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February1995 Vol.23,No 2
CONTENTS
1
Straight&Level/
Esp ie"B utch"Joyce
2 AlCNews/Compiledby
H.G.Frautschy
4 Aeromail
5 FromtheArchives/
H.G.Fraut
sc
hyandDennisParks
Page11
8 MembersProjects/NormPetersen
11 Contemporary
CustomClassIIWinner
1959Cessna180B/No
rm
Petersen
13
StaggerwingHospitality /
H.G.Fra utschy
16 FrankWarren's
ThompsonTrophyPaintings
Page13
18
JimmyRollison's
LairdSpeedwing/NormPetersen
25 My steryAirplane/GeorgeHardie
27
PassittoBuck!
E.E."Buck"Hilbert
28
WelcomeNewMembers
29 Calendar
Page18
30
Vintage
Trader
FRONT
COVER...JimmyRollison.Vocaville.
CA
rollshis LairdSolutioninto
a turn for his
portrait
during EAA OSHKOSH '95 . EAAphoto
by
Jim
Koepnick.
shot
with
a Canon EOS-l equipped
with
an 80-
200mm
/f2.8
lens. 1/250sec. at f6 .3on
Kodak Ektachrome
Lumiere
100
film. Cessna
210photo plane flownby BruceMoore.
EDITORIALSTAFF
Publisher
TomPoberezny
Vice-President ,
Marketing
and
Communications
Dick
Matt
Editor-in -Chief
Jack Cox
Editor
HenryG.Frautschy
Managing Ed itor
Golda Cox
ArtDirector
MikeDrucks
Computer Graphic Specialists
SaraHansen
OliviaL Phillip JenniferLarsen
Advertising
Mary Jones
AssociateEditor
NormPetersen
FeatureWriters
George Hardie,Jr. Dennis
Parks
StaffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel DonnaBushman
Ed
itorialAssistant
IsabelleWiske
EAA
ANTIQUE/CLASSIC
DIVISION
,INC "
OFFICERS
Pres
idenl
Vice-President
Espie
"Bu tch"
Joyce
ArthurMorgan
P.O. Box1001
W211 N1l863Hililop
Dr
.
Madison.NC 27025
Germantown.
WI
53022
910/573-3843
414/628-2724
Secretory
Treasurer
SteveNesse
E.E. "Buck"Hilbert
2009HighlandAve.
P.O.
Box
424
AlbertLea.MN56007
Union.IL60180
507/373-1674
815/923-4591
DIRECTORS
JohnBerendll
RobertC."Bob "Brauer
7645
EchoPointRd.
9345S.
Hoyne
CannonFalls.MN55009
Chicago.IL60620
507/263-2414
312/779-2105
GeneChose
JohnS. Copeland
2159Carlton
Rd.
28-3WilliamsburgCt.
Oshkosh.WI54904
Shrewsbury.MA
01545
414/231-5002
508/842-7867
Phil
Coulson
GeorgeDaubner
28415Springbrook
Dr.
2448LoughLone
Lawton.
MI
49065
Hartford.WI
53027
616/624-6490
414/673-5885
CharlesHarris
Sta
nGomoll
7215East
46th
St.
1042
90th
Lone .
NE
Tulsa .OK 74145
Minneapolis.MN 55434
918/622-8400
612/784-1172
DaleA.Gustafson
JeannieHill
7724
ShadyHillDr.
P.O.Box328
Indianapolis, IN46278
Harvard.
IL
60033
317/293-4430
815/943-7205
RobertUckteig
ROberiD."
Bob
"Lumley
1708BayOaksDr.
1265
South124thSt.
AlbertLea,MN56007
Brookfield.
WI
53005
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STRAIGHT LEVEL
by Espie "Butch" oyce
The calendar pages seem to be zip
ping by as fast as can be - in only 5 to
60 days
the
1995 fly-in season will be in
full swing Everyone agrees that the
annual kickoff eve
nt
is the EAA Sun
'n
Fun fly-in held in Lakeland, Florida
in April each year.
Over
25 years, this
fly-in has grown from a small local fly
in to a great week-long event.
f
you
have attended Sun 'n Fun you under
stand what
I'm
talking
about. f you
haven't yet had a
chance to
spend a
week
in
the
spring
in
Florida
for
the
fly-in you owe it to yourself to check it
out.
Credit
needs to
be
given to Billy
Henderson
,
the
spark plug for this fly
in for many years. Also
special
credit
needs to be given to Adair Henderson,
the soon-to-be-opened Fa
ntasy
of
Flight complex
that Kermit Weeks
is
building
at
Polk City, Florida,
some
15
miles from Lakeland. I visited this site
a little over a year ago. At
that time
Kermit had a 6000 foot by 300 foot sod
runway
installed ,
as well as
several
buildings . There also is a large lake
adjoining this property that Kermit
says is large enough to
operate
his
Short
Sunderland
flying
boat. Being
located on
Interstate 4 between
Or
lando
and
Tampa
should make
this
quite an aviation
attraction
for tourists.
[ will give
you
an updated report
on
this, hopefully in March.
As
I
was growing up
in Madison ,
North Carolina, my father had an
air
port there from the mid 1940s. Myas
On
January 28, 1995 it was my plea
sure to be
present
with
a number of
other
people
to witness
the
60th an
niversary
of Tom's
first solo flight.
That day,
Tom once
again
soloed
the
same
E-2
Cub
that he
soloed the
first
time.
Afterwards, there
was a recep
tion that gave
everyone
a chance to
visit.
Tom
really has some interesting
tales about his first starting out in avia
tion
at
Camel City Flying Service,
with him landing in
farmers'
cow pas
tures
trying to sell Stinson lOAs
and
the like. That's a long way from own
ing a number
of
Boeing 767s
Your Antique
/C
lassic Division has
started an aggressive
membership
campaign.
Throughout
the year
we
will be direct mailing an invitation to
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Th e Fli g
ht Advi
sor
pr o
g
ram
has re
ceived additi onal fin anci al support from
Lycoming and Murphy Aircraft Manufac
turing, Ltd . This new pa tronage add s to
the commitment made by A VEMCO to
support the Flight Advisors program. For
more info
rm
a
ti
on, contact EAA In
fo
rma
tion Services a t
41
4/426-482
1.
CESSNA FUEL REQUIREMENTS
As many o f yo u now know, Cess na is
in
the process of setting up the produc
ti
on
line for single engine piston powered air
cra ft aga in .
(Th
e new fac tory will be in
Ind
epend ence , KS.)
At
a rece nt
ASTM
co nfe re nc e a tt e nd e d by
EAA
' s
Harr
y
Zeislo
ft
and st
af
f member E a
rl
Lawrence,
Cessna made the a nnouncement that they
will
not produce aircraft with fuel require
ment s highe r th an 82 octane. As o ne o f
the prime movers in the formation of this
new specification fu el based on automo
tiv e raw stoc k, Cessna has informed Ly
coming a nd Continent al of th eir require
ments.
Th e bas ic fu e l would be tran spo rt ed
throu gh th e la rge r automotive gaso lin e
distribution system to a di stribution cen
ter equipped with a fu el testing lab. Th e
fuel could then be tes ted at a distribution
center, certified to mee t specifications and
then so ld as the new grad e 82 UL aviation
fue
l. Th
e new fu el specification would al
low for th e use of
MTBE
and/or
ETB
E as
octane e nhancer
s
but would limit alcohol
to extremely low
fr
actions
of
one p
er
cent.
Until th e new specification is approved ,
production pl ans for the new fu el are un
known.
The new specification has been submit
ted to th e ATSM for final approva l, ex
pec ted to co me
durin
g th e co min g yea r.
Th
e only downfa ll of the new specifica tion
is that aircraft currently requiring 80 oc
tane will need an amended or suppleme
n
tal type ce rtifi ca te to use this fu e
l. Th
e
exact deta ils o n how this will be wo rk ed
out are still being discussed.
EA A
' s r
esea
rch on th e e ffec ts o f
MTBE a nd ETBE continu es with th e
E AA Avi ation Foundation 's Cess na 150.
VISA
a nd
Mast
e
rCard accept
ed . Pos t
paid (boo k rate) to the USA and Ca nada.
Ot h
e r co untri es add $6 pe r it e m ab
ove
($12 for both volumes.)
Send yo ur
ord
er to John B. Bergeson,
6438 W.
Millbro
o k, R e mu s ,
MI
4934 0
9625,
51
7/561-2393. John also has copies
of
a
ll
the periodicals a nd will make a copy
from any iss ue for 35 ¢ per page . ($5 mini
mum order)
NASM COLLECTION DDITION
Dan H age
ndorn
, Tea m Lea der in the
Arc
hi
ves division of th e National
Air
and
Space muse um wrote to a dvise us a
ll
that
th e Loui se McPhetridge
Th
ade n Co llec
ti
on (
Ac
ession No.
XXXX
-0006) has bee n
processed and is now open to researchers.
Mr
s. Th ade n wa s a founder and cha r
t e r me mb e r
of
th e ' 99s a nd the
fi r
st
woman , along with her n avigator Bl anch e
Noyes,
to
win th e Be ndix Tr o
phy
race.
She also se t nume rous e ndurance, sp
ee
d
and a ltitude re
cord
s
durin
g her av ia ti on
ca ree r, and in her la ter yea rs, she was an
enthusias tic supporte r of th e Staggerwing
Museum Foundation in Tullahoma, TN.
Th e Th ade n co ll
ection
a t th e NA SM
co nsis ts o f photog
raph
s, news clippings
and correspondence documenting her av i
a tion caree r, and an exce llent findin g a id
compiled by NASM staffer Karen White
hair is available.
f y
ou
' d like
to
c
onduct
resea rch with
the co llection an appointment is needed
given the somewhat limited
fa
cilities ava
il
ab le at th e NASM.
App
ointments ensure
yo u will be abl e to vi ew yo
ur
requ es ted
co
ll
ec
ti
on when you
wi
sh, rather than be
in g to ld th a t th e re was no roo m in th e
archives for you th at da y. Th e sta
ff
also
requ es ts th at y
ou
limit th e number o f re
qu es
ts to o ne pe r mo nth a
nd
no mo re
than five subjects or aircra ft per lette r. In
th at way th ey can se rve as wid e an audi
ence as
po
ssible.
You may make y
our
reques ts for infor
mation or
an
a
ppointm
e nt via ma
il
, te le
phone o r Fax, as we ll as E- Mail.
The address is:
Na tional Air and Space Museum
ployee. H e was th e
pr
oject ma na
ge
r on
ma ny
of
th e a ir cr
af
t
built
in th e
EAA
Foundati on sho ps, in cl uding th e sin gle
a nd two pl ace Acro Sp o rt s, Pober Pixie
a nd th e fir s t Spirit of St. Lo uis replica.
For
15 years, he was the chairm an
of
th e
outdoo r workshops during the
EAA
Co
n
vention
s.
More recentl
y
Bill worked on a
variety of aircra ft projects, lending
hi
s ex
perti se to those who wi shed to l
ea
rn from
his exper ie nce. Our co
ndol
e nc
es to
his
f
ri
ends and family, including his daughter
in-l aw Ca th y, a curr e nt me mb er o f th e
EA
A Headquarters office staff.
FRANK, CAROLYN ND
SCOTT RYDER
Fr a
nk
, Ca ro lyn a
nd
Sco tt R yde r of
Arab , AL were
kill
e d
in th
e cr as h of
Frank s Piper Malibu nea r the Rochester,
MN airport on D ecember 22, 1994. Frank
and Carolyn were bringing Scott home af
ter success ful surgery to remove a be
ni
gn
tumor
on hi s pituitary gland , and had just
depart ed for home on a n IFR
fli
ght plan
into a 600 ft. ove rcas t wh e n th e Malibu
was seen t o ent er a right
turn
and disap
pea r from
th
e FAA ' s rada r sc ree n . t
crashed in a s tee p nose down attitude in a
field a little less th a n two miles north of
the Rochester, MN airport. As of th e sec
o
nd
wee k o f J a
nu
a ry, no
pr
e limin a ry
cau
se has bee n es tabli shed as a possible
explanatio n fo r t he c rash, a nd it remains
und er investiga tion.
Scott Ryd
e r, age 33 , was th e e
ditor
of
Th e First Warpl anes , th e magazine of
the organiza tion started
ea
rl y last year to
g
iv
e a common banner
fo
r a wide ran ge o f
WW I era avia
ti
on enthusiasts to rally un
de
r.
Scott managed a remarkable a ttitude
fo r som
eo
ne whose li fe was filled with po
tenti a lly life- thr
ea
tenin g health problems
during the last year, and
hi
s loss as he saw
the e nd of this particular stru ggle is partic
ul
arly poignant.
Frank and Ca rolyn Ryde r we re a cou
ple who I rare ly saw apart - sure, they may
have bee n at opposite parts of the airport ,
but they were partners in the truest sense,
right down to th eir decision ea rlier in the
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FROM
THE ARCHIVES . . .
Mail Planes o National
ir
Transport n the 1930s
by
Dennis Parks
(Above) National s Douglas M3, SIN 314, registered C-7163, after being re-engined
with a 525 hp Hornet.
(Below) l iberty powered Douglas
M3
Mailplane
SIN
624, registered C-1060. The
Douglas Mailplane series
was
a civilian development of their
very
successful
Army
observation plane, the
0-2
series. The
first production
version of
the
mailplane,
the
M-2,
was ordered
by Western
Air
Express, which began operations w ith them in
1926. NAT
was the largest user of
M-
3s and
M-4s, acquiring 18
of the airplanes for
use on
their Chicago-New York
route. They
continued using the Douglas mailplanes
until
October
1930. The
M-4 could carry
1,000
pound
s
of
at
a
speed of
110
mph.
F ro m the co
ll
ec ti o n
of
R ober t
Grospitch a
fo
rm
er
dispatcher with U
ni
ted
in Chi cago comes a gro up of photographs
taken
dur
ing 19 0 of a ir mail opera
ti
ons of
NAT
Na tional A ir
Tr a
nsport. Na tion a l
A ir T ra nspo rt was th e br ain child of
Clement Keys a form
er
WAL L ST REET
J
OU
R
NA
L financial e
dit
or who became
involved as a promoter of aviat ion corpo-
rations. Hi s
fi
rst aviat ion success was in
gaining c
ontro
l of Curtiss in 1916. In 1925
he
fo
rmed No r th A m
er
ica n Av ia tion for
the express purpose of providing organiza-
tion an d
fi
nancing for h
is
av iation ente r-
prises.
NAT was incorpo rated in May of 1925
to ga
in
cont rol of the air mail route linking
Ch
icago and
New Y
or
k.
In November
NAT
wo n the co n tract for the Chicago-
Da llas route. Service started on this route
in May 1926 with a fleet of ten Curt
iss
Car-
rier
Pigeons. In Apri
l 1927
NAT was
awarded th
e Chi
cago New York
route.
Service bega n in
September
with existing
Carrier Pigeons but these were replaced
quickly by 18 D oug las Mailplanes
pur-
chased from
the
Post Office
Department.
Eight
Travel
Air 5000s were also used on
the route. In 1930
NAT
was purchased by
United Air Lines.
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Below
and
right)
Curtiss
Carrier Pigeon serial
num
ber G-2,registered
NC-311
N being loaded. This
photo
was one of
the
many
used
as
the
basis
for
drawings done by illustrator/author Edward Shen
ton
in
the book "Couriers of the
Clouds"
published
in 1930 and again in 1937.
i
z
c
2
<
u
.
"
e
( l
Below left) Pitcairn PA-5 Mailplane Serial
Number
25
built
in 1928, NAT
Number
49.
Pitcairn was
one
of the
few
commercial
air
craft companies that built aircraft
s
pecifically
for
air mail
service. The PA-5
Mailwing was primarily
for
service
on
the New York
Atlanta run. The
Mailwing carried
from
500-600
pounds
of
at
a
speed
of
105
mph.
(Below right) Curtiss Carrier Pigeon II Mailplane, serial number G-2, with a Curtiss Conqueror engine. The first one was the Cur
tiss entry in the 1925 Post Office competition for a single-seat mail plane to be powered by a Liberty engine. NAT purchased their
first
one from
the
Post Office and had 10 others built. Three
new
ones were
constructed
in 1929 as the Carrier Pigeon II, and used
a geared 600 hp Conqueror engine
with
a useful load of over 2,000 pounds and a cruising speed of 123 mph.
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(Above)The photo shows
the
amazing
clear-span NAT hangar
at
Chicago
dur
ing 1930. Inside
are three
Boeing
Model
95 Mailplanes, NC-425E, NC-412E,
NC
397E.
Boeing
constructed 25
Model
95
Mailplanes
during 1929. Twenty went to
Boeing
Air Transport,
one
to
NAT, and
four
to
Western
Air
Express. With air
mail carriers emerging as passenger op
erations using aircraft such as
the
Ford
Trimotor
that
carried
passengers plus
mail,
the
Boeing
95
was
one
of
last air
craft
special-built
just to
carry
mail. The
95 had a useful load of
over
2,600 pounds
and a
cruising
speed
of
120 mph.
Left) This view is a good example of the
hustle and bustle that accompanies the
loading of a mailplane. The aircraft is a
Douglas
M4
with a Liberty Engine. How
about
the
5
cent air
mail postage sign on
the mail
truck
(Below)
Aerial View of Douglas M4
Mailplane, NAT No. 45.
Note the
covered
front cockpit, large
lights
under lower
wing and very tall radio antenna.
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Stinson 108-1 from 45 years ago
This handsome
young
man
is R
alph
Mosling (EAA 192429) of Oshkosh, WI, pho
tographed in 1949 standing by the compa ny
owned Stinson 108-1 Voyager at the Oshkosh
Airport. His father was one of the
founder
's
of
Oshkosh
Truck
Corp. and
the
Stinson was
u
sed
in the business for a numb
er
of years .
Note the wooden Sensenich propeller, the mi
carta radio mast for the
low-frequ
ency wire
antenna
above the cabin and
the
fuel caps on
the wings with
their
forward facing tubul
ar
vents.
The
original factory paint scheme was
overall red with a cream colored stripe. Ralph
says he h
as
many fond memories of flying this
Stinson back in
the
good old days.
He
has
been a longtime volunteer for EAA and is a
strong booster for the organization, especially
with hi s many business contacts around the
world.
Jerry Guyer's Luscombe A
A really happy
and contented owner
of Luscombe 8A , N77807,
SIN 5 4
is
Jerry
Guyer
(EAA
370085,
A C
20476)
of Olath
e, Kan sas. He purchased
the airp lane in June of 1993 and has flown it about 300 hours in the last year
and a half, including trips to Kitty Hawk ,
NC
;
Bar
Har bor , ME , Warrenton,
VA , and
EAA
Oshkos
h
Cruising along at 100 mph (solo), Jerry is
amazed
whenever
he
stops
for fuel -
someone
always
comes up
to re
late
their
Lus
combe story or expe rience. At one stop, a 76-year-old man approached with
a cane and explained how a windstorm flipped his Luscombe. Jerry took him
for a most enjoyable ride and the
o
ldtimer just bubbled with enthusiasm.
Jerry
uses a Valcom 760 for communications, however, navigation is by map
and compass. The ae
ri
al photo was
taken
as
the
Luscombe cruised
over the
leve l lands of Kansas. ....
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Way back in 1959, the Cessna Aircraft
Company was busy building smaller air
planes (which they have
not
do ne in re
cent years) and among
their
su
bstantia
l
prod
u
ction
th
at
year
were
306
Cessna
180B models powered with a Continental
0 -470K engines of 230 hp. A popular air
plane, especially among utility type users,
the 180B has been red uced over the years
to a remaining 101 a ircraft o n the FAA
register.
Numerous others are
located
around the world doing yeoman service .
The register total lists 2933 of all the vari
ous Cessna 180 models remaining.
One
of the 101 is N5128E, SIN 50428
a 1959 model that is owned by Douglas
+
u
§
E
(Above) Over the fluffy clouds, the Cessna 180B
comes
into its own as the
pas
sengers keep a close eye
on
Bruce Moore's
photo
plane. The tires on Doug's
plane
are
7:00 X 6, 6-ply and the metal hubcaps came from Aircraft
Spruce &
Specialty.
Left)
The tapered spring steel landing gear, patented by Steve Wittman, leads
down to the McCauley wheels and powerful disc brakes , a vital necessity in
handling a Cessna 180 on the ground, especially
in
strong winds.
with
the Outs
t
anding In Type
award for
the Cessna 120 140 class.
Doug Weiler was smitten with the avi
ation bug when he had his first ride in an
Ercoupe at the age of five. In 1965 he
soloed a 90 hp 7EC Champ and then went
on to earn his Commercial and CFI tick
ets. A four-year stint
in
the Air Force was
followed by 12 years as a
corporate
pilot
in Ohio, flying a Merlin II I , a King Air, a
Westwind
, a
King
Air
100
and
a
Saber-
liner, plus a few more assorted types. All
of
this considerable
and
varied
back-
ground earned him a Ground Instructor's
job at Northwest Airlines. In recent
weeks, he was selected by Northwest to go
work the huge aerial
camera mounted
in
the floor in front of him while the pilot at
tended his duties from the front seat. Be
cause
of
this type
of
work, the Cessna had
received excellent maintenance
over
the
many years and had usually been
hangared.
One item the seller agreed to was to
have the Hartzell propeller yellow tagged
before delivery. Doug says this item alone
cost the seller
about
$2800 before the job
was completed.
A new cowling helped to clean up the
front
end of the
airplane while inside,
Doug built a new instrument panel to up
grade the capabilities and also re-wire the
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(Top) Cruising over the Wis
consin countrys i
de
with
the
sun illuminating the
pretty paint
scheme is Doug Weile
r'
s
award
-winning Cessna 1808, N5128E.
(Left) Custom
panel built
by
Doug Weiler features
a
shock
mounted gyro
panel
on the left
,
engine instruments in the cen
ter
with
radios
above and
t o
the
ri
ght.
A really
neat
and
well
thought
out touch
are the
small ,
non
-skid strips fastened
on the
lower rudder
pedals.
a
ll
the he lp he can get Shortly
after
this
work
was
comp
l
eted, Do
ug
was
flying
one
day
when
he
saw the
ammeter peg
itself on the discharge side. The genera-
tor h
ad gone to
"
melt down and the
s u
rge of
e l
ectricity took
about $2000
wort
h
of
e l
ectronics with
it.
Biting
his
upper lip ,
Doug invested
in a
new
50
amp
a lternator and started fixing each
item
in
order.
Thankfully ,
the prob
l
em
has never returned.
Eventua
ll
y the old paint job had to go,
so the Cessna was flown to Aero Services
in Springfie ld,
IL,
where the award-win
ning paint scheme was put on with Alumi
gripTM paint. Doug says he sent about
five
pages of instructions along
to
the
shop
,
however, the paint job came out perfect in
spite of all his "help."
With a 1035 lb. useful load,
the
180B
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Text and photos by H.C. Frautschy
ospitality
L e 1994 Staggerwing Convention, held in Tulla-
homa,
TN
, was a wonderful experience for
antique
airplane folks who love the Staggerwing and its rel-
atives, the Travel
Air
and Twin Beech, not to men-
tion their invited guests, the Howards, Twin Bonan-
zas
and
Spartans.
While the
weather
was
not
cooperative during
the
beginning
of
the convention,
it cleared nicely for the weekend , and
our
generous
hosts
, the
John
Parish family, made Ure that all
who were interested were made to feel welcome.
The
highlight
of the
weekend was
the
dedication
of
the new
Beech
Center, linking the Eddie Ross
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Above) The
new Beech
Center at
the
Staggerwing Museum in
Tulla-
homa, T honors
the
memory and
accomplishments of both
Olive and
Walter
Beech,
and
it showcases the
restored
Staggerwing
SIN 1
rescued
from an
upstate New York
farm
field
by the
late Steve Pfister.
Below) S N 1
as it
now rests
in the
Beech Center.
The
inset pictures
show an unusual feature of this Stag-
gerwing, something that production
models didn t have - a split rudder to
act as an air brake. Staggerwing
Museum Foundation
president John
Parish shows off the rudder in the
deployed position.
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(Above and left) James and Shirley Bohlander of Marengo, IL flew their
E-17B,
S N
198 to
the Staggerwing Convention. They re
flying
to
the
satisfying breakfast put on by EAA Chapter 699 at Winchester,
TN.
Jim, a retired airline pilot,
was
a
smooth
and attentive formation
pilot.
This
was the
first appearance
at a Staggerwing
Convention
by this par
ticular
Staggerwing.
(Below right)
Christine
and
Paul St
. Onge
came
to
the
convention
in
her
bright
blue
C-17B.
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1930
T OMPSON
TROP Y
y Frank Warren
The winners
77 Charles "Speed" Holman Laird
Solution
201.9 mph
35 James
Hazlip Travel
Air
Mystery
"S"
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1929
THOMPSON
CUP
y
rank Warren
The winners
31
Doug
Davis Travel Air Model R
194.90
mph
80 Lt. R. G Breene Curtiss XP 3A
186.84
mph
Roscoe Turner
Lockheed
ega
163.80
mph
Others
in the race
210 Lt.
Clark Curtiss F6C 3
33
I.M.
McConaughey
Travel
Air
Bll-D
71 H.S.
Myhres
Simplex
30 CD. Boyer Cessna Airmaster
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L IRD
y
Norm Petersen
(Top)
You can almost feel the power im
he voice on the phone was in L a ird befor
e.
Howe ve r , a t O gde n ,
th
ey
we re tre at ed lik e r oy alt y a
nd
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T
quisitive, "
Wher
e
could
I find
a ha nga r for a
month or two
durin
g EAA O s
hkosh
?
t
wa
s fun
t o talk aga in with a re a l, a irpl a ne
lovin ' guy fr om Ca
liforni
a. But
wh
y
did he n
ee
d a hangar for so long?
In short order, the exciting an swers
came to
li
g
ht
-
Jimmy
Rollison (E
AA
181914 A /C 9884) of Vacaville, CA ,
wa s
brin
gin g hi s long awaited Lai rd
"Speedwing," NC4442, S N 203, to the
big
EAA
affa ir in O shkos
h
A close
fri end of min
e,
with a distinct w
ea
k
ness for biplanes, agreed
to
g
iv
e up his
hanga r for
tho
se po rtions
of Jul
y a nd
Au
gust necessa ry to house th e La ird
durin g it s s t ay in O shko sh ,
so
th e
fri e nd
wa
s put in touch with
Jimm
y
a nd a rr an
ge
me nt s wer e
compl
e ted .
Th e wait began.
Mea nwhile, the stork was making a
second delivery to the Rollison house
hold in the fo
rm
of young James Ru s
sell R olliso n, named
for
his g ra
ndf
a
th e r , a nd b y
introducin
g a
fe
w
co mplica ti o ns
(as
yo un
gs
t e r s
are
known to do) , he managed
to
hold
up
th
e O shk os h de pa rture of
th
e Laird
fo r
seve
r a l w
ee
ks.
Jimm y's
wi f
e,
Mary Ann , was busy with the ir
4-
year
o ld da u ght e r , J ane, a nd th e
ir
new ly
arri ved so n, so Jimmy's clo
se
fri end ,
B a
rr
y W e ll s (E AA 3919
99,
A C
17765) was e l
ec
ted to the
onc
e- in -a
life time tr
ea
t
of
flying
front
se
at
in a
La ird Sp
ee
dwin
g f
rom
California to
Oshkosh.
Ea
rly in the morning o f July 26, the
Laird was packed full of all the neces
sa ry
goo
di es th at two men n
ee
d fo r a
ten day trip a nd
th
e big P&W R -985
e ngin e was fir e d up. T a keoff
was at 7 a. m. and th e twoso me,
with
Jimm
y in the r
ea
r cockpit
and Ba
rr
y pac ked in th e fro nt
c
oc
kpit
, a nd ev
ery conc
eivable
sp
ace
a ro und him fil l ed with
a bo u t 120 l
bs.
of
stu ff, h
ea
d e d
n
or
theas t alo ng Intersta te 80
at
160 mph - truly a unique cruis
ing speed fo r an open cock
pit bi p la ne -
th
a t 's
Utah
, a n e
ld
e rl y m a n , n
ea rl
y 80 ,
walked
up
a
nd
immediately identi fied
th e a
irpl
a ne a nd told a b o ut fl y in g
th e m m any ye
ar
s ago H e o ffe red a
wea lth of in for m a tion o n La ird a ir
pl anes and
Jimm
y a
nd
I liste ned in
te ntly to hi s eve ry wo rd -
af
ra id we
mi
g
ht
mi ss s
om
e
thin
g " Ba
rry
sa
id
the e
ntir
e
trip
felt a lmost like a " tim e
w
ar
p" - making a 1929 trip in
199
4
a n ex pe rie nce like he had neve r had
before or since.
Th
e ove
rn i
ght s
top
was mad e a t
Ch
eye
nn e, WY , where
th
e two tr
ave
l
ers a
nd
th e ir airpl a ne we re mad e to
fee l comple te ly welcome.
Th
e se rvice
was
so
exce
ption
a l, th ey s t o
pp
e d
ov e rni g ht o n th e r e
turn
tr ip a t th e
sa
me place Th e nex t mo
rnin
g,
th
ey
were o ff and
runnin
g
ea rl
y with a stop
at K ea rn ey , NE for
fu
el, fo
ll
owing the
"concre te compa
ss
ca
ll
ed
In t
ersta te
80. Th e next stop was a t Olin (Ol e)
Pas h 's b
eautiful air
p
ort at
H a rla n,
Iowa, eas
il
y located by the Re
publi
c F -8 4 mo
un t
e d o n a
co
nc re te pylo n
Aga
in ,
made
it a po
int
to re me
mb
e r to s
top
for fu el on the return trip.
Th
e fin a l fli ght f
or
day No.2 was
into Madison , WI ,
wh
ere
th
e duo en
jo
yed a bea utiful welcome and sta yed
ove r to ente r th e
bu
sy O s
hko
sh pa t
t e
rn ea
rl y th e n ex t
mornin
g (wi se
move). N
ee
dless to say, the arrival in
Oshkosh of the first ever L aird Speed
win g create d quit e a se nsa tion and
Jimmy Rolliso n and Ba
rr
y We
ll
s were
as
bu
sy as o ne- a rm ed paper ha nge rs
trying
to
answer a ll
th
e qu es tions tha t
were o ffered b y the multitudes. Many
in te rvie ws
includin
g
so
me
(o
n ca m
e ra ) in front o f
th.
e A ntiqu
e/C
l
ass
ic
Red Barn were conducted to lea rn the
fascin ating history of a 1929 Laird b
i
plane
th
a t fl ew for
th
e very fi rst time
in February of 1993
How
could th is b
e?
t se ems th at
in th e tough times of
th
e
ea
rly 1930 's
depr
ess
io n ,
E.
M " Ma tt
y
La
ird
had
built tw
o
Sp ee dwin
g a
irpl
a n
es
a nd
was we ll
in t
o th e
th i
rd a
ir
f ra me
wh e n th e f in a ncia l ro pe g
ot too
sho
rt
a
nd
he cl
ose
d
hi
s C
hic
ago
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(Left) Beautiful view of the famous
double
cowl designed by Matty
Laird. Note
four flying wires and
two
landing
wires
in wing
truss,
a
sign of a rugged airplane. Aluminum
"javelin" stops wires from vibrating.
(Below) In 1929, a fast
airplane
re-
quired a large
engine and
a
small
airframe.
Please note
that
the
Speedwing has plenty
of
both Very
sanitary engine and prop installation
caught the judges attention.
fa
ct
o ry T he a
ir
frame
was
cra ted up
a
nd
s to re d fo r a spe ll b
efore
be in g
so
ld fo r $450 (plus $145 fo r crati ng) to
Bud
P
owe
ll
in 194
0
It
passed th ro ugh
seve
ra l ha
nd
s before ending
up
in the
ha
nd
s of no t
ed
a
nt
iqu er J
oe
Era le
on
Long Isla
nd
,
NY
. I t was at
thi
s
jun
c-
ture th at
Jimm
y Rolliso n's fa th er , Ji m
R olliso n , l
ea
rn ed of th e Sp
ee
dwin
g s
ex iste nce and whil e fl ying for T W A ,
Jim visit ed J oe Era le a nd
purch
ased
th e c r a t
es
of Sp ee dwin g p a r ts for
$1000
plu
s a 450 P&W engine
for
an-
oth e r $700 .
Mu
ch
to
hi s futur e cha-
grin ,
Jim
declined
to pur
chase another
of Joe s
offe
rs: th e single pl
ace
La
ird
Solutio n fo r $750
Th
e crates of Sp
ee
dwing parts were
de live red to the R ollison
hou
se hold in
playing "Jungle Jim" and other kid' s
if it were your own airplane ," D an be
nal colors
of
black and gold (Matty
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games.
Who
would
ever suspect
that
nearly forty years l
at e
r,
the
grown up
Jimmy Rollison would fly to
the
huge
EAA
Oshkosh
'94 ga thering
in
the
same
Laird
that
was
packed
in
th
e
crates.
The road to Oshkosh '94
would prove to be a long one.
Numerous attempts at
completing
the Speedwing were started over the
years but often the people
doing
the
work would run up against the lack of
fa
ctory drawings to make the neces
sary parts to
complete
the airplane.
One such attempt involved a number
of years
of
work by noted antiquer,
Forrest
Lovley
(EAA
19414 , A
IC
3136), whose s
hop is
located
ju
st
south
of
Minneapolis, near Jordan, MN. On
several occasions, this
author
was per
mitted to examin e the Laird closely as
it was b e ing work ed on in the s
hop.
The many
,
many clever
de tails as
de
signed by Matty
Laird
were evident in
the structure as Forrest carefully ex
plained the project.
To
me, it was
the
treat of
a lifetime
that ran
shiv
ers down
my
spine
as
I s
tood
in total
awe
of Matty Laird 's
gan th e formidable
job
.
Using an
English
wheel
to form
many
of the
compound
aluminum
panels a nd employing a unique grease
gun rig
that
forces
aluminum
into the
proper shape, Dan
was
able
to
pro
duce
some
very nice pieces
that
he lped
to
maintain
"
th
e
look
"
that
Matty
Laird was capable of de signing. R e
me mb er
that
this airplane is a small,
high
speed, biplane with a
big 450
Pratt
e ngin e out front
to ma k
e it go.
A e
rodynamic cleanliness
is of the
essence.
Th
e " doubl e cowl" wa s one of
Matty
Laird ' s ideas
that
r
ea
lly he lped
in the
dra
g department. Th e first cowl
handl
es
engine cooling air
whil
e th e
second
contain
s all th e accesso ri es
and
oil tank
that have
blast
tube
s d i
rected
to them. All this
"s
tu ff" is out
of
th e
slipstream
which
reduces dra
g.
In addition , the la rge, narrow Be
ndix
wh eels
with
th e ir 12-inch mec hanica l
brak
es
in side
produce
mi
nimal drag.
Laird 's
t rademark)
were done in
DuPont Centari
acrylic
enamel
with a
flex
agent added. The in t
e
rior of
th e
cockpit
s was
do n
e
in black
leather
se wn by Dan Murray's wif
e,
Linda.
Again , attention
to detail
is
evident
and
one really
gets
a
feeling
of 1929
when
sitting in
th
e
airplane
.
By February of 1993, th e long, long
process of finally completin g the Laird
Speed wing had come to
pa
ss
and
Dan
Murray called Jimmy Rolli so n
to
come to Santa Paula
and
get
ready for
th e first light.
As
Jimmy says, t was
quite a day . I felt like a ge nuine Laird
factory test pilot - which I was There
were
no
rea l
probl
e
ms on
that
first
flight. The a irpl a ne
was
nose heavy
and
ther
e were little adjustments here
and
there
that would have to be made,
but th
ey
all se em e d
insi
g
nific
a
nt to
me. I
wa
s flying The Laird
All those
years,
all th e drea ms a
nd
frustrations,
th e
mem
o ries of Matty .
I'll
go
to
my
grave
with no other feeling like I
h
ad that
day . The
fun
meter
was really
pegged that day
."
Dan
Murr
ay mad e the sec
br
a inchild . Such
impressions
he
Laird was started in the early 1930 s by
o nd flight
in
the Laird and
are
remembered
forever.
the crew in
Matty
Laird s factory, but
came
up with a couple of ideas
Eventually, Jim Rolli so n
for fine tunin
g the
airplane.
wasn t completed until
1993
ecided to se ll the Laird pro Considerable weight was
jec t , and
although
other av-
ad ded
to
the tai l to get rid of
enu es were
open,
it wa s tough the no se heaviness
and
a llow
to see the airplane in any
other
It
was quite a day. I felt like a genuine
three-point lan dings.
Both
pi
hands.
The
young Jimmy Rol
lo t s
agree
d the
airplane
was
lison,
knowing what th
e
Laird
Laird factory test pilot - which I was "
blessed
with
excess power
meant to his father, went all
out to acq uire the project - and
succeeded The entire
project
was trucked from
Minnesota
to
California
and the next sce
nario began .
Receiving a phone call one day
from Matty Laird's grandson, Jimmy
was
asked
if he was
interested
in
some
old airplane blu eprints
that
he had in
herited. Later
that same
day,
Jimmy
was in
Carson City, NV
, goi ng over
original factory
blueprints that Matty
had
drawn
years ago,
going all the
way back to Wichita. Among the huge
just ad d "coal" and climb from
any
att itude - it rea
ll
y moves
- Jimmy Rollison
out sm a rt l y. Getting us
ed to
Fort
un at e ly , the
set
of smooth Un i
versa l
tires to
fit the
Bendix
wh ee ls
had been
purchased
years
ear
li e r
when they were
still avai
l
able.
Al
though the
Laird
would n orm a ll y
have h
ad
a
tailskid
in stalled in 1929
(all grass a
nd
dirt runways), a Scott
3200 tailwheel was installed for use
on
hard
surface runways
and taxiways.
Although the BT-13 engine pur
the brakes was a bit unusual as
Matty Laird
had designed rud
der pedals
with
extensions inboard to
slide
your
toe upon and push.
Once
the all-important
"fee
l"
is
l
earned,
the
brakes are quite
effective.
Directional
control is quite outsta nding with the
rudder
producing directional
author
ity right from the start. Like nearly all
biplanes,
the
Laird
is blind in the
three-point position, but it isn't
twitchy and mean - it
tracks
straight
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CA. However, a
ll
was not los t as the
b
ea
utiful
Lind
y
troph
y
wa
s
soo
n de
liv e re d
to
Jimm y
for
it s pres ti g
io
us
rid e home in a ge
nuin
e La
ird Spee
d
wing.
Leavin g O shk osh on W edn esday
mo rnin g with a ll t he
ir
n ecess
it i
es
tuck
ed into th e stre
amlin
ed a irframe ,
the dynamic
du
o o f Rollis
on
and We
ll
s
hea ded th e speedy bip lan e so uthwest
from Osh
ko
sh, picked up Inte rstate 80
a
nd
he
aded
w
es
t with
th
e first s
top
at
O le P
as
h 's H a ri a n , I
ow
a a irport.
Fr o m t he r e , th e wes tb o u nd fl i g ht
stopped at Lexing
ton
, NE for fue l be
fo re hea di ng in to Cheyenn e , WY for
an welcome overnight stop.
Fee ling a ce rt ain kinship wit h
and
r
eve
re nc e
for Sp ee
d Ho lma n a
nd
Jimm y Doolittl e , bot h form e r L a ird
racing pilots , it w
as
easy for Jimm y
and
Ba
rr
y
to
und
e rsta
nd
h
ow
th
ese
form e r gr eat s
could
lik e such
an
air
plane .
Matty Laird 's genius wa
s
easy
to u
nd
e
rstand
as th ey sped we st to
wards the setting sun. By evening, the
L a
ird
was back in
it
s ha ngar a t Nut
Tr
ee Airport
, Vacavi
ll
e, CA ,
and
two
ve
ry
tir e d (but ha
pp y)
pi l o ts we r e
glad to be home .
Th
e
trip
to
O s
hko
sh
had
taken 12
hours a nd thirty minutes a
nd
th e trip
h o me re quire d thirt
ee
n hou rs with
nary a miss
of
a ny kind from the
Pr
a
tt
Whitn
ey engine. And th e fabulous
p e
op l
e
th
ey ha d me t a lo n g th e way
m ad e
th
e e ntire t r ip a n exciting ad
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ST GGBKWING
Continued from page
15
(Above) The Travel
Air Mystery
Ship, NR 1313,
is currently
under
restoration as resources per-
mit
- here, you can see
the right wing and prop
prior to their restoration.
(Left)
Jim
Gorman and Dub Yarbrough look on
as Robert Parish accepts
the
1994 Staggerwing
Young Eagle
award
from Ron Morrison, who
was last
year's winner.
(Below)
Among other invited guests o f the
Staggerwing Museum Foundation
during the
Convention are
Howard aircraft.
This
Howard
DGA-15P is owned and flown by Clayton Graves
of Santa Paula, Californ ia.
(Above)
The Staggerwing
Museum
in Tulla
homa,
TN
is full of interesting artifacts, includ
ing
numerous
t
ools
used to build Staggerwings.
These are
some
of
the
tools built
and used
by
Eldon Bud Penny who
among other
tasks ,
spliced the cables on the f irst 10 Staggerwings.
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(Above) Ron and ark Morrison pilot the family s F-17D Stagger
wing. First restored by their late father Bill, the airplane was al-
most completely destroyed in a hangar fire. The Morrisons then re
stored the airplane in Bill s honor.
(Left) Mary Lynn Beech Oliver, Jennifer Oliver Matson and Suzanne
Beech
Warner were
on hand
to attend the
dedication of
the new
Beech Center
at
the Staggerwing Museum. Jennifer, one of Olive s
grandchildren, and
attie
Schultz (not shown), the Museum Foun
dation s executive Director, cut the ribbon to formally dedicate the
Center. Mary ynn and Suzanne are Olive Ann Beech s daughters.
The
Staggen.uing Convention
is open
to all who enjoy
the
Staggerwing. To
attend
the
Convention Staggerwing Museum
Foundation
membership
is
required.
Dues are 30 per year,
and
i
you
are
passing anywhere close by, you owe yourself a
visit to
this
world class facility. The mailing
address
is: StaggerwingMuseum
Foundation,
P.O. Box
550, Tullahoma
TN
37388.
For directions
or
more information,
you
can call
them at
615/455 1974.
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ysteryPane
side view
of
this aircraft equipped
with a tail wheel and front landing
gear.
Where
or
when the picture
was
taken
we
do
not know.
John Underwood Glendale
,
CA
adds:
I t 's the Schroeder-Wentworth
Mercury SWM, built by
Mercury
Air
craft
at Hammonsport,
NY
for the
1929 Guggenheim Safe Airplane
Competition, in its original form.
The
central undercarriage
and outriggers
were replaced
after taxi
trials with
a
more conventional
straight-axle land
ing
gear. This
was a big
airplane, the
largest of all the entries, with a span
of
This moth's Mystery Plane should be
a comparatively easy one. The license
number
is
a give away But there
must
be more interesting information on it,
such s how
many
were built, etc. An-
swers will
be
published in the May 1995
issue of VINTAGE AIRPLANE. Dead-
line for that issue is March 25 1995.
y
eorge Hardie
aged
and
withdrawn from competi
tion. I do not
know
what happened to
the
aircraft as it was
never returned to
Hammondsport. Page 8 of the
Octo
ber 1992 Vintage Airplane shows a
57
feet
and 480 square
feet
of
wing
area.
I t was 30 feet in length
and had
a 150
hp
Comet.
Unique
features were the full
span variable camber
capability,
hy
draulically
articulated, and
Schroeder's
automatic, two-position
propeller. Harvey Mummert
had
a
hand
in its conception
and
supervised
its construction. Unfortunately,
there
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was
no time
for
tes
t ing
and
t
he SWM
was
trucked
to Mitchel Field,
Long
Is-
land ,
to meet
the
dea
dli
ne
.
Schroede r took it up for a test
hop
o n 21
Nov
ember 1929
to try
the
var
i
ab
le camber and ai l
er o
n contro l,
go t
into
a spiral
at
300
feet and near
ly
a
ugered into the base
h
osp
ital. T he
fact t hat
he
was not injured spoke
w e ll
for the craft s struct
u ra l in -
tegri ty. Howev
e r ,
the SWM was
damaged beyond
repair
and
o u t
of
the
ru nn
ing
R.W . Sh
orty
Schr oeder
was an
Ear
ly Bird (1910)
and
noted
test pi l
ot,
bo t
h in and
out
of the
military
.
He
is
perhaps
best remembered
for his high
flying (1919) and pylon
turns in the
first
Ford Trimotor
at
t he National
A ir Races.
Other
answer
s
were
received
from
harley Hayes
New
Le
nox
IL
and
Rob
r
t
Wynne
Mer
r Island WA.
Above and left) These two
views of the Schroeder-Went
worth safety ship show the full
span
variable camber
wing.
Unfortunately
, the variable
geometry wing did not prove
to be successful in this
case
,
as
R.W. Shorty Schroeder
spiraled
in
f rom
300
feet at
Mitchel
Field, Long
Island, NY
just before the trials
were to
begin
for the
Guggenheim
Safe
Airplane
Competition.
C r r ~
-.;. \,/u )
blocks set up by
the
government.
I
suspect
that other
folks have
ac
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• . l . ,
r.,J
•
•
P SS
dfo
B U
CK
by Buck Hilbert • EAA #
21
•
Ale
#5 • P.O. Box 424 • Union, IL 60180
Dear Buck,
I'm writing
to you
since I often read
your column
in
Vintage Airplane
and
know you
are
receptive to correspond
ing with
wannabee restorers like
me. I am a 400+ hour pilot, presently
grounded since I moved
to
Toledo and
sold
my share in a P A28-R200 and
have kids
in
college.
I want
an
air
plane
so bad I
can taste
it,
but
I
can't
afford
much
right now.
I 've
been
toying
with the idea
of
restoring
a
nice
old
short wing
Piper
or similar, but i don't have an A&P li
cense, and
I'm
befuddled
by all
the
FAA rules
about
lay people work
ing on
certified
airplanes.
I
am me
chanically inclined, love working on
machinery of all types,
have an
engi
neering degree (and career), and know
I could do justice to an aircraft restora
tion project.
I
just
don't
know how to
get around all the restrictions and road
complished beautiful aircraft restora
tions
without
being
government
certi
fied. My
question
is - How?
Do
I
need
to
develop
a
friendship with an
AI somewhere
(don' t know
any
around here
yet) in
order
to do the
work
myself?
Do
I
need to hire an
AI
to
inspect my
work at
various
steps
in
the
process? f so, how
are these
steps
defined?
As
you
can tell, I'm totally ignorant
of
the
requirements
for
a commoner
to
do
a
restoration jo b
. f there is a
way
around all
the
red
tape,
I
don
t
know
about
it. Can you
help
me un
derstand
in plain
language what
I
need
to do to
get
a
legal
restoration com
pleted .
Thanks
for
any
response. SSAE
enclosed.
Sincerely,
Daniel
J.
Shoop
Maumee , OH
Hi Dan,
Happy New Year Didn' t mean
to
de-
lay this reply, but the holidays and all . . .
There is no reason you couldn t do a
restoration on an
antique
or classic air
plane. Others have done it, and you can
too
Don t
be too concerned with the go v-
ern m e
nt. If you
are able to
ge
t ac
quainted through your local
EAA
Chap
Chapter, along with a
local
contact.
may wi
sh to approach them about
your
proj
ect. The worst they can say is
no
,
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ter or from the local scene somewher
e,
with a friendly
A P
or an fA then you
can work under their superv ision. Get
yourself a copy of
Ad
v isory Circular
AC 43. 13 (Acceptable M ethods, Tech
niques, and Practices - Aircraft
In
spec
tion and Repair) from the
FAA
and use
that as a
guide
when
you hav
e a ques
tion. Als
o,
many of the manufacturers
such as Poly Fiber and Cooper publish
inf
o
rm
a
tion/how-to
booklets
that
are
free for the asking. And don 't forget the
excellent v ideos that EAA produ ces
the Welding, Covering with
Ray Stit
s
and others are all a bonanza of informa
tion on how all
of
these processes work
(See page 32 for ordering information).
The A &P or IA need only make an oc
ca-
sional inspection as you progress or be
there
i
you ha ve a problem or ques tion.
I know there
must
be some more peo
ple in the Tole
do
,
OH
area, I don 't ha ve
an up-to-date Chapter Dir
ec
tory, but i
you call the
EAA
Chapter Office up in
Oshkosh, 414/426-4876 they '
ll
give you
the l
oca
tion of the n
ea
r
es
t
EAA
or
A/
C
Over to you,
Bu ck
Certainly there must be many others
out
there like Dan who want to rebuild
and airplane, and ha e the talent do so,
but
lack
the g
uidan
ce to get started.
sent the address
of
a mechanic I
know
in the general reg
ion
to Dan, but for
many others out there in a similar situ
ation,
you may
wish to try this in addi
tion to the EAA Chapter route. If
you
know what typ e of airplane yo u 're in
terested
in
, ie. a
fabric co
ered tai/
dragger,
or if you
want something co
ered
with
sh
ee t metal,
ask around
at
your
local airport
- odd are there are
on e or two A
P
's in
your
area
who
ha e become kn o wn as "old airplane"
mechanic
s. You
'll want someone fa
miliar
with
th e typ e o
airplane
you
want to rebuild - these days, A P's are
not
taught ery
mu
ch abo
ut st
eel tube,
fabric
co ered airplanes, so there are
fe wer around wh o kn o w th e ty p e.
On
ce
you find
o
ut
who th
ey
ar
e,
you
ri
ght?
Dear Buck
While in
the
process of acquiring an
Aeronca
C-3
Master
the
lack
of
relia
bility
of
the
magneto on the
E-113 en
gine was
mentioned.
Len Tanner mentioned that you
had
an STC to modify
the
mag to make
it
more
re liable. I
would most appre-
ciate
any
information regarding
your
modification.
Thanks
Jim
McCord
Lansdale
PA
Happy New Year
Jim
I don 't know whether to con gratulate
you or kick you, everybody knows that
Ae
ron
ca C-3s
ar
e worthless Hah
f
we
can keep them believing that we can ha ve
them a
ll to
ourselves
I am encl
os
in
g the Dan Kindel Conver-
New Members
Ken G odse
ll
Be lm ond
lA
Cha
rl
es Gr a uer Wilson KS
Billy Da n G r
eeso
n
Winchester TN
Larr y Gr eine r
Be
ll
eville
IL
Judy
Haight Madison WI
G
eo
rge W. Hamm J
ef
ferson
MD
Gr egg Hart Ede n Prairie MN
Arthur
W. Heilmer Bloomington MN
Leroy V. He ndricks
Larned. KS
William
C.
H offman
Somerse t PA
Marvis
T.
H
oge
n Kadoka SO
Ha rry Hough A nchorage
AK
Fr
ank E. H
owa
rd Maco n GA
Fred
Hu
ey Tyrone GA
Jo hn W.
Hu
ghes
Hou
ston
TX
Donald W. Hull Baton Rouge
LA
G. Roland J e nson
Outl
oo k Saskatch ewan
Ca
nada
Harry W. Jo nes
Ce
nte rville
IN
Marvin
K.
J orda n Rensse laer IN
James R. Ka le Ente rpri se A L
Le roy J. Ke ilma n Billings MT
Du
a ne Ke nnedy
Vancouver WA
J. P. King
Ga
dsd
en
AL
sion that I have been
running
on my C-
3 s) for over thirty years. In all that time
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I have never had an ignition problem nor
has anyone else that made the conversion.
The only one that we so far as to sub
mit a 337 on the installation
was
John
Kuranz and
I
have included a copy for
your perusal. John did not get an STC
but a field approval for the entire airplane
which included this modification as well
as
several others such
as
brakes and a tail
wheel. He has
been
flying the airplane for
about twelve years and again has had no
problems.
If you have trouble
finding
a magneto
and
the impulse
I may
be able to help
you . Meanwhile I we, would appreciate
info and pictures
of
your project so that
we can maybe put you in Vintage Air-
plane. H.G. and I are always interested
and so are our Antique/Classic members
in what a guy does with his airplanes.
Over to you Jim,
-----------
ly In
Calendar
The following list
of
coming events is furnished to our readers as a matter
of
ill ormation
only alld does not COllstitllle approval, sponsorship, involvemellt, cOlltrol
or
direction
of
any evellt /1y-in, seminars,
fly market
, etc.)
listed
Please send the information to
EAA,
Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Informatioll should be
rece
ivedfour momh
s
prior
to the evellt date.
FEB. 18 - MINNEAPOLIS, MN - 1995
APRIL
29 - LEVELLAND , TX - EAA
Minnesota Sport Aviation Conference.
Chapter
19
Fly-In Breakfast.
8061797 1900.
612/296-8202.
APRIL 29·30 - GRIFFIN, GA - Alexan
FEB.
25-26 -
RIVERSIDE
, CA - EAA
der Aeroplane ' s Builders ' Workshop. 1
Chapter 1 Open House. 909/686-1318.
800/831-2949.
FEB. 18-19
- NASHVILLE,
TN
-
APRIL 30 - CUMBERLAND,
MD
Alexander Aeroplane's Builders ' Workshop.
EAA
Chapter 426 Fly-In Breakfast. 3011777
1-800/831-2949.
2951.
FEB. 25-26 - RIVERSIDE , CA -
EAA
APRIL
30 -
HALF
MOON
BA Y CA
Chapter 1 Open House. 909/686-1318.
Pacific
Coast Dream
Machines Fly-In.
FEB. 26 -
WARROAD
, MN - Lions
415/726-2328.
Skiplane Fly-In Breakfast. 218/386-1818.
MA Y 5-7 - WOODLAND , CA - First
MARCH 3·5 - CASA GRANDE ,
AZ-
Annual Gt. Valley Fly-In. 916/666-1751 ,
37th Annual Cactus Fly-In. 602/641-7467
FAX 916/666-7071.
MARCH 4 - ROCHESTER , WI - 3rd
MAY
6-7 - CLEVELAND, OH - 11 nd
Annual
Midw
est Constructors Confer
Annual
Air Racing History
Symposium.
ence/Open
House . American Champion
216/255-8100.
Aircraft Factory. 1-800/323-0611.
MA Y
6·7
-
GEORGETOWN, TX
- 9th
MARCH
3-5 - CAS A
GRANDE,
AZ-
Annual Fly-In/Airshow. 512/869-1759.
37th Annual Cactus Fly- In. 602/641-7467.
MAY
7 -
Rockford
, IL - EAA
Chapter
MARCH
11 - PUNTA GORDA, FL
22
annual
fly-in
breakfast at Mark Clark's
EAA Chapter
565
Pancake Breakfast Fly-In.
Courtesy Aircraft , Greater Rockford Air
813/575-6360.
port. Wallace Hunt 815/332-4708.
MARCH 11-12 - FT. PIERCE , FL - 7th
MAY
13
- PUNTA GORDA , FL -
EAA
Annual
Delight
of
Flight Airshow /Fly- In .
Chapter
565
Pancak
e Breakfast Fly-In.
407/461-0346.
813/575-6360.
MARCH
11·12 - SAN
ANTONIO
,
TX
-
MA Y 13 -
VIDALIA,
LA - EAA Chap
Alexander Aeroplane's Builders ' Workshop.
ter
912
Spring
Picnic/
Banquet. Rain
date
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5/20. 3181757-2103.
MARCH
16-18 - 1995 Wom e n
in
Avia
MAY
13 -
TOCCOA,
GA
-
EAA
Chap
tion Conference. 618/337-7575.
ter
1011
Parade of Planes. Fax 7061779 2302.
MARCH 18·19 - DALLAS ,
TX
-
MAY
19-21- PAULS VALLEY
,
OK
Alexander Aeroplane's Builders' Workshop.
Antique Airplane Fly-in.
Contact
Dick
1-800/831-2949.
Fournier 405/258-1129 or Bob Kruse
MARCH 21-26 - AVALON, AUS
405/691-6940.
TRALIA
- AirShow DownUnder ' 95.
MAY 20 - DAYTON, OH - Chapter
325
Chester M. Owenby
Vincent Page
George Pascal
Paul J. Patterson
Auburn
D.
Pearman
John
M.
Pinson
Lynn R Pinson
Arden, NC
Katy,
TX
Louisville, KY
Pittsburgh, PA
Tupelo, MS
Harker Heights, TX
Tipton,
OK
Dave Puckrin
St. Albert, Alberta, Canada
Thomas Pue
Eric Rappaport
Mark Robertson
H.
J.
Robinson
Mark Robinson
Arnold Roosa
Edward
H.
Rosen
Robere Salmons
Ronald L Sass
Craig Saxton
Marius Schreiber
E.
R
Sessoms
Oscar M. Smith
Ed Snell
Richard Spiegel
George
W.
Sprankle
Phillip W. Stewart
Marshfield , WI
Cary, NC
5eosauqua, IA
Veradale , WA
Layton , UT
West Chicago, IL
Groton , CT
Berkeley, CA
Overland,
MO
Alamo,
CA
Moelin, Switzerland
Hartsville , SC
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Tucson, AZ
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Highland ,
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Fabric Selection Guide showing actual sample colors and
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Wh
en it goes on display again, the
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them to last... and P
oly-F
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MOVING
IS THERE A NEW LOCATION
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Be sure that your membership and
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move.
Send
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or
call1-S00-S43-3612
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PILOT AND
MECHANIC
EAA
ATT:
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PO
BOX 3086
OSHKOSH,
WI 549OJ.3086
414(426-4800
35
per word,
$5,00 minimum
charge. Send your ad to
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Payment muat accompany ad . VISAIMaaterCard accepted.
MISCELLANEOUS:
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TOORDER
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