vintage airplane - oct 1997

8/12/2019 Vintage Airplane - Oct 1997

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October 1997 Vol. 25, No. 10

CONTENTS

EDITORIAL

STAFF

Publisher

Tam Paberezny

Editor-in-Chief

Jack

Cax

Editar

Henry G. Frautschy

Managing

Editar

Golda

Cox

Art Director

Mike Drucks

Computer Graphic Specialists

Olivia

L.

Phillip Jennifer Larsen

Mary Premeau

Associate Editor

Norm Petersen

Feature Writer

Dennis Parks

Staff Photographers

Jim Koepnick LeeAnn Abrams

Ken Lichtenberg

Advertising/Editorial Assistant

Isabelle Wiske

EM

ANTIQUE/CLASSIC DIVISION

,

INC.

OFFICERS

Pres

ident

Vice-President

Espie

"Butch"

Joyce

George Daubner

P.O . Box

35584

2448

Lough Lone

Greensboro, NC 27425

Hartford, WI 53027

910/393-0344

414/673-5885

Secretary

Treasurer

Steve

Nesse

Charles

Harris

2009

Highland Ave.

7215 East 46th St .

Albert Lea, MN 56007

Tulsa. OK 74145

507/373-

1674

918/622-8400

DIRECTORS

John Berendt

Gene Monis

7645

Echo Point Rd .

115C

Steve Court, R.R. 2

Cannon Falls, MN 55009

Roanoke,

TX 76262

507/263-2414

817/491-9110

Phil

Coulson Robert C.

"Bob"

Brauer

28415 Springbrook Dr .

9345

S. Hoyne

Lowton,

MI 49065

Chicogo, IL

60620

616/624-

6490

312/779-2105

John S Copeiand

55 Oakey Av.

Joe Dickey

28-3

Williamsburg Ct.

Lawrenceburg, IN

47025

Shrewsbury, MA 01545

812/537-9354

508/842-7867

StanGomoiI

7724 Shady

Hill Dr.

Dale

A.

Gustafson

1042 90th Lane, NE

Indianapolis,

IN

46278

Minneapolis,

MN 55434

317/293-4430

612/784-1172

Jeannie

Hill

1708 Boy Oaks Dr.

Robert Uckteig

P.O. Sox

328

Albert Lea, MN 56007

Horvard, IL

60033

507/373-2922

815/943-7205

Dean Richardson

Robert D. "

Bob

" Lumley

6701 Colony Dr.

1265 South 124th St

.

Madison.

WI

53717

Br

ookfield, WI 53005

608/833-1291

4141782 2633

S.H, "Wes" Schmid

Geoff

Robison

2359 Lefeber

Avenue

1521

E.

MacGregor Dr.

Wauwatosa,

WI

53213

New

Haven, IN 46774

414/771-1545

219/493-4724

George

York

181 Sloboda Av.

Mansfield,

OH

44906

419/529-4378

DIRECTORS

EMERITUS

Gene Chase

EE

"Buck" Hilbert

2159

Carlton

Rd. P.O. Box

424

Oshkosh, WI

54904

Union, IL 60180

920/231 -5002 815/923-4591

ADVISORS

Steve Krog

Roger

Gomoll

1002

Heather

Ln.

321-1/2

S. Broadway

Hartford,

WI

53027

Apt

. 3

414/966-7627 Rochester, MN 55904

507288-2810

David Bennett

403 Tonner

Ct.

Roseville, CA 95678

916-782-7025

S

trai

g

ht

& Levell

Espie "Butch" Joyce

C

News

3 Aeroma il

4 ACNolunteers/ Trish Dorlac

Page 8

8 Mystery Plane/ H.G. Frautschy

9 Pass I t To Buck / E.E. "Buck" Hi

lb

ert

10 EAA Oshkosh '97

ntique/ Class ic

Sc

rapbook

/H.G. Frautschy and

Norm Petersen

21

Flying Milkstool, Indeed 1

Page

10

H.G Frautschy

25 W

ha

t

Our

Me

mb

ers Are Res

torin

g/

Norm Petersen

Page

21

29 Welcome New Me

mb

ers

30 V

in t

age Tr ader /

Me

mb

ership

Inform

ation

FRONT

COVER The

Grand Champion

Classic

airplane

of EAA Oshkosh '97

is

this

beautiful

1955 Piper PA-22 T

ri-Pace r

res

tored by

partners Kenny Brown and

Joe

Fleeman of Lawrencebu rg, TN. A

project

tha t

included

original interior fabric

(the

reor seat cushion is the origin l seat, not a reproduc tion!), it had members smiling

an

d remembering the "fabulOUS

50 s:

EAA photo

by

EAA Chief photographer Jim

Koepnick, shot with a

Canon

EOS-l n

equip

ped with an 80-200 mm lens. 1/250 sec.

@ i l i on 100 ASA slide film. EAA Cessna 210 phota

plane

ftown by Bruce Moore.

BACK COVER Along

with

"Mister

Mulligan.

·

master

craftsman Jim Younkin,

Sp

ring

dale, AR. created the

twa "Mull

icoupes·

you see here. The p lay

on

words

highlights the

fa

c t

that

the airplanes

are not

replicas of particular airplanes, but a

design of Jim 's that combines the large

size

of Mr. Mulligan with the personality of

the M

onoco

up e. Power

ed

with a

Pratt &

Whitney R-985 engine sw inging a

Hamilton-Standard prop, the two Mullicoupes were a big hit on the flightline at EAA

Oshkosh . The red airplane was finished

by Jim Younkin, while the blac k aircraft with

red

scallops was fin

ished by Mono

coupe e

nth

usiast and restorer Bud

Dake

of St.

Louis, MO

. EAA photo

by

EAA Chief

photographer

Jim

Koep

nick, shot with a Canon

EOS-ln

equi

pped with

an

80-200

mm

lens. 1/60 sec .

@

f20

on

100 ASA slide film.

EAA Cessna 210 photo

plane fl

own

by

Bruce Moore.

Copyright © 1997 by the

EAA

Antique/Classic Division Inc. All rights reserved.

VINTAGE AIRPLANE (ISSN

0091-6943)

is published and owned exclusively by

the

EAA Antique/Classic Division,

Inc.

of

the

Experimental

Aircraft

Association

and is

published

monthly

at

EAA

Aviation

Center,

3000 Poberezny

Rd.,

P

.O.

Box

3086, Oshkosh,

Wisconsin 54903-3086.

Periodicals Postage

paid at

Oshkosh , Wisconsin

54901 and at additional

mailing

offices. The

membership rate

for EAA Antique/Classic

Division ,

Inc. is

$27.00

for current

EAA

members for 12 month period of which

$15

.00

is

for the

publication of

VINTAGE AIRPLANE. Membership

is

open

to

all

who are

interested in aviation

.

POSTMASTER: Send address changes to

EAA

Antique/Classic Division, I

nc.,

P.O. Box

3086,

Oshkosh, WI 54903-3086.

FOREIGN

AiND APO

ADDRESSES - Please allow at least two months for delivery of VINTAGE

AIRPLANE

to

foreign

and APO addresses via surtace mail.

ADVERTISING

-

Antique/Classic

Division does

not

guarantee

or

endorse

any product offered through

the

advertising. We invite constructive

criticism

and welcome

any

report

of inferior

merchandise

obtained

through

our

advertising so that

corrective

measures

can

be taken.

EDITORIAL

POLICY:

Readers

are

encouraged

to s u b m ~

stories

and

photographs. Policy opinions expressed in

articles are

solely those

of

the

authors. Responsibility for accuracy in reporting rests entirely with the

contributor. No

renumeration is made.

Material

should

be sent

to

:

d ~ o r

VINTAGE

AIRPlANE

,

P.O. Box 3086,

Oshkosh,

WI

54903-3086.

Phone 9201426-4800

.

The

words

EAA ,

ULTRALIGHT

, FLY WITH

THE

FIRST

TEAM

, SPORT

AVIATION

and

the logos of

EAA , EAA

INTERNATIONAL

CONVENTION

, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered

trademarks.

THE EAA SKY SHOPPE and

logos

of

the

EAA AVIATION

FOUNDATION

and EAA ULTRALIGHT

CONVENTION

are trademarks

of the above associations and their use

by

any

person

other

than the above

association is

strictly

p r o h i b ~ e d



STR IGHT LEVEL

by Espie Butch oyce

Recently, I was reading the newsletter

Antique/Classic Chapter # 19 in

west

. They are in the process

of

their Chapter project, a Taylorcraft.

having someone agree to buy this air

, the prospective buyer must have had

title search conducted and found an old

against the title. When the Chapter

this matter, they found that the

company was no longer in business.

now? I can feel empathy for the ef

that it will take to straighten out this

Several years ago I purchased a Cessna

of

putting it on lease

a

FBO operator.

I ran a

title

on it and the FAA indicated that all

"OK." I sent in the request to change

received a new registration

about four to five months; again, every

was just fine, according

to

the FAA.

After having this 172 on lease-back for

I decided that maybe I should

upon showing it to several differ

prospects, one person got serious

to have a title search done. Then

call came; I would like to buy your

a lien on this aircraft

loan company in New Jersey. I

that it must be a mistake, because I

a clear registration, in my name, for

airplane.

"Not to worry, I can straighten this out

own title search done and

person that

he

made a mistake," I

report

came in, and guess

had a lien against it, filed

a New Jersey loan company. In check

the FAA, I discovered that just be

has a lien on it, the FAA

of registra

.

Humm, OK.

"Why, I'll just call the listed loan com

and ask them to remove the lien," was

next thought.

My call to directory assistance did not

matters as, "Sorry, sir, I cannot find a

listing for that business," was the response.

r

could see that this was not going to be

a good day.

The lien paperwork was 20 years old. I

called a buddy who I knew in the area the

company was located

at one time and he

sent me to another person who referred me

to another individual. At last J find out the

company was the credit union for Hamilton

Standard. t looked like we were making

headway, except that they had sold the loan

business to a bank located in another city.

After

chasing

down this bank - it had

merged with another bank - we discov

ered the paperwork was still around, but it

was located in New York. Great

More phone calls progressed through

four or five people to the point where I was

told the bank did not loan money for air

craft purchases

or

for any

other

av iation

reason, thank you, and good-bye To make

a long story short, I finally talked to some

one who would give me enough time on the

phone to explain my problem. Unfortu

nately, the person at the bank who I really

needed to talk to was on vacation for the

next

30 days. Have you ever

known

a

manager who has been on vacation for 30

days who would be interested in this type

of problem?

I final lucked out when this lady lis

tened to my problem and explained that

these old records had long since been done

away with. They could not write the FAA

and release the

lien,

but that she would

write a letter stating that this lien had long

ago been satisfied and was no longer in

force, and

then I could do whatever I

wanted with that information. I wrote the

FAA and sent in the money,

5

or $10 (be

lieve me, this is the most important part)

and a copy of the letter, and got the paper

work straightened out. The new owner is

happy with the

172

and I am happy. Hope

fully, my experience will give some of you

some resolve - it can be done

As many of you know, the Monocoupe

is

the airplane that fl[st got me interested

in

Antique and Classic aircraft, and then the

Antique/Classic movement. In 1969 I pur

chased a 1936 90A that had been converted

from a Lambert 90 hp engine to a Ly

coming 160 hp engine.

I'm

pretty sure it

was one of the very first conversions of this

type back then.

Now

this conversion has

become commonplace, and I might say that

it also makes the 90A a real hot rod, perfor

mance-wise. The aircraft that I am stand

ing

in

front

of

in my

picture

above

is a

Monocoupe 110 Special , N 15E. I had the

pleasure of helping the late Dick Austin of

Greensboro, North Carolina restore this air

craft some years ago.

I've been trying to get to it for the past

two years, and this time I made it. Norma

and I attended the 70th anniversary

of

Monocoupes Fly-In held at Creve Coeur

Field, St. Louis, Missouri, September 18

21. President Bob Coolbaugh of the Mono

coupe Club put together a very well orga

nized and educational fly-in. The theme

this year was Monocoupe Madness III, or

Monocoupes

to Mullicoupes. Bob, with

the help ofR . V. Adams, a former Mono

coupe employee (Parts Manager), had a

number of

the former factory employees

present.

They related a number of great stories to

us, most of which we hadn't heard before.

I must mention that Al and Connie Stix of

Creve Coeur

Field

had everyone over to

their home for a lavish dinner and social on

Thursday night. They treated everyone

great. Thanks,

AI

and Connie. you are

interested, Bob Coolbaugh puts out what he

calls a "mostly monthly" newsletter; dues

are $15.00 per year. Call him at 703/590

2375 or e-mai l [email protected].

Bob, thanks to you also for a good time.

We continue to have people hand prop

ping their aircraft and, because they didn't

take the time for the correct precautions, it

got away from them, damaging aircraft and

property. Guys, this costs everyone when

this happens. A ten or

15

foot rope does

not cost that much. Let's be more careful

out there.

Let's also keep this One-on-One mem

bership campaign a success. Ask a buddy

to join the Antique/Classic Division so they

too can enjoy our good times. Let 's all pull

in the same direction for the good of avia

tion. Remember we are better together.

Join us and have it all

VINTAGE AIRPLANE

mailto:[email protected]






A C NEWS

MEMBERSHIP

INFORMATION

c

ompiled

by H.G. Frautschy

TY PE CLU BS

Once again, we will be including a copy

of our Type CLub listing in the December

issue of Vintage Airplane, as well as up

dating that list on our

web

page ,

part

of

EAA's web site at http://www.eaa.org. We

will be sending out reminder cards to those

clubs already on our list, including those

who have not updated their listing(s)

in

the

past two years. Clubs that are no longer

active and have not updated their listing

via the self addressed, stamped postcards

we've

included in

our

mailings

over

the

past two years will be dropped from the

1998

list, so please be certain to return the

postcards. With so many clubs adding E

Mail addresses and web sites,

we'd

like to

include that information in the club list

ings.

If

you're the person listed at the con

tact for your Type Club, you can expect

your mailing sometime in mid- to late Oc

tober.

AERONCA CH

M

PS AND CHIE

FS

Charlie Lasher, who started the Aeronca

CLub oh so many years ago, has created

two companion volumes to his

Champs

and Chiefs" book of over ten years ago .

Champs

and

Chiefs -

Book Two and

Book Three continue the spirit

of

the

first volume, and expand on the technical

information included in

it.

Contact Charlie

for pricing at 4660 Parker Ct. , Oviedo, FL

32765, 407/678-3467.

Charlie will also send copies of his

added information regarding the

current

American

Champion

Service letter No.

406, which details inspections of wood

spars installed in Champs. Charlie is con

cerned that the uninitated might

mistake

the laminations

of

Aeronca spars for cracks

in

the spars, and he adds his opinions to the

American Champion information. Send

Charlie a self addressed, stamped envelope

(SASE) at the address noted above for a

copy

of

his spar inspection sheets.

CUB CLUB - L4 W

ING

There's now a new editor/publisher for

the L-4

Grasshopper

Wing.

He is

Bill

Collin,

Rt.

2, Box 619, Gould, AR 71643,

phone 501 /

263-4668

.

Write

to him di

rectly

if

you wish to renew your member

ship or join the L-4 Wing, as the L-4 Wing

is no longer affiliated with the Cub Club.

The club will continue to maintain infor

mation, blueprints manual, field approvals,

etc., for those of you who have the military

version of the Cub. The Cub Club can still

2 OCTOBER 1997

be reached c/o

John

Bergeson, 6438 W.

Millbrook, RD.,

Remus, MI

49340,

517/561 -2393.

POBJOY

NI GR

V

Via E-Mail, we recieved a note

from

Dr. Dudley E. Smith who is searching for a

Pobjoy Niagra V engine for use in a replica

he is planning on

building

of the Flagg

Racer.

If

anyone can help the doctor

in

his

search

, you can contact him by

phone

at

405/325-1094 or 405/325-1088 (Fax).

MCDOWELL ST

ARTER

Charlie Lynch, who works for Sikorsky

Aircraft when

he's

not restoring his Tay

lorcraft, is looking for a McDowell starter

for his project. Installation drawings and

any other information would also be wel

come. They were standard items on the

Aeronca

Chief

, and an option on the post

war

Taylorcraft. Chiefs that

still

have

them are pretty rare, and rarer still for the

Taylorcraft, but you'll never know who has

one unless you ask Make Charlie's day

by ca

ll

ing him at 203 /239-7596 (home)

or

203/386-5959 (work) if you can lead him

to one

of

these starters.

WILEY

H UT

LA - 1935-1 997

EAA

Membership in the Ex

p r

imental Aircraft

Association,

Inc

. is

35

for

one

y

ear

includ

ing

12

issue

s of

SPORT

AVIATION.

Fam

ily

mem be

rs

hip

is

av

ailab

le for

an

additiona l

$10

ann

ually. Ju

nior

Membe rsh

ip (

und

er

19 yea

rs

of

age) is a

vailable

at $20

an

nuall

y.

All major credit

ca

rds accepted

for

me

mb

ers

hi

p.

ANTIQUE/CLASSIC

Current EAA members may j o

in

t

he

Antique/

Class ic Division and receive VINTAGE AIR

PLANE ma

g

azine

for an additional

27

per

yea

r.

E

AA Me mb

e

rs

hip, VINTAGE AIRPLANE mag

azine and one

ye

ar membership in the

EAA

Anti

que

/Classic D

visio

n is available for

37

per

yea

r (

SPORT

AVIATION

magazine

not

included).

lAC

Current EAA

members may

join

the

Intemational

Ae

robatic

Club,

I

nc.

Division and receive SPORT

AEROBATICS magazine for

an

additional $40

per

year

.

EAA

Membership,

SPORT AEROBATICS

maga

zine

and one year

mem

bership in the lAC

Division

is

avai

lable for

50

per year (

SPORT

AVIATION

magazine not included).

WARBIRDS

Current EAA members may join the EAA

Warbirds

of

America Division

and

receive

WAR

BIRDS magazine for

an

additional

35

per

year.

EAA Membership, WARBIRDS magazine and

one

year mem bership in the

Warbirds

D

vision is

available for

45

per year (

SPORT

AVIATION

magazine

not included).

Veteran sea

plane pilot and

float

rebuilder,

Wiley Hautala, of

Ely, Minnesota,

passed

away on

Sepember

7

1997,

from

a

massive

heart attack.

Born in Tower/

Soudan, MN, on August 10 1935, to Ernest

and Elna Hautala, Wiley was named after

the famous pilot, Wiley Post, who died in a

plane crash in Alaska just five days later

on August

15

1935.

An

Army Paratrooper

during the Ko

rean War, Wiley attended Northrop Insti

tute to

earn his

A & P

rating

and

later

added all the flight ratings. Returning to

Ely, MN, he flew bush for many years in

cluding

several

with

Pat Magie, before

settling into the float rebuilding business,

where his keen knowledge of all kinds and

types of floats was legendary.

Wiley is survived by his wife, Doris, a

daughter, Michelle, his mother,

E1na

, two

brothers

and a sister. He will be

sorely

missd by a host of friends in the seaplane

world. - Norm Petersen

EAA EXPERIMENTER

Current EAA

members may receive

EAA

EXPER

IMENTER

magazine

for

an

additional $20 per

year

.

EAA

Membership and

EAA

EXPERIMENTER

magazine is available

for

30

per

year (SPORT

AVIATION magazine

not

included).

FOREIGN

MEMBERSHIPS

Please

submit your remittance with

a

check or

draft

drawn on a

United S

tates bank payable in

United States dollars. Add 13 postage for

SPORT AVIATION magazine

and/or

6 postage

for any of he

other

magazines.

EAA

AVIATION

CENTER

P.O.

box

3086

Oshkosh, WI 54903 3086

WEB SITE

http://.eaa.org

www.flyin.org

E-MAIL Vintage @

eaa

.org

PHONE (920)

426-4800

FAX (920)

426-4873

OFFICE HOURS:

8:15-5:00

mon

.-fri.

1-800-843

-

3612

MEMBERSHIP

DUES

TO

EAA

AND

ITS

DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE

CONTRIBUTIONS.

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VINTAGE

AeroMail

L SK ROBIN HIST Y

The article about your "Alaska Robin"

the most recent issue

of

Vintage Air

by

H.

G. Frautschy was of particular

to

me.

For 8-1/2 years I have been compiling

of aviation in the Wausau area

local man flew

to the present time.

The article's

The Robin arrived in Alaska in

set off an alarm bell, and when I

to my newspaper item collection, I

enclosed news article from the

1939.

Not being sure it was the same plane, I

of Archie Towle's log

and found that he flew 922K for the

and it had a Challenger

hp engine. Furthermore, he was listed

the owner in the 1939 list of certificated

in

Wisconsin.

Also, the daily airport log kept by the

wife, Margaret Towle, shows

922K was flown into the

airport at least four times in May

June of 1938 by John Cullen ofMed-

town 30 miles northwest of

. I assume that

Cullen was

the

.

A list of certificated aircraft owners in

for 1936 shows the owner of

922K

to

be the Manitowoc Air Ser

in Manitowoc, Wisconsin, a town on

shore of Lake Michigan.

You may already have some of this in

, but if not, I thought you would

interes ted in this coinc idence. I have

one of 922K, probably because

apparently owned it a rela

time.

I congratulate you on your efforts to re

t is a marvelous

Sincerely,

Robert

C. Wylie

EAA 78593, AlC 23300

TOWER INTRUSION

Airstrip, Tractor and Mower Possibly

. Please call after the fight.

My

brother-in-law arrived at my farm the

day in his old 7 AC. As soon as he

down the throbbing A 65 and dis

he came running to me with a large

envelope.

My thoughts flashed from

winning the lottery to a new set

of

plans

the next project. The contents held none

of these, nor anything good at all. About

two weeks earlier they had noticed some

construction just to the south of their run

way. As the equipment got larger and heav

ier, they decided to investigate. What they

found could change their lives forever.

Crown Network Systems, Inc.

of

Pitts

burgh, Pennsylvania had started to prepare

a site including an access road for a 525

foot AGL, 1945 foot MSL tower. This

tower

would

be located only 1584 feet

south of the runway at the Thermal G Glid

erport owned by the Gehrlein family in

Erie, Pennsylvania.

Now, a lot

of

you

know

this place.

t

has been an airport for over 40 years. Its

origins go back way before 1957 when the

elder Larry Gehrlein had a dream to build

and operate his own glider operation. A lot

of

blood, sweat, tears and years by the en

tire family made the Thermal Gone

of

the

few, and certainly the finest, early soaring

sites in this country.

Today two of Larry s sons, Jay and

Rod, still maintain the airport on a private

basis

. They also use the

location

as the

base of operations for Gehrlein Products, a

certified repair station for sailplane repair,

including the latest technologies used in

construction today. These people are into

aviation -

trust

me. A quick walk and

some nosing into the hangars will reveal a

Heath Baby Bullet, Aeronca C-3 Pitts,

Volmer, Baby Ace, Cub, Champ, Newport

replica, gliders, ultralights, balloons and

too much memorabilia to mention.

This new tower will be located directly

on the downwind leg of their east-west sod

strip.

t

is definitely a hazard

to

air naviga

tion, but the Gehrleins were not included in

the FAA Aeronautical Study Mailing. I

also have a private airstrip

of

my own that

has been in existence for over 40 years .

Now, all of us out there

who mow

all of

that grass just for the love

of

it should take

note . The FAA does not recognize a pri

vate airstrip as part of our airspace system

that we so dearly pay for every April 15th.

(Not to mention each and every gallon

of

Avgas ) The study for this,

Obstruction

To Air Navigation," in this case, went to

the commercial airports (two) in the neigh

borhood. Some other interesting facts in

this case.

This

airport is

located

on the

highest ground just south of Erie where the

communications business

has

created

a

"TV alley."

Years ago the same problem faced the

Gehrleins, which prompted a legal battle.

The

Gehrleins

won that one. The tower

went to the antenna farm" on the north

side

of

their airport. At that time the local

township, which is still in business today,

put a law on the books stating that no struc

ture can interfere with the operation of any

airport. Now how do projects like this get

started with laws on the books and federal

studies not completed?

I flew this downwind the other day in

my C-170 and the site is ready for the steel

with the tower bases and neat little build

ings all completed. And the deadline for

FAA comments was still ten days away.

Crown Systems knew that with their size,

power

and resources they

could

not lose

this one. Oh, yes, we did not even mention

the Commonwealth of Pennsylvania. Don't

bother, although they are great at sending

the private airport renewal bill right on

time. I hope that you aviators living in

other

states

get

getter support from your

aviation departments.

On the bright side, all

of

the aviation

community involved with this MESS feel

that they have won Round One. The local

newspaper printed a great article sympa

thizing with the Gehrleins. A local TV sta

tion showed up at the field a day before the

township meeting was scheduled to address

this problem. Jay couldn't get the 7AC out

of the barn fast enough to provide aerial

shots. At the meeting it was evident that

the local residents were really becoming

aware of the situation. The opposition to

the new antenna location was unanimous.

Guess what? The township supervisors

have now

changed

their

thoughts

from

whatever motivated them to let this project

get underway in the first place. Amazing

what the voters can do to politicians' think

ing. After the meeting, the supervisors ap

proached the Gehrleins and said that they

had evoked a

cease and

desist order

against the construction. Crown's attor

neys were

on

the

phone

the

following

morning.

Your aviation alphabet associations can

help you save the private airports.

Now get ready for Round Two.

Gene D. (Pete) Engelskirger

EAA 394286, IC 18337

HinkleY , OH

A phone update with Pete mentioned

that more positive steps have been taken to

stop the construction

o/the

tower, includ-

ing a second visit from the local TV station.

e Township, to their credit, realizes and

admits they made a mistake in approving

Continued on

pg

28)

VINTAGE AIRPLANE



T

IQUE CLASSIC

WORKSHOP TENT

by

Patricia "Trish" Dorlac

George Meade AlC Workshop chairman instructs Carl Campbell in the exact art of rib

stitching.

Don Marrissette co-chairman of the Workshop tent and

Dane Volzke examine a crack in a Cessn 170 axle using

a

Spotcheck tool kit.

, before you head off

to

the EAA Forums up

north

of

the Control Tower,

be

sure and check out the

Workshop tent next to the Red Bam Operating every

day during the Convention even the day before .. his

is a great place to get your hands busy and learn the

techniques you need to know

to FINISH that long overdue

project

The A/C

Workshop

is

manned by the fLne gentlemen

from Antique/Classic Chapter

11

out

of

Wauwatosa,

Wisconsin. There is no need

to

doubt

the

capabilities

of

these men. They have earned

their expertise through good

old hands-on experience

Every Tuesday they travel to

the Kermit Weeks Hangar and

volunteer. They have put in

over 5,000 hours working on

planes including the B-17 and

P -51. They even 'beefed up'

the ribs on the Curtiss Robin

Here is a partial list of the

things you could have learned

this year at Oshkosh:

Safety wiring, including

bolts and turnbuckles

Spray painting, with

outside air respiration

Crack and Leak Detection

Metal Shrinking

Metal Forming

Acrylic Windows, including

cutting, drilling and

polishing.

Fabric Work

While the division provides the tent,

tables and chairs, this group usually

brings everything else used in the work

shop. This year they received supplies

donated by PolyFiber, Magnafiux, Fast

Tech and U.S Industrial Tool Supply

Company.

OUf

thanks to these fme sup

pliers

Although absent this year, Airtex usu

ally puts a new interior into a Cessna

170 President Don Stretch already has

secured a Cessna 170 to work on at next

years Convention.

If

you need to learn

how to do your interior, take advantage

of

this wonderful opportunity

If you have always wanted to know

4 OCTOBER 1997



more about the Curtiss OX-5, this

is

the

place to see parts and engines from this

flying machine. There are several other

old engines around if you have questions

or just want to see them. Red Perkins has

been our

expert

on the OX-5 and his

absence this year left a great void . Red

learned to fly

in a Jenny and later helped

to maintain the engine in Dale Crite ' s

19l1 Curtiss Pusher.

Paul Poberezny had the idea of the

Antique/Classic Division providing people

Red Perkins l

ef t ,

with a hands on aircraft restoration

experi

discusses t he

ence, and the Workshop Tent was brought

Curtiss OX-5 w ith

into existence. Chairman George Meade

one

of the

ma

ny

was approached by Art Morgan about

10-

vi

sitors in the

12

years ago and with the

he

lp

of

other

IC Workshop

dedicated foLks, got it

off

to a great start.

tent.

Rich Fischler

is

the vice-chair

man and Clarence Schreiber

and Don Morrissette are the

co-chai rmen.

ther

people

who keep this operation going

a

ll

week

incl

u

de

Demosthenes

Staver and Jerry Cutsforth .

The time and effort these gen

tlemen put into the workshop

tent

is

greatly appreciated by

the many of us who need to

learn skills that just are not

taught at the local community

college

George says that the great

est benefit they get

is

helping

someone else. Someone can

come in to learn how to do

something and can walk away

having mastered the skill by

havi ng

the opportunity

to

actually do it with people who

are experienced and can teach

them One

of

the interesting

things that was

taught

this

year was an approac h

for

crack and l

eak detect

ion.

Referred to a lso

as

the

AlC Chapter

11 representatives who help

make

the

AlC Workshop tent

oper

ations

run

so

'aerosol container method', it

smoothly,

f r

om

left to

right

are: George Meade Chairman),

Bob

Whitehouse, visitor),

consists

of

three easy steps:

Demosthenes Staver,

Jeff

Custforth, Don Morrissette co-chairman), and Clarence Schreiber

I) Spray item

that

you are

co-chairman).

ch

ec

k

ing

for l

eaks

with a

cleaner and

wi

pe cl

ea

n. 2)

Spray item with a red penetrant and wi pe

off with a clean

cl

ot

h.

3) Spray with a

white developer

th

at will show bleed red

in areas with cracks

One of the most interesting years was

when there was a Pietenpol project that

kept people involved all week long. The

owner was an

older

gentleman (in his

mid-80s) who desired to see it finished so

that he could fly it Workshop was able

to complete a great deal

of

it

in

the two

years they had it.. .that is

only

two

WEEKS in Oshkosh time. In just that lit

tle amount

of

time, with a lot

of

enthus

i-

astic volunteers, they were able to ready

the wing for painting and remove the

original muslin fabric (on since 1930)

Jon

Goldenba

um

,

of

Poly-Fi

ber

,

conduct

s the fabr

ic

covering

semi

nar

in

th

e AlC Wor

ks

h

op

tent.

VINTAGE AIRPLANE 5



from the fuse lage and prepare it for recover-

ing

George said the part

ic

ipation was great,

partly due

to

the h

ig

h rate

of

interest. The

owner was there help

in

g out as well

If you have decided that NEXT year is the

year you are going to get that project done,

be sure to go by the Workshop Tent and

glean some knowledge from this great bunch

of

volunteers!

TRAM

TIME

IN

THE

AN

TIQ

UE

CLASSIC DIVIS

IO

N

Rich Fischler (left)

As if

the Workshop Tent was not enou

gh

and

Clarence

for the members of Chapter 11, another

Schreiber listen in

Chapter project was completed this year!

on

the

fabric dis-

Dave Broadfoot (who has also

cussion.

been a volunteer in the work-

shop tent) bought and convert-

ed a trailer for our area. He

installed smaller wheels and

added a ramp to enable wheel-

chair access, although many

others also enjoyed this wel-

come respite from walking!

Many other members from the

chapter helped with the weld-

ing and other

areas of

con-

struction on this trailer. What

a great idea! Hats off to the

fine folks in Chapter

II

for

helping to make Oshkosh a

better place

to be

EARL NICHOLAS:

BACKSTAGE VOLUN-

TEER OF THE YEAR

f

you have not met Earl,

you probably have not been

to

Oshkosh. Earl has done every-

thing from flight line opera-

tions

to

manpower

to the

Aerogram,

not to

mention

everything else.

If

something

Donald Hyra, yet another member

of AlC

Chapter

11,

volunteers some time operating the

needs to be done, chances are Tram.

Earl is the one that wi ll be

asked to do it Every time I

was

in

the Aerogram building t

hi

s summer,

someone was looking for Earl! "Earl, cou

ld

you please

..

." and naturally, as soon as he

could, Earl would take care of the request.

Earl actually brings the equipment for the

Aerogram operations and troubleshoots all

computer problems. No

wo

nder Earl was the

Backstage Volunteer of the Year for this

year's Oshkosh extravaganza. It is people

like Earl who make it

just

that! THANK

YOU EARL FOR ALL YOU DO!!!!

RANDY HYTRY: FLIGHTLINE

VOLUNTEER OF THE YEAR

Recognized at this year's a

nnu al An

tique

Classic Volunteer party as the "Masterful

Man Who Moves Heavy Metal Planes,

Randy has been a point operator on the

flightline for many years. He commutes

daily and th

is

year wor

ke

d typical Oshkosh

hours

in

spi te

of

his

in

volvement with a great

band Uazz and all that good st uff!).

Anna

Osborn Jason Hartwing

and Earl Nicholas the 1997

Antique/Classic Behind

the

Scenes Volunteer

of

the year.

6 OCTOBER 1997



Randy .. congratulations on your award and THANK

Y V

for all

of

your years

of

service!

WOW, WHAT A PARTY!!!

Special thanks to all who helped me with this year's volunteer

party!

TIM FOX and the entire security team

. ..

Exceptional pizza

delivery!

DAVE and NANCY BELTZ and BOB HVNT ..Drink and

tent set

up!

GLORIA and PAUL BEECRO

FT

..Cake pick up and delivery!

WALT 'BOSEPHUS' DORLAC ...Assistant extraordinaire!

SUE and DWAYNE TROVILLION .. For preparing door

prizes!

BOB LUMLEY ..Providing video entertainment of the BEST

group of volunteers!

Harvey Highspeed, AKA Dave Beltz, lent a whimsical

air

to

the

goings

on

in

the

AlC

area

this

year.

In

the

tradition of Where's Waldo,

members were kept busy

all

week

keeping an eye

out for

Harvey.

Thanks, Dave

GEOFF ROBISON and EARL NICHOLAS ..Printing up

award certificates!

LINDA BETZOLDT . .Premier cake cutter/server!

MIKE KOSTA. ..Dual instruction assistant!

STEVE ICEMAN WHELAN

..

.Ice delivery!

CHAPTER

11 ....

For allowing us to invade their space!

AVA. ..Generous sponsors!

DUBIOUS AWARD RECIPIENTS ... or your gracious

acceptance of your certificates!

(Editor's Note: Trish will give me an aw, shucks look when I

say this, but she missed one essential element

o

th

e volunteer

party - her. n addition to her instructional duties training new

Flight Line Volunteers, Trish spent her abbreviated stay at the

Convention chasing down additional stories

or

the Volunteer

column, and coordinating the plans for the AIC Volunteer party.

Three cheers for Trish Dorlac, organizer extraordinaire - HGF)

Thanks everyone! See you next year! *

(Above)

Our

"

Art Morgan Flightline

Volunteer of the Year is this smiling

fellow, Randy Hytry. This shot

is

par-

ticularly

rare, as, 1)

Randy is inside,

and 2 he is sitting down.

He can be

found

during

almost every daylight

hour, directing aircraft traffic at the

AlC Point Fondy, during which

he

rarely has a chance

to

sit. Fortunately,

his

wry sense

of

humor

helps

keep

everybody

on

their toes down in the

south half

of

the

AlC

parking area.

Geoff Robison

accepts

his

Keeping the Cool award

from Tim Fox and Dave

Beltz during

the

annual AlC Volunteer party, one

of

the benefits

of

volunteering

during the Convention

VINTAGE AIRPLANE 7



The July

Mystery

Plane was a

repeat

from 1989, as pointed out by a few read

ers

. It was the Paramount

Sportster of

1931. Designed by Ralph Johnson the

Sportster was fitted with a pair of floats at

the request of Joseph Behse, Paramount's

founder

who felt an

airplane

from the

Great Lakes ought to be fitted with floats.

First flown on April 10, 1931 it

was

placed on display during the National Air

craft Show in Detroit in mid-April, 1931.

On

May 16, 1931

Behse

and

mecha

nic

Whitney Merritt took the Sportster up for

a demonstration flight. It didn't last long-

the airplane climbed to only about 150 feet

before it entered a right tum and dove into

the

water of

the

Saginaw

River

killing

Merritt and Behse.

Answers were received from Herb de

Bruyn, Bellevue, WA ; L.F .

Bud

Rogers ,

Deland, FL; Lennart Johnsson, Eldsberga,

Sweden and Robert Pauley, Farmington,

MI, who wrote the article accompanying

the answer published in the June 1989 is

sue of Vintage Airplane.

Send your Mystery Plane

correspondence to:

Vintage Mystery Plane

EAA

P.O Box 3086

Oshkosh, WI 54903-3086

Arriving ju

st

a

day

too late to

make

it in

the

Septembe

r issue was a note from Dick

Simpson of

Bi

rm

i

ngham,

AL. He

enclosed

this photo

of

Huff-Daland Petrel

No. 62

as

the eng ine was being run up prior

to

final

assembly. Restored by EAA Chapter 152, it

is

on

display in Birmingham s Southern

Museum of Flight.

This month

s

Mystery Plane is from

th

e collection

of

Curt

Szymanski, Mukwonago, WI.

isfamity

has

had

afew glass

plate negatives

of

the early days

of

aviation in their possession

for

many years. We have no clue as to the photograph s loca-

tion, nor do we know the aircraft type. Answers need to be at

EAA HQ no later than November

26, 1997 for

inclusion in the

January issue

of

Vintage Airplane.

We are still open

to

your

suggestions

for

Mystery Plane

s,

and you can send in your candidates to the address shown at the

end

of

the article.

lane

by H.C. Frautschy

(Above and below) The Paramount

Sportster

,

powere

d

by

a 110 hp Warner engine

and,

according

to our resident float

expert Norm

Petersen , fitted with a

pair

of

Air

c

raft

Products Co. (APC), floats.

Light

yellow

with

a black stripe , the

Sportster

looked pretty

good

,

bu

t its looks didn t speak for its

flying

characteristics - it

c rashed

only

a

month after being completed

, killing

the company president

and a

mechanic

.

VINTAGE AIRP L NE 8



by E.E.

u

ck Hilbert

EAA

21

N 5

P.O.

Box

424 Union

IL

60180

It's coming back, yeah There it is on

the overhead. Another one of the swi tches

and gadgets so prevalent of these DC-6Bs

I ' m sitting in the right seat

of

a

Cargo

DC-6B up at Anchorage,

Alaska.

I've

come up he

re

on National Aeronautical As

sociation business, and when I saw the ta il

number , I

had

a sudden bout with past

memory.

This is

one of

my United

air

planes. I haven ' t been near one for many

years; I must look at this one

Sitting in the right seat

seems

natural.

All the switches and direct reading gauges

are right where they should be. I close my

eyes and begin to

recite

the

old

memory

bank.

Engine failure on takeoff-

throttl

e

feather mixture firewall shut off

- runs

through my mind. The other procedures

committed to memory so many years ago

come surging through.

Small

wonder, I

muse; after all, I had flown from this seat

almost

ten

years and accumulated about

7500 hours. That should make some sort

of

permanent imprint, right?

Well, things change and you move on.

My

next

step was jet flying

and

the Car

avelie. From there

it

was back to Douglas

again and the DC-8s- still in the right seat.

Then

the

time

came when a Captain va

cancy opened

up and it was

back

to the

DC-6.

Talk about shock Ground school was a

refresher course, a pleasant return to old

fa-

miliar terminology of manifold pressure ,

rpm , boost pumps and the like . No more

thrust lever and high pressure fue l cocks and

tail pipes. This was the real flying where

you counted eight blades, turned the switch

on, got it running on the primer, brought in

the mixture, called oil pressure and let it idle

while you started the other three.

When you

took

the salute

and re

9 OCTOBER 1997

PASS

db

BUCK

leased the brakes, the airplane moved. You

didn't have to add throttle; idle was power

enough. On the run up pad you took about

ten minutes to go through the entire proce

dure of

checking the props, the

mags

, all

the gauges, manual, auto feather, reversing

and

anti-detonation

injection sys tems .

Then

,

and only then

,

you

went through

about a 21

item

pre-takeoff

check

list,

called the tower and

it

was time to go.

Here is where the

memory

items were

reviewed. As you took position on the run

way , your

mind

was arming itself to the

di saster position. Engine failure on takeoff

procedures run through your mind . You

brief

the crew as to what you plan to do in

the event

of

an emergency.

The

pilot fly

ing will FLY the airplane. The pilot NOT

flying

will

handle

the emergency

along

with the Flight Engineer. After the situa

tion is under control, the deci sion to return

to the airport, or any further action, will be

the Captain's choice.

All this was coming back to me as I sat

there in that right seat. I was living my

past and thinking of all the wonderful, and

sometimes not so wonderful, people

I'd

flown with in those years and hours so long

ago.

t didn't

seem like that long ago; it

felt like I'd come home. But then I thought

of that upgrade to Captain.

After jet flying for four years, the first

shock

in

the school was the ever so compli

cated systems reviews. The cabin air-con

ditioning and pressurization-

crude

, yes ,

and not too effective

on

the ground; the

lack

of

an APU (auxiliary power unit) to

provide ground air-conditioning; the com

plications of things like engine oil quantity.

Hey, the

jet

measures it's oil consumption

in pints. Here we tolerate gallons

And

so

on.

The review brought

back

memories I

hadn't thought of

in the

past

four years, and the FAA oral was a piece

of

cake. t lasted four hours and 15 minutes .

The company check pi lot objected strenu

ously to the detail the FAA inspector was

going through and was shocked at his re

ply.

I'm

learning things about

this air

plane I never knew - he has long passed the

oral, I'm getting an education "

What he

didn't

know

or

appreciate was

that I had grown up career-wise with this

airplane . I had spe nt days at the United

Airlines

maintenance base

following

the

airplane

through

major maintenance . I

watched an airplane taxi into the overhaul

dock, and over the next seven days be com

pletely disassembled down to the bare air

frame. Every piece came off; all the wiring

and

plumbing was

either

replaced or

re

worked. The structures were X-rayed, dye

checked, Eddy Current

or

Sonic inspected,

and the bare airframe was given a clean

"good as new."

The

engines, prope llers and all the ac

cessories

were off,

going

through the ac

cessory overhaul and engine shops while

the airframe work was being done . The

landing gear came

off

the airplane was

brought back

and

the reassembly began.

The

disassembly took two

and

a half to

three days; the reassembly

of

all the over

hauled and inspected parts and roll-out for

flight test took four and a

half

or five days.

When it came out of

the

base , there

wasn't any term other than "new " to con

tend with. Resplendent in new upholstery,

new paint, newly overhauled engines, pro

pellers and accessories, all new hydraulics,

hey- it was a

NEW

airplane again.

And I was right in the middle

of

all that.

I 'd check out a pair of coveralls

and

get

right in there with the wrenchers, the acces

sory overhaul people, the hydraulic and en

gine shops, the propeller boys and the in

spectors. I knew what every weep hole and

ram air duct on that airplane was for, and I

was ever so proud

of

the job the crews at

the maintenance base in San Francisco did.

Anyway, after the oral came the check

ride, and that was a shocker. We had simu

lators for all the practice

stuff

like proce

dures, both

standard operating

and emer

gency, and flying the simulator was tough

because

it was all

instruments,

no visual

references, and you flew it all the time. It

didn't

exhibit the natural flying characteris

tics of the airplane. t wasn ' t supposed to.

If

you could do a reasonable job of operat

ing the

simulator

, you could fly the air

plane.

But the proof was in the final

flight

check.

That part, after the engine

out

on

takeoff, the

air work

,

stalls,

steep

turns,

(Continued On Page 33)



'97

(Below) The Classic Judging crew consis

ted

of front row, left to right) Joan

Steinberger,

Jerry

Gippner, Kevin Pratt, John Swander and Frank Moynahan. In

the

back row we

have: Clyde Bourgeois, Larry Keitel , Frank Bass, George York,

John

Womack, Carol

Womack

, Steve Bender, Dean Richardson,

Chuck Johanson

, Paul

CO Stephenson, and Shy Smith.

Built especially

for

Tex Rankin's Hollywood

Air Aces, the diminutive 1938 MG-2 Special

has been restored by Jim Moss of Graham,

WA

Another of the crowd's favorite air

(Above)

Our Contemporary Judges this year were

Jeff Anderson, Tim Greene,

Becky

planes, it was presented with the Champion

Greene, Rick Duckworth, Dick Knutson , Dan Knutson and Art Anderson.

Antique Custom Built trophy.

10 OCTOBER 1997



Antique Classic

Jcrapbook

by H.G. Frautschy

and liorm

Petersen

Volunteers fill

many

jobs

during the

Convention, and one of the

biggest groups who

give

their

time are

the

Antique, Classic and

Contemporary

judges. A thankless

job at

times,

they

give

their

time willingly.

(Left) The

Antique judges

are, from left to right,

starting

in

the front

row,

Bob

Wilson,

Don Coleman, Steve Dawson, Gene Morris, Xen Motsinger, Jerry Brown, and in the

back row, Dale Gustafson, Bill Johnson, Dave Clark, Dave Morrow, Ken Morris, Phil

Coulson and Dave Anderson. Represented by the

hat

in front is Mike Shaver.

(Below)

The

Grand

Champion Antique for

1997 is Tom Wright's

(right)

Beechcraft Stag-

gerwing D17S, an-

other extraordinary

Staggerwing restor-

ation

by

Bern

Doc

"

::;

Vocke and his

crew

in

Sandwich,

IL. It was

... last year's Reserve

Grand Champion.

VINTAGE AIRPLANE 11



W F Bohannan, of Columbus, OH and

his

son,

of Carefree, AZ, pause in front of their 1936

that

was

recently restored. Neatly

the YKS-6 has long been a favorite

of

Waco

II era

Champion

in

the

category is this D17S Stagger

Beech owned and flown by

Johnson, Bloomington, IN.

even had a model of

his

on display alongside

the

Mike Stanko's Gemco Aviation,

OH

did

the

beautiful

of

the

Beechcraft.

(Left) Worked on by the late Bud Kilbey, South

Bend, IN and finished by Ted Davis for Bud s son

Mark, this 1930 Waco ATO Taperwing is the 1997

Antique/Classic Silver Age Champion. Bud had

worked on the project for

many

years,

and

its com-

pletion serves as a

way

to

honor

him, a well

respected restorer. Many members will recall Bud s

Fleet restoration

of

a

number of

years ago.

A busman's holiday

sort of

project, Steve Dyer (left), his

son Jim (right) and daughter

Wendy rebuilt

this

Beechcraft

Staggerwing

(below)

so

well, it

was

awarded the Antique

Reserve Grand Champion

tro-

phy. Steve is

the

proprietor

of

Univair, the

supplier

of PMA d

parts

for

many

of our vintage

airplanes.



(Right)

Lori and

Bob Kitslaar,

Luxemburg, WI have enjoyed their

custom

Stearman,

the Flying

Dutchman, for a

number of

years.

Bob's

latest addition to the

Stearman is the slick looking spin

ner and engine fairing, reminiscent

of the combination used on the

Stearman C3. Built

with

a crafts

man's

touch,

the

addition looks

great

on their

custom

biplane.

(Left) The Antique Transport Category

Champion was this beautiful Continental

Airlines DC-3, shown here during a

stopover

at

Chicago's Meigs Field.

Continental showed its support of Meigs

by volunteering to give rides

to many of

the people who

fought

hard to save

the

lakefront general aviation field, including

members of the

Tuskeegee Airmen and

Friends

of

Meigs Field. Shown

with

the

airplane in period stewardess

uniforms

are Continental Flight Attendants Carmen

Franks (left) and Joy Lou.

(Left) The

Smith family of

Erie, P

brought

their

pretty

Taylor

J-2

Cub

restoration to

the

Convention with a

great story

to tell. The

elder

Mr. Smith, Robert,

owned this

very airplane in

partnership

with his

brother

Donald

as the

second

owners of the

airplane

before WW II.

Keeping a bare metal 1949 Beechcraft Bonanza bright and

shiny is a never ending task, as demonstrated by Doug Steen

(above, right). This very nice looking Beech is owned by Waldo

Steen

of Mt.

Laurel, NJ. Here, the

lower side of the wing gets

the polish on,

polish

off

treatment.



AlC Director Jack Copeland

up the production and distribution

the Participants Plaque each year

the

Convention. Each

pilot

who

Antique/Classic

or

pick up a free

photo

his/her airplane and

the

Convention

as a souvenir

of

their flight to EAA

he


of

the Classic

judging category (1946-1955), this Is J.F. Fisher III,

of Senoia, GA and his Piper PA-12 Super Cruiser.

The Cruiser has become a popular restoration

subject over the past ten years, particularty since

Clyde Smith's restoration in the mid-80s.

(Above) Every

year

we

present

the

Antique/Classic

Parade of Flight

during

EAA

OSHKOSH. Here, Chairman and AlC

Director

Steve Nesse gives the takeoff signal to

one

of

his favorite airplanes, a Navion owned by Doren Anthony

of

Glen Ellyn, IL. This

particular Navion is

this

year's Flagship

of

the Fleet.

Each of the pilots

who volunteer

to

participate

in the Parade of

Flight is

given a

spe-

cial

commemorative instrument

panel medallion as an expression of the Division's

appreciation.



(Left and below) Richard

Charette, Wadsworth, IL has

been a perennial winner in the

Best of

Type - Aeronca Champ

category for

a

few

years.

Richard

's wife, Christine, and

daughter, Alison, join him for

some family fun at

the

Convention

with

their

very

original looking

Champ.

From a

project

that

was

described

by owner/restorer

Bill Goebel

as

one in

which

everything not

bent was either corroded or

worn

out, this

1953 Cessna 170B

has

been

completely

restored,

including replacement of

85

of its aluminum

skin.

Both wings,

all

corrugated surfaces and the

vertical and horizontal tail were re-skinned, and the left landing gear box was repaired, as were

many, many

other

components. It's a first class

job

that

won

the Classic Best of Type award for

the

Cessna 170.



Getting together at the Hartford,

W

air

prior to a mass flight of Aeroncas, pilots

Air <nockers running and ready for

to

Oshkosh. Twenty-nine

en masse trip, and the

or

a group shot on

For others who wish to park as a group at

ntion, it's simple - arrive together,

u park together

The Swifts have done it, the Ercoupes too,

d so have the Navions - all

it

takes is

litHe well-ahead

Our thanks to Densel Williams and his

get

to

all the pilots who braved

to

go

o

vol

Slim Caselman, Sue Tupper and



Left and below)

Joe

Jacobi, of Mexico,

O

shows

off

the

neat-as-a-pin

restora

tion of his

Stinson

108-3. The

Best

of

Type - Stinson award winner,

it

has a

beautiful interior highlighted by the

stock

instrument

panel, and a very pro

fessional looking engine compartment.

Joe s project is first-class quality, one

that anybody would be proud

to

call his

own.



the


the Contemporary

Class

1956 Cessna 172,

flown in by

its

owner/restorer,

AlC

26464)

of

, IA. Born

August 3

1956, Joel

the

172 in 1994

after

waiting 20

for

the

previous

owner to

sell

the

Joel took

so much

kidding

"

ugly

"

looking

machine, he

home

and

stripped

it down and

to polish. The results are quite

the judges

soon

swarmed

the brightly

polished Cessna. When

details

were

checked Joel had

the

Reserve Grand

Champion

mporary Lindy. He and his

family

of folks.

Sheldon (EAA 503381) and Colleen

Soldwisch of

Bensenville

IL are an

enthusiastic couple

and have a

great

time

with their brightly painted

1959

Cessna 175 Skylark.



1997

Vintage

Jeaplanes

E y tiorm Petersen

Sparkling in its

new

red and white paint

scheme is this

1946

Aeronca

7AC

Champion mounted on a set of matching

Edo 1400 floats. Recently refurbished by

its new owner, Mark Wrasse, of Neenah,

WI, the pretty tandem is powered with a

Continental C85-8 swinging a flat-pitched

seaplane propeller. Long time Wisconsin c

seaplane pilots will remember this Champ

from when it

was

based

at

Tillman's

'l

rf

Seaplane Base on the Fox River

at

Green o

Bay

WI

for quite a number of years. z

Pictured in the amphibian area

at Oshkosh '97 is

this

extreme

ly low time

1952 Piaggio P-136,

N222A, SIN 194,

with

only 914

hours since new

Built

in Italy

and

imported by

Kearney &

Trecker

of

Milwaukee, WI,

this

was the model 136

with wood

props and 260 hp Lycoming

engines (of the two 136's built,

this is the sole remaining

example, the other going

to

King Farouk of Egypt and was

eventually wrecked). Owned

for over 25 years by George

Stevenson (EAA 21249) of

Eagan, MN, it was upgraded to

P-136-L standards with 290 hp

Lycomings and constant speed

props. Presently owned by

Barry and Rex

Hammerback of

River Falls, WI, the attractive

pusher

twin

was flown to the

Churchill River area near

Hudson's Bay, Canada before

making

the

trip to EAA

Oshkosh '97. Barry reports the big twin cruises

at

130 kts

at

30 gph and is a really fine handling airplane on the water. While

at

Oshkosh, they ran into Carl Koeling (EAA 20000)

of

Milwaukee, WI

who

made the initial

test

flight on

the

airplane for K & T when it

was brand new Carl even furnished

the new

owners pictures

of the

airplane being unloaded from a

transport

ship in New Jersey.

There are presently 14 Piaggio "Royal Gull " listed on

the

U.

S.

register.

Winner of the Bronze Lindy Trophy in

the

Seaplane

Category at

EAA Oshkosh '97

was this

bright

yellow

1947 Piper PA-12,

N3736M, S N 12-2675,

mounted

on a

set

of

brand

new

Edo 2000

floats and flown

to

Oshkosh

'97

by

Dave

Zawistowski

(EAA 563307)

of Eagle

River, WI.

Completely restored specifically

for

floats by

Chuck Andreas

of

Neenah, WI ,

the

PA-12

features flaps,

150

hp

Lycoming

,

enlarged

baggage, increased

gross weight and

a host

of

additional

goodies.

(Note

the glass

in

the lower

seaplane door.) This

particular

PA-12

served as a glider tug

for

many years at

Aero Park

Airport

in Menomonee Falls,

WI, before being rebuilt

for

floats. With

the entire airplane and floats

finished in

AN-Yellow/Orange, Dave has the advan

tage of excellent visibility on the waters

of Wisconsin.

z



x

o

·c

c.

Q)

o

E

This year s EAA Oshkosh 97 Grand Champion Classic shows us what a

great restoration can do for a plane that seems to get little respect.

Has

it really been five years already

we last saw a Tri-Pacer restoration

Surprisingly, it

has

.

Many of

will

recall Joe

Fleeman's

(EAA

A C 20349) work

on Delton

Piper PA-22 Tri-Pacer, the one

as the Reserve

Grand Champion

of EAA Oshkosh '92. A beautiful

of

a long

neglected aircraft

enjoyed

Delton's

airplane

so

wanted one for him

The

Tri-Pacer

has

lon

g

been one

of

favorites , ever since his grandfather

a man to fly his almost new PA-22 .

a five-year-o ld tyke. t

sporty to me,

even

back

he recalled.

After

three

of instruction, the fellow be

Joe's granddad was

Private

Pilot's

license and go

check ride. Then, little Joe

went

for a ride in that

It must have

made

an impression on him, and

later, the bug didn't go away,

after owning and flying one

a numb

er

of years, and then

shing Delton's airplane

Kenny Brown (EAA 545516)

By H.G. Frautschy

of Lawrenceburg, TN had been a friend of

Joe ' s for a long time . He had gone for a

ride in the Tri-Pacer Joe owned and flew

over

10

years ago, and memories of that

time must have been simmering in his sub

conscious for quite a while . When he fi

nally decided to have a go at aircraft own

ership, he originally thought a Cessna 172

was going to fill his hangar. He was

just

about to head down that path when Delton

Perry showed up toting the Reserve Grand

Champion

trophy in his

newly restored

Tri-Pacer, N8740C. Kenny went for a ride

in

40C a few times, and he noticed that the

great looking and smooth flying short

___ : ~ ~ ~ : : : : : l L : E l ~ ~ ~ the 1955 PA22-150 Tri-Pacer in

VINTAGE

AIRPLANE 2

wing Piper attracted a lot of attention at the

airports they landed at, far more than the

Skyhawks generated

.

t also seemed

to

just be more fun! Memories of

Joe's

Tri

Pacer also came back and he recalled how

much fun that airplane had been to fly, too.

The obvious road to take then was to go

looking for a Tri-Pacer of his own to fly ,

but his sights were set high, given the out

standing airplane he would judge all others

against. Not surprisingly, it boiled down to

this -

if

Kenny Brown wanted a beautiful

Piper PA-22 to own and fly, he was going

to have to find a project and get to work.

There simply weren t any to be had that

met his desires.

Joe

Fleeman

had been keep

ing his

eye on a

Tri-Pacer

he

knew was resting in the back of a

hangar in Jackson, TN. Flown

only nine hours in the 10 years it

had been owned by

its la t

est

owner,

It was in Humboldt, TN

undergoing an annua l when Joe

and Kenny caught up with it The

engine failed the annual inspec

tion when metal was detected in

the oil , lots of it

They tracked down the owner

and worked out a deal,

putting



Left

and below

The

rear

seat

is

the

original

seat,

not

a

replica

. The fabric was in

excellent shape, and the vinyl just needed to be dyed to look like new. The front

seats were completely restored using black fabric that also matches the 1957 Chevy.

The

Tri-Pacer makes an excellent family airplane, with plenty

of

room for baggage

and

camping equipment.

22 OCTOBER 1997



aviation for almost 5 years when he

started on the Tri-Pacer project. Trisha, his

wife, has been his inspiration, and has been

very

supportive of the

project.

When

Kenny was working on the Tri-Pacer and

would get depressed at the lack

of progress

or some other snag, she would encourage

him

and keep him going.

Without her

help and motivation and support I would

have never been able to finish it," Kenny

said during our visit at EAA Oshkosh '97.

One

of

the

first

challenges

to

be

met

were the innards of the Lycoming

0-320

AlA. Delton

would

have a

hand

in re

building this part of the airplane, having

obtained his FAA Powerplant mechanic's

license

during the overhaul

of

the Ly

coming in his Tri-Pacer.

Tearing it apart showed the camshaft

had started to disintegrate, with two

of

the

lobes fractured and lying

in

the bottom

of

the crankcase, and understandably the tap

pets

had

been beat

up

pretty

bad .

The

crankshaft, while showing pretty strong ev

idence

of

wear

from the main

seal, was

able to be professionally reworked, along

with the crankcase at Divco in Tulsa, OK.

Even the cylinders were sent

out

to be

chromed and welded where necessary.

When they were sent out, Joe was told

by the vendor that it was highly likely that

all of the cylin

ders would have

cracks, whether

they could

be

seen

with

the

naked eye or

not. New detec

tion methods

used

by

Divco

showed cracks

in the cylinder

heads that would

have previously

gone unnoticed,

and sure

enough, each of

them had weld

ing repairs done

to

them.

The engine

work was doneBrown left) and Joe Fleeman, both of Lawrenceburg, TN

n

NC2848P.

Kenny's

no stranger to

He started his aviation career as

engine

mechanic

for the

Air

Force,

and pro

up through the engines on the A

Warthog.

Nowadays he works as an

Ferry nuclear

power

and as an electrical instructor teach

and outs

of

keeping the

such a critical

A

family man with two

(the youngest is a

ju

in college), he'd been away from civil

by

Delton

Perry, who

, as

we

mentioned

before, had earned his FAA Powerplant li

cense during

the

restoration

of his

Tri

Pacer

in

the early 1990's. As it was being

rebuilt, keeping it looking original was also

a priority, and to that end Joe checked an

old copy

of

the Lycoming overhaul manual

and determined the crankcase was gray and

cylinders

blac k .

Everything could

be

matched,

except

for the

spark

pl ug

har

nesses. They were origina

ll

y black, but the

new ones were a bright blue color - hardly

approp

ri

ate for the 1950's era engine com

partment. Joe solved the problem by cover

ing each lead with black heat shrink tub

ing, which neatly reproduced the look he

wanted. The use of aluminum flex tubing

for the

cabin

and

carb heat ducting

and

proper stencil style lettering on the inside

of

the cowling helped finish off the engine

compartment to " like new" status.

Everybody involved brought their own

favorite talents to the project, and first-time

restorer Kenny did as well. His enjoyment

and expertise in doing wiring dovetailed

well with Joe s preferences, who would

rather do the detailing

of

the interior and

the covering. Kenny helped all throughout

the rebuild process, as did Delton. Even

the nasty job

of

installing fiberglass insula

tion for soundproofing was done by all

three gentlemen, who came away itching

and scratching, no matter how much they

covered themselves during the process.

Before all of that could be done , the

fuselage needed to be prepared first. The

airplane was quite straight, and corrosion

free as far as damage was concerned. Both

it and the engine mount were powder

coated in a

matching

shade

of

gray. The

sheet metal door skins, wrap cowling wing

leading edges

and

other various parts

wouldn't survive similar scrutiny. Joe esti

mates that about 90%

of

the sheet metal

was replaced, and the rest took some hand

work

to

get

it into

airworthy

and show

plane shape.

The nose bowl

and chin

cowl" (the open-ended bowl on the bottom

of the lower cowl) both needed to be

worked on, with the chin

cowl

needing

some welding too. An English wheel and

later a well greased mallet rubbed on the

inside of the cowl smoothed out any dents

in

the formed pieces.

Before the insulation could be installed

on the newly coated fuselage, the interior

was restored with a few special items of

note. The rear seat is not just like the origi

nal, t is the original seat The black wool

fabric was still in nearly perfect condition,

and the vinyl ,

while

faded, was in good

condition too. An application of Dupont's

vinyl dye

of

a red color to match the new

vinyl makes it impossible to tell which is

new material and which is the 32-year-old

vinyl. Avsco,

an

old

Piper

dealer

in

Florida, supplied Joe with new old stock

black vinyl material for the top trim on the

doors and instrument panel. For the front

seat, the fabric was a good match with the

black fabric used on the

'57

Chevy. The

red loop pile carpeting is also original, and

to complete the scene, a brand new towbar

was build by Joe to replace the ramp-worn

example

that was still with the airplane .

The bar is held in place with a couple of

straps on the back panel of the luggage

compartment.

Once you've looked at the excellent job

done on

the

seats

and side panels,

your

eyes are drawn to another piece of

out

standing workmanship. The headliner is a

cotton nap material sewn by Joe after care

fu

l realignment

of

the headliner bows. Joe

says he custom sews each headliner, mea

suring between each bow and trimming to

VINT GE AIR LANE 3



The

engine compartment of the Tri

Pacer has been meticulously restored

,

including the stencil type lettering on

the

inside of the cowl. Aluminum

flexible air

duct

tubing, new

heat

shrouds

and

baffle

felt

that has

been

stapled in place, per the original, all

helped

earn points towards the

Grand

Champion Classic Lindy trophy.

fit. Shrinking isn't necessary, if the fit is

good,

since the cotton

will

accept some

amount of pulling and tugging to

smooth

out the wrinkles. Unable to find any curved

zippers , Joe made his own by ironing and

shrinking one side of the available zippers,

curving his own and sewing them in place

with few of the usual puckers and wrinkles

you often find

in

headliner zippers.

The work Joe did looks like it was

mo l

ded

in place. Capping it off is a

nice

examp

le

of

the

overhead

speaker/dome

light grill. When you see one today, they're

often cracked and pretty unattractive, but

not this one - like so many parts of this air

plane, it looks like it did the day it was first

installed

in

the cabin

in

1955 .

The instrument

panel

was one of

the

few pieces that had been modified over the

years, so it did require some reworking to

put it back into original condition. Since

thi s Tri-Pacer is outfitted as one of the

Su-

per Custom models with a full set of gyro

instruments and a Narco Superhomer, Joe

did the same,

with

the Narco guaranteed

not to work - it 's a dummy, in

faceplate

only with a modern r

adio

nestled in the

panel behind it. A

vi

ntage round micro

phone Joe had been saving for yea rs was

the fini shing touch on the radio installation.

The yoke medallions were re-chromed and

them the trim paint added, and the yokes

cleaned up to look like new. A full set of

block lettering finished off th e red and

black

instrume nt panel. Surrounding the

24 OCTOBER 1997

Modern instruments and radio, circa 1955. The PA-22 Tri-Pacer Super Custom

version gave

you

a

full

set

of gyro instruments

and a radio, plus a snazzy interior.

The side panels

on the doors

and cockpit are sheet metal, with

the

top

edge trimmed

in

black

vinyl.

panel is a new windshield with the correct

profile as molded by Aircraft Windshield

Co., in Ca

li

fornia.

It

matched the curve of

the windshield Joe had bought

over

10

years ago from Piper.

After the headliner was in stalled, the in

sulation was put in place, but this time Joe

did somet

h ing

different.

On Delton's

plane, they

covered

the in sulation with

plastic,

but

not this time . Joe had noticed

that if you looked carefully, you could see

places where the pl astic was up against the

back

of

the Dacron ®

fabric

.

To

him it

looked unsightly, so he was determined not

to have it happ en again .

Any

possible

places of water intrusion were carefu ll y

taped, and at the bottom

of

the insulation,

Joe made a Dac

ron

®

sac

k that would

make certain the insulation could not fall to

the bottom of the fuselage .

Cover in g the Tri-Pacer was done in

Joe's favorite method,

Cooper

Superflite

102

with a nitratelbutyrate finish with Ran

dolph products. Dac Proofer, followed by

2 coats of clear nitrate dope, then 5 coats of

clear butyrate,

8

coats

of

si l

ver butyrate

and then a white base coat. The final fini sh

is

8 coats of Sun Valley Ivory, with the ar

eas

receiving

the Tennessee Red

masked

off before the Ivory was sprayed, then the

Ivory was masked off to the paint line and

the red appli ed. Besides the fact that the

red is a

bleeding

red , meaning a lighter

color cannot be app lied over it painting the

red trim in this manner gives you an unde

tectable edge between the co lors after the

finish

is

hand rubbed out using Dupont ex

tra fine rubbing

compo

und . Joe then fol

lows the rubbin g out process with two

products from

Gear's

Laboratory so ld un

der

th

e brand name King' s Ransom. Joe

still remembers the s lick finish on the origi

nal Tri-Pacer when he was a youngster, and

wanted to duplicate that feeling of quality.

It 's funny, but both Joe and Kenny are of

ten

asked

, What did you do to make it

look so nice? Joe

's response

is simple:

No thing special - we just put

it

back to the

way it was. Time has a way of softening

our memory, and people just don 't remem

ber them being so nicely made.

I often ask a first time restorer if they'd

do it aga

in

. More often than not they reply

yes, and Kenny

Brown seems

to have the

building bug

now . He's

already thinking

about what he'd

li

ke to build. He enjoyed

helping with the tube and fabric, and thinks

a Tri-Pacer on floats would be a neat pro

ject. Combined with his

love

of hunting

and fishing, it would make a great getaway

airplane for him. He's

quick

to

acknowl

edge the mentorship of Joe Fleeman, and

the contributions of his fellow Tri-Pacer

owner

and engine rebuilder Delton Perry.

Now, thanks to his partner Joe, Kenny can

fly

hi

s wife Trisha into airports and collect

those disbelieving looks from those who

just don't remember Tri-Pacers

lookin

g

that good. After they take a good look in

s

id

e and out, I'll bet there are not too many

flying milk stool comments.

I sure didn't hear them during EAA

Oshkosh - people were too busy

ooohing

and aaahing.

An outstanding resource for peo

ple intere

ste

d in

buying,

flying or

restoring

Tri-Pacers is the Short

Wing

Piper

Club.

They

publish a

bimonthly magazine, and you can get

more information

on

the

club

from

Bob

and

Eleanor

Mills,

220 Main ,

Halstead, KS 67056. Phone 316-835

3307, Fax 316-835-3357 and E-mail

at 103 167 [email protected].







OUR MEMBERS RE RESTORmG

y

Norm Petersen

s

Beda

's Miles Magister in France

This photo

of

a Miles Magister

MI4A

Hawk Trainer, registered F-AZOR, was sent to Butch Joyce by owner, Giles Beda (EAA

lC

25204) of Paris, France. Gilles reports it

is

one

of

only three Magisters currently airworthy worldwide and was built on

at the

Central

Flying

School

in

Of

all-wood construction, the

as it is

affectionately called,

lC

was majored in 1993.

. gross

with

a

max

.

of

2000

Ibs.

for

normal

flying.

ker Jungman,

112, would

to trade the Maggie for the likes

of

a

J-3 Cub. His FAX number is 016

in France. He is especially fond

VINTAGE AIRPLANE magazine and

for all

k Phillips' Piper PA-16 Clipper

Cruising along over rural Illinois

is

Piper

SIN

16-34, owned

Jack Phillips (EAA 515831) of Mt. Ver

IL.

Jack reports

he is

busy learning the

of

flying with a tailwheel from his friend,

an ex-Corsair fighter pilot of

experience. With side-by-side

and a Lycoming 115 hp engine,

A-16 makes a dandy full electric air

in

the left wing)

nice cross-country capability. This neat

Clipper was formerly owned by

1285 ,

now

of

Corinth,

KY.

De

nni

s

Blunt

's Fairc

hild

PT

-23C

From Rockford,

IL,

comes this neat

photo

of

Dennis Blunt's Fairchild PT-23C,

N60418, SIN 337SL,just

putting three

wheels on the grass. Dennis reports he re

stored the PT in 1994-95 following a taxi

incident. At

both

'96

and

'97

EAA

Oshkosh

Conventions, the

PT

-23 won

Runner-Up Awards in the Trainer/Liaison

Category

.

Power

is

supplied

by a 220

Continental R-670 pulling a wood prop.

Dennis (EAA 155248,

lC

19776) admits

flying in the summertime

in

an open cock

pit trainer is about as good as it gets. Note

the front seat solo position where the pilot

gets an excellent view

of what's

going on.

There are presently 50 PT -23Cs listed on

the U. S. registry.

VINTAGE AIRPLANE 5



WH T OUR MEMBERS

RE

RESTORING

y

Norm

Petersen

Mobil Pipeline Patrol Luscombe

These photos were sent in by Ron Otto

of Mena, AR, who dded th t this

p int

scheme was used on Luscombe 8-E, N1862K, SIN 4589, now registered to Terry Newbury of Florence, AL. One Luscombe 8-E that

was based

in

Midland and Odessa, TX,

on

the Mobil Pipeline Patrol, amassed over 22,000 hours on the airframe with the Continental

C85-12 engines often going 3,000 hours between overhauls. Even the interior duplicates the Mobil scheme with white, red and grey, in

cluding the seats. Other standard items were Maule tailwheels and strobe lights on the belly of the Luscombe.

Waco

UIC

NC13418

This photo of very nice looking Waco VIC, NC13418, SIN 3776, registered to Marice and Sandra Hodges ofJenks, OK, was con

tributed by Paul Poberezny, who took the photo during the Biplane Fly-In at Bartlesville, OK. Originally equipped with a Continental

210 hp engine, this VIC, like most

of

the 17 on the FAA register, have been redone with 220 Continental R-670 engines. Note the pol

ished Curtiss-Reed propeller, the streamlined landing lights in the lower wing and the metal wheel pants. The original factory fish

hook paint scheme is beautifully done.

6

OCTOBER 997



AERO

MAIL (Continued from p 3 )

the project, and have enforced the Cease

and Desist order.

We'll have more on this situation n next

month's Vintage Airplane. - HGF

EAA FORD INFORMATION

Dear Ben (Owen),

I read with interest the recent article in

SPORT

AVIAnO (July issue)

about

EAA s

Ford 4AT-E Tri-Motor NC8407 and

realized I had worked with this airplane in

the 1950s and saw it several times when I

was on charter flights to Bradley Field in

Boise, Idaho.

Here is some Ford history from my log

book in 1956. I worked for Abe Bowler in

Orofino, Idaho maintaining Ford 4s and 5s,

Fairchild 71, Fokker Super Universal, Stin

son SM7A, Cabin Waco with

450

Pratt

Whitneys, J-3s and PA-12s. I chartered in a

PA-12, taught students in J3s, and was the

copilot

in

the Ford 4 and 5

From June

21 to July 19, 1956, three

Fords sprayed timber

at

Ennis, Montana

.

Jerry Wilson s Ford 5 AT-C with 550 hp

Pratt Whitneys, N 1124N, Abe Bowler s

Ford 4 AT-E with 975 Wrights, N9612, and

the Bradley Ford 4 AT -E with 985 Pra tt

Whitneys with

constant speed propellers

,

NC8407

(from

Bradley Field at Boise,

Idaho). All flew about 70 hours each, spray

ing timber near Ennis, Montana and Yellow

stone Park.

Just prior to this spray project at Ennis,

Montana, there were seven Ford Tri-Motors

parked in a line at Missoula, Montana. We

were there for the Forest Service to

check

the

swathe width

and

calibration prior

to

commencing spraying. In addition to the

three Fords at Ennis, Bob Johnson s Flying

Service had three Fords, and I believe Bob

Waldemeyer had one. I did not take a pic

ture. I thought at the time that these Fords

would be around forever. However, Na

tional Geographic photographed them all to

gether at Ennis.

The Ford 5 hauled 550 gallons of diesel

and DDT, applying one gallon per acre. The

Ford 5 sprayed 52,259 acres in abo ut 96

trips. The Ford earned 18 cents per acre. I

was paid one

cent per

acre as copilot.

My

duties as copilot included fueling, checking

oil, greasing the rocker arms and washing

the airplane every day. Both Ford 4s hauled

450 gallons each. I flew copilot in the Ford

5, 1124N. All three Fords ran out of gas on

this project, and all landed safel

y

The Ford

5 burned one gallon of fuel per minute . We

burned 168 gallons from Orofino, Idaho to

Bozeman, Montana . My hearing has suf

fered since flying a Ford for 120 hours.

We flew in and out of many back country

strips

in

Idaho. Fords were known then as

sinkers

in

rough air, but were faster than

most light airplanes such as the Stinson and

Cessna 170 Only the Cessna 180 could pass

one. The rudder and elevator were extremely

heavy - 70 turns on the nose up trim. The

ailerons were so ineffective that you could

28 OCTOBER 1997

either work yourself to death

in

rough air, or

do nothing when the wi ng was down and it

would return to level flight on its

ow

n. We

carried a 2 x 4 that, when wedged between

the seat and rudder pedal, wou ld lock fu ll

rudder. When an outboard engine was shut

down, this was removed on short final. Your

leg

cou

ld only hold full

rudder

for two

or

three minutes.

E. O. Frank

of

Caldwell, Idaho owned

two non-flying Fords, the slick skinned Ford

that Harrah's restored and SIN I 0, a partial ly

restored open cockpit Ford powered by J-4

Wrights. I believe he still owns SINIO.

Just thought I d pass this on to the EAA

for whatever interest it might be.

Sincerely,

Dean Wilson

EXPLORER AVIA

nON

Idaho County Airport

Grangeville, ID

•

Backl

ight stays

on un

t

il

you u

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it

PAYS FOR

ITSELF AS YOU

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OCTO ER 9-12 -

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OCTOBER

12

-

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All you can eat, including 100% pure

maple syrup

7

a.m.

- 1

p.m. For info,

call

Carl Lafy, 717/265-4900.

OCTOB

ER

10

-12 -

EVERGREEN, AL

Southeast Regional Fly-In. Call Harold

"Bubba" Hamiter, 334/765-9109.

OCTOBER 10-12 -

WILMINGTON DE _

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Alvarez, 3021738-8883.

OC

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Southwest Regional Fly-In. Call Stu

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512/388-7399.



Adelman Rockville MD

Alexander . Bend OR

. . . . . . . Amory

MS

mes K Ames Ooquet MN

D.

Annstrong

. . Rochester

NY

as A Arsenault

. .

Fridley MN

A

Ash

Piffard NY

D Askins . Warsaw KY

mes D Atkinson Mena AR

Aughinbaugh Plano

TX

Aukaes

Des

Monies IA

L

Austin . Dover

DE

Austin Jr . . Battlecreek

MI

E.

Bak

er Huntington

IN

C. Baker Coleman Falls

VA

Baldwin . . . Whitefish Bay WI

Brandon

Ball . . Millville

NJ

L Barnes .

Macclesfield Great Britain

. .

. . .

Sand

Point

AK

Bates

. .

. . Fayetteville AR

Beck

Minnetonka MN

J. Bentz

Chaska

MN

H

Bischoff III . Belleville IL

.

. .

. . Dodge City KS

W. Bolster Grand Rapids MN

P.

Bordano ..

. . . . . Big Rapids MI

Boren

. .

Boise

ID

A Bourassa . Mexico ME

Boyd Mocksville

NC

Broomfield Camarillo

CA

E. Brown Dillon

CO

ll F . Brown Winter

Haven FL

Budzynski .. Wmchester VA

A

Bunton . . Shreveport

LA

L D Burnett Hilton

Head

Island SC

Burnett

. . . Brooklyn MI

Bush Denton

TX

Bush . .

. .

. Strongville OH

Caldwe

ll

Radford

VA

G. Calvert . Maurertown VA

Carron . Palos Park

IL

R.

Chapman Kalamazoo MI

D Chappell . . . . . . . Plains KS

Christie . . . . Anchorage

AK

Oark

Monks Comer SC

Oemens EI Cajon CA

E.

Oifton

..

. Savannah

GA

V. Cline Callahan

FL

W.

Ooud

. Overbrook

KS

M. Cohen . Plano TX

D

Co

mpton

GulfBreeze

FL

K

Cooper Wauconda IL

Coulter Fort Payne AL

C. Cuevas Snohomish WA

Bill C ullere Stuart

FL

David

L Cummings

Woodland WA

John A Dale Colbert WA

Robert

C.

Dalzell . . Owensboro KY

Douglas

WilliamDavis ....

Ra:MuxIOty CA

Paul M. Densley

. .

.. Leeds UT

Mark

Dickey Murray U

Dennis Diem . .. . . . Long Beach

CA

David G. Dix . . . . Centre Hall P A

William

D

Dixon Warren MI

Thomas N . Dixon . Lodi CA

Russell

G.

DonCarlos . . Gladewater TX

Charles J. Dorey . . Rice Lake

WI

L

Du

V e Victoria Austra lia

Albert L

Dyer

Batavia IL

Elwin E. Ellis Augusta

MI

David E llis . . .

Martinsville IN

Richard A Elms Laguna Beach

CA

Terry L Emig . Casa Grande AZ

Craig Engel . . .

. .

. . Amboy IN

Dale W. Ensing Cary IL

Tom Entrekin ..

..

.

Manhattan

CA

Douglas W. Eshelman

. .

Brentwood

TN

Tom Fagan . . Randolph NJ

Edward

J. Farkas Milwaukee

WI

Alan E.

Fearns

. Lecanto

FL

Wayne

Iven Findley .. . Dexter IA

Richard

F.

Fischer. Arroyo

Grande

CA

Eliot Fishman Chicago IL

Patrick H Floyd . Nepean Ont

Canada

James W. F loyd Chicago IL

Timothy

J.

Flynn Woodstock

IL

Charles Foster Newtown

CT

Lisa Fox . . . Carrollton GA

Dan H Freeman La Plata MD

Gary

W Fuller The Colony

TX

William

J.

Gallagher Chalfont

PA

Antonio Garcia Norwalk

CA

Richard N. Gaylord . . .

. .

Rochester NY

John

D.

Gerth

.

.

.

. Clinton

IN

Lars

G leitsmann .. . Northeim Germany

James N. Godwin . .

. Guelph Ontsrio Canada

Robert

R Gorry Germansville P A

Craig

Greenlaw Durham NC

JeromeH Grzybek Bur Ridge IL

Ralph H Guditz .. Bellevue WA

CabaroosLomba

Guillermo Puentes

Spain

Ralph Gutowski

. .

. . . Oxford OH

Steve Gutzmer . Langley WA

Sheridan W

Hale

Walnut Creek CA

Gary

E.

Hamilton Milburn

OK

Gregor

G

Hamilton . . . . . Chicago

IL

Dean

N. Hannemann. Manchester NH

Donald Harbeck Elyria

OH

Mike G. Harr

. .

.

. .

. . Griffin GA

William

H

Harridge Marengo

IL

David A

Harri

s . . . Senoia GA

Robert

K Harrold

Sr

Buder

IN

Ja mes

G. Hathaway

. .. Mill Creek

WA

Tim Ha verland Cocoa

FL

Ce

li

a H

aw

ley Olympia

WA

Robert C.

Hill

.. . . .

. . . .

Greensboro

NC

Eugene R Hill . Detroit MI

William Hinkle . Wellston

OK

William M. H onan

. .

Manassas VA

Tom

B. Hopkins . Sarco ME

Carl

Hubbell .

. .

Fort Worth

TX

Sheila

Horsl

ey Hubbell. Fort Worth TX

Sarah

Hubbell . . . Fort Worth TX

Margaret

C.

Hubbell Fort Worth T X

Rachel Hubbell

..

. . .

Fort

Worth TX

Carl Ed Hubbell . . Fort Worth TX

A1iciaHubbell Fort Worth TX

Jason

Hubbell Fort Worth

TX

Bob

Hurd

. . .

. .

. . Tillamook

OR

Harold

W Hyde .

. . . .

Baltimore MD

Eric Hylen . Cold Spring MN

Lawrence

L

llg M t Prospect

IL

Steven C. Inabnit Richland

WA

Darrel Inman . .. Lewiston ID

Richard

James

. .

Gambrills

MD

Thomas

E.

Jank

e . Orion

MI

Dan J.

Jankowski

Merton WI

Oare

W. Jenkins .

..

. Rio

WI

Mike Johnson . . EI Segundo C

Howard

B. Johnson Lively

VA

Walter F. Johnston Burbank

CA

Bernd Keil EriswiI Switzerland

Richard Kempa Grandview IN

Dennis M. Kern Del Rio

TX

Kerry Kilpatrick New Brunswick

NJ

Charlie Wayne Kiser . . Willmington

NC

F rederik Klopper . .

. .

. .

. .

.

. . Pretoria Republic

of

South

Africa

John

Kortus . Baraboo

WI

Lawrence E. Krengel Marengo

IL

Ross Krumbholz . . .

Runaway Bay Queensland Australia

Patrick F. Leonardi . Elmwood

Park IL

Robert F. Lindley

II I

..

Oak

Harbor WA

Robert

Thomas

Little Maynard AR

Thomas B Lockyear

Normal IL

Wayne

Lohmeyer

. Cedar Park TX

Henry

D.

Longhurst

. . .

Gravenhurst Ontario

Canada

Mark

Ludwig Knoxville

TN

Richard

E. MacOeery

. Birmingham MI

Robert W Mackie ..

..

.. F ly Creek NY

Michael Magee Hinton WV

VINTAGE AIRPLANE 29



W Lcom

NIW

Robert W. Marshall San Diego

CA

Ronald Matuska Morieno Valley CA

Millard G. McCarty EUettsville IN

Keith L. McCutchan M t Vernon IN

George McCutcheon Glenmoore

PA

Dennis

K

McDaniel Harrisburg

PA

James Montgomery McKim Midland MI

Michael

D.

Mckinney . Sacramento CA

Adam V. McKinstry . . Hubbardston MI

Orris

D.

Memck

San Jose

CA

Keith A. Michel BeUeville IL

Bob Milkie Racine WI

Phillip Miller Valley City ND

Mike

MitcheU

Lewisville TX

Robert Moore Dallas

TX

Douglas Morgan Cary NC

Harold O. Moms Jr. . . . Huntington WV

Michael W. Muchmore Kennebunk

ME

Harry P. Mutter Media PA

Alan

D.

Nelson Ottawa

IL

Dagmar

Nicholas Uniontown

OH

Harold E. Nord Jr Rye Beach NH

Mark

Nord Marshalltown IA

David D. Offutt . . . Conroe TX

James

M. Page Raleigh

NC

Richard L. Pankratz Fall City WA

George Papich Benicia CA

Thomas

Parsons Sarasota

FL

James M. Paulas M t Eden

CA

Philip Pauley

San

Jose

CA

Rex Pease .

.. Grand

Haven

MI

John Petschelt

..

. Antioch IL

Douglas PfundheUer Stoughton WI

L t Oliver Philippi Chesterfield MO

Ernest

L.

Phillips Aberdeen SO

John D.

Pickett Tallahassee

FL

Come J. Pieterse .

Kempton Park Republic

of

South Africa

Michael P. Pope OUppewa FaIls WI

Michael

N. Porter

.

Orangeville Ont Canada

Merl A. Potter Wichita KS

Ace G. Powers Albuquerque

NM

Alan C. Powers Westminster MD

Penelope Price Bloomington IN

Richard

B

Prideaux Loving TX

Ben

D.

Prince . . Alta CA

Anthony Pucillo . .

.

Palm

Beach Gardens

FL

Kenneth E. Rabbitt Battle Creek MI

Donald M. Ramsey Huntsville

AL

James

L. Ray . Huntsville AL

James R. Reid Jr

CoUeyville TX

Stuart G.

Roat

.

Maywood IL

John R. Rosenberg Chanhassen MN

John D.

Rosenoff BeUevue W A

Daniel M. Ruh Afton MN

30 OCTOBER 1997

Bernard J. Rusiewicz Natrona PA

Arvid G. RusseU Onalaska WI

Alex RusseU Tuscon AZ

Angela

Sams

Lorton VA

Thomas

ScheUhammer .

F1wiingen Switzerland

Don

Schelm

Omaha NE

Scott Seegers Catlett VA

Otto Seruga Dwight Ontario Canada

Joel Severinghaus Omaha

NE

Walter Shiel Weatherford TX

Scott Shock Helvetia

WV

Stephen

D.

Showalter Linville VA

Allen Silbennan W. Chester PA

Gerry

Snapp Poulsbo W A

Sheldon S. Soldwisch Bensenville IL

Casper Sorich . Morgan Hill CA

Richard

I.

St

Onge . Crestview

Hills

KY

David H. Stadt Wauconda IL

Paul

Stafford San Francisco

CA

Phil Stallings .. . Hurst TX

Joe A. Stamm . . . Chagrin Falls OH

Mark A.

Stemheimer Jr

Richmond

VA

Robert J. Stewart

Jr

. . . . Erie P A

Henry J.

Stone Colorado Springs CO

Lynn Stortz

La

Crosse

WI

Terry Strong Mesa AZ

Dwayne

J. Struck .

Kanata Ontario Canada

John P.

Studebaker .

New

Madison

OH

J.

SunIin . Saratoga

CA

David A. Theis . Crested Butte CO

Robert W. ThisseU Plymouth MA

Paul

A.

Tomaszewski Sunnyvale

CA

Daniel

Tomczak Ann

Arbor

MI

Robert

L.

Trinque Plymouth MA

Kevin Yap Olathe KS

Thomas R.

Wade Tyrone GA

Garry Waite . Las Vegas NY

Paula

Waite

Las

Vegas

NY

Mason Waite . Las Vegas

NY

Spencer Waite . Las Vegas

NY

Jacque

Waite . Las Vegas

NY

Oliver Waite Las Vegas NY

OrristopherWalsh Novi MI

Paul B

Weaver Wapakoneta OH

David Webb Blooming Grove TX

John L.

Webb Wilsonville

OR

Richard Weeden Brodhead

WI

Charles

R.

Whale

Jr

. . Kuna

l l

Sam

Williamson . . Logansport

IN

Charles M. Williamson Southfield MI

Donald R. Wolters Barrington IL

John D.

Wright Eau

Oaire

WI

Richard W. Yaws . .

New

Braunfels TX

David

York . .

. Carmel

IN

Peter Zweifel Oberhasli Switzerland

V INTAGE

TRADER

Something to buy, sell or trade?

An inexpensive

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in

the

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Trader may

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the answer

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obtaining that elusive part. .40¢

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your ad and payment to:

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P.O.

Box 3086, Oshkosh, WI 54903-3086,

or fax your ad and your credit card

number to 920/426-4828. Ads must

be

received

by the 20th of the month

for

insertion

in

the

issue

the

second

month following e.g.,

October

20th

for the December issue.)

AIRCRAFT

Seeking bids for rare 1944 DH89A

Mk

IV Rapide

with overhauled Gypsy

6

Series

III

engines.

Aircraft disassembled and

in

need

of

extensive

restoration. Organization looking to sell aircraft

to

collector

who will return it to flying status.

Please contact

the

EAA

Aviation

Museum

Director at 920/426-4842.

1947 Cessna

120 - Excellent shape ,

always

hangared Moore Cty. Airport, Pinehurst, NC.

TSOH 1013 ACTT 2089, Owner 910/295-6912.

(1207)

Award winning 1929 Waco-10-ASO ,

3-place

,

open cockpit, Grand Champion , red cream

biplane, originally owned by Firestone; also flew

as

mail plane for Erie Isle Airways. For brochure

video, call Tom 770/478-2310. (1000)

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, FAX

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.

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d

Byers

Seneca SC

1-3 Cub

n

946

Currently owns Wacos

J-3 Culver

Bonanza

and

Saaplgne

approved.

Ed

Byers

and

John Collier have restored

Cubs, l-2s, Stearman, Wacos, etc.

and

they

continue to keep busy restoring aircraft.

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have nine

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o uck

nu ed From

Page 9)

and whatever, and then the

engine ILS approach, missed

ap

,

second engine

failure,

culminating

a

circling approach with two engines

both on one side, naturally, and a suc

landing , the inspector

then did

hour

debrief

and handed you your

rating.

So much for background. Here I am go

back

in time . The Captain flying this

is more than 30 years younger

am, an

EAA

member, and well quali

find,

and

so is the First Officer and

Engineer. If clothes make the man,

certainly

don t fit that mold .

esse

d in

jean

s and loose shirts,

jogger

s

can get

, their

belie their professionalism. Their

all completed, we re

on

flight deck and go ing through the

sta rt

check

list.

[watch.

I li sten .

I m

The

takeoff releases

a flood of se nsa

memories. The growl of the en

the feeling of flight taking place, feel

ai rplane lifting, gear up, flaps up, climb

, and we are on

our way

.

[n

cruise the Captain invites me to take

e right seat. No autopilot in this opera

so I am handed the job of keeping it

level

and on course. I

chide

hi

s engines and I settle

some serious heading, altitude and

The conversation is

most

pleasant. The

to age and

experience

is gratify

They act as

if

they are really interested

I have to say, and especially my ex

in flying the DC-6 airplanes, so

so they challenge me to make the ap

ach and landing.

Knowing full well that the

Captain s

and future are on the line, I decline.

copilot resumes his

seat

and [ sulk in

observer s

seat, d

er

iding

myselffor

not

the

challenge but knowing

that

it s

thing to do.

Now

I learn

why

the

jeans

and

joggers

.

we taxi in

and park, the crew be

the cargo handlers

.

They

r a

lly

und the mule, a little hand operated pal

mover, place the pallets in the doorway

a huge forklift takes them

off,

and

stop. Taking

new pallets reverses the

procedure

, and

a matter of minutes we are buttoned up

off

to the next stop .

Guess what? Alaskan weather Nome,

next stop, is fogged in We start for our

then the

Station

Manager,

or

his title is , calls and says the run

range has improved to

4400

feet.

That s minimums, so we go for it.

I

watch

and listen to

the

Captain brief

crew. He will fly the

approach,

the

will

watch for the light s and the

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runway, the engineer will call the altitudes,

airspeeds and

minimum descent

altitudes.

The go around procedure

is rehearsed ,

and

we

leave the holding pattern .

The end result is a beautifully executed

approach and landing. I must admit seeing

that raw data on the panel and

NO

flight di

rector gave me

a

twinge

,

but this

guy

welded

those needles in place and from the

observers seat I saw the runway until he put

the

nosewheel down and reversed

the

props.

The cargo

hustle and

bustle

again

, and

after a ten minute stop

we

are

back

in the

air. The next stop is a 4,000 foot grave l

runway and a straight in approach. Visibil

ity is unlimited and

the

Alaskan

twilight

doesn t

co incide with the clock. It

s

past

midnight.

We

take

on

7,000

pounds

offish at this

stop and we are off for Anchorage. An

other

beautiful landing, and

after

the thank

you and

good-bye, I tum my

back

on

some

of

the mo

st re

warding flying

I

ve

experi

enced

in years. I can

hardly wait

to

get

back home and look through my logbooks

to find

wh

en I last flew

that particular

air

plane.

For

the

record,

it was January 4 and 5,

1959, and my books s

how

I had 7,500

hours as a DC-6 copilot and I, lOO hours as

a Captain. One of

the

old-time Captains r

flew with back in those days

told me

you

never

lose a qualification. Well,

maybe he

was

right.

I must admit it all came back

and

it a ll

came together, and

by the

time

that six hour flight was over, I certainly felt

like I could fit right in.

If

I had only taken

him up on hi s offer. . .

3 t d

4

VINTAGE AIRPLANE 33

vintage airplane - oct 1997

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