vintage airplane - apr 1993

8/12/2019 Vintage Airplane - Apr 1993

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EDITORIALSTAFFPublisher

Tom Pobe rezny

April 1993 Vol. 21, No 4

CONTENTS1 Straight & Level /

Espi e "Butch" Joyce

2 lC News /compil ed by H.G, Fr autschy

4 AeroMail

5 Coast To Coast Via Airknocker / Lyl e Wheeler

9 Andy and Joy Heins' Stinson 10S/Andy Heins

12 Reminiscing With The TM Scout /Ed D. (Skeeter) Carlson

13 Thomas-Morse S-4C Scout - NowThat's Really An Antique! /H.G. Fraut schy

18 What Our Members Are Restoring /Norm Petersen

21 Don Lee's Beech D1SS /Norm Petersen

24 Pass it to Buck /E ,E , " Buck " Hilbert

25 Mystery Plane /G eor ge Hardi e

26 Welcome New Members

27 CalendarPage 2130 Vintage Trader

FRONT COVER Complete w ith Alo b a m a cl a y c linging to the tires, RogerFreeman lives the life of a WW I avia tor in the Thomas-Morse S -4C Scout he andhis father Ernie brought to Aerodrome '92. Complete with an aD hp Le Rhone

t:::;;#:::='=3 rotory engine. the Scout brings back the sights, sounds and smells of eorlyaviation history. Photo by H.G . Frautschy. shot with a Canon EOS - l equippedwith an aD-200mm lens . 1/ 500 sec . at f5.6 on Kodak Ektachrome 64 .

Vice-President ,Marketing and Communications

Dick MattEditor-in-Chief

Jack CoxEditor

Henry G. Frau tschyManaging Editor

Go lda CoxArt DirectorMike Drucks

Computer Graphic SpecialistsOlivia L Phillip

Sara H a nsen Jennifer LarsenAdvertising

Mary JonesAssociate EditorNorm Pete rsenFeature Writers

George Hardie, J r. Dennis ParksStaff Photographers

Jim Koepnick Mike Stein ek eCa r l Sc hu ppel Donna Bush man

Editorial AssistantIsabelle Wiske

EAAANTIQUE/ CLASSICDIVISION, INC,OFFICERSPres ident VicePresident

Espie ' Butc h ' Joy c e Arthur Morgan604 Highway St. 3744 North 51st Blvd .

Madison , NC 27025 Milwaukee , WI 53216919/ 427-0216 414/ 4423631

Secretary re sure rSteven C . Nesse E.E. 'Buck ' Hilbert

2009 Highland Ave . P.O. Box 424Albert Lea, MN 56007 Union, IL60180

507/373-1674 815/923-4591

DIRECTORSJohn Berendt Robert C. ' Bob' Brauer

7645 Echo Point Rd . 9345 S HoyneCannon Falls, MN 55009 Chicago, IL60620

507 /263-2414 312/779-2105Gene Chase John S. Cope land

2159 Carlton Rd . 28-3 Williamsburg Ct.Oshkosh , WI 54904 Shrewsbury, MA01545

414/231-5002 508/842-7867Phil Coulson George Daubne r

28415 Springbrook Dr. 2448 Lough LaneLawton , MI49065 Hartford , WI 53027

616 /624-6490 414 /673-5885Charles Harr is Stan Gomo ll

3933 South Peoria 1042 90th Lane . NEP.O . Box 904038 Minneapolis, MN 55434Tulsa, OK 74105 612/784-1172

918/742 7311Dale A . Gustafson Jeannie H ll7724 Shady HillDr. P.O. Box 328

Indianapolis , IN 46278 Harvard. IL60033317/293-4430 815/943-7205

Robert Lckte ig Robert D. ' Bob' Lumley1708 Bay Oaks Dr. 1265 South 124th SI.

Albert Lea , MN 56007 Brookfield , WI53005507/373 2922 414/ 782 2633


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INTERNATIONAL EAA ANTIQUE/CLASSIC HALL OF FAME

n this page is the nominating petition for the EAA Antique/Classic Division Hall of Fame. If you wish tonominate an individual who you believe has made a significant contribution to the advancement of aviationbetween 1950 and the present day, please make a copy of this form, fill it out and send it to: EAA Aviation

Center , P.O. Box 3086, Oshkosh, WI 54903-3086. Please mark the envelope: EAA Antique Classic Division Hall of Fame, Attn: Mr. Espie Joyce.Please be as thorough and objective as possible. Attach copies of materials you deem appropriate and

helpful to the committee.he person you nominate must have advanced the field of aviation during the period 1950 to the present

day. They can be a citizen of any country, and may be living or dead. Their contr ibution could be in the areas of flying, design, mechanical or aerodynamic developments, administration , writing, or some other vital, relevant field, or any combination of fields that support aviation.

o be considered for induction into the EAA Antique Classic Hall of Fame during 1993 , petitions mustbe received at EAA Headquarters no later than May 21 1993.

EAA ANTIQUE/CLASSIC DIVISION

INTERNATIONAL HALL OF FAME NOMINATING PETITION

Person Submitting this petition:NameStreet ___

State ZIP _ i ~Person nominated for induction in the EAA Antique/Classic Division Hall of Fame:

Name: ------------------------------------------------------------------------------------------------------------St reet: ___

City State Z P -

Date of Birth If Deceased, Date of Death _

Area of contri butions to aviation _

Date or time span of the nominee s contributions to aviation. Must be between 1950 - to the present day.

Describe the event or nature of activities the nominee has undertaken in aviation to be worthy of inductioninto the EM Antique/Classic Division Hall of Fame. _


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M IL

Part of a collection that resides in the Boeing Aeronautical Library includes a series of original photos from the early days of NationalAir Transpor t later Un ited Airlines.) This unique photo features an N T Travel Air 5000 and its pilot making a mail connection in theWestern U S . The sleek, modern Travel Air and the stagecoach with the well armed cowboys make an interesting depiction of the con -trasts in transportation that were still in practical use in the 1920s. Anybody recognize either the pilot or the location?


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he Only ay to Fly

As the GMC Jimmy turns off themain road onto the dirt path, I can seethe nose of N2984E peeking out of thesmall hangar on the little 700 foot farmstrip that she has called home for th e

b y Lyle D . Wheele r

Paula for the night as there is fog forecast for the next morning. I do not liketaking a strange airplane (especially anunknown used airplane) over unfamiliarcountry at night but this " Little Jewel

dication that there may be a problemwith the radio is when I try to call FoxTower at Lancaster and all that I canhear is static. No probl em - I like flyingwithout radios anyway - the only way to


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lated parts of the United States. Notonly must you plan this leg, but what isavailable on the next leg is also verycritical. More than one planned routehas to be changed because the next legdoes not have suitable facilities.

The above situation dictated thatearly Saturday morning, June 20. The"Little Jewel" says goodbye to WestTexas Airport and heads down Interstate 8, toward Fort Stockton, Texas.What the heck - we worked hard theday before so why not relax and use the"highway compass" for a while? t isanother beautiful morning and thepassage through a narrow gap in theSierra Diablo Mountains, about 10

miles northwest of Van Horn, Texas,

tain portion of the trip. GOSH , I LOVEis the most scenic of the enti re moun-THIS KIND OF FLYING

Time sure flies when you are havingfun and shortly the wheels roll to a stopat the gas pumps at Ft. Stockton.

The next three hours were the worstof the whole trip. They were so bad thatI hope I never see Ft. Stockton again,ever The AOPA book says the placehas fuel and is attended during daylighthours. Don't believe it

The office was open but nobody wasaround. I finally found a phone numberto call for service and was just ready todo so, when a very nice lady drove up ina station wagon. She announced thatshe and her husband run the place and

she gladly filled the tanks on the Champand collected the money.

In my efforts to be a safe pilot, I always take a fuel sample after each refueling operation - just to make sure.When I pushed the probe of the samplerinto the quick-drain, only a very fewdrops came out into the cup. -what have we here? Even with thequick-drain full open, there are only afew drops coming out of it Good griefLet's check the other tank The othertank checks with exactly the SAMERESULTS Just what do we havehere ? NO WA Y WILL THIS " UTTLE JEWEL" LEAVE THEGROUND UNTIL WE KNOW THE

beautiful morning it isand I am going to get to fly the wholeblessed day

A quick attempted call to the toweron the radio confirms that it is indeednot working - but, what the heck, whoneeds a radio in an Aeronca Champ Aphone call is made to the tower forclearance to use light signals and theChamp is on her way

The sun is still low in the eastern skywhen the l i t t le Aeronca rounds thesouth edge of the Palmdale ATA and

we set t le in for a nice leisurely triparound the mountains and restricted areas to Twentynine Palms - our next gasstop. As we proceed East, the compassis telling me that we are headed 060 degrees. There is no wind so there mustbe something wrong with this picture.Let 's see, 14 degrees east variationwould make a magnetic course of 076degrees. Ah hal She has 16 degrees ofeast deviation on an easterly heading Imust remember that little fact Turning the radio back on did not changethis deviation factor.

A quick stop at "29" Palms wherethe two wing tanks (one of many STC'dmodifications on this little Champ) are

temperature of almost 100 degreesF., those mighty 85 horses may just gettired and the little Champ could findherself in one of those high valleys unable to climb out. No thanks, we will gothe longer lower route via Tucson andInterstate 10. Yes, it is a little bumpynow - the "G" meter shows from aplus 2 to a plus/minus 0, but the littlebird makes no complaints as shesqueaks onto the runway at Willcox.

A quick call to Flight Service (boy,those people have a hard time briefingfor an Aeronca Champion flight ) showsgood weather with a slight tailwind.

Hot Dang - we are going to make EIPaso tonight The temperature in EIPaso is reported at 105F. and it is prettyhot here in Willcox, too, but this littleChamp has a "can do" attitude and shecan handle it.

Having no radio or transponder, 84Eis restricted to uncontrolled fields, sothe only available airport in the EI Pasoarea is West Texas, located on thesoutheast edge of town. The logical wayto get there is to go around south of thecity, over the edge of Mexico, and backinto the airport. Knowing the Champmayor may not be found on radar, itwas assumed that it would be seen onlyas it came back into the United States


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work on his Cessna 172, and I told himmy story. His reply was, "Oh, that 'snormal - they may have decided thatthey just did not want to come back "To shorten the story even more, I borrowed a wrench and bucket and in lessthan 10 minutes, we were ready to fly.

Whatever happened to the "nicelady" and her husband, I will neverknow. OUR problem was that two bugs,of the same lineage, had decided thequick-drains would make very goodhomes and when I tried to check thefuel, the probe smashed the bugs upinto the openings, thus blocking theflow of fuel out the drain. The gas wasgood. Needless to say, a new samplingprocedure has been developed.

Quickly file a flight plan, I get the"Little Bird" on her way to Brady,Texas. A very interesting leg. Remember the 16 degrees of deviation that wasfound coming out of Lancaster?? Well,this stupid pilot didn't

Ft. Stockton will be remembered fora long time, but now, it is time to get

back to having fun. HOT DANG, itfeels good to be back in the air againThe little Champ is purring like a verycontented kitten and we know she hasgood clean fuel in her tanks. Her noseis pointed in an easterly direction andall is well.

The checkpoints on the direct coursefrom Ft. Stockton to Brady, Texas, arefew and far between. The visibility hascome down a little, but nothing to worryabout. We are now about 85 miles outand I can just barely make out the townof Big Lake off the left wing. Yep, justa few miles off track to the north. My,everything sure looks the same on theground in this part of the world Let'ssee - if we go almost due east from here,I should find the town of Eden, where I

can pick up the road into Brady. Ohyes, there is the town of Christovalabout half way that will let me knowthat I am on course. Let 's see nowT.C. of 90 degrees, minus 8.5 degreeseast variation, makes a compass headingof about 081 degrees. There is no wind,liitl Ch t h h di d

ation that the Little Champ told youabout coming out of Lancaster. DUMB,DUMB, DUMB

Having found ourselves again, wefollow another road into Brady, where avery nice grass runway was waiting tocaress the wheels of this little "Sweet

heart" that I am flying.When I call Flight Service to closeour flight plan, I discover that it is neveropened. t seems that even though theyhave been advised to open it at my assumed departure time, they had notdone so because I had not called themon the radio. When I ask how I couldhave done that when the flight plan indicated NO RADIO, they could not answer me. Oh well, what the heck - weweren't on course anyway. (As waspointed out before, modern day FlightService seems to have a problem withLOW, SLOW, NO RADIO airplanes.)

A new load of fuel, and the runway'ssoft grass la unches us on our war toLampasas, Texas , 65 miles to the eastwhere we plan to spend the night.

WRONGt

seems that there are acouple of sports car shows in town andEVERY motel/hotel room is filled. Novacancy anywhere in town.

The airport manager suggests that wego on to Killeen, Texas, even though itis directly on the other side of two control tower airports. A quick call to theapproach controller and the li t t leChamp has permission to fly directlythrough his control zone , even thoughwe have no avionics. There are restrictions of course, but the fact that they arewilling to cooperate has sure saved abunch of flying time. Maybe we will geta hot meal tonight after all

The FBO at Killeen is just locking upfor the night when the little Continentalcomes to a halt by his gas truck . He is

very accommodating and soon both theChamp and myself are tucked in for another good night's rest.

HOT DANG - THIS REALLY ISFUN The problem is - the weather issoooo good and the tailwinds are working soooo well - the trip will be overtooooo soon To bad, we are about halfway home already

Management of the Killeen Holiday

Inn is to be complemented for subscribing to the Weather Channel for theirguests. When it is turned on at 6 a.m.on Sunday , June 21, I am informed ofsome very nasty weather that is overWest Central Texas, moving towardKilleen. f Champ 84E is going to be inthe air today, she had best not stayaround very long. A quick call to FlightService confirms the news, so it is a"hurry-up" breakfast, a quick ride to theairport and off into the wild blue for another great day of our favorite thingFLYING.

Livingston, Texas sits on the shore ofLake Livingston, 16 miles to the east.We are out well ahead of the weatherand the visibility is great, so the littleChamp is sitting at the gas pump on Liv

ingston airport in what seems like just amatter of a few short minutes.t is a nice little one runway airport ,

but the place appears to be deserted.The AO P A book says it is attended 24hours a day. Yep, it has runway lights,but there sure aren't any people around.After all, it is after 9 a.m. on Sundaymorning - where is everyone?

Several knocks on the door of themobile-home, out back of the hangar,brought absolutely no response. Thewall of the phone booth produced anumber to call for gas. When that number is dialed , the phone in the hangarrings and is answered by a sleepy malevoice who informs me that he will beright out. t turns out that a phone alsorang in the mobile-home, waking up the

FBO owner.The Champ is refueled and ready togo, and just as soon as yours truly gets a


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drink of water , we willbe back in the air where we belong.

"Where is the water fountain?""Oh, see that horse pen out back?""Yes.""Well, there is a hose to put w ater in

the horse water tank; turn it on at thewell, let it run to get cool and drink allyou want. Oh, by the way, when you arethrough, please put the hose in the tank

s the horse needs water this morning ."Having been born and raised on a

farm in West Central Illinois, I haveshared the livestock watering facilitiesmany times in the past, so this was justfine with me. Boy, this trip is sure taking me back a "thousand years" HOTDANG, little Champ - I love you - youREALLY ARE a "Magic Carpet"

After another fun filled 2.3 hours, weare sitting in front of the FBO office atOpelousas, Louisiana, where the ownerinsists that he get some pictures of theairplane and a note from me describingour little trip. t seems we are some-what of an oddity and he wants us forhis guest book. I forgot to mention, thesame thing happened at Willcox , Ari-zona.

On our way again it is under the Ba

the office was closed andlocked and the only pay telephone onthe outside wall did not even have aphone directory. A thorough search ofthe smudged notes on the wall, pro-duced only one phone number that wasrecognizable - " Gene's Taxi". A callwas made to that number and the nicegentleman who answered advised methat he was closed for the day. Thesepeople in the small town are veryfriendly, and after I explained my problem, this nice man (turns out to beGene) came out to get me in his per-sonal car. Gene advised me that the

airport is "closed on weekends," but itwould no doubt be open sometime thenext morning. With that, he took me tothe nearest motel , with the promise toreturn when I called the next morning .

Too bad - the fun is almost over Weare getting awfully close to home - lookslike we will make it tomorrow.

Monday morning, June 22. In lessthan 7 minutes after the 7:15 a.m. call to" Gene's Locksmith and Taxi ," "Mrs.Gene " has me in the cab on the way tothe Bay Minette airport. (Can you visualize service that fast in the big city?)She advises that no one would be at theairport, until sometime after 8 a.m.,hopefully by 8:30 at the latest

short order.A very quick stop (12 minutes shut

down-to-start-up) puts us on our way toQuincy, Florida.

Of all the stops that this old manmade on a recent similar trip to Canada,and thus far on this trip , the Quincystop is without a doubt the most cordialof them all. The wheels kiss the velvetygrass landing area, and as we taxi toward the ramp , the owner of the FBO iss tanding there wearing a very largesmile, directing us to his gas pumps . Assoon as the little Continental is againsilent, he opens the door, greets uswarmly, requests our needs, and directsme toward the cooler containing FREEsoft drinks. Without being asked, hecleans ALL of the windows. (This wasthe only time on both trips that anyoneeven mentioned cleaning ANY windows ) When we lift off of his beautifulgrass on departure, this same person isagain standing on the ramp waving tous. What a refreshing experience in thisday and age of cold indifferent busi-ness. I wish him the best of luck.

Nuts , we are getting close to homenow. A few of the normal Florida" thunder bumpers " are starting tobuild, but no problem. Dunnellon, ourfinal fuel stop comes into view and weboth know it is almost over.

The little Champ seems eager to getto her new home as we climb into theafternoon bumps of summertime flying

in Florida . Due to the constant seemingly unfriendliness toward "little airplanes" by Tampa and Sarasota A TC,we are required to make the long de -tour around to the east of Lakeland,before setting course to Venice. t addsmany minutes to the flight, but, whatthe heck, I'm enjoying every minute ofit to the fullest.

November 2984E makes a couple ofturns over the Venice airport to get thelayout of her new home, and thenmakes an ever so gentle touch down onthe grass beside the paved runway . Forme it is quite a let down. The trip isover, but HOT DANG IT SURE HASBEEN FUN I also know the love af


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by ndy Heins

On September 1991, I purchased a1946 Stinson 108, NC97141 s n 4 fromMr. Dan Wagner of Sturgis, Michigan .Along with the Stinson came a truckloadof spare Franklin 150 parts and a newbottom cowl and wheelpants . Havingobtained my Private ticket only a month

li i b h Mik 1950 C ll i

such sensitive controls. The flap lowering speed on the Stinson was what I

cruised at with the Callair. The aileroncontrol was light and responsive and therudder was very sensitive. After 7 or 8landings on the grass without too manyproblems, I then shot a few landings onthe hard surface. Although I didn t haveany problems there either, I quicklyb h h S i

happy with the paint scheme , all whitewith a thin red stripe and large red N

numbers on the fuselage . I always preferred an original paint scheme. The bottom cowl had a large crease as if someone had taxied into something. Thenose bowl had cracks , the fairings were alittle rough, the wheelpants needed to berepaired, etc. , et c . Since it was nowN b I fi d h i I b


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Prior to restoration, the Heins Stinson didn t look too bad - just a bit worn a roundthe edges.

visual inspection can be performed onthe crankshaft and camshaft. Both thecrank and camshaft looked as if theywere brand new, with no scoring or wear.At this point, things looked very promising . After consulting several mechanicfriends, the consensus was to clean th eengine thoroughly with kerosene underhigh pressure and to reassemble th eengine and watch the oil pressure .

With that in mind we decided tomak e the engine the last item to complete on the aircraft. All control surfaceswere removed and taken home to b estripped and cleaned. I also brought allthe fairings and cowling home to workon since my hangar , which I rented fromEAA Chapter 48, was unheated and thecold weather had started to set in. FromNovember until the end of J anuary, myfriend Jim and I spent countless eveningsstripping the severa l l yers of paint offthe control sur faces, fairings and cowlings. After stripping my basement full ofparts, it was then that I r ea lized all myfairings were not in the greatest of shape .My no se bowl had more cracks andpatches than I could stand. Even the e levators and rudder had a lot of nicks anddents. We picked the few parts deemeduseable and cleaned them further toremove any trace of paint.

Out of all the fairings and metalpieces on a Stinson all we kept were the

wing root, tail fairings and the windowretainer pieces . The fairings for thelanding gear, gear fillet, upper and lowerstrut , fuselage shroud, fuselage pan andfirewall pan were all replaced. Thanks toUnivair for having all the necessaryparts. The gear was stripped cleaned,primered and painted. The wheels wereremoved , hubs split, new bearings andraces greased and installed. New pucks ,clips and buttons were used on the original Goodyear brakes. The tail wheel wasremoved and the tailwheel spring andassembly were cleaned primered andpainted. A new Maule tailwheel assembly was purchased from Univair complete with tire and tube and installed.

The vertical and horizontal stabilizersas well as the wing struts were strippedand cleaned.

Late in February, the weather beganto break and we were able to spe nd moretime at the airport. We began by removing the doors windshield and windowglass, instrument panel, control wheels,seats, rudder pedals , floor boards, trimindic ator and flap handl e. The originalplan was to keep the interior intact , butafter going this far , I mad e the decisionto go with a completely new interiorincluding seats, carpet and side panelsfrom Airtex. Now I had a bare shell sitting in my han gar. Then the tediousprocess f wet sanding took place Th

should last 5-10 years lon ger without anyproblem. We began by wet sanding thefuselage, bein g careful not to sand toohard over the seams. The first problemoccurred in removing th e red stripe andN numbers. They had been sprayed onwith polyurethane and sanding them justwasn ' t working. We then came up withthe idea that we would use a combination of MEK, scraping carefully with anX-Acto knif e, and wet sanding. Thisworked real well but added countlesshour s to the process. One warm day,four of us got together and completelysanded both wings and finished the fuselage. t took about 8-10 hours , but I feltas if a major hurdle had been jumped .The floorboards were sanded and giventwo coats of clear polyurethane. Thebattery box was painted and installedand new rudder pedals from Univairwere added.

All hosing for the venturis wasreplaced as well as all electrical wiring.All tubing in the cockpit that could beseen was primered and painted grey, tomatch the interior. The control paneland top cover were stripped primeredand painted . I sent the control wheels,door handles and grills out to be polished. The early model 108's like minehad all metal D shaped controlwheels. All the inside door trim piecesand window retainers were strippedprimered and painted. A new flap handle and trim pieces were purchased and

installed, a lon g with a new tachometerand electric clock.

After all the sanding was completedon the Stinson , we then sprayed all thefabric s ur f aces with rejuvenator. Thefuselage was then sp rayed with a silverfiller coat in order to hide where thestripe and numbers had been. This wasthen wet sanded until no trace could befound of either the stri pe or N numb ers.Now it was time to paint.

In doing some research on myStinson along with the help of theStinson Club and Univair, it was foundthat my particular airplane was one of300 or so early 108's that was paint ed atwo ton e paint schem e f In signia Blue


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would take several more coats to cover.I wanted the Stinson to have a s lick ,shiny finish, so that is why I choseRandolph Ranthane . t gives the airplane somewhat of a we t " look. So,back on the-phone to order more paint.After several days, new paint arrivedand two more coats were applied. Priorto painting, we etched, alodined andprimered every metal piece on theplane. We also went over every bit ofthe aircraft with Prep-Sol, a degreaser,followed by a tack cloth. We then beganthe tedious process of taping off the airplane. All N " numbers were done byhand, using a 24 x6 piece ofPlexiglass s a pattern. The only sten

sils used were of the Stinson logo on thecowl and tail. The day finally camewhen we were ready to spray the blue .The weather hadn ' t been too cooperative, but when we finally had a break, wedecided to take advantage of it. Thetemperature had gotten warm enoughbut would only be that way for that particular day. Since we were rushing to getthings done while the weather held , theairplane probably wasn ' t wiped off quiteas well s it should have been. Pete andJim quickly changed into their paintingclothes and began spraying the InsigniaBlue. Everything went fine spraying thewings, but when they started on the fuselage, the paint began to "fish eye ". Then,with that happening, the paint gunbegan spurting the paint instead of flow

ing evenly . When I heard my brothercussing and yelling, I quickly opened theaccess door to the hangar to find themboth tearing apart the spray gun in anattempt to clean it so the painting couldcontinue. By the time they got it backtogether , the paint on the airp lane hadstarted to become tacky . Pete resumedspraying, and to our amazement , itbegan to cover up the areas where thefish eyes had appeared. With everythingstarting to look better, he decided togive the fuselage one last coat. Withthat he began spraying and the paintbegan to run. By the time he finished,we had several areas on the forwardfuselage where the fish eyes had been

Months and months of hard work p yoff for Andy and Joy Heins when their newlyrestored Stinson 108 takes to the skies again

push it back to mine . When the sunlighthit the fuselage it seemed to magnify theruns. We all were slightly disgust ed,especially my brother. We pushed theairplane to my hangar and began talking about solutions. Only one solutionseemed correct - do it over Since thewings turned out fine , we did nothingbut cover them up with paper and tapethem closed. We then began sanding theblue on the fuselage where any runswer e found . As I said before, the stripeon the fuselage had jagged edges , so Ilightly sanded the edges and when Iretaped the strip e, I made it just a hairbelow the original line. Pete resprayedthe fuselage and it turned out fantastic .

The next item to be completed wasthe engine. The starter , generator , andboth Eiseman magnetos were dissassembled, inspected, reassembled and painted. A new ignition harness and sparkplugs were purchased. All new enginebaffling was obtained from Univair. Allhosing, clamps and electrical wiring werereplaced. The new tach drive gear wasinstalled, the engine cleaned andrepainted to Franklin colors, includingthe red Franklin logo on the top casecover a nd all the valve covers. Theengine mount and firewall , as well as theinside of the cowling were painted silver. New gaskets a nd rubber packingwere installed New engine mount rub

installed . Since the fairings didn 't havepredrilled holes , it took some time tomatch them up with some of the existingholes . All the control surfaces werecarefully gone over, every nick or dentbeing filled with body filler , sanded ,etched , alodined , primered and painted.Every nut , bolt, screw and cotter pin thatcould be replaced on the whole aircraftwas, with the help of good friend andWaco owner Joe McGuire of AirframeSystems Inc ., of Alliance, Ohio. All Ihad to do was call Joe and tell him whatI need e d , and the next day it wouldarrive . Talk about good service

We completed the final assembly inthe remaining weeks of June. When the

day came for the test flight , we pushedthe Stinson to the pumps , and $64.00la ter we were ready to go. Nearlyeveryone who had seen this projectthrough from start to finish was onhand. I gave a hug and kiss to my wifeJoy and cljmbed in the right seat next tomy brother Pete, the test pilot for theproject. The engine started the firstblade and off we went. As we ran theairplane up at the departure end of therunway , I had time to reflect on themonths of working a 10 hour workdayfor USAIR Express, then drivingstraight to the airport to work another 8hours on the Stinson . I never couldhave completed the project without


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eminiscing .

Wi th The T ScoutThe history of vintage ai rp l anes is

amazing . When I have a plane at an air-show or a visitor here at our littl e fieldsomeone a lw ays comes up with a story

about that a ir craft or one like it. So ithas been with my Thomas Morse Sco ut.

Years ag o , John Underwood (ofwriter fame) gave me a photo of a pilotin my Thomas Morse when it was in ac-tive se rvic e at Rockwell Field , SanDiego , California , ab o ut 1918. I h aveused the picture in the display with theScout at airshows. Last spring , Johnca lled to advise me a Di ck Hawthorne,who had given him the photo neg-ative,was coming our way. It was his f -ther , Lt. Lawrence D. Har thorn , (aspelling change was made to the fami lyname in later years) whose photo had

by Ed D. (Skeeter) Carlson

been taken in the cockpit so many yea rsago. Dick wanted to see the ac t u a lfighter his dad h ad flown , as well as sit inthe same cockpit. We certai nly cou ld ac-commodate him.

Dick related how hi s father , though avery young man , was chosen to comefrom E ngland for the purpose of teach-ing av iators at Rockwell Field how to flya Spad. The Spads that were to come

Left) A photo supplied by John Under-wood, and used by Skeeter Carlson onthe poster he displays with his ThomasMorse Scout, led Skeeter to a meetingwith the son of the man pictured in thephoto. The pi lot in the photo , Lt.Lawrence D Harthorn, was the father ofDick Hawthorne right).Below) Skeeter s TM Scout is one of a

handful left in the country, and one ofonly two known flyable Scouts. It lastflew about 3 years ago, but can be madeflyable is quick order.)

from Europe never arrived , so Lt.H awthorne used Thomas Morse Scouts.When the war e nd ed, he stayed in Amer-ica. The Scouts were sold as surplus.

The one I h ave, #38898, went to WilsonAero Corp. of Burbank , and then to PaulMantz , who used her during the filmingof movies lik e " Wings ," " Dawn Patroland others with aviation themes duringthe tw enties and thirties. During 1952 Iacq ui red the bird in a trade with Paul.

In the twenties, Lawrence Harthornturned to Hollywood for flying employ-ment. Dick, how ever, did not know whatmovies his father had flown in. We hopethat this will turn up in future researchby J ohn Underwood , and a r e lookingforward to John's future publications .

The af ternoo n spent with DickHawthorne was very enjoyable. He wasin awe to be able to sit in the plane hisfather had flown 74 years ago, and it wasa pleasure to note the expression on his

face. I only wish when I received the" Tommy " from Paul Mantz all the logbooks would have been with it. How in-teresting they would be


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that over the years Ernie has collected


16/36

that over the years Ernie has collectedenough parts to put together a few mo r eT-M Scouts.) Not many people were interested in old airplanes , but a few , ColePal en, Jack Canary and Joe Pfeif er amongthem, were actively searching out theseaviation relics , helping preserve them forlater genera tions.

At about the same time Ernie star tedthe actual restoration of the Scout, he wasblessed with a son, Roger. Roger grew upwith the project. He recalled that hedoesn't ever remember a car in the garage(sound familiar, anyone and eve ryone?) ,and helped his dad as often as he could.

A number of parts from the basketcase could and were reused - the struts areoriginal , as well as the lower wings, and afew pieces in the fuselage are from theoriginal fuselage. Often, though, the partswere ab le to be used for patterns. Almosta ll of the metal fittings in the airframe areoriginal T-M parts.

Ernie is a collector's collector, anddidn' t just stop after he had enough tobuild one Thomas-Morse Scout - he ha scomponents sufficie nt to build up a total

of four Scouts , one of which could be builtcompletely out of original parts That onewould not be airworthy, but he could buildtwo more flying Scouts with the parts hehas to make up a trio of airworthy T-MScouts . He probably would, to o , if hedidn' t already have other projects thathave also taken up a portion of his time.In addition to the Scout, Ernie has a Standard J-1 project with a Hall-Scott engine ,and has worked in a partnership to complete a Standard J 1 that was used in "T heGreat Waldo Pepper " and "The Rock eteer. " He's also abou t half finished with aCurtiss IN-4D restoration. Ernie 's plate isfull most of the time , and the Scout project took up a long period in his life. Finding all the parts can sometimes be thelongest part of a project.

A suitable engine is often the biggestobstacle in the successful completion of arestoration. Finding a rebuild able motorcan be a tough nut to crack. The biggestpiece of the puzzle proved to be solved bya discovery in a San Diego boat yard.Ernie was able to purchase, for $200, a

pushed up to 1200 rpm for climb. AsRoger Freeman, Ernie's son , puts it: " It 's80 horsepower , but you're talking an 80hp Budweiser Clydesdale On a lot ofreplicas, when they start talking about replacing engines, it usually takes about a145 horsepower engine to equal thepulling power of an 80 horsepower LeRhone. "

That 8 foot long prop can be intimidating . When you look at something that bigcarved out of oak, you begin to understand why the British called an aircraftpropeller an "airscrew."

Piece by piece, the castor oil soakedpieces of the Scout airframe were replaced

the engine had to be overhauled. Fortunately , Ernie had never stopped collectingparts and engines, so a replacement fromthe family collection was installed. Theyare finding that a few parts now have to bemade to keep th e e ngine running, and alsoare pleased that some companies are making it a point to supply parts for vintageaircraft. New pistons and rings can now

be purchased, as are a host of other partsfrom companies like Vintage Aero, whomanufacture difficult to find items such asfuel system pressurization pumps used onsome of the other WW I era airplanes, aswell as many others.

The airplane was flown for a couple of


17/36

(Above) The hub of the original oak propeller is stamped withthe specifications of the Le Rhone engine.(Right) The massive propeller and original Le Rhone rotary

f


18/36

erything and the fuselage was full of it. tlook e d like a mold farm in ther e. Therewas so much mold, the stuff was gettingthick . I had to completely uncov e r it and

strip all

the wood down on the bottom ofthe airplane, and re-protect it. A lot ofstringers h a d to be reglued, and a fewpiec es had to be replaced.

The entire fuselage was recovered withDacron , with th e base coats of do p e andthen an enamel finish. The original l at

the flight characteristics that the fightersof that day had (rotary e ngine , unstablehandling , etc.). The markings are accurate as far as the ty p e of marking that

would have been present on a fac tory delivered Scout.The Thomas-Morse S-4C Scout was

designed by a former Sopwith employeeby the name of B. Douglas Thomas (nore lation to the Thomas broth e rs , Williamand Oliver , for whom the company was

fuel system , were out of favor with mo s taviators. The Gnome used a pressurizedfuel system th at constantly supplied fuelto the engine at a set rate , regardless of

whether the ignition was on or off. Whenit was in th e off position, (the blip button on the stick was depressed , momentarily shorting out the ignition) raw fuelvapor would run through the cylinders ,out the exhaust valve and collect in th ecowl , where it could be ignited b y a shot


19/36

does have a rudim e nta ry ca rbur etor , a ndis " th ro tt l ea bl e " over a ce rt a in s p ee dra nge . It 's no t as s impl e as it so und s, howeve r. On c e t he eng in e is up a nd runnin g ,

any c hange in t hr o ttl e pos iti on r eq uir es a na dj u s tm e nt wi t h b o th th e f u e l a nd airva lves in th e coc kpit. Aft e r on e beco m esexpe rie nce d with the a irpl ane a nd e ng ine ,the c ha nges beco me seco nd n a tu re , but itdoes g ive yo u a n ap p rec ia ti o n f o r the e fforts WW I e ra av iato rs had to go th ro ugh

With a tail sk id and no brakes a ground crew is essential when flying the Scout.Roger Freeman , pulling the tail skid dolly , and his father Ernie (pushing o n the prop)were never at a loss for volunteers at Aerodrome '92. Roger is indicating how anearly engine run-up went , prior to a plug cleaning ses s ion on the Le Rhone.

417 S-4 C Sco ut s we re de live red b e fo re th eco ntr ac t was ca ncele d af te r th e A rm ist ice.

A ft er t he seco nd re f urbi s hi n g of th eSco u t was co mp l e te d b y R og e r , it was

ti me to fly th e fe isty littl e bi p la ne . Since itis o nl y s in gle pl ace, a nd yo u ca n ' t j us t ge tdu a l in a s imil a r h a ndlin g a irpl a n e , h eas ked hi s fa th e r for a few po int e rs. Ov e rthe p ho ne , E rni e re min d e d him of a fewthin gs. " F irs t," E rn ie to ld him , " it's goi ngto fl y like no th ing yo u 've ev e r fl ow n befo re. A nd , a ft e r it b rea ks gr o und , yo u ' rego in g to wo nd e r w hy yo u ' re up th ere. Itwill br eak g r o und mu c h b ef o r e yo u rere a d y for it. " R oger says it w ill l i te r a ll ylea p int o th e a ir. H e like ns fly in g th e a irpl a ne to tr ying to s it o n a n inve rt ed co ne th e a irpl a ne is th a t un s ta bl e. It req uir esco ns ta nt a tt e nti o n , a nd whil e not di ff icultto fly in th e se nse th a t it will go wh e re yo upo int it , yo u m u st co ns ta ntl y b e ac ti ve lyfly in g it t o m a ke s ur e it goes w h e re yo uwant it t o . It is not a hand s-off mac hin e a t

any tim e .On e unn er vin g fli g ht ch a rac te ri st ic is

th e ta il heav iness of th e a irpl ane . T he a irpl a ne a lways re quir es fo r wa rd s t ic k , somu ch so th a t i f th e s ti ck we re to be le t goin c ru i s in g fli g ht with n o rm a l e n g in ep o we r , th e a irplan e wo uld imm e di at e ly

it will sudde nl y leave yo u co n tro lless. T heBler io t a nd C urti ss Pu shers bo th h ave th efee lin g, a nd yo u are never q uit e s ure whois rea lly co nnin g t he s hi p ." Skee ter Car l

so n , w ho a lso ow ns a T-M Sco ut , had thesa m e re ac ti o n w hen aske d to re la te t hep ec uli a r way hi s Sc o ut fli es. H is Sco ut isno t the mos t p leasa nt a irp la ne to fly. " It 'sa lot lik e was hin g t he ca t," he sai d .

To rea lly fee l what it was li ke to fly int h ose d ays , to kn ow w h at it w as li ke tohop in t o a s till n ew tec h no logy a nd t akeoff in t o t he s ky is o nl y p o ssib le wh e n a na irpl a n e l ike th e Sco u t is flow n . R ogerF ree m a n sum s up w hy fl yin g t he Sco ut isim p o r tan t to him : It is ve ry nea t to fly ,n o t b eca u se of h o w i t fl ies, it ' s neat beca use of wh at it i s . T hi s is ea rl y av iation Th i s is no t so m e bo d y ' s in t e rp re ta ti o n ofea rl y av ia tio n, thi s s ea rl y av ia tio n. A fte rf ly in g it , I a pp re c ia t e ea rl y av ia t ors awho le lo t m o re - th ose peo pl e had a lot tohandl e ." E rni e a dd s, "T hey had t o fly that

thin g with a lo t l ess flyin g e xp e rie nce t ha nwe hav e . T he y no do ubt had th e ir h a nd sfull - th ey had to b e goo d "

Wh en we int e rviewe d R oge r and E rn iea t Aero dr o me ' 92, th ey both were hav ing agrea t tim e ge ttin g cas to r o il a ll ov er themse lves a nd th e airplan e, a nd t a kin g eve ry


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-----------------------------by orm Petersen

This pret ty photo of Funk B85C ,N1654N , S N 438, was sent to EAAfounder and Chairman of the BoardPaul Poberezny by owner Orlo Maxfield EAA 8960) of Northville , MI.Orlo, who s only the second owner ofrecord He purchased the Funk n June ,1958 . The present rebuild of the airplane includes a majored Continental

Orlo Maxfield s Funk B85C

0-200 engine (with vacuum pump and60 amp alt ernator ), new shock-mountedIFR panel, all new wood formers andstringers plus new stainless bolts , nuts ,screws , cables and brackets. To quietthe cabin and help keep t warm, specialinsulation is installed. The aircraft scovered and painted with the Stits process right down to the original Funk

metal wheel pants. Orlo has been inaviation for over fifty years and stillmaintains a current medical and BFR.His first airplane was a Funk Model B ,NC24103 , S N 29 , powered with a FordB-4 engine and the photo he sent alongwas taken November 1943, at DetroitCity Airport.

(How 's that for owner loyalty?)

ave and Janet Be nnett s


21/36

Cessna 170B

This attractive looking 1952 Cess na 170B,N432W, S N 20325 , is the proud possession ofD ave and Janet Bennett (EAA 209727, IC13049 of Coldwater , Michigan. Powered with aCo ntin ental 0-300A engin e of 145 hp , the 170Bfea tur es lar ge flaps, a poli shed meta l prop andspin ner, and a 1992 Durathan e paint scheme inwhite and royal blue. Among th e mo st popularof the classic airplanes, the four-place 170Bmak es a dand y cross country machin e cruisingabo ut 120 mph on 8 ga llon s per hour.

Robert Funk s Piper J -SC Cub Cruiser

This artistic photo of an Alaskan Cub Cruiser was sent in by noted aviation photographer , Roy Cagle, now of Tucson, AZ.The J-5C , N66512, S N 5-1426, is owned by Robert Funk of Douglass, Alaska, and uses the original Lycoming 0-235 enginea nd 8:00 X 4 wheels. It is one of 24 J-5C Crui se rs remaining on the FAA register. The type is highly respected in Alaska for itsability to haul a good load out of a small field - at minimum expense.

D Ed G b 1932 F i hild 22 P l


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HAT OUR MEMBERS ARE RESTORING by Norm Petersen

Klaus Lonne s Auster J-P-5

An unusual airplane seldom seen by the American enthusiast is this 1956 Auster Autocar J-5-P, OY-A VB, SIN 3275owned by Klaus L0nne of S0nderborg, Denmark. Powered with a DeHavilland Gipsy Major 10 MK II engine of 145 hp , theAuster can carry four people (882# us e ful) and cruises at 90 kts . Stalling speed with flaps is a mere 32 kts. This particularAuster , which was built in Great Britain , was totally restored in 1980 and has been flown 435 hours since then . Special featuresinclude wheelpants , a red velour interior, a Hoffman propeller and a glider towhook. Sharp-eyed readers will note the Taylorcraft influence in the overall design. Klaus is presently rebuilding a J-3 Cub, registered OY-CUB in Denmark , and plans onselling the Auster. Interested parties may write him (in English): Klaus L0nne , Kjrer Bygade 34F , 6400 S0nderborg , Denmark .

Peter Zier Jorgensen s Piper PA l l

A rather rare aircraft in Europe is thisnicely restored 1948 Piper P A - l l Cub Special, regis tered OY-BSS, SIN 11-914 (e x .N5034H, ex. D-EMIX) which is the pride

and joy of Peter Z ier J0rgensen ( E AA325515 IC 13913) of Aarhus, Denmark.Finished in the Superflite process, the PA-l lem p lo ys the original color design (reversed)in deep red and ivory , making the overall effect most pleasing. At the 1992 KZ Rallya nd Fly-In at Stauning, Denmark, Peter andhis PA-l l ran off with the Best Piper trophy and also garnered the Klub Trophy forthe best restoration.

The AllsterJ S P photo and informatiol/ pIllS the PA l l photo al/d information was contributed by Bel/t Esbel/sel/ o f Esbjerg, Del/mark.)

Roger Lewis and his Taylorcraft BL-65

Pictured in front of their recently restored


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Previously owned by Tony Hulman of Ind ianapolis 500 fame , this magn ificent BeechD188 is in outstanding condition and shows the results of mu c h TLC since 1946That 's owner Don Lee by the tail w ith his son , Mark - two genuine "classic airplane "afici a nados .

qui red a Swearingen 226 turboprop. The226 was registered N500 and the BeechDI8S was re-registered N5QQ - the bigadvantage being that only two brushmarks were needed to change the " O'sto Q's . T h e Beechcraft was then putinto long term storage in Terre Haute,IN, where it remained for 15 years Thetotal time on the airframe was nearly12 ,000 hours and most of that time hadbeen flown by Tony H ul man's chief pilotnamed Fuller


25/36

airline captain checked out the newowner in the mysterious ways of a BeechD18S and Don was on his way . The hom ebase for the airplane is Chino, CA andDon has acquired about 75 hours to date.His son , Mark , has just started flying theD18 and had about six hours in the leftseat by Oshkosh '92 . Don says Mark isdoing just fin e handling the big twin onthe ground and in the air.

Work on the D18S has been primarilyclean up and polish the huge aluminum

ARC airline quality radio s s till do theirjob pe rfec tly. To keep th e "B eec h feelin g" to the control system, new stainlesscontrol cables and new pull eys were installed. The result is an airplane that hasnearly the same feel to th e controls as aStaggerwing Beech - of which Don justhappens to have one on hand (A DI7S,N7470H , SIN 6670 .

To keep the P & W R-985 enginescool, new cowl flaps were installed andthe accessory ducting was all redone In

began to build Thankfully , the "boots "did their job perfectly.

The D18S i s normally cruised at 165170 kts. using 42 gph for the two engines .t is possibl e to low er the consumption to

38 gph by aggressiv e leaning and slowingdown - but Don says its no fun Tooslow The engines are presently burningabout a pint of oil per hour which is notconsidered excessive for 45 Pratts. Normal gross weight is 8750 Ibs . with anempty weight of 6100 giving a useful

PASS 1110


26/36

by Buck Hilbert

E M 21 , Ale 5P.O. Box 424

Union, IL 60180

Type Club Newsletters AGAIN?

Because I have friends in " HighPlaces ," I receive just about all the TypeClub newsletters and a few of the Chapternewsletters. These friends in high places(in my mind at least) are the Editors ofthese newsletters. Everyone of them ratesvery high with me , and there is no way Ican thank them for all the information Iglean from their publications.

The wealth of information is astounding . When these Bird Lovers get together and share their ills and wills , It's

amazing how much it can be of benefit tothe individual owners in the maintenanceand the flying of their airplanes. There isusually a goodie page, and a parts department and listings of airplanes andparts for sale or trade as well as sourcesfor AD compliance, parts , and caveats aswell. Some have real deals on GP S , Loran, insurance coverage , and just plaincommon sense items.

Another big help to the researcher ofinformation on his or her airplane is JohnBergeson's Reference Guide to EAApublications . John , whose address is 6438W. Millbrook , Remus, MI. 49340-9625,puts out a Reference Guide to EAA public tions nd S pplement e ch e r th t

PASS 1110~An information exchange column with input from our readers

this covers it all Frankly , you can look upwhatever you ne ed to know in thi s indexand sort out the articles you may have interest or need for , and then call D e nnisPark s at the EAA Library and hav e himsend you a copy for a nominal charge . I

did I was researchin g a Bakeng Duc e lastweek and when I went to look at the machine I already knew all about th e designAND the exact airplane I was interestedin . I gleaned all this from Articles inSport Aviation dating back to 1980.

Another item of in teres t to some.Jo s ep h Juptner authored a nine volumeset of books titl ed, " U S Civil Aircraft.It s tart s with Airworthiness Type Certificate number one and goes right upthrough 817. These books are real gemsfor the serious researcher or for someonewho just wants to identify an airplane orlearn something about its performance ,equipment, who built it or what.

I have used these volumes for yearsthey're invaluable when someone asks mea question or I need to know something.

Now these volumes only cover the APPROVED TYPE CERTIFICATE airplanes . The oddballs or the one off experiments that never were approved are notin here.

Now , what I 'm leading up to is that itlooks like McGraw /Hill is going to reissuethe series. The last issue,volume nine , waspublished in '8 1, and the price of thesenine volumes has escalated to the pointwhere nearly a hundred bucks will justabout buy one volume. A recent ad inTrade-A-Plane advertised a set for $700Reissue will bring the price down, I 'msure, and make the volumes again available to the serious researcher. As a result ,J h P J ill t th iti

Dear Buck ,After Oshkosh ' 92 I we nt down to

Huntsvill e, AL for a visit with my son andattend the Aerodrome '92 at Guntersville.My son worked the flight line all 3 day sand got to meet some very interesting peo

ple . It was an inter es ting eve nt with practically no mod ern day craft on the field .Finally go t back to working on th e

Duc e lef t wing rebuild and have it about95% complete which will make the craftready for cover. Still nee ds a new enginemount , complete cowling prop and crank and that 's just the obvious . Haven ' t everhad th e case and other part s checked outyet. I got to thinking in October about allthe time it would tak e me to get me backin the air, and decided I needed something to fly NOW Been almost 3 yearson th e ground and at my age you know itcan ' t go on forever. So I borrowed aTrade-A-Plane from a chapter buddy , todetermine what I could afford and wouldbe happy with.

Settl ing on the PA-16 , I then sub

scribed to Trade-A-Plane , and made mypurchase on the first is sue. An A&P insouthwest Kansas had done a ground uprebuild , completed in November 1990.He agreed to deliver to me for expenses ,and this really was a stroke of luck, sincethe weather became marginal on one endor the other for weeks and it would havebeen impossible to try to out-guess theweather from this end. And Buck, I wasnearly speechless when he got it here December 23 It's a near 10 inside and out. Ithad minimum VFR instruments and noradio at all, so I 've purchased a VALcomm-only radio and the Trimble Flightmate GPS, and both are working fine .L ft id h k d littl k


27/36

MYSTERY PLANEThis neat twin-engined cabin job of

cooperatively recent vintage will not be

much of a challenge to our sharp-eyedexperts. But it warrants recognition forthe benefit of our newer generation ofreaders. The photo is from the EAAarchives. Answers will be published inthe July 1993 issue of VINTAGE AIRPLANE. Deadline for that issue is May20,1993.

The January Mystery Plane was aneasy one for our experts and brought asizable number of replies. Lynn Townesof Brooklyn, MI presented a concisesummary of facts on the airplane. Hewrites:

The Jan uary Mystery Plane is aBuhl Model CA-6 ' Airsedan' powered

by eorge Hardie

by a 300 hp Wright J6-9 Whir lwind engine. I t was manufactured by the Buhl

Aircraft Company in Marysville, MI.The CA-6 was an extensively modified and more powerful version of theearl ier models CA-S and CA-SA'Airsedans', which were p owered withWright J-S engines.

These were somewhat boxy lookingand had bottom wings which wereshorter than the upper ones. They wereboth five-place planes, the CA-SA beinga more deluxe model of the CA-S.

The CA-6 was a six-place plane witha longer fuselage and true sesquiplanewings. These offered a good combination of structural strength and aerodynamic efficiency. Overall, the CA-6 had

h

Spokane, Washington to New York Cityand back to Spokane using in-flight refu

eling. They traveled a total distance of7,200 in 120 hours. A couple of yearslater the 'Spokane Sun God' flew in the1931 Ford Reliability Air Tour.

I feel the flight of the 'Spokane SunGod' deserves more recognition in aviation history. Although many other endurance flights lasted longer, most ofthem flew over their departure airportduring the entire flight, keeping contactwith their refueling crew. The 'SpokaneSun God', however, made a five daycross-country flight and refueled eleventimes using different refueling crews.The logistics of making contact with allof the refueling crews, navigation probl d d li ith th th


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WELCOME NEW MEMBERSOn this page you ll see the latest additions to the ranks o f the EAA Antique/Classic Division. Whetheryou're joining for the first time, or are coming back , w welcome you, and we'd especially like to welcomethose of you who are join ing us with your interest in Contemporary class aircraft. Welcome one and all

J a m es M. Alb e rt sonDarrel AlcornRussell J. An d e rsonRon Appl ega teHarry E. Ar m s trong

J a m es K. Avi s

Ecl e ctic ALKan e PA

lo l a WIRo samond CAPl ace rvill e CA

North W a lsha m Norfolk En g landBrian R B a ke r Farmin gto n NMH a rvey B a rn e tt Dayton a B ea ch FLJohn C. B e de ll R e ns se la e r NYDavid L ee B e nson Fort Gr a tiot MIBill y J . Bl ack s ton e Le xin gto n OKWilliam Br o o ks Stuart s Draft VA

W illiam H. Brown St P a ul MNG . Deni s Br o wn e

C a mp e ll River BC CanadaBrian D . Burn s McDon o ugh GAJ o hn M . Bu shb y Hi n sdal e lLC ha rles Butt e rfi e ld

W es te rvill e OHBri a n 1. C ha pp e ll

W ave rl y Nova Scoti a Ca nadaJ a m es F . C lac k Hampt o n GAWilliam M. Co ddin g ton Jr.

Abil e ne TXJ o hn C. Codm a n M edw ay MAJ ack D . C o m es Twin L a kes WIH erb W . C unnin gha m

B eave rt o n On t C anadaLond ees D av is Jr.

Hunt e rsvill e NCJ a m es C. D av is Fr ase r MID. R . D ods

M a notick Ont Ca nadaT e d B . Du B o is S r.

St P e te rsbu r g FL

L es lie E. Gr ee neJ a n Halvor se nN e lson Hardin gJohn G. Hartm a nR a nd y H e mm elC a rl E. Henk eJ a ni s R . H e rn b e rgArmin Hinz eFr a nk Hofmann

Thr ee Riv e rs MIB e rge nfi e ld NJ

St H e le na CABrookfi e ld WI

Long Vall e y NJCh e sterfi e ld MO

Worc es te r MAAhau s G e rm a ny

Pi e rr e fonds Que Ca n adaC liff Ho gan Kirbyvill e TXC lar e nce C. Hook

Monmouth Junction NJ

G . Larry Hub e rEdward J . JanovMi c ha e l T. Jo n esBill E. Jo w e ttD av id J . Jo w e ttJ o hn R. Keatin gPhillip K. K e mpP a ul KemperEa rl C. Kickl e y

Maplewood WILos An g e les CA

Miami FLBlu e Sprin gs MO

Od essa MOPl a no TX

Kingwood TXWa v e rly OH

L a mp m a n Sa sk C an adaSt e ph e n Kirkn e r Churchton MDK e ith Knowlt o n De c a tu r GAJ ack Koosel Y e llow Knif e NWCa na d aC hri stoph e r T. Kri eg

C olumbu s OHJ o hn F. Ladl ey Kirkwo o d MO

J e rry L e nz Lo v e land C ORonald H. L eo po ld Ott aw a OHG . W . L ewi s Sonom a C ATim Low e Eul ess TXD a vid L Lu ca re lli

M o nck s Corn e r SC

John S . R a usch Ce d a r Rapids lADavid W . Re ynold s N e wn a n GAJerr y C. Ro ss W ea th e rford OKStanl e y J . Sailer Orlando FLCharl es L Sand e rs J r.

Tina Schro e d e rCh a rl es B. Schut zGary S. Se ilerHarry C. Se thBill Sh ea

Sodd y Daisy TNBalboa CA

Wo o dbur y CTH e rn a nd o MS

Butler PASe as ide OR

C hri sti a n E . Sh e rm a nC o a tes vill e P A

Ro ge r W . Sh e rman Lee sbur g FLRo l a nd W . Smith Be nnington VTRo b e rt K. Smyth Savannah GAWilli a m F . Sp e llman W a uk e sh a WIWil son B . Sp r e nkl e

Kin g William V AHarv e y R. Swack N ee dham MAGr e g Thompson Sea ttl e W AHarry J . Thomp son P a rm a OHDon J . Thor son N e w Ca stl e WYG e ra ld R. Thor s trom Ol ympia W ARoy Al a n Trilli a B e rk e ley C AJohn Tr u she im C ha ska MNMark Tup y D own e rs Gr o ve ILMartin Turm a n Lak evi ew ORJ e rr y V a ni e r Sco tt sd a le AZThom as S V e ile N o rwich CT

G e or ge E V e rge ront C hica go ILThom as Vukonich So uthfield MIJ e ff M . W ag ne r Cl ear Wa t er KSRich a rd M . W a re Sprin gfie ld ILM e rv y n W . Wa r w ickKilr ea Co le re ia ne N o rt h e rn Ir e la nd


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EAA Oshkosh '92 - EAA's 40thannu al Fly-in Co nvention.6 mins Code 986 19 .95

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AVIATION VIDEO CATALOGUEOVER 150 Titles Full Colour

16 Page Available FREE!Plus M Membership & Videos

Sen Cheques!Postal Orders CatalogueandPayable to CORD AV Ltd Credit Card OrdersCORD AVDept M HOTLINE2 b Cleveland Street Tel (0234) 840122Kempston Bedford ORMK428DN Fax (0234) 841076ENGLAND IT'S FASTER BY FAX

Fly high with aquality Classic interiorComplete interior assemblies for do it your self nstallation .

Custom quality at economical prices . Cushion upholstery sets

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Carpet sets Baggage compartment sets

Firewall covers Seat slings

Recover envelopes and dopes

Free catal og of complete product line .

Fabric Selection Guide showing actual sample co lors andstyles of materials: $3.00 .

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SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA -d,4130 chrome-moly tubing throughout, also complete fuselage repair .ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 DryCreek Rd ., Belgrade, Montana 406-388-6069. FAX 406/388 -0170 .Repair station No. QK5R148N.

GEE BEE, etc. - Super scale model plans (used for Benjamin 's35 per word, $5.00 minimum charge. Send your ad toThe Vintage Trader, EAA Aviation Center, P .O. Box 3086, Oshkosh, WI 54903-2591. R-2) . Catalog $3.25, refundable. Vern Clements, 308 Palo Alto,

Payment must accompany ad. VISA/MasterCard accepted. Caldwell, 10 83605 . (c-4/93

AIRCRAFT: Antique and Classic wheel pants - Wil l cu sto m build infiberglass from original drawings, blueprints or photographs. HarDRUGLORD PLANES $1000 Pi A $8 750 C C185E

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And Stits Is Now Poly FiberOver the d e c d e ~Thirty years ofthis little biplan trouble-free use

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The Golden Age of Air Racing1 9 2 9 1939

It was a decade of Champions. Names like Turner, Wittman, Wedell andGranville were synonymous with speed. The airplanes they flew were

just as famous- Mr. Mulligan," the Super Solution and the Travel Aira ~ ~ ~ Mystery Ship.Now, the excitement o f th is era is captured ina video f rom the fAA Aviat ion fo u n d a t io n .111/161 , -:8111111 features first-hand accounts ofair racing through newsreels, racing programs and

rare footage of local air meets. In addition, you'llhear comments from the pilots and builders whomade this a decade of aviation innovation.

The Golden Age of Air Racing comes alive in this 30-minute retrospectiveSteve i t t m a n

of the National Air Races of the 1930s. You'll witness

the famous Bendix cross-country races and Thompsondosed-course contests, where speed and distancerecords were se t -and broken-throughout the era.

l 1 l i :611 1_The Golden

Ageof

Air Racing Roscoe Tu r n e r1929-1939

$19 95


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'AVEMCO secured thereck, assessed the loss,d the settlement was

~ x a c t l ywhat I expected

om them ... quick ande n e r o u s

_ong before Hurricane Andrewnade its historic South Florida3ndfall, aircraft owners were

Inxiously tracking its progressInd doing everything possibleo protect their investments ins path. One of them was)avid Bodley, a professor of:omputer science whose Piper~ r r o wwas tied down at-amiami Airport. But by theime it became apparent that-amiami was at ground zero,

was finally able toget back into thetarget area. Hefound AVEMCO'sDisaster Assess

ment and Re-sponse Team(DART) had beenat the site sincethe wind stopped.They had already protected

what was left of his investment. and were ready tocomplete the paperwork thatwould pay his claim on thespot. By early October, he wasin the air again .... in his newlypurchased Piper Comanche.

Naturally, the Comanche isprotected by the same company that insured the Arrow.

Without AVEMCO,

he says, I wouldn'thave been able to

continue flying.Our three decades

of keeping promiseslike the one we made

d dl

'WhenAndrew hit,the one thing

that stayedin

place was my

Insurance.

AVEMCO gotthere beforeI did


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~ .

vintage airplane - apr 1993

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