle. Robert asked a friendof his in California to check into FrankChristensen, and see if he really coulddeliver all that he advertised. Robert 'sfriend called back after a visit to thefactory with two words - "buy it." After completing their first kit, theyturned around, sold that one, andbought two more kits After selling hisEagle , Robert built a Hatz biplane ,which he still owns and flies .While out for a local flight in 1987,e.Q Jeff and a friend happened to stop byJim Kimba ll 's place in Zellwood, FL,15 and during the course of their converJc sation, Jeff asked Jim if he knew if

'Ec around. "Sure," Jim replied, "there's


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bv Buck HilbertEAA 21, Ale 5P.O. Box 424

Union, IL 60180Dear Buck,Your column in the July, 1992 issue of

YINTAG E AIRPLANE referred to astacking rack for a Cub type airplane . Ihad never heard of such a device, but thephoto in your column reminded me of oneof my failed proposals.In 1986 hangar space was not availableat my County airport, and not wanting toleave my newly restored Porterfield outside , we experimented with putting thePorterfield and an Aeronca Champ in thesame hangar. Needless to say, not knowing about stacking racks, we abandonedthe idea. The enclosed photo shows thatwe got both airplanes in , but hanging bythe tail is not very satisfactory.Sincerely,Walter S. Carson, IC 8 53

Hello Walter,ou had the idea and it worked - thecradle was only an inch away. Keep thoseletters coming

PASS T7]n information exchange column with input from our readers

had 6/7 full-time instructors who werevery busy. I had a friend who was just twoyears older than me who had a brand newinstructor 's rating. One Sunday he made$50 as a result of instructing probablyeight or more hours and also receiving afee for the time his students flew solo. Iwanted to be an instructor. I couldn'timagine anyone making more money thanthat for something as wonderful as flying.We had six Cubs, two Cessna 140s, twoStearmans that had been bought surplusfor less than $600 each, a BT-13, an AT-6and a Cessna Bamboo Bomber in theprogram. There were other airplanes thatwere owned by private owners or that theFBO used for charters or other operations. Among them were a Waco UPF-7,a Waco Cabin (I believe an E ), an Ercoupe, a couple of Piper PA-12 SuperCruisers, eventually a Bonanza, a CessnaAirmaster and a T-Craft. The Airmasterwas a sleek, streamlined airplane for thisera and the T-Craft, which had the factoryred and black finish , was the prettiestcolor scheme I had ever seen.There was so much activity going on allof the time. It was heaven for me to beable to watch the takeoffs and landingsand listen to the hangar talk. Several ofthe instructors had flown in the Air Corps;one had been a P-47 pilot and flew combatmissions in Europe and another had instructed. Just sitting in the Ready Roomand listening to the briefings, the explanations by the instructors and the responsesof the students , the brags and the bets ,was an experience that students today

can't come close to. And I was learning tofly How good could life be?Flight training was different then. Mostof the airplanes didn't have electrical systems and therefore no radios. Navigationwasn't as precise, but without so many restricted areas, ARSAs, TRSAs and TCAs,and with slower airspeeds, it wasn' t as important. No intercoms. The instructortried to make himself understood in theopen cockpit Stearman using the old

gosport hollow tube communicationsystem. And we wore those war surplussheepskin lined suits, including the boots,to fly in the open cockpits in wintertime.Many of my lessons were no longer than15 minutes and a lesson of over 30 minutes was a rarity. Can you imagine thattoday? When my instructor was ready toteach me takeoffs and landings, he mademe sit out on a knoll beside the runwayand watch other pilots practice. It was away to learn without having to pay forcockpit time. Not as much fun, but I feelit was valuable. And those were the daysof slips (most light planes didn't haveflaps), spot landings and spins before solo.I can't help but believe that was worthwhile.

Working on the flight line was fun.Pumping gas, adding oil, occasionallycleaning a windshield, rolling planes inand out of the big hangar and , most fun ofall, hand propping the airplanes. I enjoyed this; thought I was pretty good at it,but I won't let my son do it today. I

(Continued on page 25)


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WH T OUR MEMBERS RE RESTORINGbyNorrnPetersen

Canadian Cubin Great BritainPictured by their Canadian (Prospector) J3 Cub, G-BPVH , SIN 178C, ex. CF

DRY , are John Akerman (EAA 394509)on the left and David Cooper-Maguire onthe right. A third par t ner in th e J-3 isBarry King-Smith . The photo was takenat Old Warden Aerodrome in Bedford

shire, the home of the famousShuttl ewo rth Trust collection . Built in 1946 as one of150 Cub Prospectors assembled in Canada , the J-3bounced around Canada asCF-DRY befor e being imported to England in 1989. Agreat deal of refurbishing hasbeen carried out to date including the installation of aContinental C90 from Spa into replace the tired C85. Anauxi li ary 6-gallon fuel tankaft of the baggage compartment (stand ard with thePr o spector) has been re tained. Future plans call for

replacement of the instrumen t panel, topcowling an d mo s t of the ex ternal aluminum panels. These th ree lucky Englishmen are having a g rand time withBill Piper's fi nest They would love tohear from anyone in Canada who flewCF-DRY during the 1946-1989 timeframe. Write : John Akerman, CheyneCottage, 12 Clayton Road , Selsey , Chichester, W. Sussex, England P020 9DB.

Ralph Patterson'sPiper J A Cub CoupeT hese photos of Piper J -4A, N26920 ,

S N 4-962, were sent in by owner RalphPatterson (EAA 138717, IC 4960) ofAlexandria, Indiana. Built in 1940, this J4A was res tored by Charles Monroe andthe late Marlin Gibson in 1979. The Continental A65-8 engine has 625 hours sincemajor. In early 1988, Ralph Patterson wasawarded a Certificate of Appreciation

from the Civil Air Patrol for contributingto the prese rvation of the history of th eCivil Air Patrol by maintaining Piper Aircraft NC26920 which served on ActiveDuty with the Civil Air Patrol's Indi anawing during World War II. A plaque hasbee n affixed to the le ft side of the instrument pan e l which rea ds: T HIS HISTO RI C AIRCRAFT WAS FLOWN BYTHE CIVIL AIR PATROL ON ACTIVEDUTY DURING WORLD WAR II ."With it s chr ome pl a te d contro l sticks ,

metal prop and fancy J-4 wheelpants, theCub Coupe is indeed a nice looking antique airplane.


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WHAT OUR MEMBERS ARE RESTORINGby orm PetersenToby Tobiason s Interstate SlA

This very handsome looking InterstateSlA, NC37426, SIN 271 , is owned andflown by Louis (Toby) Tobiason (EAA148220, A C 6813), of Grandview, Texas,who restored the airplane in a sharp redand black paint scheme accented with agold pinstripe. Sporting a 90 hp Franklinengine , a wooden prop, chrome step andwheelpants, the Interstate is one of 271 remaining on the FAA register. Definitelynot a newcomer to Interstates, "Toby "previously owned Interstate S1 A,NC37394, SIN 237, which was featured onthe front cover of the June 1969 issue ofSPORT AVIATION. That InterstateSl A, NC37394, is presently registered toDewey Funkhouser of Lakeland, Florida.

George Hanna s Cessna 140AThis Cessna 140A, N3791V, SIN 15212,

was purchased in Palo Alto, CA , byGeorge Hanna (EAA 392780, A/C 17882and flown across the U.S to his home inBrookfield , CT. t was then dismantledand stripped for repainting. Th e cabinroof, cowling and some wing and tail skinswere replaced before new glass was inst a ll ed and the airplane pa inted inDurethane. Inside, a new Airtex interiorwas complimented by 150 control yokes,vernier throttle and mixture, 760 channe lradio, loran and transponder. A Flightcom intercom was also added . The enginehad been converted to a Lycoming 0-235CIB of 115 hp and only has 200 hours on achrome major. (Note the Bendix startervisible just beneath the prop.) New wheelsand brakes are Cleveland, which are en-

Walter Orth, Jr. s Aeronca 0-58B

closed in original aluminum wheelpants.Many small parts have been chromeplated including the Scott 3200 tailwheel.Nearly all the work was done by GeorgeHanna and his wife - along with much en-

couragement You must admit, this couple has a very nice looking airplane totravel to the fly-ins and they can polish theshiny spinner and prop when they getthere

Pass t o Buck it. As I mentioned, I weighed 1051115 lbs $45,000 He said it was "put 'n neared" as


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(Continued/rom page 22)weighed 1051115 pounds during this timeand was about 5' 6" tall. t was a stretchand, weighing no more than I did , Icouldn 't pull the prop through very fast ,but I sometimes hand propped the Stearmans. Most often we used the inertiacrank, but if we wanted to save time and itwasn't really cold, we would hand propthem. I got to look at every different airplane that flew in and listened to theplanes in the pattern. Knew th e sound ofa lot of them. The beautiful sound of theradial engines, the somewhat differentsound of the Aeronca Champ that visitedfrom time to time, and the thrilling soundof the AT-6 on takeoff. When I wasn ' tbusy, I watched every airplane 'til it wentout of sight. I still do if the plane has asingle engine and flying at less than a fewthousand feet.Well, enough reminiscing. Now thequestion. We stacked the six J-3s on theirnoses at night to save room and get asmany of the other planes into the hangaras possible. One person would lift th e tailabove his head and another would grab itby the prop and lower the prop onto thedolly. Some of the dollies were just madeof 2 x 4s with some carpet added to keepfrom scarring the propeller. Others hadwheels and you could roll the Cub aroundon its nose to find the best place to hangar

during this time and I had no muscles tospeak of, but I could lift th e tails of theseJ-3s over my head without too much difficulty. Today I own a Super Cub PA 18150 and I have a problem lifting the tail 18inches off the ground. Ma ybe some of thisis explained by th e fact that I am 62 yearsold, but I don ' t think I have deteriora tedthat much. Also, I thought I should get abenefit from the extra weight of the 150hp engine over the 65 hp engine in the oldJ-3. Of course the 12 gallon gas tank wasmoved back to the wings and that probably hurt , but the only explanation I canguess is that the CG. in the PA18 must bemuch farther back in relation to the maingear than it was in th e J-3. I can remember being told that the CG. of the J-3 wasin th e re ar seat. We didn t have to doweight-balance calculations on Cubs backthen so I never found out, but I doubt thatit was this far back . And if it was, it wouldseem that it would be impossible for me tolift the tail. Can you explain it?

Sincerely,Paul L Yount, IC 3257Dear Paul,I'Ule our resident ub expert, NormPetersen answer this one. Norm, the rest ofthe page is yo urs . .A good friend of mine once built a 20thousand dollar house that cost him about

cheap to add hardwood floors, walkoutbasement , fancy windows and built-inclosets. In addition, it was "put 'n neared"as cheap to have a cement driveway andautomatic garage door opener. In short,the "put ' n nears " cost more than thehouseAnd so it is with a J-3 Cub. The 680 lb.empty weight is light on the tail becausethe n s . of fuel (12 gallons) in the nosetank is way forward of the landing gear.Note the small tailwheel necessary to support the aft end of the airplane. One person can easily lift the tail.A Super Cub is at least 930 lbs. emptyand has up to 2161bs. of fuel (36 gallons)in the wingtanks - aU pushing down on thelanding gear and the poor tailwheel. Notethe heavy duty Scott 3200 tailwheel necessary to hold up the aft end of the airplane.And it requires a strong man (or men ) tolift the tail.In other words, when you take alightweight J -3 Cub and add a bunch of"put 'n nears" that are almost as light asthe original - such as heavier tubing, flaps,electrical system, three times larger fuelsystem, over double the horsepower, heavier prop etc., etc. - you soon understandwhy the Super Cub requires 2000 lb. floatdisplacement and 2000 lb. ski capabiltyJust try and lift the tail and you will soonunderstand what Mr. Yount is say ing.- Norm Petersen

Pitcairn s Mailwing(Continued/rom page 16)

The Mailwing was designed from thestart as a working airplane, and to that endthe forward area of the fuselage was designed in a novel way - the left side of thefuselage has a ch annel through which thepush-pull controls, instrument lines and thelike are run, allowing a deep and unobstructed mail bin, lined with aluminum capable of holding 550 Ibs. with its 40 cubicfeet. A large zipper runs down the side ofthe fuselage to allow access to th ese linesand controls.

himself down furth er out of the slipstreamduring cruise. The instrument panel in 95Wis also very original appearing. Most of thedials and gauges are of the pre-1939 era,with the exception of th e radio installation(a transponder and Nav-Com are concessions to the modern age). The cockpit alsofeatures one other option that was availableto the buyer in 1930 - a full set of insulatedcockpit sidewalls, made out of hardboardper th e factory blueprints. The sidewallscovered the inside of the fuselage, dressingit up by covering th e stringers and fabricwork , and had the added dividend of makin g it warmer in the cockpit on those chillyNew Jersey mornings.

to look at , it is also easier to keep clean,without all those nooks and crannies fordirt to collect in.All sort of little parts and big ones hadto be fabricated, including a set of wheelcovers, reproductions that were done in theearly 1980s.The special design of the Pitcairn Mailwing, including its Pitcairn airfoi l made itvery maneuverable, stable and light on thecontrols.Joseph P. Juptner in his U.S. Civil Aircraft series commented that "Typical ofevery Pitcairn airplane, the Mailwingswere jaunty, trim, beautiful and well designed airplanes of sure-footed and flashy


28/36

Here 's another cabin job with a mysterious past. All that's known about it isthat the engine was a Jacobs 285. t hasthe appearance of being a practical airplane. Is that a Hamilton prop on it?Or a Curtiss-Reed? The photo was submitted by Edward Peck of Louisville,KY. Answers will be published in theJanuary, 1993 issue of VINT GE IR-PLANE Deadline for that issue isNovember 20, 1992.

The July Mystery Plane netted onlythree answers. Charley Hayes of ParkForest, IL writes:The plane may be the Curtiss IN

y George Hardie10 in Lesley Forden's book' The FordAir Tours ' . . . this is my guesstimation."

Harold G. Scheck of HasbrookHeights, New Jersey writes:The July Mystery appears to bewhat Bill Rhodes wrote in his book'Baling Wire, Chewing Gum and Guts'(essentially the story of the Gates FlyingCircus) as a clipped wing 'Jenny'. Apparently these altered ships were thefirst to be grounded by the new Bureau

of Aeronautics."These were the only answers receivedfor the July Mystery Plane. Again, Imust appeal for more photos for thiscolumn . There are a lot more obscuredesigns that need to be examined , butout supply is running low. Any help wecan get will add to this important recordin aviation history.

Send your submissions to:George Hardie, Mystery Planec/oEAAP.O. Box 3086Oshkosh, WI 54903-3086 . . .

The following list of coming events


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is furnished to our readers as a matterof information only and does not constitute approval, sponsorship, involvement, control or direction of any eventfly-in, seminars, fly market, etc.) listed.Please send the information to EAA,Att: Golda Cox P.O. Box 3086Oshkosh, W 54903-3086. Informationshould be received four months priorto the event date.

October 7 - WICHITA, KS 1992 Staggerwing InternationalConvention. 60th Anniversaryof Beech. 6 /455-1974 455-3594.

October 9 - EVERGREEN,AL - 2nd Annual SE EAAChapters Fly-In. 205/743-3916.October 10 - MT. VERNON,TX - EAA Chapter 834 Fall FlyMarket /Swap Meet.903/856-2992.October 9 -11 MORIARTY,

NM - 1st Annual EAA NewMexico Fly-In. Workshops, Forums, Fly-market. Fridayevening activities, Sat. eveningawards banquet. Camping onfield motels. Call 505/264-0331for brochure.

October 10 SAN MARTIN,CA California Antique AircraftMuseum open house. 12 - 4pm12777 Murphy Av across fromSouth County airport. 408/6832290 for information.October 10 ATLANTA, GA1st Annual Biplane Fall Classicat Stone Mountain airport. Biplanes will be judged in a variety

of catagories. Call 404/413-7112

October 15-18 - DALLAS, TX- National WW Glide r PilotsAssn. 50th Anniversary Reunion.404/972-71 00.

October 17 - FARMVILLE,NC - EAA Chapter 960 PancakeBreakfast Fly-In. 919/756-4098.October 17 - DAYTON, OH EAA Chapter 610 Tour ofWright Patterson Air Force Base.Museum and restoration shop .513/767-8751.October 17 - TAZEWELL,

TN - Mountain Pilots Assn. Airport Day/Pancake Breakfast.Rain Date 10/18. 606/248-8073.October 17 - WALLS, MS 4th Annual Twinkletown AirportWings and Wheels Fly-In/DriveIn. 901/755-3482.October 16-18 KERRVILLE,TX Southwest EAA RegionalFly-In. Call 915/658-4194.October 16-18, HAMPTON,GA Wings and Whe e ls MotorFair Fly-In and Airshow, Autoshow and flea market. HenryCounty Airport Bear Creek)

plays and awards for all classesof aircraft. Contact: DougTeague, 704/754-3598 days) orevenings Norman Rainwater 704/328-5807.

October 24-25 WINCHESTER, V A Winchester RegionalEAA Fall Fly-In at airport. Trophies for winning showplanes.Pancake breakfast Sunday. Concessions and exhibitors. All welcome. Contact Al or JudySparks, EAA Chapter 186 at703/590-9112.

October 23-25 - REKLA W,TX - 8th Annual Flying M RanchFly-In/Campout /EAA Chapter727 Picnic. 409/369-4362.

October 24-25 - AUGUSTA,GA - Boshears Memorial Annual Fly-In. 404/738-8377.October 24-25 - WINCHESTER, VA - EAA Chapter 186Fly-In and Pancake Bre akfast.

703/590-9112.November 8- HALF MOON

BAY CA - 3rd Annual Fall FlyIn/Airport Day Open house.415/726-3417.


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NEW MEMBERSThomas C. Ahlers St Charles MOJerry Albamonte Barrington Hills ILJulian D. Allen Alexandria VARobert H. Allred Brownsboro ALDavid R Anderson Victorville CANorman R Anderson Newport RIJoseph AntalKitchener Ontario CanadaDavid J. Ardoin Opelousas LABill Babcock Renton W AJeffrey P. Backstrom Fairfield IAAlbert L. Barger Poynette WINorman Beachum St. Louis MOPaul R. Beck Sausalito CATerry Becker Cavailer NDTerry Bennett London Ontario CanadaTerren G. Berg Berkeley ILJames Bergo Minot NDFred Betzoldt Brighton MIRobert M. Bird Zephyrhills FLJohn A Bodine Geneseo NYTimothy R Bodine Salina OKDan Bodony Fishers INClifford Bond Baker ORJames D. Braden Clay Center KSKevin Brooker New Milford CTCharles M. Brooks Tucson AZJohn G. Brown Imperial MOMarkley Brown Santa Barbara CAMark C. Buist Kennesaw GAJeffrey Burnett Baltimore MDSteven R. Bussolari Concord MAArte Butler Greenwood MSJohn Cartwright Athens GAM J. J. CatherwoodCambridge EnglandDale Compton Pocahontas ILGeorge V. Copland Duncan OKMike Crawford Lousiville GAKenneth W. Davis Walnut CAPhilippe Denis FranceDavid Dewey Waukesha WIHarold C. Dexter Jackson MI

Karl Garman Crystal Lake ILW. R. GordonEdmonton Alberta CanadaKenneth J. Gouvin Pawcatuck CTWayne Goza Ft. Payne ALStephen H. Green Lakewood COMax O. Gregg Jr. Chesnee SCGeorge M. Greiman Garner IACharles Gutzman Petersburg ILD. Haarbye Oslo NorwayWilliam J. Halpin Eden Prairie MNDonis B. Hamilton Paragould ARDouglas Hancock Gaylord MIArthur S. Harrison Derby KSWoody Hart Ames IARoger Hasz Flagler CODon Hayes Dayton OHEdward M. Heald West Chester PAHoward A HeckendorfBrookfield WIPaul Hempel Brighton ILBuren F. Herod Mount Prospect ILScott Herring Yorba Linda CAPhil High Marion IAJames O. Hintz Galena OHTom G. Holz West Bend WIJames P. Hoppin Bloomfield Hills MIRichard Hoyle Vincent ALCharles Hubscher Mt. Pleasant MIW. E. Hudson Marietta GAEarl D. Huggan West Palm Beach FLPaul E. Isakson Amery WIRalph E. Jeffers Peru INHarold C. Jeppsen Weatherly PADavid Lee Jewell Cincinnati OHClair A. JohnsonBlooming Prairie MNJay Johnson Colorado Springs CONorman P. Johnson Garland TXRobert H. Johnston Houston TXJim Jones Newton IAJim Jones Cadott WISamuel R. Jones Benicia CA

Jeffrey Lo San Jose CAHubert Loewenhardt Stonington CTEfrain Lopez San Juan PRConstant O. Maffey Cranford NJThomas J. Manial Saginaw MIDavid C. Mann Verona WIGary W. Martin Island Lake ILDouglas L. Mays Chenoa ILWinston R. Mc Call Medford ORDaniel McCutcheon Westfield INBryan R McFarland Conifer CORodney E. McFarland

Huber Heights OHKeeling McLin San Antonio TXWilliam J. Meadowcroft Jackson MIMichael K Melvin Kernersville NCWilliam Meznarsic Northlake ILBetty June Miller Sellersville PALen Miller Sayre OKJ ames Moore Hephzibah GAJeff Morgan Salem INI. M. MorrisMarsh Gibbon Bister EnglandBarry Mountain Powell River CanadaTodd L. Mountain Harrisburg PACharles C. Myers Estelle Springs TNJohn A Nelson Urbandale IABreece C. Nesbitt Jr. Denver NCJ. E. Nickless Boonville CAFrank O Brien Liverpool NYWilliam S. Ogarek Perth Amboy NJEdward B. OliverNew Smyrna Beach FLTom Oreck Houston TXDaniel C. Oswald CanadaCharles R. PattersonMedford Lakes NJRobert Pavlovich Franklin WILeonard Paynowski Las Cruces NMJohn Perricone Romeoville ILBlackwell B Pierce Weldon NCGary Pohlner U.A. ERichard A. Porayko

NEW MEMBERS Continued from Page 28)


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Eugene E. Rogers Apopka, FL James Stevenson Shreveport, LARaymon C. Ross Jr Birmingham, AL Warren StewartDaniel G. Sapiro San Diego, CA West Hill, Ontario, CanadaCameron G. Saures Reynolds, ND Roy A. StiglingTony Schiano Old Bridge, NJ Somerset West, South AfricaRon Schmal Dakota, MN James S. Stilwell Fayetteville, NCDavid See Ft. Worth, TX George Studer Kerrville, TXDennis C. Seiler Deckerville, MI Terry Thompson Zanesville, OHRichard A. Shaw Anchorage, AK Gary W. Todd Rogers,OHWilliam H. Shaw Rochester, NY Gerald A Tokasz Elma, NYPeter Campbell Sheffield Dale E Turner Punta Gorda, FLPapakura, New Zealand Walter F. Ubele Burlington, WIBob D Shenk Harrisonburg, VA Glen R. Van Kesteren Northridge, CARichard W. Sheppe Jr Post Mills, VT Luis F. Villar Stuart, FLRichard J Sherwin Edmore, MI Richard Vogelsang Chula Vista, CAHans Shin Tyreso, Sweden Merlin Vollman Pearland, TXPerry Shipman Juneau, AK Joseph A. Wadsworth Niles,OHDavid M Shuster Saline, MI Ulr ich Wenger Stansstad, SwitzerlandWilliam Siddons III Hillsboro, TX Jackson E. Wetzel Pleasant Lake, INJoseph S. Siske Fletcher, NC Matthew S. WhittleseyDennis L. Smith Lexington Park, MD Grand Junction, COHarry V Somers San Diego, CA Robert G. Wilkerson JrRobert E. Spamer Joppa, MD Herkimer, NYA Lee Spencer lola, KS Ronald J Wilson Lancaster, CAJoseph H. Sroeger Chagrin Falls, OH Lawrence Winchell JrMirwood A. Starkey Mooreland, IN Port Republic, NJMark C. Steffens Stevensville, MI Irving J Wischmeyer Rochester, NYDoug Steinhoff Pickett, WI Bruce D. Young Bellevue, W AJerrold B. Stevens Salem, OR Mark G. Young Vancouver, WA

MEMBERSHIPINFORMATIONEAA

Membership in the Experimental AircraftAssociation, Inc. is $35.00 for one year,including 12 issues of Sport Aviation.Junior Membership (under 19 years ofage) is available at $20.00 annually.Family membership is available for anadditional $10.00 annually. All majorcredit cards accepted for membership(FAX (414) 426-4873.

ANTIQUE/CLASSICSEAA Member - $20.00. Includes oneyear membership in EAA Antique-ClassicDivision 12 monthly issues of TheVintage Airplane and membership card.Applicant mustbe a current EAA memberand must give EAA membership number.Non-EAA Member - $30.00. Includesone year membership in the EAA AntiqueClassic Division. 12 monthly issues of TheVintage Airplane, one year membershipin the EAA and separate membershipcards. Sport Aviation QQ included.

lACMembership in the InternationalAerobaticClub, Inc. is $30.00 annually which includes 12 issues of Sport Aerobatics. AllIAC members are requiredto be membersof EAA.

WARBIRDSMembership in the Warbirds of America,Inc. is $30.00 per year, which includes asubscription to Warbirds. Warbird members are required to be members of EAA.

EAA EXPERIMENTEREAA membership and EAA EXPERIMENTER magazine is available for$28.00 per year (Sport Aviation not included). Current EAA members mayreceive EAA EXPERIMENTER for $18.00per year.

FOREIGNMEMBERSHIPS

OFFICIAL COVERING SYSTEMS INTERIOR ITEMS


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Tubes Instruments ..Wheel. Brakes & Axles Propellers .Tail Draggers

-Master Cylinders Plywood.Nails

DIRECTORY01 Registered Civil andMilitary Aircraft~ R 1995

PAGES INCLTAX SHPG.1992 93LImitedEdition.Lists over 18,000 owners ofpre-1946 aircraft by address, city, and state; crossindexed by N number,make,PG.SIZE B.S X ' model and series.Bonus! Lists all operational aircraft by yearbuilt, make, model and series. Everything youneed to buy, sell or evaluate aircraft!MASTERCHARGE VISA ACCEPTED1-800-2n-8960 C!CPROFESSIONAL PRESSP.o. Box 4371 Chapel Hill, NC 27515-4371

i -stitS -Randolph -Cushion Sets. ; -Ceconite -A ir-Tech Headliners Seat. ' Dopes. Fabrics. Tapes. .Carpetlng Sl ingsPrimers & Accessories -Canopy & Windshield Covers.Baggage CompartmentsFABRIC ENVELOPES.stits - Pl03 and HD2X2 "AN" HARDWARE-Ceconite- lOl andl02 Bolts Qt=:=::a- Rivets Nuts -Washers .P insDROP-IN INTERIOR KITS .Rttings .Screws eat--Antique & Classic Aircraft -FastenersCall for Subscribeyour toFREE copy JlEROPLANEof our1992 ~ Wcatalog

CoIl1-800-831-2949 To orderACCESSORIES & ~ ~ ~ f ~ ~ I L SW indshields -Rlters.Shock Cords . Tires ' ;-Tailwheels -Spark Plugs . AIRFRAME PARTS

Where The Sellers and Buyers Meet. .35' per word, $5.00 minimum charge. Send your ad toThe Vintage Trader, EAA Av iation Center, P.O. Box 3086, Oshkosh, WI 549032591.

AIRCRAFT:1947 CESSNA 120 PROJECT - Taxi damage. If you want something

4130 chrome-moly tubing throughout, also complete fuselage repair.ROCKY MOUNTAIN AIRFRAME INC. (J . E. Soares, Pres.), 7093 DryCreek Rd ., Belgrade, Montana. 406-388-6069. FAX 406/388-0170.Repair station No. QK5R148N.GEE BEE Racers - Super Scale model. Plans used for Delmar'sR-2. Plans Catalog/News $3.00, refundable. Vern Clements, M9297, 308 Palo Alto, Caldwell, ID 83605. (12-3)VINTAGE AIRCRAFT AND ENGINES -Out-of-printliterature: history; restoration; manuals; etc. Unique list of 2,000+ scarce items,$3.00. JOHN ROBY, 3703V Nassau , San Diego, CA 92115. (Established 1960) (c-1 0/92)C-26 Champion Spark Plugs - New and reconditioned. New - 14.75,reoonditioned - $5.75 to $9.75. New wire ends, $4.75. Eagle Air, 2920Emerald Drive, Jonesboro, GA 30236, 404/478-2310. (c-10/92)1930's Kollsman "Bubbleface" compass, have several, N.O.S., $225


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lyhigh with aquality Classic interiorComplete interior assemblies for do-it-yourself installation.

Custom quality at economical prices. Cushion upholstery sets Wall panel sets Headliners Carpet sets Baggage compartment sets

Firewall covers Seat slings Recover envelopes and dopesFree catalog of complete product line.Fabric Selection Guide showing actual sample colors andstyles of materials : $3.00.

Q i r t ~ R O D U T S INC.259 Lower Morrisville Rd ., Dept. VAFallsington, PA 19054 (215) 295-4115

p.o. box 468madison, north carolina 27025(919) 427-0216

AWWAMEMBER

974 pages of practical, provenconstruction techniquesfor homebuildersBY : TONY BINGELIS

EXCELLENT REFERENCE SOURCEMAKE GREAT GIFTS FOR THENOVICE OR EXPERIENCEDBUILDER - DON'T BUILDWITHOUT THEM

Information every builder needs, wilh alilhe righl answers at one's fingerlips . Prepared by Tony Bingelis specifically for EAA and SPORT AVIATION,Ihese publications are profusely illustrated with photos, cutaway drawingsand easy to understand descriptions that clearly resolve the most complicated problem. Invaluable male rial for anyone designing, building, restoringor maintaining sport aircraft. Order your copies today.SPORTPLANE BUILDER.... S19.95IAircraft Construction Methods - 320 pages l SPECIALFIREWALL FORWARD . . . _. $19.95 OFFERIEngine Installation Methods - 304 pages) ... order all three for iustSPORTPLANE CONSTRUCTIONTECHNIQUES _ $20.95 $52.97IA Builder 's Handbook - 350 pagesJ Add S6.95 postage and handling .Send check or money order - WI residents add WI residents add 5% sales tax .5% sales tax . Add S2.40 postage and hand lingfor each oublication ordered .Order immediately by calling EAA's Toll Free Number 1-80C).843.3612or call (414) 426-4800

ajor credH cards accepted.EAA AVIATION FOUNDATIONEM Avialion Center Oshkosh, WI 54903-3086

POLY FIBER COVERINGTHE BEST GETS BETTER WITH NEW HIGH

STRENGTH LOW ELONGATION FABRIC STYLESOUTSTANDING QUALITIES

Long Life Flexible Coatings and Finishes Developed Especially for Aircraft Fabric. Will Not Support Combustion Proven Durability on Thousands of Aircraft World Wide Since1965. Easy Repairability. Lightest Coating System ApprovedUnder an FAA STC and a PMA Most Economical CoveringMaterials Considering Many Years of Trouble Free Service.FAA STC Approved for Over 690 Aircraft Models.

,INC.


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Aviation Underwriting AgencyP o Box 35289 Greensboro NC 27425

BeCOllle Member f The BAAAntique/Classic Insurance Progralll!


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OSHKOSH REMEM ERS The eroes World War

t has been more than 50 years since thestart of World War II. EAA OSHKOSH hasbecome a focal point for ct ivi t iessurrounding the events and people whoserved their country during this turbulentperiod of history. "OSHKOSH REMEMBERS"focuses in depth on the activites of thesegroups during EAA OSHKOSH '92. You'llrelive the famous Doolittle Raid on Tokyowith members of the crews; hear first-handaccounts from the "Aces" of the 357thFighter Group; learn about the unsung roleplayed in the War effort by Glider Pilots;and discover how the Tuskegee Airmenworked to remove segregation in the ArmyAir Corps. You'll hear the comments fromthose actually involved .. .a rare and livingpicture of history. Available Oct. IS, 1992.


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vintage airplane - oct 1992

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