July 1998 Vol 26 No7

CONTENTS

1 Straight amp LevellEspie Butch Joyce

2 AlC News

3 Aeromail

4 From The EAAlWorthington CollectionJohn Underwood

8 Cessna 140 Fuel CapsNeal Wright

11 Mystery PlanelHG Frautschy

12 David Gays PT-17 Stearman HG Frautschy

17 Flight of an AngelPat Quinn

21 A Handy Welding Table HG Frautschy

23 What Our Members Are RestoringHG Frautschy

26 Pass it to BuckBuck Hilbert

28 Calendar

29 Welcome New Members

30 Membership Information Classified Ads

r---------------------~--~

Page 23

FRONT COVER The Grand Champion Antique of the 1998 Sun n Fun EAA Fly-In was David Gays 1943 Boeing Stearman A75 Nl a PT-17 finished in the bright colors of the US Army Air Corps EM photo by Jim Koepnick shot with a Conan EOS-l n equipped with an 80-200mm lens ltJJ sec f20 on Fuji Sensia 100 ASA slide film EM Cessna 210 plane fiown by Bruce Moore

BACK COVER During the last half of the 30s the aviation magazine Popular Aviation featured a series of full-color plates depicting squadron markings inshysignia and civilian color schemes on their back cover This p late from the Febshyruary 1937 issue of the magazine shows the rhyme and reason behind those colorful markings on Navy shipboard aircraft The closely trimmed edges of the plate are as the magazine was p roduced

Copyright copy 1998 by the EM AntiqueClassic Division Inc All rights reserved VINTAGE AIRPLANE (ISSN 0091middot6943) is published and owned exclusively by the EM AntiqueClassic Division Inc of the Experimental Aircraft Association and is published monthly at EM Aviation Center 3000 Poberezny Rd bull PO Box 3086 Oshkosh Wisconsin 54903middot3086 Periodicals Postage paid at Oshkosh WISConsin 54901 and at additional mailing offices The membership rate for EM AntiqueClassic Division tnc is $2700 for current EM members for 12 month period of which $1800 is for the publication of VINTAGE AIRPLANE Membership is open to all who are interested in aviation POSTMASTER Send address changes to EM AntiqueClassic Division Inc PO Box 3086 Oshkosh WI 54903middot3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - AntiqueClassic 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 submit 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 Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920426middot4800

The words EAA ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION FOR THE LOVE OF FLYING and the logos of EAA EAA tNTERNATIONAL CONVENTION EAA ANTIQUECLASSIC DIVISION INTERNATIONAl AEROBATIC CLUB WARBIRDS OF AMERICA are reg registered trademarks THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION EAA ULTRALIGHT CONVENTION and EAA Air Venture are trademarks of the above associations and their use by any person other than the above association is strictly prohibited

EDITORIAL STAFF

Publisher To m Poberezny

Editor-in-Chief Jack Cox

Editor Henry G Frautsch y

Managing Editor Golda C o x

Computer Graphic Specialists Nancy Hanson Olivia L Phillip

Pierre Katze

Staff Photographers Jim Koepnic k LeeAnn Abrams

Ke n Lic htenbe rg

AdvertisingEditorial ASSistant Isabelle W iske

EAA ANTIQUECLASSIC DIVISION INC OFFICERS

President Vice-President Espie Butch Joyce George Daubner

PO Box 35584 2448 Lough Lone Greensboro NC 27425 Hartford WI 53027

910393-0344 414673-5885

Secretary Treasurer Steve Nesse Charles Harris

2009 Highland Ave 7215 East 46th St Albert Lea MN 56007 Tulso OK 74145

flJ7373-1674 918622~

DIRECTORS John BerencU Gene Marris

7645 Echo Point Rd 5936 Steve Court Connon Falls MN 55009 Roanoke TX 76262

flJ7263-241 4 817491-9110

Phil Coulson Robert C Bob Brauer 28415 Springbrook Dr 9345 S Hoyne

Lawton MI 49065 ChicaW IL60620 616624-6490 312 79-2105

Joe Dickey John S Copeland 55 Ookey Av 1 A Deocan Street

Lawrenceburg IN 47025 Northborout MA 01532 812537-9354 fIJ83 3-4775

Dale A Gustafson Stan Gomoll 7724 Shady Hill Dr 1042 90th Lone NE

Indianapolis IN 46278 Minneo~lis MN 55434 317293middot4430 61 784-1172

Jeannie Hill 1708 Bay Oaks r PO Box 328

Albert Lea MN 56007 HOIVOld IL60033 flJ7373middot2922 815943middot7205

Dean Richardson Robert D Bob Lumley 6701 Colony Dr 1265 South 124th St

Madison WI 53717 Brookfield WI 53005 tJJ8833-1291 414782middot2633

Robert licktel~

SH Wes Schmid Geoff Robison 2359 Lefeber Avenue 1521 E MacGregor Dr Wauwatosa WI 53213 New Haven IN 46774

414771-1545 219493-4724

George York 181 Sloboda Av

Mansfield OH 44906 419529middot4378

DIRECTORS EMERITUS Gene Chase EE Buck Hilbert

2159 Carlton Rd PO Box 424 Oshkosh WI 54904 Union IL 60180

920231-5002 815923-4591

ADVISORS Steve Krog Roger Gomoll

1002 Heather Ln 321-12 S Broadway Hartford WI 53027 Apt 3

41496amp7627 Rochester MN 55904 507288-2810

Alan Shackleton David Bennett PO Box 656 403 Tonner Ct

SugOl Grove IL60554Q656 Roseville CA 95678 630-466-4931 916-782middot7025

STRAIGHT ampLEVEL by ESPIE BUTCH JOYCE

This is the last Vintage Airplane those of you who are making the trip to Oshkosh this year will read until after you return home in August

When I listed the Judging Chairmen in the June issue there were a couple of mistakes I would like to correct these items now as I got several phone calls concerning this error You know the old saying one ah - wipes out a thoushysand attaboys Our members do read the magazine cover to cover and we get both good and bad comments on a regushylar basis The correct Iisting of the Judging Chailmen is as follows

Antique A wards Dale Gustafson Chairman 317293-4430 Classic Awards Dean Richardson Chairman 608257 -880 I Contemporary A wards Richard Knutson Chairman 608592-3712 While writing about the Judging

Chairmen and volunteers I would like to pass along some information about Pete Covington of Spencer Virginia

Pete was Co-Chairman of the Anshytique Judging for many years until his health caused him not to be able to atshytend Oshkosh any more It had been my privilege to have known Pete since the late 50s It was in the mid-sixties that he began to show his talent for building aircraft At that time I was building a Pitts SIC and Pete was buildshying an EAA Biplane We helped each other out in looking for parts and other materials - at that time homebuilts were built from scratch

Also what we now call Classics were modern aircraft and I had not even used a radio since the red and green lights worked fine One of the very first Antique projects I remember

Pete doing is a Clipwing Monocoupe 110 Special that belonged to Morton Lester Pete and Morton were cousins and resided in the same area and these two people evolved into a team that was unmatched Petes craftsmanship comshybined with Mortons ability to find and finance projects brought back many airshycraft from a premature grave for all to enjoy seeing again

After being ill for some time Pete passed away during the second week of June His talent craftsmanship and adshyvice will be missed by many people in the future

During the 1998 edition of EAA AirshyVenture because of the joint display of aircraft with the NBAA we will not have a Parade of Flight this year We will however have a number of activishyties you can take part in to add to your enjoyment

The Red Barn located at the North end of the AntiqueClassic area is the foshycal point to check out when an activity will take place and how you might be part of the fun On the porch or inside the Mini-Museum is our information booth where you can get just about every one of your questions answered rf the people there do not know the answer theyll be able to direct you to a person who will be able to help with your conshycern If you would just like to sit on the tour tram and be carried throughout the showplanes with someone who can deshyscribe what you are seeing we have that available for you from morning until the airshow begins

On Sunday night August 2 we will have our annual AntiqueClassic Picnic Tickets for this scrumptious dinner can be purchased at the Red Bam This is a good time for all but there are a limited number of seats Since the tickets sell very good dont wait too long to purshychase yours

Once again this year we have the AntiqueClassic Fly-Out to Shawano Wisconsin As a pilot you will be hosted to a free breakfast sponsored by the people of Shawano You will be back at Oshkosh in time to be returned

to your parking spot before the air show begins This Fly-Out will be conducted on Monday August 3

A first for us this year is the addition of a metal working demonstration hosted by a number of metal shaping experts One of our expanded efforts to educate our membership it will take place in the workshop tent located next to the Red Barn Theyll be demonstratshying their skills and at the same time explaining how you might be able to do the same yourself

We will again be running transportashytion from the first AntiqueClassic row to the last one row 140 or so Last year we had almost 1200 show aircraft in the AntiqueClassic area alone

All of the showplane camping area and most of the AntiqueClassic areas layout will remain unchanged this year There are a great many of changes to the other areas of the Convention site so r would advise you to take time to look at a site map (it s included in the Convenshytion program which is available from the Telephone Pioneers of America volunshyteers) Check the map before walking a mile or so only to find that your quest has been moved in a different direction

When your day at Oshkosh needs some relaxation time come join us at the Red Barn and relax on the porch Once you have rested its a good time to shop in the merchandise section of the Red Bam

Anytime you have any concerns or need some help with a problem please do not hesitate to ask for help at the Red Barn and we will do our best to help you All of your Division Officers Dishyrectors Advisors volunteers and myself want your stay with us to be a rewardshying experience You can lend your support to the membership during the rest of the year by asking your fellow pilots to join up with us Lets all be safe out there - we want you to be able to continue to be a member for a long time Lets all pull in the same direcshytion for the good of aviation Remember we are better together Join us and have it all

VINTAGE AIRPLANE 1

AC NEWS compiled by HG Frautschy

PETERSEN MOVES Norm Petersen whos been an Associate

Editor of EAA publications for 17 years has moved within EAA to work full time with the EAA Information Services staff headed by Ben Owen As anybody who has called or written Norm over the years can attest hes long been a fountain of knowledge on the widely varying aspects of sport aviation from homebuilding (he built his Starduster II N7NP back in the 1970s) to float flying (when the next person on the staff gets their float rating thatll make two float pilots on EAAs staffi)

That doesnt mean that hes not going to apshypear in print any more (who else could write Vintage Seaplanes) but it does mean that he will get to do one of the things he does bestshyinteract on a daily basis with EAA members from across the world helping them solve the questions that come up for each as they enter the world of sport aviation

We certainly wish Norm the best in his new endeavor and we thank him for the thousands of words hes written to further the cause of vintage aviation Great job so far Norm

If youre looking for an elusive bit of info or just need some help getting started on a restoration or homebuilt project as an EAA and AntiqueClassic member you can get the information you need from EAAs Informashytion Services Want to know how you can have 2 high registration numbers on your vinshytage airplane Theyll cite you the FAR and head you in the right direction Its just one of the many ways EAA stands ready to help you - give them a call at 1-920-426-4821 or -6761 (Fax) or E-mail them at infoserveaaorg You can even send them a letter via regular mail () at Information Services EAA PO Box 3086 Oshkosh Wl 54903-3086

2 JULY 1998

ELECTION REMINDER Dont forget to mail in your ballot for the

election of officers and Directors of the EAA AntiqueClassic Division Included in the June issue just tear it out fill in the appropriate blanks and send it on its way with a stamp on it To be counted it must be received no later than July 27 1998

PARKlNG AT OSHKOSH Wed all like to make a volunteers job a litshy

tle easier as they stand in an orange vest directing a line of airplanes to the right spot for parking You can do your part by making up a legible sign to hold up to the Flight Line Operations volunteers after you clear the runway at EAA AirVenture Oshkosh 98 If youre flying an Antique (built on or prior to August 31 1945) Classic (91145 through 12-55) or Contemporary (1955 through 1960) into the Convention make up a sign that you can read from 50 feet away (filling up an 8-112 x II sheet of paper would work well) with the letters ACC printed on it Got a seaplane SP How about your buddy flying in with his Cherokee GAC (General Aviation Camping) or GAP Genshyeral Aviation Parking) Even the warbirds can do it - WB- as can the homebuilts - HR

NEED EAA AIRVENTURE INFO If youre planning to attend EAA AirVenshy

ture by flying in youll need to obtain a copy of the NOTAM issued by the FAA The easiest way is to sinlply pull it out of the June issue of Sport Aviation- it is located between pages 80 and 81 You can also access it via EAAs Fax On Demand service Call 732-885-6711 and be ready to enter the Fax number you wish to have a copy of the Fax-On-Demand Directory sent to Follow the voice prompts for your instrucshytions The NOTAM is also available on EAA AirVentures website at httpwwwflyinorg

[fyoure planning on flying in no-radio it is required you follow the NORDO proceshydures exactly at this late date you should get your copy as soon as possible

We strongly recommend you obtain your copy of the NOTAM as early as you can and familiarize yourself with the instructions Its not hard to fly in and many pilots consider it a lot of fun but there are a lot of aircraft inshybound to Oshkosh and it helps knowing what youre supposed to be doing without having to rustle through the papers in the cockpit trying to find the NOTAM Keep your eyes outside and follow the controllers directions and well see you at EAA AirVenture Oshkosh

TYPE CLUB ADDITION Howard Aircraft Foundation PO Box 252 Volga WV 26238 Dues $1500 per year Newsletter 4 issues per year E-Mail HowardClubmembersaolcom or dbsfscvaxwvnetedu

Web page httpmembersaolcomHowardClub Submitted by David BSchober CPE Instructor Aviation Maintenance Fairmont State College National Aerospace Education Center Rt 3 Box 13 Bridgeport WV 26330-9503 (304) 842-8300

BARRY GOLDWATER One of Americas most ardent support of

military and civilian aviation has passed away at the age of89 Barry Goldwater is known to most of the nation as the founder of modem day conservatism an influence that continues after his death but to EAAers around the world he is remembered for his love of aviation and his willingness to put his enthusiasm into action

When asked he enthusiastically added his efforts to EAAs Wings On Dreams camshypaign serving as the chairman of that fund raising drive that would result in the realizashytion and construction of the EAA Aviation Center in Oshkosh Long respected for his views on aviation matters he also served on EAAs Presidents Council For EAA his legacy lives on in the Goldwater Conference Center which is decorated with plaques which feature half-shell model airplanes of many of the over 160 different aircraft both civilian and military he flew during his lifetime as a civilian aviator and in the military where he eventually rose to the rank of Major General in the Air Force Reserve

GEORGE GRUNDY The name George Gundy may not leap to

ones mind when pioneer aviation is talked about but it may from now on for George was the very last of his kind - he was the sole reshymaining Early Bird having soloed prior to December 171916 George the son ofa wealthy New York family whose fortune was sufficient to allow the young Grundy the chance to dabble in just about anything his heart desired took up flying as a sport while a teenager He soloed a Benoist biplane on Sepshytember 17 1916 a short time after his 18th birthday Last year both he and fellow Early Bird Walter 1 Addems were presented with Early Bird pins which had been flown on the space shuttle Atlantis in the summer of 1997 Addems passed away this past November making Grundy the last man in their last mans club Grundy who was 99 years old at the time of his passing had managed to survive the turbulent early days of aviation even though he had done some airshow wing walking as well as instructing at his father s Staten Island School of Aviation (his dad never showed any interest in aviation preferring to run various businesses rather than run an engine) Aviation was a youthful avocation for Grundy who moved on to other things remaining a busishynessman until his retirement to Florida

STRAIGHT ampLEVEL by ESPIE BUTCH JOYCE

This is the last Vintage Airplane those of you who are making the trip to Oshkosh this year will read until after you return home in August

When I listed the Judging Chairmen in the June issue there were a couple of mistakes I would like to correct these items now as I got several phone calls concerning this error You know the old saying one ah - wipes out a thoushysand attaboys Our members do read the magazine cover to cover and we get both good and bad comments on a regushylar basis The correct Iisting of the Judging Chailmen is as follows

Antique A wards Dale Gustafson Chairman 317293-4430 Classic Awards Dean Richardson Chairman 608257 -880 I Contemporary A wards Richard Knutson Chairman 608592-3712 While writing about the Judging

Chairmen and volunteers I would like to pass along some information about Pete Covington of Spencer Virginia

Pete was Co-Chairman of the Anshytique Judging for many years until his health caused him not to be able to atshytend Oshkosh any more It had been my privilege to have known Pete since the late 50s It was in the mid-sixties that he began to show his talent for building aircraft At that time I was building a Pitts SIC and Pete was buildshying an EAA Biplane We helped each other out in looking for parts and other materials - at that time homebuilts were built from scratch

Also what we now call Classics were modern aircraft and I had not even used a radio since the red and green lights worked fine One of the very first Antique projects I remember

Pete doing is a Clipwing Monocoupe 110 Special that belonged to Morton Lester Pete and Morton were cousins and resided in the same area and these two people evolved into a team that was unmatched Petes craftsmanship comshybined with Mortons ability to find and finance projects brought back many airshycraft from a premature grave for all to enjoy seeing again

After being ill for some time Pete passed away during the second week of June His talent craftsmanship and adshyvice will be missed by many people in the future

During the 1998 edition of EAA AirshyVenture because of the joint display of aircraft with the NBAA we will not have a Parade of Flight this year We will however have a number of activishyties you can take part in to add to your enjoyment

The Red Barn located at the North end of the AntiqueClassic area is the foshycal point to check out when an activity will take place and how you might be part of the fun On the porch or inside the Mini-Museum is our information booth where you can get just about every one of your questions answered rf the people there do not know the answer theyll be able to direct you to a person who will be able to help with your conshycern If you would just like to sit on the tour tram and be carried throughout the showplanes with someone who can deshyscribe what you are seeing we have that available for you from morning until the airshow begins

On Sunday night August 2 we will have our annual AntiqueClassic Picnic Tickets for this scrumptious dinner can be purchased at the Red Bam This is a good time for all but there are a limited number of seats Since the tickets sell very good dont wait too long to purshychase yours

Once again this year we have the AntiqueClassic Fly-Out to Shawano Wisconsin As a pilot you will be hosted to a free breakfast sponsored by the people of Shawano You will be back at Oshkosh in time to be returned

to your parking spot before the air show begins This Fly-Out will be conducted on Monday August 3

A first for us this year is the addition of a metal working demonstration hosted by a number of metal shaping experts One of our expanded efforts to educate our membership it will take place in the workshop tent located next to the Red Barn Theyll be demonstratshying their skills and at the same time explaining how you might be able to do the same yourself

We will again be running transportashytion from the first AntiqueClassic row to the last one row 140 or so Last year we had almost 1200 show aircraft in the AntiqueClassic area alone

All of the showplane camping area and most of the AntiqueClassic areas layout will remain unchanged this year There are a great many of changes to the other areas of the Convention site so r would advise you to take time to look at a site map (it s included in the Convenshytion program which is available from the Telephone Pioneers of America volunshyteers) Check the map before walking a mile or so only to find that your quest has been moved in a different direction

When your day at Oshkosh needs some relaxation time come join us at the Red Barn and relax on the porch Once you have rested its a good time to shop in the merchandise section of the Red Bam

Anytime you have any concerns or need some help with a problem please do not hesitate to ask for help at the Red Barn and we will do our best to help you All of your Division Officers Dishyrectors Advisors volunteers and myself want your stay with us to be a rewardshying experience You can lend your support to the membership during the rest of the year by asking your fellow pilots to join up with us Lets all be safe out there - we want you to be able to continue to be a member for a long time Lets all pull in the same direcshytion for the good of aviation Remember we are better together Join us and have it all

VINTAGE AIRPLANE 1

AC NEWS compiled by HG Frautschy

PETERSEN MOVES Norm Petersen whos been an Associate

Editor of EAA publications for 17 years has moved within EAA to work full time with the EAA Information Services staff headed by Ben Owen As anybody who has called or written Norm over the years can attest hes long been a fountain of knowledge on the widely varying aspects of sport aviation from homebuilding (he built his Starduster II N7NP back in the 1970s) to float flying (when the next person on the staff gets their float rating thatll make two float pilots on EAAs staffi)

That doesnt mean that hes not going to apshypear in print any more (who else could write Vintage Seaplanes) but it does mean that he will get to do one of the things he does bestshyinteract on a daily basis with EAA members from across the world helping them solve the questions that come up for each as they enter the world of sport aviation

We certainly wish Norm the best in his new endeavor and we thank him for the thousands of words hes written to further the cause of vintage aviation Great job so far Norm

If youre looking for an elusive bit of info or just need some help getting started on a restoration or homebuilt project as an EAA and AntiqueClassic member you can get the information you need from EAAs Informashytion Services Want to know how you can have 2 high registration numbers on your vinshytage airplane Theyll cite you the FAR and head you in the right direction Its just one of the many ways EAA stands ready to help you - give them a call at 1-920-426-4821 or -6761 (Fax) or E-mail them at infoserveaaorg You can even send them a letter via regular mail () at Information Services EAA PO Box 3086 Oshkosh Wl 54903-3086

2 JULY 1998

ELECTION REMINDER Dont forget to mail in your ballot for the

election of officers and Directors of the EAA AntiqueClassic Division Included in the June issue just tear it out fill in the appropriate blanks and send it on its way with a stamp on it To be counted it must be received no later than July 27 1998

PARKlNG AT OSHKOSH Wed all like to make a volunteers job a litshy

tle easier as they stand in an orange vest directing a line of airplanes to the right spot for parking You can do your part by making up a legible sign to hold up to the Flight Line Operations volunteers after you clear the runway at EAA AirVenture Oshkosh 98 If youre flying an Antique (built on or prior to August 31 1945) Classic (91145 through 12-55) or Contemporary (1955 through 1960) into the Convention make up a sign that you can read from 50 feet away (filling up an 8-112 x II sheet of paper would work well) with the letters ACC printed on it Got a seaplane SP How about your buddy flying in with his Cherokee GAC (General Aviation Camping) or GAP Genshyeral Aviation Parking) Even the warbirds can do it - WB- as can the homebuilts - HR

NEED EAA AIRVENTURE INFO If youre planning to attend EAA AirVenshy

ture by flying in youll need to obtain a copy of the NOTAM issued by the FAA The easiest way is to sinlply pull it out of the June issue of Sport Aviation- it is located between pages 80 and 81 You can also access it via EAAs Fax On Demand service Call 732-885-6711 and be ready to enter the Fax number you wish to have a copy of the Fax-On-Demand Directory sent to Follow the voice prompts for your instrucshytions The NOTAM is also available on EAA AirVentures website at httpwwwflyinorg

[fyoure planning on flying in no-radio it is required you follow the NORDO proceshydures exactly at this late date you should get your copy as soon as possible

We strongly recommend you obtain your copy of the NOTAM as early as you can and familiarize yourself with the instructions Its not hard to fly in and many pilots consider it a lot of fun but there are a lot of aircraft inshybound to Oshkosh and it helps knowing what youre supposed to be doing without having to rustle through the papers in the cockpit trying to find the NOTAM Keep your eyes outside and follow the controllers directions and well see you at EAA AirVenture Oshkosh

TYPE CLUB ADDITION Howard Aircraft Foundation PO Box 252 Volga WV 26238 Dues $1500 per year Newsletter 4 issues per year E-Mail HowardClubmembersaolcom or dbsfscvaxwvnetedu

Web page httpmembersaolcomHowardClub Submitted by David BSchober CPE Instructor Aviation Maintenance Fairmont State College National Aerospace Education Center Rt 3 Box 13 Bridgeport WV 26330-9503 (304) 842-8300

BARRY GOLDWATER One of Americas most ardent support of

military and civilian aviation has passed away at the age of89 Barry Goldwater is known to most of the nation as the founder of modem day conservatism an influence that continues after his death but to EAAers around the world he is remembered for his love of aviation and his willingness to put his enthusiasm into action

When asked he enthusiastically added his efforts to EAAs Wings On Dreams camshypaign serving as the chairman of that fund raising drive that would result in the realizashytion and construction of the EAA Aviation Center in Oshkosh Long respected for his views on aviation matters he also served on EAAs Presidents Council For EAA his legacy lives on in the Goldwater Conference Center which is decorated with plaques which feature half-shell model airplanes of many of the over 160 different aircraft both civilian and military he flew during his lifetime as a civilian aviator and in the military where he eventually rose to the rank of Major General in the Air Force Reserve

GEORGE GRUNDY The name George Gundy may not leap to

ones mind when pioneer aviation is talked about but it may from now on for George was the very last of his kind - he was the sole reshymaining Early Bird having soloed prior to December 171916 George the son ofa wealthy New York family whose fortune was sufficient to allow the young Grundy the chance to dabble in just about anything his heart desired took up flying as a sport while a teenager He soloed a Benoist biplane on Sepshytember 17 1916 a short time after his 18th birthday Last year both he and fellow Early Bird Walter 1 Addems were presented with Early Bird pins which had been flown on the space shuttle Atlantis in the summer of 1997 Addems passed away this past November making Grundy the last man in their last mans club Grundy who was 99 years old at the time of his passing had managed to survive the turbulent early days of aviation even though he had done some airshow wing walking as well as instructing at his father s Staten Island School of Aviation (his dad never showed any interest in aviation preferring to run various businesses rather than run an engine) Aviation was a youthful avocation for Grundy who moved on to other things remaining a busishynessman until his retirement to Florida

AC NEWS compiled by HG Frautschy

PETERSEN MOVES Norm Petersen whos been an Associate

Editor of EAA publications for 17 years has moved within EAA to work full time with the EAA Information Services staff headed by Ben Owen As anybody who has called or written Norm over the years can attest hes long been a fountain of knowledge on the widely varying aspects of sport aviation from homebuilding (he built his Starduster II N7NP back in the 1970s) to float flying (when the next person on the staff gets their float rating thatll make two float pilots on EAAs staffi)

That doesnt mean that hes not going to apshypear in print any more (who else could write Vintage Seaplanes) but it does mean that he will get to do one of the things he does bestshyinteract on a daily basis with EAA members from across the world helping them solve the questions that come up for each as they enter the world of sport aviation

We certainly wish Norm the best in his new endeavor and we thank him for the thousands of words hes written to further the cause of vintage aviation Great job so far Norm

If youre looking for an elusive bit of info or just need some help getting started on a restoration or homebuilt project as an EAA and AntiqueClassic member you can get the information you need from EAAs Informashytion Services Want to know how you can have 2 high registration numbers on your vinshytage airplane Theyll cite you the FAR and head you in the right direction Its just one of the many ways EAA stands ready to help you - give them a call at 1-920-426-4821 or -6761 (Fax) or E-mail them at infoserveaaorg You can even send them a letter via regular mail () at Information Services EAA PO Box 3086 Oshkosh Wl 54903-3086

2 JULY 1998

ELECTION REMINDER Dont forget to mail in your ballot for the

election of officers and Directors of the EAA AntiqueClassic Division Included in the June issue just tear it out fill in the appropriate blanks and send it on its way with a stamp on it To be counted it must be received no later than July 27 1998

PARKlNG AT OSHKOSH Wed all like to make a volunteers job a litshy

tle easier as they stand in an orange vest directing a line of airplanes to the right spot for parking You can do your part by making up a legible sign to hold up to the Flight Line Operations volunteers after you clear the runway at EAA AirVenture Oshkosh 98 If youre flying an Antique (built on or prior to August 31 1945) Classic (91145 through 12-55) or Contemporary (1955 through 1960) into the Convention make up a sign that you can read from 50 feet away (filling up an 8-112 x II sheet of paper would work well) with the letters ACC printed on it Got a seaplane SP How about your buddy flying in with his Cherokee GAC (General Aviation Camping) or GAP Genshyeral Aviation Parking) Even the warbirds can do it - WB- as can the homebuilts - HR

NEED EAA AIRVENTURE INFO If youre planning to attend EAA AirVenshy

ture by flying in youll need to obtain a copy of the NOTAM issued by the FAA The easiest way is to sinlply pull it out of the June issue of Sport Aviation- it is located between pages 80 and 81 You can also access it via EAAs Fax On Demand service Call 732-885-6711 and be ready to enter the Fax number you wish to have a copy of the Fax-On-Demand Directory sent to Follow the voice prompts for your instrucshytions The NOTAM is also available on EAA AirVentures website at httpwwwflyinorg

[fyoure planning on flying in no-radio it is required you follow the NORDO proceshydures exactly at this late date you should get your copy as soon as possible

We strongly recommend you obtain your copy of the NOTAM as early as you can and familiarize yourself with the instructions Its not hard to fly in and many pilots consider it a lot of fun but there are a lot of aircraft inshybound to Oshkosh and it helps knowing what youre supposed to be doing without having to rustle through the papers in the cockpit trying to find the NOTAM Keep your eyes outside and follow the controllers directions and well see you at EAA AirVenture Oshkosh

TYPE CLUB ADDITION Howard Aircraft Foundation PO Box 252 Volga WV 26238 Dues $1500 per year Newsletter 4 issues per year E-Mail HowardClubmembersaolcom or dbsfscvaxwvnetedu

Web page httpmembersaolcomHowardClub Submitted by David BSchober CPE Instructor Aviation Maintenance Fairmont State College National Aerospace Education Center Rt 3 Box 13 Bridgeport WV 26330-9503 (304) 842-8300

BARRY GOLDWATER One of Americas most ardent support of

military and civilian aviation has passed away at the age of89 Barry Goldwater is known to most of the nation as the founder of modem day conservatism an influence that continues after his death but to EAAers around the world he is remembered for his love of aviation and his willingness to put his enthusiasm into action

When asked he enthusiastically added his efforts to EAAs Wings On Dreams camshypaign serving as the chairman of that fund raising drive that would result in the realizashytion and construction of the EAA Aviation Center in Oshkosh Long respected for his views on aviation matters he also served on EAAs Presidents Council For EAA his legacy lives on in the Goldwater Conference Center which is decorated with plaques which feature half-shell model airplanes of many of the over 160 different aircraft both civilian and military he flew during his lifetime as a civilian aviator and in the military where he eventually rose to the rank of Major General in the Air Force Reserve

GEORGE GRUNDY The name George Gundy may not leap to

ones mind when pioneer aviation is talked about but it may from now on for George was the very last of his kind - he was the sole reshymaining Early Bird having soloed prior to December 171916 George the son ofa wealthy New York family whose fortune was sufficient to allow the young Grundy the chance to dabble in just about anything his heart desired took up flying as a sport while a teenager He soloed a Benoist biplane on Sepshytember 17 1916 a short time after his 18th birthday Last year both he and fellow Early Bird Walter 1 Addems were presented with Early Bird pins which had been flown on the space shuttle Atlantis in the summer of 1997 Addems passed away this past November making Grundy the last man in their last mans club Grundy who was 99 years old at the time of his passing had managed to survive the turbulent early days of aviation even though he had done some airshow wing walking as well as instructing at his father s Staten Island School of Aviation (his dad never showed any interest in aviation preferring to run various businesses rather than run an engine) Aviation was a youthful avocation for Grundy who moved on to other things remaining a busishynessman until his retirement to Florida

FRANCE AFTER THE GREAT WAR

This is a rather belated answer to Reshybecca Clarks letter and photo of an apparent airplane factory in France during World War 1 (See page 4 March issue)

The building containing all the airshyplane is not a factory It is part of the giant US Army Air Service Production Center No2 at Romorantin France The photo was taken after the war when hunshydreds of French and German warplanes were disassembled and stored for shipshyment to the US With the exception of 142 Fokker DVIIs over 100 SPAD XIIIs 204 SE5s and SAs 43 Nieushyport 24s and 20 Nieuport 28 s relatively few of these got to the US much less set up and flown here

The photo is one of quite a few offishycial views taken of the interior of the warehouse Some were reduced to postshycard size and could be bought in the Post Exchange Quite a few of these have turned up in various photo collections as well as fami ly albums I have a few and have been able to borrow others to copy

Enclosed are three different views that should interest Vintage Airplane readers

To comment on Ms Clark s photo (right) From right front the airp lanes are French built British Sopwith 1-1 2 Strutters The French unloaded just over 500 of these obsolescent two-seaters on the AEF Nearly 70 got shipped to the US The fourth plane judging from its visible wingtip and size is a Fre nch Breguet 14 Those farther down the line appear to be Nieuports

Sincerely Peter M Bowers EAA 977 AlC 7583 Seattle WA

-Continued on page 25shy

(Right) This view shows most of the factory-new Fokker DVlIs that were shipped to the US About a dozen were used at McCook Field for test work with new engines up to 300 hp Others went to Army flying schools in Texas while some were assigned to Pursuit Squadrons as backup for the SPAD XIII s and SESs with which they were then equipped Others served as squadron hacks

VINTAGE

AeroMail (Right) This could be a view across the aisle from Ms Clarks photo The plane front left is another 1-1 2 Strutter and its rudder with French stripes and letshytering is on the ground under its nose

The next four are Nieuport 24s Three of their rudders have stripes in the American order with the blue at the trailing edge The rudder on the fourth Nieuport has the stripes in the French order red at the trailing edge Father down the line under an unidentiflable model is a rudder with stripes in the erroneous and little-used American stripe order of red at the trailing edge blue and white at the front

VINTAGE AIRPLANE 3

eWorthin by JOHN UNDERWOOD (EAA 1989 AC 1653)

In 1976 the EAA Aviation Foundation was given a collecshytion ofglass plate negatives by W L Worthington (EAA 100415) ofInglewood CA The photogshyrapher is unknown but we do know he worked for the promishynent Packard dealer in Los Angeles Earle C Anthony Anshythony was a pioneering motorist who built his own car as a

teenager circa 1900 It is said he was involved in the first autoshymobile accident in Los Angeles He later owned radio and televishysion stations The photographer was tasked with showing off the Packards in the best light and that often meant combining avishyation and the autos

Noted aviation writer John Underwood has lived in the Los

Angeles area for many years and has had an interest in the aviation history ofSouthern California long a hotbed ofavishyation activity We asked him to look over the collection and fill in details he may have regarding the people or airplanes shown in the photos Thanks for your help John - HGF

(Left) Cactus Kate s Kid a Packard Eight painted rather loudly shows up in a few of the photos taken at Burbank On the right is John Macready one of the Shell 011 pilots under Jimmy Doolittle The Lockheed Vega NC926Y ended up in the Lithuanian Air Force following its hitch as Shell No4

(Lower left) The Lockheed assembly hangar at Burbank CA Thats not a Russian 6-wheeler with the red star but a Ford Model A 2-Ton truck The same vehicle was built in Russia from 1929 onward Into WW-II

(Below) Lockheed Vega SIN 24 NC194E after being repossessed from Brock amp Schlee who operated an airline out of Detroit (on floats) It crashed soon after this picture was taken with fatal results

4 JULY 1998

Collection

(Pictures on this page) This Vega 5 NC7441 was another Brock and Schlee airpiane The automobile is a Packard Sport Roadster The photo must have been taken in 1929 because the Vega was written off early on that year There are no license plates on the Packard and the two gents remain unknown

VINTAGE AIRPLANE 5

(Above and right) Weve published these photos in the past but they certainly deserve another look Everybody loved Marvel Crosson She helped her brother Joe run a garage in San Diego so he could take time off to learn to fly Then Joe taught Marvel in 1923-1924 She held a Commercial Pilot s license and flew in Alaska before entering the first Womens Transcontinental Air Derby becoming a fatalishyty on the second leg probably due to carbon monoxide poisoning The Viking Sedan autoshymobile was close kin to the Olds and LaSalle but only lasted the 1929-30 seasons The Travel Air must be one of the San Diego Air Service s W 40005 This was a very rare model and the SDAS had a fleet of them Joe later became a Pan American executive

(Right and below) Herb Lippiatt (in helmet gogshygles and lace-up flying boots) with his first Travel Air 4000 powered with a Wright 14 Lipp became the Los Angeles area distributor for Travel Air before switching to Waco He was outstandingly successful in aircraft sales and had the Cessna line in 1947 when he died suddenly Most likely these photos were taken at the old Clover Field in Santa Monica

6 JULY1998

(Photos on this page) Center stage In this series of shots Is Ryan B-5 Brougham NC731M This airplane belonged to Ted Glldred Sr of San Diego CA and Its the one he flew to Ecuador with Dean Farran in MarchshyApril 1931 A similar 8-5 painted in the same markings is on display In the San Diego Aerospace museum in Balboa Park The original airplane was named Ecuador The Glldreds had business Interests in South America Including the Culver Cadet agency in Peru

VINTAGE AIRPLANE 7

JUSTALITTLE TRIP AROUND THE PATCH

by NEAL F WRIGHT Cessna 120140 Club

THE GAS CAP STORY One of our Cessna 120 140 club members and an associshy

ate had the exciting and traditional moment of terror in his Cessna 140 The plane fully fueled and going for its first flight after an electronics addition at a remote foothill airshyport was being flown off a field which had a cliff at the end with the town below some several hundreds of feet Just off the end of the runway near the edge of the cliff the engine quit After the pilot did all the recommended things the enshygine caught just above the power poles along the streets A climb and a safe landing from a very high downwind was made

Knowing that stopped engines often mean fuel starvation the FBO removed the gas caps in turn and when the brand new half-vented gas cap on the right tank was removed a moaning sigh was apparent to all the bystanders- the tank apparently had not been vented during the exciting half of the flight A vacuum developed as the fuel was used until vacuum and the hydraulic head of fue l were equal meaning no more flow Fortunately there was only one of the new half-vented gas caps on the plane and the emergency switch over to the norn1ally-vented tank allowed fu ll fuel flow and recovery before the lower elevation landing that seemed so imminent only lifetime-long moments before Upon inspecshytion of the new cap it was noted that the red si licone valve of the new-style gas cap had adhered to its seat and had not allowed any air to flow into the tank The red si licone valve of the gas cap should not have sealed to its seat but it had and could on others

The new half-vented cap had been a mandated addition at the recent annual supposedly to comply with the Airworthishyness Directive 79-10-14 rl (referred to as the AD from here on) The big town prominent and well-paid FBO AI had been adamant buy the new gas cap and install it or we wont sign off the plane What the expert missed was that the cap should only be used on l40A and subsequent Cessnas not on the older 120s and 140s There was no admonishment in the AD nor was there any literature from the gas cap manshyufacturer about the risk of using the caps on other types of planes These participants werent the first or the last to be misled since the half-vented cap continues to be misused to this day and there are 120s and 140s out there at serious risk right now

Every time this event of loss of power and the quick deshyscent is discussed someone mentions that if the plane had

landed or crashed in the street it would have been another accident totted up to pilot error because by the time the FAAINTSB fellows did their thing the tank with the stuck valve would have been bent-vented by a power pole in the street Since planes built during the same as the 120 140 period shared common small parts like gas caps it seems likely that other types of planes may now have the same potential for stoppages if the owners have purchased the half-vented caps without knowing their hidden dangers And yes even the Cessna dealers will sell you the wrong caps because they know that all those little planes are the same The halfshyvented cap looks like this

Air Inlet Port (3)

Allen Head Screw

Gasket iIIIII_iiilll_iiiiilllll~

Retainer Cap Body PolyethyleneLugs (2) Spring Washer

Silicone Valve Holder

8 JULY1998

This text refers to a half-vented gas cap though that term will not be found elsewhere I use that name because that is what it does and no other name so descriptive has appeared in the research It is half-vented in that it is supposed to allow air inflow to the tank but prevents any outflow ofair or fumes or even fuel if the fuel exshypands from heat It is a nicely designed unit looks good and the culprit model appears about like the illustration above suggests

Why was the gas cap designed to be half-vented The 140A and later Cessnas have three feature s which our older planes lacked I) a forward-facing tank vent on top of the wing 2) a juncture of this common vent to a tube running between tanks to allow sharing the common vent plus 3) non-vented gas caps on both tanks Vent blockages occurred on the newer planes fuel stoppages occurred and that led to the AD for the Cessna planes starting with the 140A

Properly used on the designated planes the cure mandated by the AD would provide an alternate path for inflow of air as fuel is used even if the common external vent has a blockage Mandating only one new cap instead of two was based on the premise that if one blockage was possible but unlikely then two vents (the new half-vent cap and the original common vent) would surely make a blockage statistically impossible The problem outlined here is not a complaint of poor design but rather of the misapplication of the half-vented caps They should not be used on airplanes such as our Cessna 1201140s which depend on full-vented caps

The Airworthiness directive 79-10-14 rI states (paraphrased) To provide an alternate source of fuel tank venting in case of vent obstruction by foreign material This can be accomshyplished by the new half-vented (my word) fuel caps

There is no diagram in the AD showing the vent systems either before or after the modification In hindsight based on the misuse ofthe half-venting caps it is unfortunate that the AD did not note the half-vent feature it did not show a system and it contained no admonishments about not using the gas cap for a type of sysshytem which was not made for it and could be vent-strangled by it

Do you see the trap It is made up of three things a) the new mandated gas caps were half-vented which means that they will let air in given that the valve in them is faultless but they will not let air or fumes or expandingfilel out one ofthose little things the ADfails to mention b) the gas caps are supposed to be used only on the 140As of our group plus all other Cessnas that have a common fuel vent but that was not made crysta l clear either by the AD or the manufacturer of the cap or the STC for the caps or the distributors and dealers and c) Cessna owners are unaware of the hazard so they blithely assume the new caps must be better than the old ones and if they are good for the 140As they must therefore be okay for the 120s and the 140s When misapplied with or without having a stuck silicone valve pilots and tanks are at risk

Here s what the vented and nonshyvented cap looks like

The original cap (top) for the Cessna 120s and 140s look someshything like this with the two vent holes providing air inflow or fume outflow without restriction They are bothshyway vents since fumes can exit and air can enter without any valve intershyfering The non-vented cap (bottom) looks identical but without the vent holes only weld bumps which secure the inner cap to the outer cap

The half-vented cap sectioned indicating the free flow of fumes or air if the silicone valve is removed

The important part of the cap showing the silicone valve is shown as though it has two wings but really is round

The same view but with the silicone valve in the closed poshySition as it would be if the pressure on the tank side is the same or greater than the pressure outside the tank The airshyflow of course is shown halted Not only fumes can t get

out but fuel cant get out if it happens to exshypand from being heated by the sun If the 120140 takes off on the left tank and if the right tank has the half-vent cap then there is a hazard if the pressure builds up as the altitude increases

This greatly expanded view shows what the silicone valve looks like The material and shape of the valve ensure the valve is pliable so as to open easily The valve is 58 in diameter

VINTAGE AIRPLANE 9

These half-vented caps should never be used on a plane that was designed to be dependent upon the through-hole two-way venting individual gas caps A hot sun a full tank a long wait between flights and some of the new fue l which sme ll s so odd and gums so well can cause grief If the tanks on our 120s and 140s can t get air in when they need it to replace the fuel volume depleted when flying because the si licone valve sticks to its seat then that is one hazard and another hazard exists when the plane with the new cap is heated by the sun With a half-vented cap installed the effect of the force of the expansion of the fuel and the fumes within should be quite a sight to behold when the fumes or fuel cant get out as would also be the case simply from altitude-induced pressure differentials The tanks and the wings and the fuel system downstream can suffer extreme trauma from the pressure Remember These half-vented caps are designed to only let air in and nothing out The greater the pressure from the inside the tighter a seal the silicone va lve will make (Since this was written I have heard from 12011 40 owners who now undershystood why their sealed tanks bulged andor leaked with the half-vented caps)

Systems The AD had no diagrams as though written by someone

who did not really understand what he was describing or maybe there were too many variations to cover properly here note the normal 1201140 early and late versions and the normal 140A fuel systems and then take a look at the expected action of the half-vented gas caps To make the systems simpler items such as drain cocks and gas gauges are not depicted

The early Cessna 120140 version of the fuel system Note that if one tank cap inlet vent is blocked as happened with the 140 mentioned in the beginning of this article there is no other source of inlet air to replace the volume of fuel used Note too that if a tank vent is outflow blocked there is no way for internal tank pressure from solar heating to escape so the tank will have to bulge the half-vented caps are that style They prevent any outflow of air fumes or fuel and are meant to allow only inflow and that only if the silicone valve doesnt stick

The later 120140s had a tank-to-tank vent tube added as this sketch indicates In the event one gas cap was blocked both tanks could still vent in both directions

The as-designed Cessna 140A fuel system again simplified and stylized to show only that there is a tank vent and no-vent caps If the single vent is blocked by a hornets nest or ice there is no way to get fuel out of either tank after a vacuum deshyvelops from fuel outflow Venting was totally dependent on the single top of the wing common vent

The Cessna 140A tank system with the AID mandated reshydundant half-vented gas cap installed The new cap allows air inflow as the fuel is used in the event the central vent is blocked Otherwise the tanks breathe just as in the older 120140s Note that if the central vent is blocked there is danger of tank pressurization for a plane on the ground

-Continued on page 27shy

10 JULY 1998

July Mystery Plane

I

April MysteryPlane It seems a lot of you remembered this

good looking cabinjob from before WW-II Supplied by James Rezich Winnebago IL it is well Ill let Charley Hayes tell you

Hi HG Something supernatural says surely

the April Mystery Plane is the one-ofashykind Wendt

Charley Hayes New Lenox IL

Heres what Ralph Nortell Spokane WA wrote

The Mystery Plane for April is the Wendt W-1 Series 400 monoplane Introduced in Aero Digestfor Feb 1938 the Wendt W-1 was described as a two-place dual-conshytrol monoplane ofconventional design and structure Power was a 90 hp Warner Scarab Jr and performance figures listed were high speed 140 mph cruise 125 landing speed 30 and a range of 600 miles The trim proportions included a span of299 and a length of199

Western Flying Annual Directory of April 1939 lists the Wendt as the Falshyconer W-2 Series 400 The only apparent significant change was a new wing of NACA airfoil section in place ofthe origshyinal Clark Y

Aero Digest Annual Directory ofMarch 1940 lists the Wendt as the Swift W-2 now powered by a Ken RoyceLeBlond 5-F of 90 hp No other significant changes were indicated As there are no later listings the Wendt apparently faded out with other promising aircraft of the period with ATC Pending

The Wendt W was designed and built by the Wendt Aircraft Corp North Tonawanda NY President and Treasurer was George W Wendt Sales Manager George Contant VP lSecretary Kopf General Manager Robert Klimas

Unfortunately we didnt receive word as to its final disposition but it did prove

From Brian Baker comes

this months Mystery Plane

which does look a bit like

our answer plane this

time - but it is different

Your answer needs to be in

to EAA HQ no later than

August 25 1998 for inclushy

sion in the October issue of

Vintage Airplane

by HG Frautschy

to be one-of-a-kind We hope to dig up more on the Wendt and when we do well do an article on the airplane elseshywhere in the magazine where more space will allow a more in depth feature

Correct answers were received from Robert Nelson Bismark ND and David M Albright Cincinnati OH who both sent in a copy of the factory brochure Marty Eisenmann Alta Lorna CA Larry Beidleman Granada Hills CA Peter Havriluk Granby CT Archie Block Cozad NE Charles Trask York Haven PA Ted Giltner Tamaqua PA William Knox Woodstock GA James B Hays Brownwood TX Doug Rounds Zebushylon GA Ken Muxlow Minneapolis MN

WendtW-l and Russ Brown Lyndhurst OH

Earl Leverentz Jackson TN also sent in a response and a big surprise-he has most of the drawings for a Wendt W-2 Swift and is nearly complete with its conshystruction Well have more on the Wendt and this project in a future issue of Vintage Airplane

Send your Mystery Plane corresponshydence to

Vintage Mystery Plane EAA PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 11

H aving an eye for esthetically pleasshying lines has long been a part of the life of David Gay (EAA

397118 AlC 20291) Orlando FL One of the principles ofGay and Morrissey Archishytectural Group in Winter Park he and his partner are one of the featured architects in Disneys planned community Celebration

The flowing lines of an airplane have also been a strong part of his life since he was a youngster His photo album for the Stearman starts off with a shot of Dave as a proud fifth grader holding his new Carl Goldberg 112A Skylane Alshyways busy with his hands Davids late father Jerry bought him and his brother Jerry a table saw when Dave was seven years old He was given plans for an 8 ft long rowboat and the plywood to build it for his eighth birthday Dave gives a lot of credit to his dad for taking the time to carefully show the boys how to use the tools correctly and work with a wide vashyriety of materials

Dave built surfboards during his colshylege years to earn money and he and his brother Jerry restored an Aeronca

Jim Koepnick

7EC Champ when they were teenagers Hes also built a few houses along the way as well

Amazingly this is only his second aircraft restoration Hes owned a Super Cub and a Husky since restoring the Champ and 7 years ago he went for a ride in a Stearman at Bob White Field When he got in the cockpit the pilot said to him This is probably going to be an expensive ride for you He was right

In October of 1993 Dave bought a project from Mike Danforth who had reshycently purchased a basketcase to get a few parts he needed for repairs Mike had been involved in a mid-air collision which fortunately didnt result in serious injury But his Stearman needed repairshying and the rest of it was available David spent the next couple of months simply sorting out the parts and pieces of seven wings (all rotten but with good hardware) a very good fuselage (it had been cut for the duster modification but was hung up in 47 and never completed) and all sorts of other miscellaneous parts

Dave took the fuselage to Jim Kimballs

shop in Zellwood FL where Jim did the welding to return the fuselage back to its original configuration After sandblastshying a coat of epoxy primer followed by a topcoat of urethane paint in the approshypriate shade of green to duplicate the look of zinc chromate

Daves philosophy on tackling the project was similar to any large project that can be intimidating Break it up into a series of smaller projects finishing each one and then moving on to the next Each one became a two-week project or whatever it called for The landing gear seemed like a good place to start so he had it taken apart by Joe Wright in Hamilton OH who had the fixture and hydraulic press needed to disassemble the struts The parts then went back to David who reworked the oleo struts and put in a new set of chevron seals The brakes were next with a used set ofHayes brakes getting replacement pads and the slave cylinders getting replaced with overshyhauled units The brake master cylinder is one of the new-restored made by GidshyAir with the original housing used in

VINTAGE AIRPLANE 13

14 JULY 1998

(Far left) The moming after the awards ceremoshyny David Gay is all smiles as he proudly holds the 1998 Sun n Fun Antique Grand Champion

(Above) With the side panels lifted (the Stearman is a great example of an early military airplane designed for easier maintainability) the cockpit controls and firewall forward equipment can be seen All of the green paint is a urethane enamel carefully matched in color to the dark zinc chromate used on the original

(Upper right) As an expedient method to inspect the fittings the Stearman features these transshyparent inspection panels at critical brace and control locations on the wings and tail

(Below) The cockpit of the Stearman is as close as one can get to the original from the days of WW-II right down to the wide lap belts He even has the original instrument panel facia covers a rare item these days

conjunction with a new sleeve Starting his project also put him in touch with one of the worlds leading suppliers of Stearman parts in Chickasha OK

I purchased a new gas tank from Dusters amp Sprayer Supply along with about a jillion other parts from them said David I basically took the whole airplane down to its very smallest comshyponent and rebuilt it from the ground up Ive replaced all of the bearings and put in new control cables old wear surfaces and tried my best to keep everything in an authentic stock condition other than fabric and the finish

Covered in aircraft quality Dacron with the final finish is a urethane paint that is no longer available He opted for

the 1942 yellow wings and blue fuseshylage scheme with the red and white striped tail

The wings as mentioned before were a real mess and their rebuilt took almost a year and a half of effort A set of wing ribs of outstanding workmanshyship were built by Jeff Morgan and they comprised the core of the wing restorashytion Having a complete set of blueprint microfiche of all the Stearman drawings and a full set of assembly drawings also made putting the parts back together a lot easier but you still have to do the work It was also a big help that there are eight other Stearmans based on Bob White Field in North Orlando so he has plenty of support

VINTAGE AIRPLANE 15

Bob White Field is just a real friendly place for tail draggers and theres a lot of local Steannan knowledge says David He also wanted to point out the support and encouragement not to mention exshypertise he was given by Jim and Kevin Kimball along with Jims brother AI who helped with the reconstruction of the ailerons Plenty of other folks helped as well Tim Preston is a flight instructor in Steannans at Bob White Field and Steve Fletcher who used to own this particular airplane is a duster in Immokalee FL Daves wife Ann had been very tolerant and encouraging allowing various parts of the airplane to be stored in and around the house during the restoration The Gays home a traditional Florida design with a tin roof has a large porch proshytected with a beautiful overhang At the beginning of the restoration the 220 hp Continental was stored on the front porch and in the best tradition of having fun with a restoration they decorated it with Christmas decorations when they held a holiday party Later the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude

Along with Ann his other two biggest supporters are Rachel and Lorena the Gays daughters Lorena has really taken to flying and enjoys it very much Flipping through the restorashytion book we can watch the girls grow as they were 8 and II years of age when the Stearman project was started and are now 13 and 16 now

Other helpers include Jim Connie Bryan and Joel Smith who are the Gays next door neighbors and Gary Osoling a friend of Davids Michael Morrissey is his business partner who was also taken with the project Special thanks also go to Roger Painter who allowed him access to his Stearman including about 50 hours of flight time as Dave got ready to fly his biplane Finally Dave s brother Jerry who also helped rebuild the Champ also helped on the Steannan Jerry put in lots of hours durshying the restoration and continually gave encoragement

First flown on March 16 a small gathering of family and friends witshynessed the PT -17 roar down the runway at Bob White and reclaim the sky The next month David brought the Stearshyman over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun n Fun EAA Fly-In where it was awarded the Grand Champion Antique trophy

16 JULY 1998

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

eWorthin by JOHN UNDERWOOD (EAA 1989 AC 1653)

In 1976 the EAA Aviation Foundation was given a collecshytion ofglass plate negatives by W L Worthington (EAA 100415) ofInglewood CA The photogshyrapher is unknown but we do know he worked for the promishynent Packard dealer in Los Angeles Earle C Anthony Anshythony was a pioneering motorist who built his own car as a

teenager circa 1900 It is said he was involved in the first autoshymobile accident in Los Angeles He later owned radio and televishysion stations The photographer was tasked with showing off the Packards in the best light and that often meant combining avishyation and the autos

Noted aviation writer John Underwood has lived in the Los

Angeles area for many years and has had an interest in the aviation history ofSouthern California long a hotbed ofavishyation activity We asked him to look over the collection and fill in details he may have regarding the people or airplanes shown in the photos Thanks for your help John - HGF

(Left) Cactus Kate s Kid a Packard Eight painted rather loudly shows up in a few of the photos taken at Burbank On the right is John Macready one of the Shell 011 pilots under Jimmy Doolittle The Lockheed Vega NC926Y ended up in the Lithuanian Air Force following its hitch as Shell No4

(Lower left) The Lockheed assembly hangar at Burbank CA Thats not a Russian 6-wheeler with the red star but a Ford Model A 2-Ton truck The same vehicle was built in Russia from 1929 onward Into WW-II

(Below) Lockheed Vega SIN 24 NC194E after being repossessed from Brock amp Schlee who operated an airline out of Detroit (on floats) It crashed soon after this picture was taken with fatal results

4 JULY 1998

Collection

(Pictures on this page) This Vega 5 NC7441 was another Brock and Schlee airpiane The automobile is a Packard Sport Roadster The photo must have been taken in 1929 because the Vega was written off early on that year There are no license plates on the Packard and the two gents remain unknown

VINTAGE AIRPLANE 5

(Above and right) Weve published these photos in the past but they certainly deserve another look Everybody loved Marvel Crosson She helped her brother Joe run a garage in San Diego so he could take time off to learn to fly Then Joe taught Marvel in 1923-1924 She held a Commercial Pilot s license and flew in Alaska before entering the first Womens Transcontinental Air Derby becoming a fatalishyty on the second leg probably due to carbon monoxide poisoning The Viking Sedan autoshymobile was close kin to the Olds and LaSalle but only lasted the 1929-30 seasons The Travel Air must be one of the San Diego Air Service s W 40005 This was a very rare model and the SDAS had a fleet of them Joe later became a Pan American executive

(Right and below) Herb Lippiatt (in helmet gogshygles and lace-up flying boots) with his first Travel Air 4000 powered with a Wright 14 Lipp became the Los Angeles area distributor for Travel Air before switching to Waco He was outstandingly successful in aircraft sales and had the Cessna line in 1947 when he died suddenly Most likely these photos were taken at the old Clover Field in Santa Monica

6 JULY1998

(Photos on this page) Center stage In this series of shots Is Ryan B-5 Brougham NC731M This airplane belonged to Ted Glldred Sr of San Diego CA and Its the one he flew to Ecuador with Dean Farran in MarchshyApril 1931 A similar 8-5 painted in the same markings is on display In the San Diego Aerospace museum in Balboa Park The original airplane was named Ecuador The Glldreds had business Interests in South America Including the Culver Cadet agency in Peru

VINTAGE AIRPLANE 7

JUSTALITTLE TRIP AROUND THE PATCH

by NEAL F WRIGHT Cessna 120140 Club

THE GAS CAP STORY One of our Cessna 120 140 club members and an associshy

ate had the exciting and traditional moment of terror in his Cessna 140 The plane fully fueled and going for its first flight after an electronics addition at a remote foothill airshyport was being flown off a field which had a cliff at the end with the town below some several hundreds of feet Just off the end of the runway near the edge of the cliff the engine quit After the pilot did all the recommended things the enshygine caught just above the power poles along the streets A climb and a safe landing from a very high downwind was made

Knowing that stopped engines often mean fuel starvation the FBO removed the gas caps in turn and when the brand new half-vented gas cap on the right tank was removed a moaning sigh was apparent to all the bystanders- the tank apparently had not been vented during the exciting half of the flight A vacuum developed as the fuel was used until vacuum and the hydraulic head of fue l were equal meaning no more flow Fortunately there was only one of the new half-vented gas caps on the plane and the emergency switch over to the norn1ally-vented tank allowed fu ll fuel flow and recovery before the lower elevation landing that seemed so imminent only lifetime-long moments before Upon inspecshytion of the new cap it was noted that the red si licone valve of the new-style gas cap had adhered to its seat and had not allowed any air to flow into the tank The red si licone valve of the gas cap should not have sealed to its seat but it had and could on others

The new half-vented cap had been a mandated addition at the recent annual supposedly to comply with the Airworthishyness Directive 79-10-14 rl (referred to as the AD from here on) The big town prominent and well-paid FBO AI had been adamant buy the new gas cap and install it or we wont sign off the plane What the expert missed was that the cap should only be used on l40A and subsequent Cessnas not on the older 120s and 140s There was no admonishment in the AD nor was there any literature from the gas cap manshyufacturer about the risk of using the caps on other types of planes These participants werent the first or the last to be misled since the half-vented cap continues to be misused to this day and there are 120s and 140s out there at serious risk right now

Every time this event of loss of power and the quick deshyscent is discussed someone mentions that if the plane had

landed or crashed in the street it would have been another accident totted up to pilot error because by the time the FAAINTSB fellows did their thing the tank with the stuck valve would have been bent-vented by a power pole in the street Since planes built during the same as the 120 140 period shared common small parts like gas caps it seems likely that other types of planes may now have the same potential for stoppages if the owners have purchased the half-vented caps without knowing their hidden dangers And yes even the Cessna dealers will sell you the wrong caps because they know that all those little planes are the same The halfshyvented cap looks like this

Air Inlet Port (3)

Allen Head Screw

Gasket iIIIII_iiilll_iiiiilllll~

Retainer Cap Body PolyethyleneLugs (2) Spring Washer

Silicone Valve Holder

8 JULY1998

This text refers to a half-vented gas cap though that term will not be found elsewhere I use that name because that is what it does and no other name so descriptive has appeared in the research It is half-vented in that it is supposed to allow air inflow to the tank but prevents any outflow ofair or fumes or even fuel if the fuel exshypands from heat It is a nicely designed unit looks good and the culprit model appears about like the illustration above suggests

Why was the gas cap designed to be half-vented The 140A and later Cessnas have three feature s which our older planes lacked I) a forward-facing tank vent on top of the wing 2) a juncture of this common vent to a tube running between tanks to allow sharing the common vent plus 3) non-vented gas caps on both tanks Vent blockages occurred on the newer planes fuel stoppages occurred and that led to the AD for the Cessna planes starting with the 140A

Properly used on the designated planes the cure mandated by the AD would provide an alternate path for inflow of air as fuel is used even if the common external vent has a blockage Mandating only one new cap instead of two was based on the premise that if one blockage was possible but unlikely then two vents (the new half-vent cap and the original common vent) would surely make a blockage statistically impossible The problem outlined here is not a complaint of poor design but rather of the misapplication of the half-vented caps They should not be used on airplanes such as our Cessna 1201140s which depend on full-vented caps

The Airworthiness directive 79-10-14 rI states (paraphrased) To provide an alternate source of fuel tank venting in case of vent obstruction by foreign material This can be accomshyplished by the new half-vented (my word) fuel caps

There is no diagram in the AD showing the vent systems either before or after the modification In hindsight based on the misuse ofthe half-venting caps it is unfortunate that the AD did not note the half-vent feature it did not show a system and it contained no admonishments about not using the gas cap for a type of sysshytem which was not made for it and could be vent-strangled by it

Do you see the trap It is made up of three things a) the new mandated gas caps were half-vented which means that they will let air in given that the valve in them is faultless but they will not let air or fumes or expandingfilel out one ofthose little things the ADfails to mention b) the gas caps are supposed to be used only on the 140As of our group plus all other Cessnas that have a common fuel vent but that was not made crysta l clear either by the AD or the manufacturer of the cap or the STC for the caps or the distributors and dealers and c) Cessna owners are unaware of the hazard so they blithely assume the new caps must be better than the old ones and if they are good for the 140As they must therefore be okay for the 120s and the 140s When misapplied with or without having a stuck silicone valve pilots and tanks are at risk

Here s what the vented and nonshyvented cap looks like

The original cap (top) for the Cessna 120s and 140s look someshything like this with the two vent holes providing air inflow or fume outflow without restriction They are bothshyway vents since fumes can exit and air can enter without any valve intershyfering The non-vented cap (bottom) looks identical but without the vent holes only weld bumps which secure the inner cap to the outer cap

The half-vented cap sectioned indicating the free flow of fumes or air if the silicone valve is removed

The important part of the cap showing the silicone valve is shown as though it has two wings but really is round

The same view but with the silicone valve in the closed poshySition as it would be if the pressure on the tank side is the same or greater than the pressure outside the tank The airshyflow of course is shown halted Not only fumes can t get

out but fuel cant get out if it happens to exshypand from being heated by the sun If the 120140 takes off on the left tank and if the right tank has the half-vent cap then there is a hazard if the pressure builds up as the altitude increases

This greatly expanded view shows what the silicone valve looks like The material and shape of the valve ensure the valve is pliable so as to open easily The valve is 58 in diameter

VINTAGE AIRPLANE 9

These half-vented caps should never be used on a plane that was designed to be dependent upon the through-hole two-way venting individual gas caps A hot sun a full tank a long wait between flights and some of the new fue l which sme ll s so odd and gums so well can cause grief If the tanks on our 120s and 140s can t get air in when they need it to replace the fuel volume depleted when flying because the si licone valve sticks to its seat then that is one hazard and another hazard exists when the plane with the new cap is heated by the sun With a half-vented cap installed the effect of the force of the expansion of the fuel and the fumes within should be quite a sight to behold when the fumes or fuel cant get out as would also be the case simply from altitude-induced pressure differentials The tanks and the wings and the fuel system downstream can suffer extreme trauma from the pressure Remember These half-vented caps are designed to only let air in and nothing out The greater the pressure from the inside the tighter a seal the silicone va lve will make (Since this was written I have heard from 12011 40 owners who now undershystood why their sealed tanks bulged andor leaked with the half-vented caps)

Systems The AD had no diagrams as though written by someone

who did not really understand what he was describing or maybe there were too many variations to cover properly here note the normal 1201140 early and late versions and the normal 140A fuel systems and then take a look at the expected action of the half-vented gas caps To make the systems simpler items such as drain cocks and gas gauges are not depicted

The early Cessna 120140 version of the fuel system Note that if one tank cap inlet vent is blocked as happened with the 140 mentioned in the beginning of this article there is no other source of inlet air to replace the volume of fuel used Note too that if a tank vent is outflow blocked there is no way for internal tank pressure from solar heating to escape so the tank will have to bulge the half-vented caps are that style They prevent any outflow of air fumes or fuel and are meant to allow only inflow and that only if the silicone valve doesnt stick

The later 120140s had a tank-to-tank vent tube added as this sketch indicates In the event one gas cap was blocked both tanks could still vent in both directions

The as-designed Cessna 140A fuel system again simplified and stylized to show only that there is a tank vent and no-vent caps If the single vent is blocked by a hornets nest or ice there is no way to get fuel out of either tank after a vacuum deshyvelops from fuel outflow Venting was totally dependent on the single top of the wing common vent

The Cessna 140A tank system with the AID mandated reshydundant half-vented gas cap installed The new cap allows air inflow as the fuel is used in the event the central vent is blocked Otherwise the tanks breathe just as in the older 120140s Note that if the central vent is blocked there is danger of tank pressurization for a plane on the ground

-Continued on page 27shy

10 JULY 1998

July Mystery Plane

I

April MysteryPlane It seems a lot of you remembered this

good looking cabinjob from before WW-II Supplied by James Rezich Winnebago IL it is well Ill let Charley Hayes tell you

Hi HG Something supernatural says surely

the April Mystery Plane is the one-ofashykind Wendt

Charley Hayes New Lenox IL

Heres what Ralph Nortell Spokane WA wrote

The Mystery Plane for April is the Wendt W-1 Series 400 monoplane Introduced in Aero Digestfor Feb 1938 the Wendt W-1 was described as a two-place dual-conshytrol monoplane ofconventional design and structure Power was a 90 hp Warner Scarab Jr and performance figures listed were high speed 140 mph cruise 125 landing speed 30 and a range of 600 miles The trim proportions included a span of299 and a length of199

Western Flying Annual Directory of April 1939 lists the Wendt as the Falshyconer W-2 Series 400 The only apparent significant change was a new wing of NACA airfoil section in place ofthe origshyinal Clark Y

Aero Digest Annual Directory ofMarch 1940 lists the Wendt as the Swift W-2 now powered by a Ken RoyceLeBlond 5-F of 90 hp No other significant changes were indicated As there are no later listings the Wendt apparently faded out with other promising aircraft of the period with ATC Pending

The Wendt W was designed and built by the Wendt Aircraft Corp North Tonawanda NY President and Treasurer was George W Wendt Sales Manager George Contant VP lSecretary Kopf General Manager Robert Klimas

Unfortunately we didnt receive word as to its final disposition but it did prove

From Brian Baker comes

this months Mystery Plane

which does look a bit like

our answer plane this

time - but it is different

Your answer needs to be in

to EAA HQ no later than

August 25 1998 for inclushy

sion in the October issue of

Vintage Airplane

by HG Frautschy

to be one-of-a-kind We hope to dig up more on the Wendt and when we do well do an article on the airplane elseshywhere in the magazine where more space will allow a more in depth feature

Correct answers were received from Robert Nelson Bismark ND and David M Albright Cincinnati OH who both sent in a copy of the factory brochure Marty Eisenmann Alta Lorna CA Larry Beidleman Granada Hills CA Peter Havriluk Granby CT Archie Block Cozad NE Charles Trask York Haven PA Ted Giltner Tamaqua PA William Knox Woodstock GA James B Hays Brownwood TX Doug Rounds Zebushylon GA Ken Muxlow Minneapolis MN

WendtW-l and Russ Brown Lyndhurst OH

Earl Leverentz Jackson TN also sent in a response and a big surprise-he has most of the drawings for a Wendt W-2 Swift and is nearly complete with its conshystruction Well have more on the Wendt and this project in a future issue of Vintage Airplane

Send your Mystery Plane corresponshydence to

Vintage Mystery Plane EAA PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 11

H aving an eye for esthetically pleasshying lines has long been a part of the life of David Gay (EAA

397118 AlC 20291) Orlando FL One of the principles ofGay and Morrissey Archishytectural Group in Winter Park he and his partner are one of the featured architects in Disneys planned community Celebration

The flowing lines of an airplane have also been a strong part of his life since he was a youngster His photo album for the Stearman starts off with a shot of Dave as a proud fifth grader holding his new Carl Goldberg 112A Skylane Alshyways busy with his hands Davids late father Jerry bought him and his brother Jerry a table saw when Dave was seven years old He was given plans for an 8 ft long rowboat and the plywood to build it for his eighth birthday Dave gives a lot of credit to his dad for taking the time to carefully show the boys how to use the tools correctly and work with a wide vashyriety of materials

Dave built surfboards during his colshylege years to earn money and he and his brother Jerry restored an Aeronca

Jim Koepnick

7EC Champ when they were teenagers Hes also built a few houses along the way as well

Amazingly this is only his second aircraft restoration Hes owned a Super Cub and a Husky since restoring the Champ and 7 years ago he went for a ride in a Stearman at Bob White Field When he got in the cockpit the pilot said to him This is probably going to be an expensive ride for you He was right

In October of 1993 Dave bought a project from Mike Danforth who had reshycently purchased a basketcase to get a few parts he needed for repairs Mike had been involved in a mid-air collision which fortunately didnt result in serious injury But his Stearman needed repairshying and the rest of it was available David spent the next couple of months simply sorting out the parts and pieces of seven wings (all rotten but with good hardware) a very good fuselage (it had been cut for the duster modification but was hung up in 47 and never completed) and all sorts of other miscellaneous parts

Dave took the fuselage to Jim Kimballs

shop in Zellwood FL where Jim did the welding to return the fuselage back to its original configuration After sandblastshying a coat of epoxy primer followed by a topcoat of urethane paint in the approshypriate shade of green to duplicate the look of zinc chromate

Daves philosophy on tackling the project was similar to any large project that can be intimidating Break it up into a series of smaller projects finishing each one and then moving on to the next Each one became a two-week project or whatever it called for The landing gear seemed like a good place to start so he had it taken apart by Joe Wright in Hamilton OH who had the fixture and hydraulic press needed to disassemble the struts The parts then went back to David who reworked the oleo struts and put in a new set of chevron seals The brakes were next with a used set ofHayes brakes getting replacement pads and the slave cylinders getting replaced with overshyhauled units The brake master cylinder is one of the new-restored made by GidshyAir with the original housing used in

VINTAGE AIRPLANE 13

14 JULY 1998

(Far left) The moming after the awards ceremoshyny David Gay is all smiles as he proudly holds the 1998 Sun n Fun Antique Grand Champion

(Above) With the side panels lifted (the Stearman is a great example of an early military airplane designed for easier maintainability) the cockpit controls and firewall forward equipment can be seen All of the green paint is a urethane enamel carefully matched in color to the dark zinc chromate used on the original

(Upper right) As an expedient method to inspect the fittings the Stearman features these transshyparent inspection panels at critical brace and control locations on the wings and tail

(Below) The cockpit of the Stearman is as close as one can get to the original from the days of WW-II right down to the wide lap belts He even has the original instrument panel facia covers a rare item these days

conjunction with a new sleeve Starting his project also put him in touch with one of the worlds leading suppliers of Stearman parts in Chickasha OK

I purchased a new gas tank from Dusters amp Sprayer Supply along with about a jillion other parts from them said David I basically took the whole airplane down to its very smallest comshyponent and rebuilt it from the ground up Ive replaced all of the bearings and put in new control cables old wear surfaces and tried my best to keep everything in an authentic stock condition other than fabric and the finish

Covered in aircraft quality Dacron with the final finish is a urethane paint that is no longer available He opted for

the 1942 yellow wings and blue fuseshylage scheme with the red and white striped tail

The wings as mentioned before were a real mess and their rebuilt took almost a year and a half of effort A set of wing ribs of outstanding workmanshyship were built by Jeff Morgan and they comprised the core of the wing restorashytion Having a complete set of blueprint microfiche of all the Stearman drawings and a full set of assembly drawings also made putting the parts back together a lot easier but you still have to do the work It was also a big help that there are eight other Stearmans based on Bob White Field in North Orlando so he has plenty of support

VINTAGE AIRPLANE 15

Bob White Field is just a real friendly place for tail draggers and theres a lot of local Steannan knowledge says David He also wanted to point out the support and encouragement not to mention exshypertise he was given by Jim and Kevin Kimball along with Jims brother AI who helped with the reconstruction of the ailerons Plenty of other folks helped as well Tim Preston is a flight instructor in Steannans at Bob White Field and Steve Fletcher who used to own this particular airplane is a duster in Immokalee FL Daves wife Ann had been very tolerant and encouraging allowing various parts of the airplane to be stored in and around the house during the restoration The Gays home a traditional Florida design with a tin roof has a large porch proshytected with a beautiful overhang At the beginning of the restoration the 220 hp Continental was stored on the front porch and in the best tradition of having fun with a restoration they decorated it with Christmas decorations when they held a holiday party Later the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude

Along with Ann his other two biggest supporters are Rachel and Lorena the Gays daughters Lorena has really taken to flying and enjoys it very much Flipping through the restorashytion book we can watch the girls grow as they were 8 and II years of age when the Stearman project was started and are now 13 and 16 now

Other helpers include Jim Connie Bryan and Joel Smith who are the Gays next door neighbors and Gary Osoling a friend of Davids Michael Morrissey is his business partner who was also taken with the project Special thanks also go to Roger Painter who allowed him access to his Stearman including about 50 hours of flight time as Dave got ready to fly his biplane Finally Dave s brother Jerry who also helped rebuild the Champ also helped on the Steannan Jerry put in lots of hours durshying the restoration and continually gave encoragement

First flown on March 16 a small gathering of family and friends witshynessed the PT -17 roar down the runway at Bob White and reclaim the sky The next month David brought the Stearshyman over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun n Fun EAA Fly-In where it was awarded the Grand Champion Antique trophy

16 JULY 1998

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

Collection

(Pictures on this page) This Vega 5 NC7441 was another Brock and Schlee airpiane The automobile is a Packard Sport Roadster The photo must have been taken in 1929 because the Vega was written off early on that year There are no license plates on the Packard and the two gents remain unknown

VINTAGE AIRPLANE 5

(Above and right) Weve published these photos in the past but they certainly deserve another look Everybody loved Marvel Crosson She helped her brother Joe run a garage in San Diego so he could take time off to learn to fly Then Joe taught Marvel in 1923-1924 She held a Commercial Pilot s license and flew in Alaska before entering the first Womens Transcontinental Air Derby becoming a fatalishyty on the second leg probably due to carbon monoxide poisoning The Viking Sedan autoshymobile was close kin to the Olds and LaSalle but only lasted the 1929-30 seasons The Travel Air must be one of the San Diego Air Service s W 40005 This was a very rare model and the SDAS had a fleet of them Joe later became a Pan American executive

(Right and below) Herb Lippiatt (in helmet gogshygles and lace-up flying boots) with his first Travel Air 4000 powered with a Wright 14 Lipp became the Los Angeles area distributor for Travel Air before switching to Waco He was outstandingly successful in aircraft sales and had the Cessna line in 1947 when he died suddenly Most likely these photos were taken at the old Clover Field in Santa Monica

6 JULY1998

(Photos on this page) Center stage In this series of shots Is Ryan B-5 Brougham NC731M This airplane belonged to Ted Glldred Sr of San Diego CA and Its the one he flew to Ecuador with Dean Farran in MarchshyApril 1931 A similar 8-5 painted in the same markings is on display In the San Diego Aerospace museum in Balboa Park The original airplane was named Ecuador The Glldreds had business Interests in South America Including the Culver Cadet agency in Peru

VINTAGE AIRPLANE 7

JUSTALITTLE TRIP AROUND THE PATCH

by NEAL F WRIGHT Cessna 120140 Club

THE GAS CAP STORY One of our Cessna 120 140 club members and an associshy

ate had the exciting and traditional moment of terror in his Cessna 140 The plane fully fueled and going for its first flight after an electronics addition at a remote foothill airshyport was being flown off a field which had a cliff at the end with the town below some several hundreds of feet Just off the end of the runway near the edge of the cliff the engine quit After the pilot did all the recommended things the enshygine caught just above the power poles along the streets A climb and a safe landing from a very high downwind was made

Knowing that stopped engines often mean fuel starvation the FBO removed the gas caps in turn and when the brand new half-vented gas cap on the right tank was removed a moaning sigh was apparent to all the bystanders- the tank apparently had not been vented during the exciting half of the flight A vacuum developed as the fuel was used until vacuum and the hydraulic head of fue l were equal meaning no more flow Fortunately there was only one of the new half-vented gas caps on the plane and the emergency switch over to the norn1ally-vented tank allowed fu ll fuel flow and recovery before the lower elevation landing that seemed so imminent only lifetime-long moments before Upon inspecshytion of the new cap it was noted that the red si licone valve of the new-style gas cap had adhered to its seat and had not allowed any air to flow into the tank The red si licone valve of the gas cap should not have sealed to its seat but it had and could on others

The new half-vented cap had been a mandated addition at the recent annual supposedly to comply with the Airworthishyness Directive 79-10-14 rl (referred to as the AD from here on) The big town prominent and well-paid FBO AI had been adamant buy the new gas cap and install it or we wont sign off the plane What the expert missed was that the cap should only be used on l40A and subsequent Cessnas not on the older 120s and 140s There was no admonishment in the AD nor was there any literature from the gas cap manshyufacturer about the risk of using the caps on other types of planes These participants werent the first or the last to be misled since the half-vented cap continues to be misused to this day and there are 120s and 140s out there at serious risk right now

Every time this event of loss of power and the quick deshyscent is discussed someone mentions that if the plane had

landed or crashed in the street it would have been another accident totted up to pilot error because by the time the FAAINTSB fellows did their thing the tank with the stuck valve would have been bent-vented by a power pole in the street Since planes built during the same as the 120 140 period shared common small parts like gas caps it seems likely that other types of planes may now have the same potential for stoppages if the owners have purchased the half-vented caps without knowing their hidden dangers And yes even the Cessna dealers will sell you the wrong caps because they know that all those little planes are the same The halfshyvented cap looks like this

Air Inlet Port (3)

Allen Head Screw

Gasket iIIIII_iiilll_iiiiilllll~

Retainer Cap Body PolyethyleneLugs (2) Spring Washer

Silicone Valve Holder

8 JULY1998

This text refers to a half-vented gas cap though that term will not be found elsewhere I use that name because that is what it does and no other name so descriptive has appeared in the research It is half-vented in that it is supposed to allow air inflow to the tank but prevents any outflow ofair or fumes or even fuel if the fuel exshypands from heat It is a nicely designed unit looks good and the culprit model appears about like the illustration above suggests

Why was the gas cap designed to be half-vented The 140A and later Cessnas have three feature s which our older planes lacked I) a forward-facing tank vent on top of the wing 2) a juncture of this common vent to a tube running between tanks to allow sharing the common vent plus 3) non-vented gas caps on both tanks Vent blockages occurred on the newer planes fuel stoppages occurred and that led to the AD for the Cessna planes starting with the 140A

Properly used on the designated planes the cure mandated by the AD would provide an alternate path for inflow of air as fuel is used even if the common external vent has a blockage Mandating only one new cap instead of two was based on the premise that if one blockage was possible but unlikely then two vents (the new half-vent cap and the original common vent) would surely make a blockage statistically impossible The problem outlined here is not a complaint of poor design but rather of the misapplication of the half-vented caps They should not be used on airplanes such as our Cessna 1201140s which depend on full-vented caps

The Airworthiness directive 79-10-14 rI states (paraphrased) To provide an alternate source of fuel tank venting in case of vent obstruction by foreign material This can be accomshyplished by the new half-vented (my word) fuel caps

There is no diagram in the AD showing the vent systems either before or after the modification In hindsight based on the misuse ofthe half-venting caps it is unfortunate that the AD did not note the half-vent feature it did not show a system and it contained no admonishments about not using the gas cap for a type of sysshytem which was not made for it and could be vent-strangled by it

Do you see the trap It is made up of three things a) the new mandated gas caps were half-vented which means that they will let air in given that the valve in them is faultless but they will not let air or fumes or expandingfilel out one ofthose little things the ADfails to mention b) the gas caps are supposed to be used only on the 140As of our group plus all other Cessnas that have a common fuel vent but that was not made crysta l clear either by the AD or the manufacturer of the cap or the STC for the caps or the distributors and dealers and c) Cessna owners are unaware of the hazard so they blithely assume the new caps must be better than the old ones and if they are good for the 140As they must therefore be okay for the 120s and the 140s When misapplied with or without having a stuck silicone valve pilots and tanks are at risk

Here s what the vented and nonshyvented cap looks like

The original cap (top) for the Cessna 120s and 140s look someshything like this with the two vent holes providing air inflow or fume outflow without restriction They are bothshyway vents since fumes can exit and air can enter without any valve intershyfering The non-vented cap (bottom) looks identical but without the vent holes only weld bumps which secure the inner cap to the outer cap

The half-vented cap sectioned indicating the free flow of fumes or air if the silicone valve is removed

The important part of the cap showing the silicone valve is shown as though it has two wings but really is round

The same view but with the silicone valve in the closed poshySition as it would be if the pressure on the tank side is the same or greater than the pressure outside the tank The airshyflow of course is shown halted Not only fumes can t get

out but fuel cant get out if it happens to exshypand from being heated by the sun If the 120140 takes off on the left tank and if the right tank has the half-vent cap then there is a hazard if the pressure builds up as the altitude increases

This greatly expanded view shows what the silicone valve looks like The material and shape of the valve ensure the valve is pliable so as to open easily The valve is 58 in diameter

VINTAGE AIRPLANE 9

These half-vented caps should never be used on a plane that was designed to be dependent upon the through-hole two-way venting individual gas caps A hot sun a full tank a long wait between flights and some of the new fue l which sme ll s so odd and gums so well can cause grief If the tanks on our 120s and 140s can t get air in when they need it to replace the fuel volume depleted when flying because the si licone valve sticks to its seat then that is one hazard and another hazard exists when the plane with the new cap is heated by the sun With a half-vented cap installed the effect of the force of the expansion of the fuel and the fumes within should be quite a sight to behold when the fumes or fuel cant get out as would also be the case simply from altitude-induced pressure differentials The tanks and the wings and the fuel system downstream can suffer extreme trauma from the pressure Remember These half-vented caps are designed to only let air in and nothing out The greater the pressure from the inside the tighter a seal the silicone va lve will make (Since this was written I have heard from 12011 40 owners who now undershystood why their sealed tanks bulged andor leaked with the half-vented caps)

Systems The AD had no diagrams as though written by someone

who did not really understand what he was describing or maybe there were too many variations to cover properly here note the normal 1201140 early and late versions and the normal 140A fuel systems and then take a look at the expected action of the half-vented gas caps To make the systems simpler items such as drain cocks and gas gauges are not depicted

The early Cessna 120140 version of the fuel system Note that if one tank cap inlet vent is blocked as happened with the 140 mentioned in the beginning of this article there is no other source of inlet air to replace the volume of fuel used Note too that if a tank vent is outflow blocked there is no way for internal tank pressure from solar heating to escape so the tank will have to bulge the half-vented caps are that style They prevent any outflow of air fumes or fuel and are meant to allow only inflow and that only if the silicone valve doesnt stick

The later 120140s had a tank-to-tank vent tube added as this sketch indicates In the event one gas cap was blocked both tanks could still vent in both directions

The as-designed Cessna 140A fuel system again simplified and stylized to show only that there is a tank vent and no-vent caps If the single vent is blocked by a hornets nest or ice there is no way to get fuel out of either tank after a vacuum deshyvelops from fuel outflow Venting was totally dependent on the single top of the wing common vent

The Cessna 140A tank system with the AID mandated reshydundant half-vented gas cap installed The new cap allows air inflow as the fuel is used in the event the central vent is blocked Otherwise the tanks breathe just as in the older 120140s Note that if the central vent is blocked there is danger of tank pressurization for a plane on the ground

-Continued on page 27shy

10 JULY 1998

July Mystery Plane

I

April MysteryPlane It seems a lot of you remembered this

good looking cabinjob from before WW-II Supplied by James Rezich Winnebago IL it is well Ill let Charley Hayes tell you

Hi HG Something supernatural says surely

the April Mystery Plane is the one-ofashykind Wendt

Charley Hayes New Lenox IL

Heres what Ralph Nortell Spokane WA wrote

The Mystery Plane for April is the Wendt W-1 Series 400 monoplane Introduced in Aero Digestfor Feb 1938 the Wendt W-1 was described as a two-place dual-conshytrol monoplane ofconventional design and structure Power was a 90 hp Warner Scarab Jr and performance figures listed were high speed 140 mph cruise 125 landing speed 30 and a range of 600 miles The trim proportions included a span of299 and a length of199

Western Flying Annual Directory of April 1939 lists the Wendt as the Falshyconer W-2 Series 400 The only apparent significant change was a new wing of NACA airfoil section in place ofthe origshyinal Clark Y

Aero Digest Annual Directory ofMarch 1940 lists the Wendt as the Swift W-2 now powered by a Ken RoyceLeBlond 5-F of 90 hp No other significant changes were indicated As there are no later listings the Wendt apparently faded out with other promising aircraft of the period with ATC Pending

The Wendt W was designed and built by the Wendt Aircraft Corp North Tonawanda NY President and Treasurer was George W Wendt Sales Manager George Contant VP lSecretary Kopf General Manager Robert Klimas

Unfortunately we didnt receive word as to its final disposition but it did prove

From Brian Baker comes

this months Mystery Plane

which does look a bit like

our answer plane this

time - but it is different

Your answer needs to be in

to EAA HQ no later than

August 25 1998 for inclushy

sion in the October issue of

Vintage Airplane

by HG Frautschy

to be one-of-a-kind We hope to dig up more on the Wendt and when we do well do an article on the airplane elseshywhere in the magazine where more space will allow a more in depth feature

Correct answers were received from Robert Nelson Bismark ND and David M Albright Cincinnati OH who both sent in a copy of the factory brochure Marty Eisenmann Alta Lorna CA Larry Beidleman Granada Hills CA Peter Havriluk Granby CT Archie Block Cozad NE Charles Trask York Haven PA Ted Giltner Tamaqua PA William Knox Woodstock GA James B Hays Brownwood TX Doug Rounds Zebushylon GA Ken Muxlow Minneapolis MN

WendtW-l and Russ Brown Lyndhurst OH

Earl Leverentz Jackson TN also sent in a response and a big surprise-he has most of the drawings for a Wendt W-2 Swift and is nearly complete with its conshystruction Well have more on the Wendt and this project in a future issue of Vintage Airplane

Send your Mystery Plane corresponshydence to

Vintage Mystery Plane EAA PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 11

H aving an eye for esthetically pleasshying lines has long been a part of the life of David Gay (EAA

397118 AlC 20291) Orlando FL One of the principles ofGay and Morrissey Archishytectural Group in Winter Park he and his partner are one of the featured architects in Disneys planned community Celebration

The flowing lines of an airplane have also been a strong part of his life since he was a youngster His photo album for the Stearman starts off with a shot of Dave as a proud fifth grader holding his new Carl Goldberg 112A Skylane Alshyways busy with his hands Davids late father Jerry bought him and his brother Jerry a table saw when Dave was seven years old He was given plans for an 8 ft long rowboat and the plywood to build it for his eighth birthday Dave gives a lot of credit to his dad for taking the time to carefully show the boys how to use the tools correctly and work with a wide vashyriety of materials

Dave built surfboards during his colshylege years to earn money and he and his brother Jerry restored an Aeronca

Jim Koepnick

7EC Champ when they were teenagers Hes also built a few houses along the way as well

Amazingly this is only his second aircraft restoration Hes owned a Super Cub and a Husky since restoring the Champ and 7 years ago he went for a ride in a Stearman at Bob White Field When he got in the cockpit the pilot said to him This is probably going to be an expensive ride for you He was right

In October of 1993 Dave bought a project from Mike Danforth who had reshycently purchased a basketcase to get a few parts he needed for repairs Mike had been involved in a mid-air collision which fortunately didnt result in serious injury But his Stearman needed repairshying and the rest of it was available David spent the next couple of months simply sorting out the parts and pieces of seven wings (all rotten but with good hardware) a very good fuselage (it had been cut for the duster modification but was hung up in 47 and never completed) and all sorts of other miscellaneous parts

Dave took the fuselage to Jim Kimballs

shop in Zellwood FL where Jim did the welding to return the fuselage back to its original configuration After sandblastshying a coat of epoxy primer followed by a topcoat of urethane paint in the approshypriate shade of green to duplicate the look of zinc chromate

Daves philosophy on tackling the project was similar to any large project that can be intimidating Break it up into a series of smaller projects finishing each one and then moving on to the next Each one became a two-week project or whatever it called for The landing gear seemed like a good place to start so he had it taken apart by Joe Wright in Hamilton OH who had the fixture and hydraulic press needed to disassemble the struts The parts then went back to David who reworked the oleo struts and put in a new set of chevron seals The brakes were next with a used set ofHayes brakes getting replacement pads and the slave cylinders getting replaced with overshyhauled units The brake master cylinder is one of the new-restored made by GidshyAir with the original housing used in

VINTAGE AIRPLANE 13

14 JULY 1998

(Far left) The moming after the awards ceremoshyny David Gay is all smiles as he proudly holds the 1998 Sun n Fun Antique Grand Champion

(Above) With the side panels lifted (the Stearman is a great example of an early military airplane designed for easier maintainability) the cockpit controls and firewall forward equipment can be seen All of the green paint is a urethane enamel carefully matched in color to the dark zinc chromate used on the original

(Upper right) As an expedient method to inspect the fittings the Stearman features these transshyparent inspection panels at critical brace and control locations on the wings and tail

(Below) The cockpit of the Stearman is as close as one can get to the original from the days of WW-II right down to the wide lap belts He even has the original instrument panel facia covers a rare item these days

conjunction with a new sleeve Starting his project also put him in touch with one of the worlds leading suppliers of Stearman parts in Chickasha OK

I purchased a new gas tank from Dusters amp Sprayer Supply along with about a jillion other parts from them said David I basically took the whole airplane down to its very smallest comshyponent and rebuilt it from the ground up Ive replaced all of the bearings and put in new control cables old wear surfaces and tried my best to keep everything in an authentic stock condition other than fabric and the finish

Covered in aircraft quality Dacron with the final finish is a urethane paint that is no longer available He opted for

the 1942 yellow wings and blue fuseshylage scheme with the red and white striped tail

The wings as mentioned before were a real mess and their rebuilt took almost a year and a half of effort A set of wing ribs of outstanding workmanshyship were built by Jeff Morgan and they comprised the core of the wing restorashytion Having a complete set of blueprint microfiche of all the Stearman drawings and a full set of assembly drawings also made putting the parts back together a lot easier but you still have to do the work It was also a big help that there are eight other Stearmans based on Bob White Field in North Orlando so he has plenty of support

VINTAGE AIRPLANE 15

Bob White Field is just a real friendly place for tail draggers and theres a lot of local Steannan knowledge says David He also wanted to point out the support and encouragement not to mention exshypertise he was given by Jim and Kevin Kimball along with Jims brother AI who helped with the reconstruction of the ailerons Plenty of other folks helped as well Tim Preston is a flight instructor in Steannans at Bob White Field and Steve Fletcher who used to own this particular airplane is a duster in Immokalee FL Daves wife Ann had been very tolerant and encouraging allowing various parts of the airplane to be stored in and around the house during the restoration The Gays home a traditional Florida design with a tin roof has a large porch proshytected with a beautiful overhang At the beginning of the restoration the 220 hp Continental was stored on the front porch and in the best tradition of having fun with a restoration they decorated it with Christmas decorations when they held a holiday party Later the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude

Along with Ann his other two biggest supporters are Rachel and Lorena the Gays daughters Lorena has really taken to flying and enjoys it very much Flipping through the restorashytion book we can watch the girls grow as they were 8 and II years of age when the Stearman project was started and are now 13 and 16 now

Other helpers include Jim Connie Bryan and Joel Smith who are the Gays next door neighbors and Gary Osoling a friend of Davids Michael Morrissey is his business partner who was also taken with the project Special thanks also go to Roger Painter who allowed him access to his Stearman including about 50 hours of flight time as Dave got ready to fly his biplane Finally Dave s brother Jerry who also helped rebuild the Champ also helped on the Steannan Jerry put in lots of hours durshying the restoration and continually gave encoragement

First flown on March 16 a small gathering of family and friends witshynessed the PT -17 roar down the runway at Bob White and reclaim the sky The next month David brought the Stearshyman over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun n Fun EAA Fly-In where it was awarded the Grand Champion Antique trophy

16 JULY 1998

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

(Above and right) Weve published these photos in the past but they certainly deserve another look Everybody loved Marvel Crosson She helped her brother Joe run a garage in San Diego so he could take time off to learn to fly Then Joe taught Marvel in 1923-1924 She held a Commercial Pilot s license and flew in Alaska before entering the first Womens Transcontinental Air Derby becoming a fatalishyty on the second leg probably due to carbon monoxide poisoning The Viking Sedan autoshymobile was close kin to the Olds and LaSalle but only lasted the 1929-30 seasons The Travel Air must be one of the San Diego Air Service s W 40005 This was a very rare model and the SDAS had a fleet of them Joe later became a Pan American executive

(Right and below) Herb Lippiatt (in helmet gogshygles and lace-up flying boots) with his first Travel Air 4000 powered with a Wright 14 Lipp became the Los Angeles area distributor for Travel Air before switching to Waco He was outstandingly successful in aircraft sales and had the Cessna line in 1947 when he died suddenly Most likely these photos were taken at the old Clover Field in Santa Monica

6 JULY1998

(Photos on this page) Center stage In this series of shots Is Ryan B-5 Brougham NC731M This airplane belonged to Ted Glldred Sr of San Diego CA and Its the one he flew to Ecuador with Dean Farran in MarchshyApril 1931 A similar 8-5 painted in the same markings is on display In the San Diego Aerospace museum in Balboa Park The original airplane was named Ecuador The Glldreds had business Interests in South America Including the Culver Cadet agency in Peru

VINTAGE AIRPLANE 7

JUSTALITTLE TRIP AROUND THE PATCH

by NEAL F WRIGHT Cessna 120140 Club

THE GAS CAP STORY One of our Cessna 120 140 club members and an associshy

ate had the exciting and traditional moment of terror in his Cessna 140 The plane fully fueled and going for its first flight after an electronics addition at a remote foothill airshyport was being flown off a field which had a cliff at the end with the town below some several hundreds of feet Just off the end of the runway near the edge of the cliff the engine quit After the pilot did all the recommended things the enshygine caught just above the power poles along the streets A climb and a safe landing from a very high downwind was made

Knowing that stopped engines often mean fuel starvation the FBO removed the gas caps in turn and when the brand new half-vented gas cap on the right tank was removed a moaning sigh was apparent to all the bystanders- the tank apparently had not been vented during the exciting half of the flight A vacuum developed as the fuel was used until vacuum and the hydraulic head of fue l were equal meaning no more flow Fortunately there was only one of the new half-vented gas caps on the plane and the emergency switch over to the norn1ally-vented tank allowed fu ll fuel flow and recovery before the lower elevation landing that seemed so imminent only lifetime-long moments before Upon inspecshytion of the new cap it was noted that the red si licone valve of the new-style gas cap had adhered to its seat and had not allowed any air to flow into the tank The red si licone valve of the gas cap should not have sealed to its seat but it had and could on others

The new half-vented cap had been a mandated addition at the recent annual supposedly to comply with the Airworthishyness Directive 79-10-14 rl (referred to as the AD from here on) The big town prominent and well-paid FBO AI had been adamant buy the new gas cap and install it or we wont sign off the plane What the expert missed was that the cap should only be used on l40A and subsequent Cessnas not on the older 120s and 140s There was no admonishment in the AD nor was there any literature from the gas cap manshyufacturer about the risk of using the caps on other types of planes These participants werent the first or the last to be misled since the half-vented cap continues to be misused to this day and there are 120s and 140s out there at serious risk right now

Every time this event of loss of power and the quick deshyscent is discussed someone mentions that if the plane had

landed or crashed in the street it would have been another accident totted up to pilot error because by the time the FAAINTSB fellows did their thing the tank with the stuck valve would have been bent-vented by a power pole in the street Since planes built during the same as the 120 140 period shared common small parts like gas caps it seems likely that other types of planes may now have the same potential for stoppages if the owners have purchased the half-vented caps without knowing their hidden dangers And yes even the Cessna dealers will sell you the wrong caps because they know that all those little planes are the same The halfshyvented cap looks like this

Air Inlet Port (3)

Allen Head Screw

Gasket iIIIII_iiilll_iiiiilllll~

Retainer Cap Body PolyethyleneLugs (2) Spring Washer

Silicone Valve Holder

8 JULY1998

This text refers to a half-vented gas cap though that term will not be found elsewhere I use that name because that is what it does and no other name so descriptive has appeared in the research It is half-vented in that it is supposed to allow air inflow to the tank but prevents any outflow ofair or fumes or even fuel if the fuel exshypands from heat It is a nicely designed unit looks good and the culprit model appears about like the illustration above suggests

Why was the gas cap designed to be half-vented The 140A and later Cessnas have three feature s which our older planes lacked I) a forward-facing tank vent on top of the wing 2) a juncture of this common vent to a tube running between tanks to allow sharing the common vent plus 3) non-vented gas caps on both tanks Vent blockages occurred on the newer planes fuel stoppages occurred and that led to the AD for the Cessna planes starting with the 140A

Properly used on the designated planes the cure mandated by the AD would provide an alternate path for inflow of air as fuel is used even if the common external vent has a blockage Mandating only one new cap instead of two was based on the premise that if one blockage was possible but unlikely then two vents (the new half-vent cap and the original common vent) would surely make a blockage statistically impossible The problem outlined here is not a complaint of poor design but rather of the misapplication of the half-vented caps They should not be used on airplanes such as our Cessna 1201140s which depend on full-vented caps

The Airworthiness directive 79-10-14 rI states (paraphrased) To provide an alternate source of fuel tank venting in case of vent obstruction by foreign material This can be accomshyplished by the new half-vented (my word) fuel caps

There is no diagram in the AD showing the vent systems either before or after the modification In hindsight based on the misuse ofthe half-venting caps it is unfortunate that the AD did not note the half-vent feature it did not show a system and it contained no admonishments about not using the gas cap for a type of sysshytem which was not made for it and could be vent-strangled by it

Do you see the trap It is made up of three things a) the new mandated gas caps were half-vented which means that they will let air in given that the valve in them is faultless but they will not let air or fumes or expandingfilel out one ofthose little things the ADfails to mention b) the gas caps are supposed to be used only on the 140As of our group plus all other Cessnas that have a common fuel vent but that was not made crysta l clear either by the AD or the manufacturer of the cap or the STC for the caps or the distributors and dealers and c) Cessna owners are unaware of the hazard so they blithely assume the new caps must be better than the old ones and if they are good for the 140As they must therefore be okay for the 120s and the 140s When misapplied with or without having a stuck silicone valve pilots and tanks are at risk

Here s what the vented and nonshyvented cap looks like

The original cap (top) for the Cessna 120s and 140s look someshything like this with the two vent holes providing air inflow or fume outflow without restriction They are bothshyway vents since fumes can exit and air can enter without any valve intershyfering The non-vented cap (bottom) looks identical but without the vent holes only weld bumps which secure the inner cap to the outer cap

The half-vented cap sectioned indicating the free flow of fumes or air if the silicone valve is removed

The important part of the cap showing the silicone valve is shown as though it has two wings but really is round

The same view but with the silicone valve in the closed poshySition as it would be if the pressure on the tank side is the same or greater than the pressure outside the tank The airshyflow of course is shown halted Not only fumes can t get

out but fuel cant get out if it happens to exshypand from being heated by the sun If the 120140 takes off on the left tank and if the right tank has the half-vent cap then there is a hazard if the pressure builds up as the altitude increases

This greatly expanded view shows what the silicone valve looks like The material and shape of the valve ensure the valve is pliable so as to open easily The valve is 58 in diameter

VINTAGE AIRPLANE 9

These half-vented caps should never be used on a plane that was designed to be dependent upon the through-hole two-way venting individual gas caps A hot sun a full tank a long wait between flights and some of the new fue l which sme ll s so odd and gums so well can cause grief If the tanks on our 120s and 140s can t get air in when they need it to replace the fuel volume depleted when flying because the si licone valve sticks to its seat then that is one hazard and another hazard exists when the plane with the new cap is heated by the sun With a half-vented cap installed the effect of the force of the expansion of the fuel and the fumes within should be quite a sight to behold when the fumes or fuel cant get out as would also be the case simply from altitude-induced pressure differentials The tanks and the wings and the fuel system downstream can suffer extreme trauma from the pressure Remember These half-vented caps are designed to only let air in and nothing out The greater the pressure from the inside the tighter a seal the silicone va lve will make (Since this was written I have heard from 12011 40 owners who now undershystood why their sealed tanks bulged andor leaked with the half-vented caps)

Systems The AD had no diagrams as though written by someone

who did not really understand what he was describing or maybe there were too many variations to cover properly here note the normal 1201140 early and late versions and the normal 140A fuel systems and then take a look at the expected action of the half-vented gas caps To make the systems simpler items such as drain cocks and gas gauges are not depicted

The early Cessna 120140 version of the fuel system Note that if one tank cap inlet vent is blocked as happened with the 140 mentioned in the beginning of this article there is no other source of inlet air to replace the volume of fuel used Note too that if a tank vent is outflow blocked there is no way for internal tank pressure from solar heating to escape so the tank will have to bulge the half-vented caps are that style They prevent any outflow of air fumes or fuel and are meant to allow only inflow and that only if the silicone valve doesnt stick

The later 120140s had a tank-to-tank vent tube added as this sketch indicates In the event one gas cap was blocked both tanks could still vent in both directions

The as-designed Cessna 140A fuel system again simplified and stylized to show only that there is a tank vent and no-vent caps If the single vent is blocked by a hornets nest or ice there is no way to get fuel out of either tank after a vacuum deshyvelops from fuel outflow Venting was totally dependent on the single top of the wing common vent

The Cessna 140A tank system with the AID mandated reshydundant half-vented gas cap installed The new cap allows air inflow as the fuel is used in the event the central vent is blocked Otherwise the tanks breathe just as in the older 120140s Note that if the central vent is blocked there is danger of tank pressurization for a plane on the ground

-Continued on page 27shy

10 JULY 1998

July Mystery Plane

I

April MysteryPlane It seems a lot of you remembered this

good looking cabinjob from before WW-II Supplied by James Rezich Winnebago IL it is well Ill let Charley Hayes tell you

Hi HG Something supernatural says surely

the April Mystery Plane is the one-ofashykind Wendt

Charley Hayes New Lenox IL

Heres what Ralph Nortell Spokane WA wrote

The Mystery Plane for April is the Wendt W-1 Series 400 monoplane Introduced in Aero Digestfor Feb 1938 the Wendt W-1 was described as a two-place dual-conshytrol monoplane ofconventional design and structure Power was a 90 hp Warner Scarab Jr and performance figures listed were high speed 140 mph cruise 125 landing speed 30 and a range of 600 miles The trim proportions included a span of299 and a length of199

Western Flying Annual Directory of April 1939 lists the Wendt as the Falshyconer W-2 Series 400 The only apparent significant change was a new wing of NACA airfoil section in place ofthe origshyinal Clark Y

Aero Digest Annual Directory ofMarch 1940 lists the Wendt as the Swift W-2 now powered by a Ken RoyceLeBlond 5-F of 90 hp No other significant changes were indicated As there are no later listings the Wendt apparently faded out with other promising aircraft of the period with ATC Pending

The Wendt W was designed and built by the Wendt Aircraft Corp North Tonawanda NY President and Treasurer was George W Wendt Sales Manager George Contant VP lSecretary Kopf General Manager Robert Klimas

Unfortunately we didnt receive word as to its final disposition but it did prove

From Brian Baker comes

this months Mystery Plane

which does look a bit like

our answer plane this

time - but it is different

Your answer needs to be in

to EAA HQ no later than

August 25 1998 for inclushy

sion in the October issue of

Vintage Airplane

by HG Frautschy

to be one-of-a-kind We hope to dig up more on the Wendt and when we do well do an article on the airplane elseshywhere in the magazine where more space will allow a more in depth feature

Correct answers were received from Robert Nelson Bismark ND and David M Albright Cincinnati OH who both sent in a copy of the factory brochure Marty Eisenmann Alta Lorna CA Larry Beidleman Granada Hills CA Peter Havriluk Granby CT Archie Block Cozad NE Charles Trask York Haven PA Ted Giltner Tamaqua PA William Knox Woodstock GA James B Hays Brownwood TX Doug Rounds Zebushylon GA Ken Muxlow Minneapolis MN

WendtW-l and Russ Brown Lyndhurst OH

Earl Leverentz Jackson TN also sent in a response and a big surprise-he has most of the drawings for a Wendt W-2 Swift and is nearly complete with its conshystruction Well have more on the Wendt and this project in a future issue of Vintage Airplane

Send your Mystery Plane corresponshydence to

Vintage Mystery Plane EAA PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 11

H aving an eye for esthetically pleasshying lines has long been a part of the life of David Gay (EAA

397118 AlC 20291) Orlando FL One of the principles ofGay and Morrissey Archishytectural Group in Winter Park he and his partner are one of the featured architects in Disneys planned community Celebration

The flowing lines of an airplane have also been a strong part of his life since he was a youngster His photo album for the Stearman starts off with a shot of Dave as a proud fifth grader holding his new Carl Goldberg 112A Skylane Alshyways busy with his hands Davids late father Jerry bought him and his brother Jerry a table saw when Dave was seven years old He was given plans for an 8 ft long rowboat and the plywood to build it for his eighth birthday Dave gives a lot of credit to his dad for taking the time to carefully show the boys how to use the tools correctly and work with a wide vashyriety of materials

Dave built surfboards during his colshylege years to earn money and he and his brother Jerry restored an Aeronca

Jim Koepnick

7EC Champ when they were teenagers Hes also built a few houses along the way as well

Amazingly this is only his second aircraft restoration Hes owned a Super Cub and a Husky since restoring the Champ and 7 years ago he went for a ride in a Stearman at Bob White Field When he got in the cockpit the pilot said to him This is probably going to be an expensive ride for you He was right

In October of 1993 Dave bought a project from Mike Danforth who had reshycently purchased a basketcase to get a few parts he needed for repairs Mike had been involved in a mid-air collision which fortunately didnt result in serious injury But his Stearman needed repairshying and the rest of it was available David spent the next couple of months simply sorting out the parts and pieces of seven wings (all rotten but with good hardware) a very good fuselage (it had been cut for the duster modification but was hung up in 47 and never completed) and all sorts of other miscellaneous parts

Dave took the fuselage to Jim Kimballs

shop in Zellwood FL where Jim did the welding to return the fuselage back to its original configuration After sandblastshying a coat of epoxy primer followed by a topcoat of urethane paint in the approshypriate shade of green to duplicate the look of zinc chromate

Daves philosophy on tackling the project was similar to any large project that can be intimidating Break it up into a series of smaller projects finishing each one and then moving on to the next Each one became a two-week project or whatever it called for The landing gear seemed like a good place to start so he had it taken apart by Joe Wright in Hamilton OH who had the fixture and hydraulic press needed to disassemble the struts The parts then went back to David who reworked the oleo struts and put in a new set of chevron seals The brakes were next with a used set ofHayes brakes getting replacement pads and the slave cylinders getting replaced with overshyhauled units The brake master cylinder is one of the new-restored made by GidshyAir with the original housing used in

VINTAGE AIRPLANE 13

14 JULY 1998

(Far left) The moming after the awards ceremoshyny David Gay is all smiles as he proudly holds the 1998 Sun n Fun Antique Grand Champion

(Above) With the side panels lifted (the Stearman is a great example of an early military airplane designed for easier maintainability) the cockpit controls and firewall forward equipment can be seen All of the green paint is a urethane enamel carefully matched in color to the dark zinc chromate used on the original

(Upper right) As an expedient method to inspect the fittings the Stearman features these transshyparent inspection panels at critical brace and control locations on the wings and tail

(Below) The cockpit of the Stearman is as close as one can get to the original from the days of WW-II right down to the wide lap belts He even has the original instrument panel facia covers a rare item these days

conjunction with a new sleeve Starting his project also put him in touch with one of the worlds leading suppliers of Stearman parts in Chickasha OK

I purchased a new gas tank from Dusters amp Sprayer Supply along with about a jillion other parts from them said David I basically took the whole airplane down to its very smallest comshyponent and rebuilt it from the ground up Ive replaced all of the bearings and put in new control cables old wear surfaces and tried my best to keep everything in an authentic stock condition other than fabric and the finish

Covered in aircraft quality Dacron with the final finish is a urethane paint that is no longer available He opted for

the 1942 yellow wings and blue fuseshylage scheme with the red and white striped tail

The wings as mentioned before were a real mess and their rebuilt took almost a year and a half of effort A set of wing ribs of outstanding workmanshyship were built by Jeff Morgan and they comprised the core of the wing restorashytion Having a complete set of blueprint microfiche of all the Stearman drawings and a full set of assembly drawings also made putting the parts back together a lot easier but you still have to do the work It was also a big help that there are eight other Stearmans based on Bob White Field in North Orlando so he has plenty of support

VINTAGE AIRPLANE 15

Bob White Field is just a real friendly place for tail draggers and theres a lot of local Steannan knowledge says David He also wanted to point out the support and encouragement not to mention exshypertise he was given by Jim and Kevin Kimball along with Jims brother AI who helped with the reconstruction of the ailerons Plenty of other folks helped as well Tim Preston is a flight instructor in Steannans at Bob White Field and Steve Fletcher who used to own this particular airplane is a duster in Immokalee FL Daves wife Ann had been very tolerant and encouraging allowing various parts of the airplane to be stored in and around the house during the restoration The Gays home a traditional Florida design with a tin roof has a large porch proshytected with a beautiful overhang At the beginning of the restoration the 220 hp Continental was stored on the front porch and in the best tradition of having fun with a restoration they decorated it with Christmas decorations when they held a holiday party Later the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude

Along with Ann his other two biggest supporters are Rachel and Lorena the Gays daughters Lorena has really taken to flying and enjoys it very much Flipping through the restorashytion book we can watch the girls grow as they were 8 and II years of age when the Stearman project was started and are now 13 and 16 now

Other helpers include Jim Connie Bryan and Joel Smith who are the Gays next door neighbors and Gary Osoling a friend of Davids Michael Morrissey is his business partner who was also taken with the project Special thanks also go to Roger Painter who allowed him access to his Stearman including about 50 hours of flight time as Dave got ready to fly his biplane Finally Dave s brother Jerry who also helped rebuild the Champ also helped on the Steannan Jerry put in lots of hours durshying the restoration and continually gave encoragement

First flown on March 16 a small gathering of family and friends witshynessed the PT -17 roar down the runway at Bob White and reclaim the sky The next month David brought the Stearshyman over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun n Fun EAA Fly-In where it was awarded the Grand Champion Antique trophy

16 JULY 1998

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

(Photos on this page) Center stage In this series of shots Is Ryan B-5 Brougham NC731M This airplane belonged to Ted Glldred Sr of San Diego CA and Its the one he flew to Ecuador with Dean Farran in MarchshyApril 1931 A similar 8-5 painted in the same markings is on display In the San Diego Aerospace museum in Balboa Park The original airplane was named Ecuador The Glldreds had business Interests in South America Including the Culver Cadet agency in Peru

VINTAGE AIRPLANE 7

JUSTALITTLE TRIP AROUND THE PATCH

by NEAL F WRIGHT Cessna 120140 Club

THE GAS CAP STORY One of our Cessna 120 140 club members and an associshy

ate had the exciting and traditional moment of terror in his Cessna 140 The plane fully fueled and going for its first flight after an electronics addition at a remote foothill airshyport was being flown off a field which had a cliff at the end with the town below some several hundreds of feet Just off the end of the runway near the edge of the cliff the engine quit After the pilot did all the recommended things the enshygine caught just above the power poles along the streets A climb and a safe landing from a very high downwind was made

Knowing that stopped engines often mean fuel starvation the FBO removed the gas caps in turn and when the brand new half-vented gas cap on the right tank was removed a moaning sigh was apparent to all the bystanders- the tank apparently had not been vented during the exciting half of the flight A vacuum developed as the fuel was used until vacuum and the hydraulic head of fue l were equal meaning no more flow Fortunately there was only one of the new half-vented gas caps on the plane and the emergency switch over to the norn1ally-vented tank allowed fu ll fuel flow and recovery before the lower elevation landing that seemed so imminent only lifetime-long moments before Upon inspecshytion of the new cap it was noted that the red si licone valve of the new-style gas cap had adhered to its seat and had not allowed any air to flow into the tank The red si licone valve of the gas cap should not have sealed to its seat but it had and could on others

The new half-vented cap had been a mandated addition at the recent annual supposedly to comply with the Airworthishyness Directive 79-10-14 rl (referred to as the AD from here on) The big town prominent and well-paid FBO AI had been adamant buy the new gas cap and install it or we wont sign off the plane What the expert missed was that the cap should only be used on l40A and subsequent Cessnas not on the older 120s and 140s There was no admonishment in the AD nor was there any literature from the gas cap manshyufacturer about the risk of using the caps on other types of planes These participants werent the first or the last to be misled since the half-vented cap continues to be misused to this day and there are 120s and 140s out there at serious risk right now

Every time this event of loss of power and the quick deshyscent is discussed someone mentions that if the plane had

landed or crashed in the street it would have been another accident totted up to pilot error because by the time the FAAINTSB fellows did their thing the tank with the stuck valve would have been bent-vented by a power pole in the street Since planes built during the same as the 120 140 period shared common small parts like gas caps it seems likely that other types of planes may now have the same potential for stoppages if the owners have purchased the half-vented caps without knowing their hidden dangers And yes even the Cessna dealers will sell you the wrong caps because they know that all those little planes are the same The halfshyvented cap looks like this

Air Inlet Port (3)

Allen Head Screw

Gasket iIIIII_iiilll_iiiiilllll~

Retainer Cap Body PolyethyleneLugs (2) Spring Washer

Silicone Valve Holder

8 JULY1998

This text refers to a half-vented gas cap though that term will not be found elsewhere I use that name because that is what it does and no other name so descriptive has appeared in the research It is half-vented in that it is supposed to allow air inflow to the tank but prevents any outflow ofair or fumes or even fuel if the fuel exshypands from heat It is a nicely designed unit looks good and the culprit model appears about like the illustration above suggests

Why was the gas cap designed to be half-vented The 140A and later Cessnas have three feature s which our older planes lacked I) a forward-facing tank vent on top of the wing 2) a juncture of this common vent to a tube running between tanks to allow sharing the common vent plus 3) non-vented gas caps on both tanks Vent blockages occurred on the newer planes fuel stoppages occurred and that led to the AD for the Cessna planes starting with the 140A

Properly used on the designated planes the cure mandated by the AD would provide an alternate path for inflow of air as fuel is used even if the common external vent has a blockage Mandating only one new cap instead of two was based on the premise that if one blockage was possible but unlikely then two vents (the new half-vent cap and the original common vent) would surely make a blockage statistically impossible The problem outlined here is not a complaint of poor design but rather of the misapplication of the half-vented caps They should not be used on airplanes such as our Cessna 1201140s which depend on full-vented caps

The Airworthiness directive 79-10-14 rI states (paraphrased) To provide an alternate source of fuel tank venting in case of vent obstruction by foreign material This can be accomshyplished by the new half-vented (my word) fuel caps

There is no diagram in the AD showing the vent systems either before or after the modification In hindsight based on the misuse ofthe half-venting caps it is unfortunate that the AD did not note the half-vent feature it did not show a system and it contained no admonishments about not using the gas cap for a type of sysshytem which was not made for it and could be vent-strangled by it

Do you see the trap It is made up of three things a) the new mandated gas caps were half-vented which means that they will let air in given that the valve in them is faultless but they will not let air or fumes or expandingfilel out one ofthose little things the ADfails to mention b) the gas caps are supposed to be used only on the 140As of our group plus all other Cessnas that have a common fuel vent but that was not made crysta l clear either by the AD or the manufacturer of the cap or the STC for the caps or the distributors and dealers and c) Cessna owners are unaware of the hazard so they blithely assume the new caps must be better than the old ones and if they are good for the 140As they must therefore be okay for the 120s and the 140s When misapplied with or without having a stuck silicone valve pilots and tanks are at risk

Here s what the vented and nonshyvented cap looks like

The original cap (top) for the Cessna 120s and 140s look someshything like this with the two vent holes providing air inflow or fume outflow without restriction They are bothshyway vents since fumes can exit and air can enter without any valve intershyfering The non-vented cap (bottom) looks identical but without the vent holes only weld bumps which secure the inner cap to the outer cap

The half-vented cap sectioned indicating the free flow of fumes or air if the silicone valve is removed

The important part of the cap showing the silicone valve is shown as though it has two wings but really is round

The same view but with the silicone valve in the closed poshySition as it would be if the pressure on the tank side is the same or greater than the pressure outside the tank The airshyflow of course is shown halted Not only fumes can t get

out but fuel cant get out if it happens to exshypand from being heated by the sun If the 120140 takes off on the left tank and if the right tank has the half-vent cap then there is a hazard if the pressure builds up as the altitude increases

This greatly expanded view shows what the silicone valve looks like The material and shape of the valve ensure the valve is pliable so as to open easily The valve is 58 in diameter

VINTAGE AIRPLANE 9

These half-vented caps should never be used on a plane that was designed to be dependent upon the through-hole two-way venting individual gas caps A hot sun a full tank a long wait between flights and some of the new fue l which sme ll s so odd and gums so well can cause grief If the tanks on our 120s and 140s can t get air in when they need it to replace the fuel volume depleted when flying because the si licone valve sticks to its seat then that is one hazard and another hazard exists when the plane with the new cap is heated by the sun With a half-vented cap installed the effect of the force of the expansion of the fuel and the fumes within should be quite a sight to behold when the fumes or fuel cant get out as would also be the case simply from altitude-induced pressure differentials The tanks and the wings and the fuel system downstream can suffer extreme trauma from the pressure Remember These half-vented caps are designed to only let air in and nothing out The greater the pressure from the inside the tighter a seal the silicone va lve will make (Since this was written I have heard from 12011 40 owners who now undershystood why their sealed tanks bulged andor leaked with the half-vented caps)

Systems The AD had no diagrams as though written by someone

who did not really understand what he was describing or maybe there were too many variations to cover properly here note the normal 1201140 early and late versions and the normal 140A fuel systems and then take a look at the expected action of the half-vented gas caps To make the systems simpler items such as drain cocks and gas gauges are not depicted

The early Cessna 120140 version of the fuel system Note that if one tank cap inlet vent is blocked as happened with the 140 mentioned in the beginning of this article there is no other source of inlet air to replace the volume of fuel used Note too that if a tank vent is outflow blocked there is no way for internal tank pressure from solar heating to escape so the tank will have to bulge the half-vented caps are that style They prevent any outflow of air fumes or fuel and are meant to allow only inflow and that only if the silicone valve doesnt stick

The later 120140s had a tank-to-tank vent tube added as this sketch indicates In the event one gas cap was blocked both tanks could still vent in both directions

The as-designed Cessna 140A fuel system again simplified and stylized to show only that there is a tank vent and no-vent caps If the single vent is blocked by a hornets nest or ice there is no way to get fuel out of either tank after a vacuum deshyvelops from fuel outflow Venting was totally dependent on the single top of the wing common vent

The Cessna 140A tank system with the AID mandated reshydundant half-vented gas cap installed The new cap allows air inflow as the fuel is used in the event the central vent is blocked Otherwise the tanks breathe just as in the older 120140s Note that if the central vent is blocked there is danger of tank pressurization for a plane on the ground

-Continued on page 27shy

10 JULY 1998

July Mystery Plane

I

April MysteryPlane It seems a lot of you remembered this

good looking cabinjob from before WW-II Supplied by James Rezich Winnebago IL it is well Ill let Charley Hayes tell you

Hi HG Something supernatural says surely

the April Mystery Plane is the one-ofashykind Wendt

Charley Hayes New Lenox IL

Heres what Ralph Nortell Spokane WA wrote

The Mystery Plane for April is the Wendt W-1 Series 400 monoplane Introduced in Aero Digestfor Feb 1938 the Wendt W-1 was described as a two-place dual-conshytrol monoplane ofconventional design and structure Power was a 90 hp Warner Scarab Jr and performance figures listed were high speed 140 mph cruise 125 landing speed 30 and a range of 600 miles The trim proportions included a span of299 and a length of199

Western Flying Annual Directory of April 1939 lists the Wendt as the Falshyconer W-2 Series 400 The only apparent significant change was a new wing of NACA airfoil section in place ofthe origshyinal Clark Y

Aero Digest Annual Directory ofMarch 1940 lists the Wendt as the Swift W-2 now powered by a Ken RoyceLeBlond 5-F of 90 hp No other significant changes were indicated As there are no later listings the Wendt apparently faded out with other promising aircraft of the period with ATC Pending

The Wendt W was designed and built by the Wendt Aircraft Corp North Tonawanda NY President and Treasurer was George W Wendt Sales Manager George Contant VP lSecretary Kopf General Manager Robert Klimas

Unfortunately we didnt receive word as to its final disposition but it did prove

From Brian Baker comes

this months Mystery Plane

which does look a bit like

our answer plane this

time - but it is different

Your answer needs to be in

to EAA HQ no later than

August 25 1998 for inclushy

sion in the October issue of

Vintage Airplane

by HG Frautschy

to be one-of-a-kind We hope to dig up more on the Wendt and when we do well do an article on the airplane elseshywhere in the magazine where more space will allow a more in depth feature

Correct answers were received from Robert Nelson Bismark ND and David M Albright Cincinnati OH who both sent in a copy of the factory brochure Marty Eisenmann Alta Lorna CA Larry Beidleman Granada Hills CA Peter Havriluk Granby CT Archie Block Cozad NE Charles Trask York Haven PA Ted Giltner Tamaqua PA William Knox Woodstock GA James B Hays Brownwood TX Doug Rounds Zebushylon GA Ken Muxlow Minneapolis MN

WendtW-l and Russ Brown Lyndhurst OH

Earl Leverentz Jackson TN also sent in a response and a big surprise-he has most of the drawings for a Wendt W-2 Swift and is nearly complete with its conshystruction Well have more on the Wendt and this project in a future issue of Vintage Airplane

Send your Mystery Plane corresponshydence to

Vintage Mystery Plane EAA PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 11

H aving an eye for esthetically pleasshying lines has long been a part of the life of David Gay (EAA

397118 AlC 20291) Orlando FL One of the principles ofGay and Morrissey Archishytectural Group in Winter Park he and his partner are one of the featured architects in Disneys planned community Celebration

The flowing lines of an airplane have also been a strong part of his life since he was a youngster His photo album for the Stearman starts off with a shot of Dave as a proud fifth grader holding his new Carl Goldberg 112A Skylane Alshyways busy with his hands Davids late father Jerry bought him and his brother Jerry a table saw when Dave was seven years old He was given plans for an 8 ft long rowboat and the plywood to build it for his eighth birthday Dave gives a lot of credit to his dad for taking the time to carefully show the boys how to use the tools correctly and work with a wide vashyriety of materials

Dave built surfboards during his colshylege years to earn money and he and his brother Jerry restored an Aeronca

Jim Koepnick

7EC Champ when they were teenagers Hes also built a few houses along the way as well

Amazingly this is only his second aircraft restoration Hes owned a Super Cub and a Husky since restoring the Champ and 7 years ago he went for a ride in a Stearman at Bob White Field When he got in the cockpit the pilot said to him This is probably going to be an expensive ride for you He was right

In October of 1993 Dave bought a project from Mike Danforth who had reshycently purchased a basketcase to get a few parts he needed for repairs Mike had been involved in a mid-air collision which fortunately didnt result in serious injury But his Stearman needed repairshying and the rest of it was available David spent the next couple of months simply sorting out the parts and pieces of seven wings (all rotten but with good hardware) a very good fuselage (it had been cut for the duster modification but was hung up in 47 and never completed) and all sorts of other miscellaneous parts

Dave took the fuselage to Jim Kimballs

shop in Zellwood FL where Jim did the welding to return the fuselage back to its original configuration After sandblastshying a coat of epoxy primer followed by a topcoat of urethane paint in the approshypriate shade of green to duplicate the look of zinc chromate

Daves philosophy on tackling the project was similar to any large project that can be intimidating Break it up into a series of smaller projects finishing each one and then moving on to the next Each one became a two-week project or whatever it called for The landing gear seemed like a good place to start so he had it taken apart by Joe Wright in Hamilton OH who had the fixture and hydraulic press needed to disassemble the struts The parts then went back to David who reworked the oleo struts and put in a new set of chevron seals The brakes were next with a used set ofHayes brakes getting replacement pads and the slave cylinders getting replaced with overshyhauled units The brake master cylinder is one of the new-restored made by GidshyAir with the original housing used in

VINTAGE AIRPLANE 13

14 JULY 1998

(Far left) The moming after the awards ceremoshyny David Gay is all smiles as he proudly holds the 1998 Sun n Fun Antique Grand Champion

(Above) With the side panels lifted (the Stearman is a great example of an early military airplane designed for easier maintainability) the cockpit controls and firewall forward equipment can be seen All of the green paint is a urethane enamel carefully matched in color to the dark zinc chromate used on the original

(Upper right) As an expedient method to inspect the fittings the Stearman features these transshyparent inspection panels at critical brace and control locations on the wings and tail

(Below) The cockpit of the Stearman is as close as one can get to the original from the days of WW-II right down to the wide lap belts He even has the original instrument panel facia covers a rare item these days

conjunction with a new sleeve Starting his project also put him in touch with one of the worlds leading suppliers of Stearman parts in Chickasha OK

I purchased a new gas tank from Dusters amp Sprayer Supply along with about a jillion other parts from them said David I basically took the whole airplane down to its very smallest comshyponent and rebuilt it from the ground up Ive replaced all of the bearings and put in new control cables old wear surfaces and tried my best to keep everything in an authentic stock condition other than fabric and the finish

Covered in aircraft quality Dacron with the final finish is a urethane paint that is no longer available He opted for

the 1942 yellow wings and blue fuseshylage scheme with the red and white striped tail

The wings as mentioned before were a real mess and their rebuilt took almost a year and a half of effort A set of wing ribs of outstanding workmanshyship were built by Jeff Morgan and they comprised the core of the wing restorashytion Having a complete set of blueprint microfiche of all the Stearman drawings and a full set of assembly drawings also made putting the parts back together a lot easier but you still have to do the work It was also a big help that there are eight other Stearmans based on Bob White Field in North Orlando so he has plenty of support

VINTAGE AIRPLANE 15

Bob White Field is just a real friendly place for tail draggers and theres a lot of local Steannan knowledge says David He also wanted to point out the support and encouragement not to mention exshypertise he was given by Jim and Kevin Kimball along with Jims brother AI who helped with the reconstruction of the ailerons Plenty of other folks helped as well Tim Preston is a flight instructor in Steannans at Bob White Field and Steve Fletcher who used to own this particular airplane is a duster in Immokalee FL Daves wife Ann had been very tolerant and encouraging allowing various parts of the airplane to be stored in and around the house during the restoration The Gays home a traditional Florida design with a tin roof has a large porch proshytected with a beautiful overhang At the beginning of the restoration the 220 hp Continental was stored on the front porch and in the best tradition of having fun with a restoration they decorated it with Christmas decorations when they held a holiday party Later the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude

Along with Ann his other two biggest supporters are Rachel and Lorena the Gays daughters Lorena has really taken to flying and enjoys it very much Flipping through the restorashytion book we can watch the girls grow as they were 8 and II years of age when the Stearman project was started and are now 13 and 16 now

Other helpers include Jim Connie Bryan and Joel Smith who are the Gays next door neighbors and Gary Osoling a friend of Davids Michael Morrissey is his business partner who was also taken with the project Special thanks also go to Roger Painter who allowed him access to his Stearman including about 50 hours of flight time as Dave got ready to fly his biplane Finally Dave s brother Jerry who also helped rebuild the Champ also helped on the Steannan Jerry put in lots of hours durshying the restoration and continually gave encoragement

First flown on March 16 a small gathering of family and friends witshynessed the PT -17 roar down the runway at Bob White and reclaim the sky The next month David brought the Stearshyman over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun n Fun EAA Fly-In where it was awarded the Grand Champion Antique trophy

16 JULY 1998

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

JUSTALITTLE TRIP AROUND THE PATCH

by NEAL F WRIGHT Cessna 120140 Club

THE GAS CAP STORY One of our Cessna 120 140 club members and an associshy

ate had the exciting and traditional moment of terror in his Cessna 140 The plane fully fueled and going for its first flight after an electronics addition at a remote foothill airshyport was being flown off a field which had a cliff at the end with the town below some several hundreds of feet Just off the end of the runway near the edge of the cliff the engine quit After the pilot did all the recommended things the enshygine caught just above the power poles along the streets A climb and a safe landing from a very high downwind was made

Knowing that stopped engines often mean fuel starvation the FBO removed the gas caps in turn and when the brand new half-vented gas cap on the right tank was removed a moaning sigh was apparent to all the bystanders- the tank apparently had not been vented during the exciting half of the flight A vacuum developed as the fuel was used until vacuum and the hydraulic head of fue l were equal meaning no more flow Fortunately there was only one of the new half-vented gas caps on the plane and the emergency switch over to the norn1ally-vented tank allowed fu ll fuel flow and recovery before the lower elevation landing that seemed so imminent only lifetime-long moments before Upon inspecshytion of the new cap it was noted that the red si licone valve of the new-style gas cap had adhered to its seat and had not allowed any air to flow into the tank The red si licone valve of the gas cap should not have sealed to its seat but it had and could on others

The new half-vented cap had been a mandated addition at the recent annual supposedly to comply with the Airworthishyness Directive 79-10-14 rl (referred to as the AD from here on) The big town prominent and well-paid FBO AI had been adamant buy the new gas cap and install it or we wont sign off the plane What the expert missed was that the cap should only be used on l40A and subsequent Cessnas not on the older 120s and 140s There was no admonishment in the AD nor was there any literature from the gas cap manshyufacturer about the risk of using the caps on other types of planes These participants werent the first or the last to be misled since the half-vented cap continues to be misused to this day and there are 120s and 140s out there at serious risk right now

Every time this event of loss of power and the quick deshyscent is discussed someone mentions that if the plane had

landed or crashed in the street it would have been another accident totted up to pilot error because by the time the FAAINTSB fellows did their thing the tank with the stuck valve would have been bent-vented by a power pole in the street Since planes built during the same as the 120 140 period shared common small parts like gas caps it seems likely that other types of planes may now have the same potential for stoppages if the owners have purchased the half-vented caps without knowing their hidden dangers And yes even the Cessna dealers will sell you the wrong caps because they know that all those little planes are the same The halfshyvented cap looks like this

Air Inlet Port (3)

Allen Head Screw

Gasket iIIIII_iiilll_iiiiilllll~

Retainer Cap Body PolyethyleneLugs (2) Spring Washer

Silicone Valve Holder

8 JULY1998

This text refers to a half-vented gas cap though that term will not be found elsewhere I use that name because that is what it does and no other name so descriptive has appeared in the research It is half-vented in that it is supposed to allow air inflow to the tank but prevents any outflow ofair or fumes or even fuel if the fuel exshypands from heat It is a nicely designed unit looks good and the culprit model appears about like the illustration above suggests

Why was the gas cap designed to be half-vented The 140A and later Cessnas have three feature s which our older planes lacked I) a forward-facing tank vent on top of the wing 2) a juncture of this common vent to a tube running between tanks to allow sharing the common vent plus 3) non-vented gas caps on both tanks Vent blockages occurred on the newer planes fuel stoppages occurred and that led to the AD for the Cessna planes starting with the 140A

Properly used on the designated planes the cure mandated by the AD would provide an alternate path for inflow of air as fuel is used even if the common external vent has a blockage Mandating only one new cap instead of two was based on the premise that if one blockage was possible but unlikely then two vents (the new half-vent cap and the original common vent) would surely make a blockage statistically impossible The problem outlined here is not a complaint of poor design but rather of the misapplication of the half-vented caps They should not be used on airplanes such as our Cessna 1201140s which depend on full-vented caps

The Airworthiness directive 79-10-14 rI states (paraphrased) To provide an alternate source of fuel tank venting in case of vent obstruction by foreign material This can be accomshyplished by the new half-vented (my word) fuel caps

There is no diagram in the AD showing the vent systems either before or after the modification In hindsight based on the misuse ofthe half-venting caps it is unfortunate that the AD did not note the half-vent feature it did not show a system and it contained no admonishments about not using the gas cap for a type of sysshytem which was not made for it and could be vent-strangled by it

Do you see the trap It is made up of three things a) the new mandated gas caps were half-vented which means that they will let air in given that the valve in them is faultless but they will not let air or fumes or expandingfilel out one ofthose little things the ADfails to mention b) the gas caps are supposed to be used only on the 140As of our group plus all other Cessnas that have a common fuel vent but that was not made crysta l clear either by the AD or the manufacturer of the cap or the STC for the caps or the distributors and dealers and c) Cessna owners are unaware of the hazard so they blithely assume the new caps must be better than the old ones and if they are good for the 140As they must therefore be okay for the 120s and the 140s When misapplied with or without having a stuck silicone valve pilots and tanks are at risk

Here s what the vented and nonshyvented cap looks like

The original cap (top) for the Cessna 120s and 140s look someshything like this with the two vent holes providing air inflow or fume outflow without restriction They are bothshyway vents since fumes can exit and air can enter without any valve intershyfering The non-vented cap (bottom) looks identical but without the vent holes only weld bumps which secure the inner cap to the outer cap

The half-vented cap sectioned indicating the free flow of fumes or air if the silicone valve is removed

The important part of the cap showing the silicone valve is shown as though it has two wings but really is round

The same view but with the silicone valve in the closed poshySition as it would be if the pressure on the tank side is the same or greater than the pressure outside the tank The airshyflow of course is shown halted Not only fumes can t get

out but fuel cant get out if it happens to exshypand from being heated by the sun If the 120140 takes off on the left tank and if the right tank has the half-vent cap then there is a hazard if the pressure builds up as the altitude increases

This greatly expanded view shows what the silicone valve looks like The material and shape of the valve ensure the valve is pliable so as to open easily The valve is 58 in diameter

VINTAGE AIRPLANE 9

These half-vented caps should never be used on a plane that was designed to be dependent upon the through-hole two-way venting individual gas caps A hot sun a full tank a long wait between flights and some of the new fue l which sme ll s so odd and gums so well can cause grief If the tanks on our 120s and 140s can t get air in when they need it to replace the fuel volume depleted when flying because the si licone valve sticks to its seat then that is one hazard and another hazard exists when the plane with the new cap is heated by the sun With a half-vented cap installed the effect of the force of the expansion of the fuel and the fumes within should be quite a sight to behold when the fumes or fuel cant get out as would also be the case simply from altitude-induced pressure differentials The tanks and the wings and the fuel system downstream can suffer extreme trauma from the pressure Remember These half-vented caps are designed to only let air in and nothing out The greater the pressure from the inside the tighter a seal the silicone va lve will make (Since this was written I have heard from 12011 40 owners who now undershystood why their sealed tanks bulged andor leaked with the half-vented caps)

Systems The AD had no diagrams as though written by someone

who did not really understand what he was describing or maybe there were too many variations to cover properly here note the normal 1201140 early and late versions and the normal 140A fuel systems and then take a look at the expected action of the half-vented gas caps To make the systems simpler items such as drain cocks and gas gauges are not depicted

The early Cessna 120140 version of the fuel system Note that if one tank cap inlet vent is blocked as happened with the 140 mentioned in the beginning of this article there is no other source of inlet air to replace the volume of fuel used Note too that if a tank vent is outflow blocked there is no way for internal tank pressure from solar heating to escape so the tank will have to bulge the half-vented caps are that style They prevent any outflow of air fumes or fuel and are meant to allow only inflow and that only if the silicone valve doesnt stick

The later 120140s had a tank-to-tank vent tube added as this sketch indicates In the event one gas cap was blocked both tanks could still vent in both directions

The as-designed Cessna 140A fuel system again simplified and stylized to show only that there is a tank vent and no-vent caps If the single vent is blocked by a hornets nest or ice there is no way to get fuel out of either tank after a vacuum deshyvelops from fuel outflow Venting was totally dependent on the single top of the wing common vent

The Cessna 140A tank system with the AID mandated reshydundant half-vented gas cap installed The new cap allows air inflow as the fuel is used in the event the central vent is blocked Otherwise the tanks breathe just as in the older 120140s Note that if the central vent is blocked there is danger of tank pressurization for a plane on the ground

-Continued on page 27shy

10 JULY 1998

July Mystery Plane

I

April MysteryPlane It seems a lot of you remembered this

good looking cabinjob from before WW-II Supplied by James Rezich Winnebago IL it is well Ill let Charley Hayes tell you

Hi HG Something supernatural says surely

the April Mystery Plane is the one-ofashykind Wendt

Charley Hayes New Lenox IL

Heres what Ralph Nortell Spokane WA wrote

The Mystery Plane for April is the Wendt W-1 Series 400 monoplane Introduced in Aero Digestfor Feb 1938 the Wendt W-1 was described as a two-place dual-conshytrol monoplane ofconventional design and structure Power was a 90 hp Warner Scarab Jr and performance figures listed were high speed 140 mph cruise 125 landing speed 30 and a range of 600 miles The trim proportions included a span of299 and a length of199

Western Flying Annual Directory of April 1939 lists the Wendt as the Falshyconer W-2 Series 400 The only apparent significant change was a new wing of NACA airfoil section in place ofthe origshyinal Clark Y

Aero Digest Annual Directory ofMarch 1940 lists the Wendt as the Swift W-2 now powered by a Ken RoyceLeBlond 5-F of 90 hp No other significant changes were indicated As there are no later listings the Wendt apparently faded out with other promising aircraft of the period with ATC Pending

The Wendt W was designed and built by the Wendt Aircraft Corp North Tonawanda NY President and Treasurer was George W Wendt Sales Manager George Contant VP lSecretary Kopf General Manager Robert Klimas

Unfortunately we didnt receive word as to its final disposition but it did prove

From Brian Baker comes

this months Mystery Plane

which does look a bit like

our answer plane this

time - but it is different

Your answer needs to be in

to EAA HQ no later than

August 25 1998 for inclushy

sion in the October issue of

Vintage Airplane

by HG Frautschy

to be one-of-a-kind We hope to dig up more on the Wendt and when we do well do an article on the airplane elseshywhere in the magazine where more space will allow a more in depth feature

Correct answers were received from Robert Nelson Bismark ND and David M Albright Cincinnati OH who both sent in a copy of the factory brochure Marty Eisenmann Alta Lorna CA Larry Beidleman Granada Hills CA Peter Havriluk Granby CT Archie Block Cozad NE Charles Trask York Haven PA Ted Giltner Tamaqua PA William Knox Woodstock GA James B Hays Brownwood TX Doug Rounds Zebushylon GA Ken Muxlow Minneapolis MN

WendtW-l and Russ Brown Lyndhurst OH

Earl Leverentz Jackson TN also sent in a response and a big surprise-he has most of the drawings for a Wendt W-2 Swift and is nearly complete with its conshystruction Well have more on the Wendt and this project in a future issue of Vintage Airplane

Send your Mystery Plane corresponshydence to

Vintage Mystery Plane EAA PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 11

H aving an eye for esthetically pleasshying lines has long been a part of the life of David Gay (EAA

397118 AlC 20291) Orlando FL One of the principles ofGay and Morrissey Archishytectural Group in Winter Park he and his partner are one of the featured architects in Disneys planned community Celebration

The flowing lines of an airplane have also been a strong part of his life since he was a youngster His photo album for the Stearman starts off with a shot of Dave as a proud fifth grader holding his new Carl Goldberg 112A Skylane Alshyways busy with his hands Davids late father Jerry bought him and his brother Jerry a table saw when Dave was seven years old He was given plans for an 8 ft long rowboat and the plywood to build it for his eighth birthday Dave gives a lot of credit to his dad for taking the time to carefully show the boys how to use the tools correctly and work with a wide vashyriety of materials

Dave built surfboards during his colshylege years to earn money and he and his brother Jerry restored an Aeronca

Jim Koepnick

7EC Champ when they were teenagers Hes also built a few houses along the way as well

Amazingly this is only his second aircraft restoration Hes owned a Super Cub and a Husky since restoring the Champ and 7 years ago he went for a ride in a Stearman at Bob White Field When he got in the cockpit the pilot said to him This is probably going to be an expensive ride for you He was right

In October of 1993 Dave bought a project from Mike Danforth who had reshycently purchased a basketcase to get a few parts he needed for repairs Mike had been involved in a mid-air collision which fortunately didnt result in serious injury But his Stearman needed repairshying and the rest of it was available David spent the next couple of months simply sorting out the parts and pieces of seven wings (all rotten but with good hardware) a very good fuselage (it had been cut for the duster modification but was hung up in 47 and never completed) and all sorts of other miscellaneous parts

Dave took the fuselage to Jim Kimballs

shop in Zellwood FL where Jim did the welding to return the fuselage back to its original configuration After sandblastshying a coat of epoxy primer followed by a topcoat of urethane paint in the approshypriate shade of green to duplicate the look of zinc chromate

Daves philosophy on tackling the project was similar to any large project that can be intimidating Break it up into a series of smaller projects finishing each one and then moving on to the next Each one became a two-week project or whatever it called for The landing gear seemed like a good place to start so he had it taken apart by Joe Wright in Hamilton OH who had the fixture and hydraulic press needed to disassemble the struts The parts then went back to David who reworked the oleo struts and put in a new set of chevron seals The brakes were next with a used set ofHayes brakes getting replacement pads and the slave cylinders getting replaced with overshyhauled units The brake master cylinder is one of the new-restored made by GidshyAir with the original housing used in

VINTAGE AIRPLANE 13

14 JULY 1998

(Far left) The moming after the awards ceremoshyny David Gay is all smiles as he proudly holds the 1998 Sun n Fun Antique Grand Champion

(Above) With the side panels lifted (the Stearman is a great example of an early military airplane designed for easier maintainability) the cockpit controls and firewall forward equipment can be seen All of the green paint is a urethane enamel carefully matched in color to the dark zinc chromate used on the original

(Upper right) As an expedient method to inspect the fittings the Stearman features these transshyparent inspection panels at critical brace and control locations on the wings and tail

(Below) The cockpit of the Stearman is as close as one can get to the original from the days of WW-II right down to the wide lap belts He even has the original instrument panel facia covers a rare item these days

conjunction with a new sleeve Starting his project also put him in touch with one of the worlds leading suppliers of Stearman parts in Chickasha OK

I purchased a new gas tank from Dusters amp Sprayer Supply along with about a jillion other parts from them said David I basically took the whole airplane down to its very smallest comshyponent and rebuilt it from the ground up Ive replaced all of the bearings and put in new control cables old wear surfaces and tried my best to keep everything in an authentic stock condition other than fabric and the finish

Covered in aircraft quality Dacron with the final finish is a urethane paint that is no longer available He opted for

the 1942 yellow wings and blue fuseshylage scheme with the red and white striped tail

The wings as mentioned before were a real mess and their rebuilt took almost a year and a half of effort A set of wing ribs of outstanding workmanshyship were built by Jeff Morgan and they comprised the core of the wing restorashytion Having a complete set of blueprint microfiche of all the Stearman drawings and a full set of assembly drawings also made putting the parts back together a lot easier but you still have to do the work It was also a big help that there are eight other Stearmans based on Bob White Field in North Orlando so he has plenty of support

VINTAGE AIRPLANE 15

Bob White Field is just a real friendly place for tail draggers and theres a lot of local Steannan knowledge says David He also wanted to point out the support and encouragement not to mention exshypertise he was given by Jim and Kevin Kimball along with Jims brother AI who helped with the reconstruction of the ailerons Plenty of other folks helped as well Tim Preston is a flight instructor in Steannans at Bob White Field and Steve Fletcher who used to own this particular airplane is a duster in Immokalee FL Daves wife Ann had been very tolerant and encouraging allowing various parts of the airplane to be stored in and around the house during the restoration The Gays home a traditional Florida design with a tin roof has a large porch proshytected with a beautiful overhang At the beginning of the restoration the 220 hp Continental was stored on the front porch and in the best tradition of having fun with a restoration they decorated it with Christmas decorations when they held a holiday party Later the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude

Along with Ann his other two biggest supporters are Rachel and Lorena the Gays daughters Lorena has really taken to flying and enjoys it very much Flipping through the restorashytion book we can watch the girls grow as they were 8 and II years of age when the Stearman project was started and are now 13 and 16 now

Other helpers include Jim Connie Bryan and Joel Smith who are the Gays next door neighbors and Gary Osoling a friend of Davids Michael Morrissey is his business partner who was also taken with the project Special thanks also go to Roger Painter who allowed him access to his Stearman including about 50 hours of flight time as Dave got ready to fly his biplane Finally Dave s brother Jerry who also helped rebuild the Champ also helped on the Steannan Jerry put in lots of hours durshying the restoration and continually gave encoragement

First flown on March 16 a small gathering of family and friends witshynessed the PT -17 roar down the runway at Bob White and reclaim the sky The next month David brought the Stearshyman over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun n Fun EAA Fly-In where it was awarded the Grand Champion Antique trophy

16 JULY 1998

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

This text refers to a half-vented gas cap though that term will not be found elsewhere I use that name because that is what it does and no other name so descriptive has appeared in the research It is half-vented in that it is supposed to allow air inflow to the tank but prevents any outflow ofair or fumes or even fuel if the fuel exshypands from heat It is a nicely designed unit looks good and the culprit model appears about like the illustration above suggests

Why was the gas cap designed to be half-vented The 140A and later Cessnas have three feature s which our older planes lacked I) a forward-facing tank vent on top of the wing 2) a juncture of this common vent to a tube running between tanks to allow sharing the common vent plus 3) non-vented gas caps on both tanks Vent blockages occurred on the newer planes fuel stoppages occurred and that led to the AD for the Cessna planes starting with the 140A

Properly used on the designated planes the cure mandated by the AD would provide an alternate path for inflow of air as fuel is used even if the common external vent has a blockage Mandating only one new cap instead of two was based on the premise that if one blockage was possible but unlikely then two vents (the new half-vent cap and the original common vent) would surely make a blockage statistically impossible The problem outlined here is not a complaint of poor design but rather of the misapplication of the half-vented caps They should not be used on airplanes such as our Cessna 1201140s which depend on full-vented caps

The Airworthiness directive 79-10-14 rI states (paraphrased) To provide an alternate source of fuel tank venting in case of vent obstruction by foreign material This can be accomshyplished by the new half-vented (my word) fuel caps

There is no diagram in the AD showing the vent systems either before or after the modification In hindsight based on the misuse ofthe half-venting caps it is unfortunate that the AD did not note the half-vent feature it did not show a system and it contained no admonishments about not using the gas cap for a type of sysshytem which was not made for it and could be vent-strangled by it

Do you see the trap It is made up of three things a) the new mandated gas caps were half-vented which means that they will let air in given that the valve in them is faultless but they will not let air or fumes or expandingfilel out one ofthose little things the ADfails to mention b) the gas caps are supposed to be used only on the 140As of our group plus all other Cessnas that have a common fuel vent but that was not made crysta l clear either by the AD or the manufacturer of the cap or the STC for the caps or the distributors and dealers and c) Cessna owners are unaware of the hazard so they blithely assume the new caps must be better than the old ones and if they are good for the 140As they must therefore be okay for the 120s and the 140s When misapplied with or without having a stuck silicone valve pilots and tanks are at risk

Here s what the vented and nonshyvented cap looks like

The original cap (top) for the Cessna 120s and 140s look someshything like this with the two vent holes providing air inflow or fume outflow without restriction They are bothshyway vents since fumes can exit and air can enter without any valve intershyfering The non-vented cap (bottom) looks identical but without the vent holes only weld bumps which secure the inner cap to the outer cap

The half-vented cap sectioned indicating the free flow of fumes or air if the silicone valve is removed

The important part of the cap showing the silicone valve is shown as though it has two wings but really is round

The same view but with the silicone valve in the closed poshySition as it would be if the pressure on the tank side is the same or greater than the pressure outside the tank The airshyflow of course is shown halted Not only fumes can t get

out but fuel cant get out if it happens to exshypand from being heated by the sun If the 120140 takes off on the left tank and if the right tank has the half-vent cap then there is a hazard if the pressure builds up as the altitude increases

This greatly expanded view shows what the silicone valve looks like The material and shape of the valve ensure the valve is pliable so as to open easily The valve is 58 in diameter

VINTAGE AIRPLANE 9

These half-vented caps should never be used on a plane that was designed to be dependent upon the through-hole two-way venting individual gas caps A hot sun a full tank a long wait between flights and some of the new fue l which sme ll s so odd and gums so well can cause grief If the tanks on our 120s and 140s can t get air in when they need it to replace the fuel volume depleted when flying because the si licone valve sticks to its seat then that is one hazard and another hazard exists when the plane with the new cap is heated by the sun With a half-vented cap installed the effect of the force of the expansion of the fuel and the fumes within should be quite a sight to behold when the fumes or fuel cant get out as would also be the case simply from altitude-induced pressure differentials The tanks and the wings and the fuel system downstream can suffer extreme trauma from the pressure Remember These half-vented caps are designed to only let air in and nothing out The greater the pressure from the inside the tighter a seal the silicone va lve will make (Since this was written I have heard from 12011 40 owners who now undershystood why their sealed tanks bulged andor leaked with the half-vented caps)

Systems The AD had no diagrams as though written by someone

who did not really understand what he was describing or maybe there were too many variations to cover properly here note the normal 1201140 early and late versions and the normal 140A fuel systems and then take a look at the expected action of the half-vented gas caps To make the systems simpler items such as drain cocks and gas gauges are not depicted

The early Cessna 120140 version of the fuel system Note that if one tank cap inlet vent is blocked as happened with the 140 mentioned in the beginning of this article there is no other source of inlet air to replace the volume of fuel used Note too that if a tank vent is outflow blocked there is no way for internal tank pressure from solar heating to escape so the tank will have to bulge the half-vented caps are that style They prevent any outflow of air fumes or fuel and are meant to allow only inflow and that only if the silicone valve doesnt stick

The later 120140s had a tank-to-tank vent tube added as this sketch indicates In the event one gas cap was blocked both tanks could still vent in both directions

The as-designed Cessna 140A fuel system again simplified and stylized to show only that there is a tank vent and no-vent caps If the single vent is blocked by a hornets nest or ice there is no way to get fuel out of either tank after a vacuum deshyvelops from fuel outflow Venting was totally dependent on the single top of the wing common vent

The Cessna 140A tank system with the AID mandated reshydundant half-vented gas cap installed The new cap allows air inflow as the fuel is used in the event the central vent is blocked Otherwise the tanks breathe just as in the older 120140s Note that if the central vent is blocked there is danger of tank pressurization for a plane on the ground

-Continued on page 27shy

10 JULY 1998

July Mystery Plane

I

April MysteryPlane It seems a lot of you remembered this

good looking cabinjob from before WW-II Supplied by James Rezich Winnebago IL it is well Ill let Charley Hayes tell you

Hi HG Something supernatural says surely

the April Mystery Plane is the one-ofashykind Wendt

Charley Hayes New Lenox IL

Heres what Ralph Nortell Spokane WA wrote

The Mystery Plane for April is the Wendt W-1 Series 400 monoplane Introduced in Aero Digestfor Feb 1938 the Wendt W-1 was described as a two-place dual-conshytrol monoplane ofconventional design and structure Power was a 90 hp Warner Scarab Jr and performance figures listed were high speed 140 mph cruise 125 landing speed 30 and a range of 600 miles The trim proportions included a span of299 and a length of199

Western Flying Annual Directory of April 1939 lists the Wendt as the Falshyconer W-2 Series 400 The only apparent significant change was a new wing of NACA airfoil section in place ofthe origshyinal Clark Y

Aero Digest Annual Directory ofMarch 1940 lists the Wendt as the Swift W-2 now powered by a Ken RoyceLeBlond 5-F of 90 hp No other significant changes were indicated As there are no later listings the Wendt apparently faded out with other promising aircraft of the period with ATC Pending

The Wendt W was designed and built by the Wendt Aircraft Corp North Tonawanda NY President and Treasurer was George W Wendt Sales Manager George Contant VP lSecretary Kopf General Manager Robert Klimas

Unfortunately we didnt receive word as to its final disposition but it did prove

From Brian Baker comes

this months Mystery Plane

which does look a bit like

our answer plane this

time - but it is different

Your answer needs to be in

to EAA HQ no later than

August 25 1998 for inclushy

sion in the October issue of

Vintage Airplane

by HG Frautschy

to be one-of-a-kind We hope to dig up more on the Wendt and when we do well do an article on the airplane elseshywhere in the magazine where more space will allow a more in depth feature

Correct answers were received from Robert Nelson Bismark ND and David M Albright Cincinnati OH who both sent in a copy of the factory brochure Marty Eisenmann Alta Lorna CA Larry Beidleman Granada Hills CA Peter Havriluk Granby CT Archie Block Cozad NE Charles Trask York Haven PA Ted Giltner Tamaqua PA William Knox Woodstock GA James B Hays Brownwood TX Doug Rounds Zebushylon GA Ken Muxlow Minneapolis MN

WendtW-l and Russ Brown Lyndhurst OH

Earl Leverentz Jackson TN also sent in a response and a big surprise-he has most of the drawings for a Wendt W-2 Swift and is nearly complete with its conshystruction Well have more on the Wendt and this project in a future issue of Vintage Airplane

Send your Mystery Plane corresponshydence to

Vintage Mystery Plane EAA PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 11

H aving an eye for esthetically pleasshying lines has long been a part of the life of David Gay (EAA

397118 AlC 20291) Orlando FL One of the principles ofGay and Morrissey Archishytectural Group in Winter Park he and his partner are one of the featured architects in Disneys planned community Celebration

The flowing lines of an airplane have also been a strong part of his life since he was a youngster His photo album for the Stearman starts off with a shot of Dave as a proud fifth grader holding his new Carl Goldberg 112A Skylane Alshyways busy with his hands Davids late father Jerry bought him and his brother Jerry a table saw when Dave was seven years old He was given plans for an 8 ft long rowboat and the plywood to build it for his eighth birthday Dave gives a lot of credit to his dad for taking the time to carefully show the boys how to use the tools correctly and work with a wide vashyriety of materials

Dave built surfboards during his colshylege years to earn money and he and his brother Jerry restored an Aeronca

Jim Koepnick

7EC Champ when they were teenagers Hes also built a few houses along the way as well

Amazingly this is only his second aircraft restoration Hes owned a Super Cub and a Husky since restoring the Champ and 7 years ago he went for a ride in a Stearman at Bob White Field When he got in the cockpit the pilot said to him This is probably going to be an expensive ride for you He was right

In October of 1993 Dave bought a project from Mike Danforth who had reshycently purchased a basketcase to get a few parts he needed for repairs Mike had been involved in a mid-air collision which fortunately didnt result in serious injury But his Stearman needed repairshying and the rest of it was available David spent the next couple of months simply sorting out the parts and pieces of seven wings (all rotten but with good hardware) a very good fuselage (it had been cut for the duster modification but was hung up in 47 and never completed) and all sorts of other miscellaneous parts

Dave took the fuselage to Jim Kimballs

shop in Zellwood FL where Jim did the welding to return the fuselage back to its original configuration After sandblastshying a coat of epoxy primer followed by a topcoat of urethane paint in the approshypriate shade of green to duplicate the look of zinc chromate

Daves philosophy on tackling the project was similar to any large project that can be intimidating Break it up into a series of smaller projects finishing each one and then moving on to the next Each one became a two-week project or whatever it called for The landing gear seemed like a good place to start so he had it taken apart by Joe Wright in Hamilton OH who had the fixture and hydraulic press needed to disassemble the struts The parts then went back to David who reworked the oleo struts and put in a new set of chevron seals The brakes were next with a used set ofHayes brakes getting replacement pads and the slave cylinders getting replaced with overshyhauled units The brake master cylinder is one of the new-restored made by GidshyAir with the original housing used in

VINTAGE AIRPLANE 13

14 JULY 1998

(Far left) The moming after the awards ceremoshyny David Gay is all smiles as he proudly holds the 1998 Sun n Fun Antique Grand Champion

(Above) With the side panels lifted (the Stearman is a great example of an early military airplane designed for easier maintainability) the cockpit controls and firewall forward equipment can be seen All of the green paint is a urethane enamel carefully matched in color to the dark zinc chromate used on the original

(Upper right) As an expedient method to inspect the fittings the Stearman features these transshyparent inspection panels at critical brace and control locations on the wings and tail

(Below) The cockpit of the Stearman is as close as one can get to the original from the days of WW-II right down to the wide lap belts He even has the original instrument panel facia covers a rare item these days

conjunction with a new sleeve Starting his project also put him in touch with one of the worlds leading suppliers of Stearman parts in Chickasha OK

I purchased a new gas tank from Dusters amp Sprayer Supply along with about a jillion other parts from them said David I basically took the whole airplane down to its very smallest comshyponent and rebuilt it from the ground up Ive replaced all of the bearings and put in new control cables old wear surfaces and tried my best to keep everything in an authentic stock condition other than fabric and the finish

Covered in aircraft quality Dacron with the final finish is a urethane paint that is no longer available He opted for

the 1942 yellow wings and blue fuseshylage scheme with the red and white striped tail

The wings as mentioned before were a real mess and their rebuilt took almost a year and a half of effort A set of wing ribs of outstanding workmanshyship were built by Jeff Morgan and they comprised the core of the wing restorashytion Having a complete set of blueprint microfiche of all the Stearman drawings and a full set of assembly drawings also made putting the parts back together a lot easier but you still have to do the work It was also a big help that there are eight other Stearmans based on Bob White Field in North Orlando so he has plenty of support

VINTAGE AIRPLANE 15

Bob White Field is just a real friendly place for tail draggers and theres a lot of local Steannan knowledge says David He also wanted to point out the support and encouragement not to mention exshypertise he was given by Jim and Kevin Kimball along with Jims brother AI who helped with the reconstruction of the ailerons Plenty of other folks helped as well Tim Preston is a flight instructor in Steannans at Bob White Field and Steve Fletcher who used to own this particular airplane is a duster in Immokalee FL Daves wife Ann had been very tolerant and encouraging allowing various parts of the airplane to be stored in and around the house during the restoration The Gays home a traditional Florida design with a tin roof has a large porch proshytected with a beautiful overhang At the beginning of the restoration the 220 hp Continental was stored on the front porch and in the best tradition of having fun with a restoration they decorated it with Christmas decorations when they held a holiday party Later the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude

Along with Ann his other two biggest supporters are Rachel and Lorena the Gays daughters Lorena has really taken to flying and enjoys it very much Flipping through the restorashytion book we can watch the girls grow as they were 8 and II years of age when the Stearman project was started and are now 13 and 16 now

Other helpers include Jim Connie Bryan and Joel Smith who are the Gays next door neighbors and Gary Osoling a friend of Davids Michael Morrissey is his business partner who was also taken with the project Special thanks also go to Roger Painter who allowed him access to his Stearman including about 50 hours of flight time as Dave got ready to fly his biplane Finally Dave s brother Jerry who also helped rebuild the Champ also helped on the Steannan Jerry put in lots of hours durshying the restoration and continually gave encoragement

First flown on March 16 a small gathering of family and friends witshynessed the PT -17 roar down the runway at Bob White and reclaim the sky The next month David brought the Stearshyman over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun n Fun EAA Fly-In where it was awarded the Grand Champion Antique trophy

16 JULY 1998

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

These half-vented caps should never be used on a plane that was designed to be dependent upon the through-hole two-way venting individual gas caps A hot sun a full tank a long wait between flights and some of the new fue l which sme ll s so odd and gums so well can cause grief If the tanks on our 120s and 140s can t get air in when they need it to replace the fuel volume depleted when flying because the si licone valve sticks to its seat then that is one hazard and another hazard exists when the plane with the new cap is heated by the sun With a half-vented cap installed the effect of the force of the expansion of the fuel and the fumes within should be quite a sight to behold when the fumes or fuel cant get out as would also be the case simply from altitude-induced pressure differentials The tanks and the wings and the fuel system downstream can suffer extreme trauma from the pressure Remember These half-vented caps are designed to only let air in and nothing out The greater the pressure from the inside the tighter a seal the silicone va lve will make (Since this was written I have heard from 12011 40 owners who now undershystood why their sealed tanks bulged andor leaked with the half-vented caps)

Systems The AD had no diagrams as though written by someone

who did not really understand what he was describing or maybe there were too many variations to cover properly here note the normal 1201140 early and late versions and the normal 140A fuel systems and then take a look at the expected action of the half-vented gas caps To make the systems simpler items such as drain cocks and gas gauges are not depicted

The early Cessna 120140 version of the fuel system Note that if one tank cap inlet vent is blocked as happened with the 140 mentioned in the beginning of this article there is no other source of inlet air to replace the volume of fuel used Note too that if a tank vent is outflow blocked there is no way for internal tank pressure from solar heating to escape so the tank will have to bulge the half-vented caps are that style They prevent any outflow of air fumes or fuel and are meant to allow only inflow and that only if the silicone valve doesnt stick

The later 120140s had a tank-to-tank vent tube added as this sketch indicates In the event one gas cap was blocked both tanks could still vent in both directions

The as-designed Cessna 140A fuel system again simplified and stylized to show only that there is a tank vent and no-vent caps If the single vent is blocked by a hornets nest or ice there is no way to get fuel out of either tank after a vacuum deshyvelops from fuel outflow Venting was totally dependent on the single top of the wing common vent

The Cessna 140A tank system with the AID mandated reshydundant half-vented gas cap installed The new cap allows air inflow as the fuel is used in the event the central vent is blocked Otherwise the tanks breathe just as in the older 120140s Note that if the central vent is blocked there is danger of tank pressurization for a plane on the ground

-Continued on page 27shy

10 JULY 1998

July Mystery Plane

I

April MysteryPlane It seems a lot of you remembered this

good looking cabinjob from before WW-II Supplied by James Rezich Winnebago IL it is well Ill let Charley Hayes tell you

Hi HG Something supernatural says surely

the April Mystery Plane is the one-ofashykind Wendt

Charley Hayes New Lenox IL

Heres what Ralph Nortell Spokane WA wrote

The Mystery Plane for April is the Wendt W-1 Series 400 monoplane Introduced in Aero Digestfor Feb 1938 the Wendt W-1 was described as a two-place dual-conshytrol monoplane ofconventional design and structure Power was a 90 hp Warner Scarab Jr and performance figures listed were high speed 140 mph cruise 125 landing speed 30 and a range of 600 miles The trim proportions included a span of299 and a length of199

Western Flying Annual Directory of April 1939 lists the Wendt as the Falshyconer W-2 Series 400 The only apparent significant change was a new wing of NACA airfoil section in place ofthe origshyinal Clark Y

Aero Digest Annual Directory ofMarch 1940 lists the Wendt as the Swift W-2 now powered by a Ken RoyceLeBlond 5-F of 90 hp No other significant changes were indicated As there are no later listings the Wendt apparently faded out with other promising aircraft of the period with ATC Pending

The Wendt W was designed and built by the Wendt Aircraft Corp North Tonawanda NY President and Treasurer was George W Wendt Sales Manager George Contant VP lSecretary Kopf General Manager Robert Klimas

Unfortunately we didnt receive word as to its final disposition but it did prove

From Brian Baker comes

this months Mystery Plane

which does look a bit like

our answer plane this

time - but it is different

Your answer needs to be in

to EAA HQ no later than

August 25 1998 for inclushy

sion in the October issue of

Vintage Airplane

by HG Frautschy

to be one-of-a-kind We hope to dig up more on the Wendt and when we do well do an article on the airplane elseshywhere in the magazine where more space will allow a more in depth feature

Correct answers were received from Robert Nelson Bismark ND and David M Albright Cincinnati OH who both sent in a copy of the factory brochure Marty Eisenmann Alta Lorna CA Larry Beidleman Granada Hills CA Peter Havriluk Granby CT Archie Block Cozad NE Charles Trask York Haven PA Ted Giltner Tamaqua PA William Knox Woodstock GA James B Hays Brownwood TX Doug Rounds Zebushylon GA Ken Muxlow Minneapolis MN

WendtW-l and Russ Brown Lyndhurst OH

Earl Leverentz Jackson TN also sent in a response and a big surprise-he has most of the drawings for a Wendt W-2 Swift and is nearly complete with its conshystruction Well have more on the Wendt and this project in a future issue of Vintage Airplane

Send your Mystery Plane corresponshydence to

Vintage Mystery Plane EAA PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 11

H aving an eye for esthetically pleasshying lines has long been a part of the life of David Gay (EAA

397118 AlC 20291) Orlando FL One of the principles ofGay and Morrissey Archishytectural Group in Winter Park he and his partner are one of the featured architects in Disneys planned community Celebration

The flowing lines of an airplane have also been a strong part of his life since he was a youngster His photo album for the Stearman starts off with a shot of Dave as a proud fifth grader holding his new Carl Goldberg 112A Skylane Alshyways busy with his hands Davids late father Jerry bought him and his brother Jerry a table saw when Dave was seven years old He was given plans for an 8 ft long rowboat and the plywood to build it for his eighth birthday Dave gives a lot of credit to his dad for taking the time to carefully show the boys how to use the tools correctly and work with a wide vashyriety of materials

Dave built surfboards during his colshylege years to earn money and he and his brother Jerry restored an Aeronca

Jim Koepnick

7EC Champ when they were teenagers Hes also built a few houses along the way as well

Amazingly this is only his second aircraft restoration Hes owned a Super Cub and a Husky since restoring the Champ and 7 years ago he went for a ride in a Stearman at Bob White Field When he got in the cockpit the pilot said to him This is probably going to be an expensive ride for you He was right

In October of 1993 Dave bought a project from Mike Danforth who had reshycently purchased a basketcase to get a few parts he needed for repairs Mike had been involved in a mid-air collision which fortunately didnt result in serious injury But his Stearman needed repairshying and the rest of it was available David spent the next couple of months simply sorting out the parts and pieces of seven wings (all rotten but with good hardware) a very good fuselage (it had been cut for the duster modification but was hung up in 47 and never completed) and all sorts of other miscellaneous parts

Dave took the fuselage to Jim Kimballs

shop in Zellwood FL where Jim did the welding to return the fuselage back to its original configuration After sandblastshying a coat of epoxy primer followed by a topcoat of urethane paint in the approshypriate shade of green to duplicate the look of zinc chromate

Daves philosophy on tackling the project was similar to any large project that can be intimidating Break it up into a series of smaller projects finishing each one and then moving on to the next Each one became a two-week project or whatever it called for The landing gear seemed like a good place to start so he had it taken apart by Joe Wright in Hamilton OH who had the fixture and hydraulic press needed to disassemble the struts The parts then went back to David who reworked the oleo struts and put in a new set of chevron seals The brakes were next with a used set ofHayes brakes getting replacement pads and the slave cylinders getting replaced with overshyhauled units The brake master cylinder is one of the new-restored made by GidshyAir with the original housing used in

VINTAGE AIRPLANE 13

14 JULY 1998

(Far left) The moming after the awards ceremoshyny David Gay is all smiles as he proudly holds the 1998 Sun n Fun Antique Grand Champion

(Above) With the side panels lifted (the Stearman is a great example of an early military airplane designed for easier maintainability) the cockpit controls and firewall forward equipment can be seen All of the green paint is a urethane enamel carefully matched in color to the dark zinc chromate used on the original

(Upper right) As an expedient method to inspect the fittings the Stearman features these transshyparent inspection panels at critical brace and control locations on the wings and tail

(Below) The cockpit of the Stearman is as close as one can get to the original from the days of WW-II right down to the wide lap belts He even has the original instrument panel facia covers a rare item these days

conjunction with a new sleeve Starting his project also put him in touch with one of the worlds leading suppliers of Stearman parts in Chickasha OK

I purchased a new gas tank from Dusters amp Sprayer Supply along with about a jillion other parts from them said David I basically took the whole airplane down to its very smallest comshyponent and rebuilt it from the ground up Ive replaced all of the bearings and put in new control cables old wear surfaces and tried my best to keep everything in an authentic stock condition other than fabric and the finish

Covered in aircraft quality Dacron with the final finish is a urethane paint that is no longer available He opted for

the 1942 yellow wings and blue fuseshylage scheme with the red and white striped tail

The wings as mentioned before were a real mess and their rebuilt took almost a year and a half of effort A set of wing ribs of outstanding workmanshyship were built by Jeff Morgan and they comprised the core of the wing restorashytion Having a complete set of blueprint microfiche of all the Stearman drawings and a full set of assembly drawings also made putting the parts back together a lot easier but you still have to do the work It was also a big help that there are eight other Stearmans based on Bob White Field in North Orlando so he has plenty of support

VINTAGE AIRPLANE 15

Bob White Field is just a real friendly place for tail draggers and theres a lot of local Steannan knowledge says David He also wanted to point out the support and encouragement not to mention exshypertise he was given by Jim and Kevin Kimball along with Jims brother AI who helped with the reconstruction of the ailerons Plenty of other folks helped as well Tim Preston is a flight instructor in Steannans at Bob White Field and Steve Fletcher who used to own this particular airplane is a duster in Immokalee FL Daves wife Ann had been very tolerant and encouraging allowing various parts of the airplane to be stored in and around the house during the restoration The Gays home a traditional Florida design with a tin roof has a large porch proshytected with a beautiful overhang At the beginning of the restoration the 220 hp Continental was stored on the front porch and in the best tradition of having fun with a restoration they decorated it with Christmas decorations when they held a holiday party Later the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude

Along with Ann his other two biggest supporters are Rachel and Lorena the Gays daughters Lorena has really taken to flying and enjoys it very much Flipping through the restorashytion book we can watch the girls grow as they were 8 and II years of age when the Stearman project was started and are now 13 and 16 now

Other helpers include Jim Connie Bryan and Joel Smith who are the Gays next door neighbors and Gary Osoling a friend of Davids Michael Morrissey is his business partner who was also taken with the project Special thanks also go to Roger Painter who allowed him access to his Stearman including about 50 hours of flight time as Dave got ready to fly his biplane Finally Dave s brother Jerry who also helped rebuild the Champ also helped on the Steannan Jerry put in lots of hours durshying the restoration and continually gave encoragement

First flown on March 16 a small gathering of family and friends witshynessed the PT -17 roar down the runway at Bob White and reclaim the sky The next month David brought the Stearshyman over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun n Fun EAA Fly-In where it was awarded the Grand Champion Antique trophy

16 JULY 1998

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

July Mystery Plane

I

April MysteryPlane It seems a lot of you remembered this

good looking cabinjob from before WW-II Supplied by James Rezich Winnebago IL it is well Ill let Charley Hayes tell you

Hi HG Something supernatural says surely

the April Mystery Plane is the one-ofashykind Wendt

Charley Hayes New Lenox IL

Heres what Ralph Nortell Spokane WA wrote

The Mystery Plane for April is the Wendt W-1 Series 400 monoplane Introduced in Aero Digestfor Feb 1938 the Wendt W-1 was described as a two-place dual-conshytrol monoplane ofconventional design and structure Power was a 90 hp Warner Scarab Jr and performance figures listed were high speed 140 mph cruise 125 landing speed 30 and a range of 600 miles The trim proportions included a span of299 and a length of199

Western Flying Annual Directory of April 1939 lists the Wendt as the Falshyconer W-2 Series 400 The only apparent significant change was a new wing of NACA airfoil section in place ofthe origshyinal Clark Y

Aero Digest Annual Directory ofMarch 1940 lists the Wendt as the Swift W-2 now powered by a Ken RoyceLeBlond 5-F of 90 hp No other significant changes were indicated As there are no later listings the Wendt apparently faded out with other promising aircraft of the period with ATC Pending

The Wendt W was designed and built by the Wendt Aircraft Corp North Tonawanda NY President and Treasurer was George W Wendt Sales Manager George Contant VP lSecretary Kopf General Manager Robert Klimas

Unfortunately we didnt receive word as to its final disposition but it did prove

From Brian Baker comes

this months Mystery Plane

which does look a bit like

our answer plane this

time - but it is different

Your answer needs to be in

to EAA HQ no later than

August 25 1998 for inclushy

sion in the October issue of

Vintage Airplane

by HG Frautschy

to be one-of-a-kind We hope to dig up more on the Wendt and when we do well do an article on the airplane elseshywhere in the magazine where more space will allow a more in depth feature

Correct answers were received from Robert Nelson Bismark ND and David M Albright Cincinnati OH who both sent in a copy of the factory brochure Marty Eisenmann Alta Lorna CA Larry Beidleman Granada Hills CA Peter Havriluk Granby CT Archie Block Cozad NE Charles Trask York Haven PA Ted Giltner Tamaqua PA William Knox Woodstock GA James B Hays Brownwood TX Doug Rounds Zebushylon GA Ken Muxlow Minneapolis MN

WendtW-l and Russ Brown Lyndhurst OH

Earl Leverentz Jackson TN also sent in a response and a big surprise-he has most of the drawings for a Wendt W-2 Swift and is nearly complete with its conshystruction Well have more on the Wendt and this project in a future issue of Vintage Airplane

Send your Mystery Plane corresponshydence to

Vintage Mystery Plane EAA PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 11

H aving an eye for esthetically pleasshying lines has long been a part of the life of David Gay (EAA

397118 AlC 20291) Orlando FL One of the principles ofGay and Morrissey Archishytectural Group in Winter Park he and his partner are one of the featured architects in Disneys planned community Celebration

The flowing lines of an airplane have also been a strong part of his life since he was a youngster His photo album for the Stearman starts off with a shot of Dave as a proud fifth grader holding his new Carl Goldberg 112A Skylane Alshyways busy with his hands Davids late father Jerry bought him and his brother Jerry a table saw when Dave was seven years old He was given plans for an 8 ft long rowboat and the plywood to build it for his eighth birthday Dave gives a lot of credit to his dad for taking the time to carefully show the boys how to use the tools correctly and work with a wide vashyriety of materials

Dave built surfboards during his colshylege years to earn money and he and his brother Jerry restored an Aeronca

Jim Koepnick

7EC Champ when they were teenagers Hes also built a few houses along the way as well

Amazingly this is only his second aircraft restoration Hes owned a Super Cub and a Husky since restoring the Champ and 7 years ago he went for a ride in a Stearman at Bob White Field When he got in the cockpit the pilot said to him This is probably going to be an expensive ride for you He was right

In October of 1993 Dave bought a project from Mike Danforth who had reshycently purchased a basketcase to get a few parts he needed for repairs Mike had been involved in a mid-air collision which fortunately didnt result in serious injury But his Stearman needed repairshying and the rest of it was available David spent the next couple of months simply sorting out the parts and pieces of seven wings (all rotten but with good hardware) a very good fuselage (it had been cut for the duster modification but was hung up in 47 and never completed) and all sorts of other miscellaneous parts

Dave took the fuselage to Jim Kimballs

shop in Zellwood FL where Jim did the welding to return the fuselage back to its original configuration After sandblastshying a coat of epoxy primer followed by a topcoat of urethane paint in the approshypriate shade of green to duplicate the look of zinc chromate

Daves philosophy on tackling the project was similar to any large project that can be intimidating Break it up into a series of smaller projects finishing each one and then moving on to the next Each one became a two-week project or whatever it called for The landing gear seemed like a good place to start so he had it taken apart by Joe Wright in Hamilton OH who had the fixture and hydraulic press needed to disassemble the struts The parts then went back to David who reworked the oleo struts and put in a new set of chevron seals The brakes were next with a used set ofHayes brakes getting replacement pads and the slave cylinders getting replaced with overshyhauled units The brake master cylinder is one of the new-restored made by GidshyAir with the original housing used in

VINTAGE AIRPLANE 13

14 JULY 1998

(Far left) The moming after the awards ceremoshyny David Gay is all smiles as he proudly holds the 1998 Sun n Fun Antique Grand Champion

(Above) With the side panels lifted (the Stearman is a great example of an early military airplane designed for easier maintainability) the cockpit controls and firewall forward equipment can be seen All of the green paint is a urethane enamel carefully matched in color to the dark zinc chromate used on the original

(Upper right) As an expedient method to inspect the fittings the Stearman features these transshyparent inspection panels at critical brace and control locations on the wings and tail

(Below) The cockpit of the Stearman is as close as one can get to the original from the days of WW-II right down to the wide lap belts He even has the original instrument panel facia covers a rare item these days

conjunction with a new sleeve Starting his project also put him in touch with one of the worlds leading suppliers of Stearman parts in Chickasha OK

I purchased a new gas tank from Dusters amp Sprayer Supply along with about a jillion other parts from them said David I basically took the whole airplane down to its very smallest comshyponent and rebuilt it from the ground up Ive replaced all of the bearings and put in new control cables old wear surfaces and tried my best to keep everything in an authentic stock condition other than fabric and the finish

Covered in aircraft quality Dacron with the final finish is a urethane paint that is no longer available He opted for

the 1942 yellow wings and blue fuseshylage scheme with the red and white striped tail

The wings as mentioned before were a real mess and their rebuilt took almost a year and a half of effort A set of wing ribs of outstanding workmanshyship were built by Jeff Morgan and they comprised the core of the wing restorashytion Having a complete set of blueprint microfiche of all the Stearman drawings and a full set of assembly drawings also made putting the parts back together a lot easier but you still have to do the work It was also a big help that there are eight other Stearmans based on Bob White Field in North Orlando so he has plenty of support

VINTAGE AIRPLANE 15

Bob White Field is just a real friendly place for tail draggers and theres a lot of local Steannan knowledge says David He also wanted to point out the support and encouragement not to mention exshypertise he was given by Jim and Kevin Kimball along with Jims brother AI who helped with the reconstruction of the ailerons Plenty of other folks helped as well Tim Preston is a flight instructor in Steannans at Bob White Field and Steve Fletcher who used to own this particular airplane is a duster in Immokalee FL Daves wife Ann had been very tolerant and encouraging allowing various parts of the airplane to be stored in and around the house during the restoration The Gays home a traditional Florida design with a tin roof has a large porch proshytected with a beautiful overhang At the beginning of the restoration the 220 hp Continental was stored on the front porch and in the best tradition of having fun with a restoration they decorated it with Christmas decorations when they held a holiday party Later the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude

Along with Ann his other two biggest supporters are Rachel and Lorena the Gays daughters Lorena has really taken to flying and enjoys it very much Flipping through the restorashytion book we can watch the girls grow as they were 8 and II years of age when the Stearman project was started and are now 13 and 16 now

Other helpers include Jim Connie Bryan and Joel Smith who are the Gays next door neighbors and Gary Osoling a friend of Davids Michael Morrissey is his business partner who was also taken with the project Special thanks also go to Roger Painter who allowed him access to his Stearman including about 50 hours of flight time as Dave got ready to fly his biplane Finally Dave s brother Jerry who also helped rebuild the Champ also helped on the Steannan Jerry put in lots of hours durshying the restoration and continually gave encoragement

First flown on March 16 a small gathering of family and friends witshynessed the PT -17 roar down the runway at Bob White and reclaim the sky The next month David brought the Stearshyman over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun n Fun EAA Fly-In where it was awarded the Grand Champion Antique trophy

16 JULY 1998

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

H aving an eye for esthetically pleasshying lines has long been a part of the life of David Gay (EAA

397118 AlC 20291) Orlando FL One of the principles ofGay and Morrissey Archishytectural Group in Winter Park he and his partner are one of the featured architects in Disneys planned community Celebration

The flowing lines of an airplane have also been a strong part of his life since he was a youngster His photo album for the Stearman starts off with a shot of Dave as a proud fifth grader holding his new Carl Goldberg 112A Skylane Alshyways busy with his hands Davids late father Jerry bought him and his brother Jerry a table saw when Dave was seven years old He was given plans for an 8 ft long rowboat and the plywood to build it for his eighth birthday Dave gives a lot of credit to his dad for taking the time to carefully show the boys how to use the tools correctly and work with a wide vashyriety of materials

Dave built surfboards during his colshylege years to earn money and he and his brother Jerry restored an Aeronca

Jim Koepnick

7EC Champ when they were teenagers Hes also built a few houses along the way as well

Amazingly this is only his second aircraft restoration Hes owned a Super Cub and a Husky since restoring the Champ and 7 years ago he went for a ride in a Stearman at Bob White Field When he got in the cockpit the pilot said to him This is probably going to be an expensive ride for you He was right

In October of 1993 Dave bought a project from Mike Danforth who had reshycently purchased a basketcase to get a few parts he needed for repairs Mike had been involved in a mid-air collision which fortunately didnt result in serious injury But his Stearman needed repairshying and the rest of it was available David spent the next couple of months simply sorting out the parts and pieces of seven wings (all rotten but with good hardware) a very good fuselage (it had been cut for the duster modification but was hung up in 47 and never completed) and all sorts of other miscellaneous parts

Dave took the fuselage to Jim Kimballs

shop in Zellwood FL where Jim did the welding to return the fuselage back to its original configuration After sandblastshying a coat of epoxy primer followed by a topcoat of urethane paint in the approshypriate shade of green to duplicate the look of zinc chromate

Daves philosophy on tackling the project was similar to any large project that can be intimidating Break it up into a series of smaller projects finishing each one and then moving on to the next Each one became a two-week project or whatever it called for The landing gear seemed like a good place to start so he had it taken apart by Joe Wright in Hamilton OH who had the fixture and hydraulic press needed to disassemble the struts The parts then went back to David who reworked the oleo struts and put in a new set of chevron seals The brakes were next with a used set ofHayes brakes getting replacement pads and the slave cylinders getting replaced with overshyhauled units The brake master cylinder is one of the new-restored made by GidshyAir with the original housing used in

VINTAGE AIRPLANE 13

14 JULY 1998

(Far left) The moming after the awards ceremoshyny David Gay is all smiles as he proudly holds the 1998 Sun n Fun Antique Grand Champion

(Above) With the side panels lifted (the Stearman is a great example of an early military airplane designed for easier maintainability) the cockpit controls and firewall forward equipment can be seen All of the green paint is a urethane enamel carefully matched in color to the dark zinc chromate used on the original

(Upper right) As an expedient method to inspect the fittings the Stearman features these transshyparent inspection panels at critical brace and control locations on the wings and tail

(Below) The cockpit of the Stearman is as close as one can get to the original from the days of WW-II right down to the wide lap belts He even has the original instrument panel facia covers a rare item these days

conjunction with a new sleeve Starting his project also put him in touch with one of the worlds leading suppliers of Stearman parts in Chickasha OK

I purchased a new gas tank from Dusters amp Sprayer Supply along with about a jillion other parts from them said David I basically took the whole airplane down to its very smallest comshyponent and rebuilt it from the ground up Ive replaced all of the bearings and put in new control cables old wear surfaces and tried my best to keep everything in an authentic stock condition other than fabric and the finish

Covered in aircraft quality Dacron with the final finish is a urethane paint that is no longer available He opted for

the 1942 yellow wings and blue fuseshylage scheme with the red and white striped tail

The wings as mentioned before were a real mess and their rebuilt took almost a year and a half of effort A set of wing ribs of outstanding workmanshyship were built by Jeff Morgan and they comprised the core of the wing restorashytion Having a complete set of blueprint microfiche of all the Stearman drawings and a full set of assembly drawings also made putting the parts back together a lot easier but you still have to do the work It was also a big help that there are eight other Stearmans based on Bob White Field in North Orlando so he has plenty of support

VINTAGE AIRPLANE 15

Bob White Field is just a real friendly place for tail draggers and theres a lot of local Steannan knowledge says David He also wanted to point out the support and encouragement not to mention exshypertise he was given by Jim and Kevin Kimball along with Jims brother AI who helped with the reconstruction of the ailerons Plenty of other folks helped as well Tim Preston is a flight instructor in Steannans at Bob White Field and Steve Fletcher who used to own this particular airplane is a duster in Immokalee FL Daves wife Ann had been very tolerant and encouraging allowing various parts of the airplane to be stored in and around the house during the restoration The Gays home a traditional Florida design with a tin roof has a large porch proshytected with a beautiful overhang At the beginning of the restoration the 220 hp Continental was stored on the front porch and in the best tradition of having fun with a restoration they decorated it with Christmas decorations when they held a holiday party Later the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude

Along with Ann his other two biggest supporters are Rachel and Lorena the Gays daughters Lorena has really taken to flying and enjoys it very much Flipping through the restorashytion book we can watch the girls grow as they were 8 and II years of age when the Stearman project was started and are now 13 and 16 now

Other helpers include Jim Connie Bryan and Joel Smith who are the Gays next door neighbors and Gary Osoling a friend of Davids Michael Morrissey is his business partner who was also taken with the project Special thanks also go to Roger Painter who allowed him access to his Stearman including about 50 hours of flight time as Dave got ready to fly his biplane Finally Dave s brother Jerry who also helped rebuild the Champ also helped on the Steannan Jerry put in lots of hours durshying the restoration and continually gave encoragement

First flown on March 16 a small gathering of family and friends witshynessed the PT -17 roar down the runway at Bob White and reclaim the sky The next month David brought the Stearshyman over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun n Fun EAA Fly-In where it was awarded the Grand Champion Antique trophy

16 JULY 1998

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

14 JULY 1998

(Far left) The moming after the awards ceremoshyny David Gay is all smiles as he proudly holds the 1998 Sun n Fun Antique Grand Champion

(Above) With the side panels lifted (the Stearman is a great example of an early military airplane designed for easier maintainability) the cockpit controls and firewall forward equipment can be seen All of the green paint is a urethane enamel carefully matched in color to the dark zinc chromate used on the original

(Upper right) As an expedient method to inspect the fittings the Stearman features these transshyparent inspection panels at critical brace and control locations on the wings and tail

(Below) The cockpit of the Stearman is as close as one can get to the original from the days of WW-II right down to the wide lap belts He even has the original instrument panel facia covers a rare item these days

conjunction with a new sleeve Starting his project also put him in touch with one of the worlds leading suppliers of Stearman parts in Chickasha OK

I purchased a new gas tank from Dusters amp Sprayer Supply along with about a jillion other parts from them said David I basically took the whole airplane down to its very smallest comshyponent and rebuilt it from the ground up Ive replaced all of the bearings and put in new control cables old wear surfaces and tried my best to keep everything in an authentic stock condition other than fabric and the finish

Covered in aircraft quality Dacron with the final finish is a urethane paint that is no longer available He opted for

the 1942 yellow wings and blue fuseshylage scheme with the red and white striped tail

The wings as mentioned before were a real mess and their rebuilt took almost a year and a half of effort A set of wing ribs of outstanding workmanshyship were built by Jeff Morgan and they comprised the core of the wing restorashytion Having a complete set of blueprint microfiche of all the Stearman drawings and a full set of assembly drawings also made putting the parts back together a lot easier but you still have to do the work It was also a big help that there are eight other Stearmans based on Bob White Field in North Orlando so he has plenty of support

VINTAGE AIRPLANE 15

Bob White Field is just a real friendly place for tail draggers and theres a lot of local Steannan knowledge says David He also wanted to point out the support and encouragement not to mention exshypertise he was given by Jim and Kevin Kimball along with Jims brother AI who helped with the reconstruction of the ailerons Plenty of other folks helped as well Tim Preston is a flight instructor in Steannans at Bob White Field and Steve Fletcher who used to own this particular airplane is a duster in Immokalee FL Daves wife Ann had been very tolerant and encouraging allowing various parts of the airplane to be stored in and around the house during the restoration The Gays home a traditional Florida design with a tin roof has a large porch proshytected with a beautiful overhang At the beginning of the restoration the 220 hp Continental was stored on the front porch and in the best tradition of having fun with a restoration they decorated it with Christmas decorations when they held a holiday party Later the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude

Along with Ann his other two biggest supporters are Rachel and Lorena the Gays daughters Lorena has really taken to flying and enjoys it very much Flipping through the restorashytion book we can watch the girls grow as they were 8 and II years of age when the Stearman project was started and are now 13 and 16 now

Other helpers include Jim Connie Bryan and Joel Smith who are the Gays next door neighbors and Gary Osoling a friend of Davids Michael Morrissey is his business partner who was also taken with the project Special thanks also go to Roger Painter who allowed him access to his Stearman including about 50 hours of flight time as Dave got ready to fly his biplane Finally Dave s brother Jerry who also helped rebuild the Champ also helped on the Steannan Jerry put in lots of hours durshying the restoration and continually gave encoragement

First flown on March 16 a small gathering of family and friends witshynessed the PT -17 roar down the runway at Bob White and reclaim the sky The next month David brought the Stearshyman over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun n Fun EAA Fly-In where it was awarded the Grand Champion Antique trophy

16 JULY 1998

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

(Far left) The moming after the awards ceremoshyny David Gay is all smiles as he proudly holds the 1998 Sun n Fun Antique Grand Champion

(Above) With the side panels lifted (the Stearman is a great example of an early military airplane designed for easier maintainability) the cockpit controls and firewall forward equipment can be seen All of the green paint is a urethane enamel carefully matched in color to the dark zinc chromate used on the original

(Upper right) As an expedient method to inspect the fittings the Stearman features these transshyparent inspection panels at critical brace and control locations on the wings and tail

(Below) The cockpit of the Stearman is as close as one can get to the original from the days of WW-II right down to the wide lap belts He even has the original instrument panel facia covers a rare item these days

conjunction with a new sleeve Starting his project also put him in touch with one of the worlds leading suppliers of Stearman parts in Chickasha OK

I purchased a new gas tank from Dusters amp Sprayer Supply along with about a jillion other parts from them said David I basically took the whole airplane down to its very smallest comshyponent and rebuilt it from the ground up Ive replaced all of the bearings and put in new control cables old wear surfaces and tried my best to keep everything in an authentic stock condition other than fabric and the finish

Covered in aircraft quality Dacron with the final finish is a urethane paint that is no longer available He opted for

the 1942 yellow wings and blue fuseshylage scheme with the red and white striped tail

The wings as mentioned before were a real mess and their rebuilt took almost a year and a half of effort A set of wing ribs of outstanding workmanshyship were built by Jeff Morgan and they comprised the core of the wing restorashytion Having a complete set of blueprint microfiche of all the Stearman drawings and a full set of assembly drawings also made putting the parts back together a lot easier but you still have to do the work It was also a big help that there are eight other Stearmans based on Bob White Field in North Orlando so he has plenty of support

VINTAGE AIRPLANE 15

Bob White Field is just a real friendly place for tail draggers and theres a lot of local Steannan knowledge says David He also wanted to point out the support and encouragement not to mention exshypertise he was given by Jim and Kevin Kimball along with Jims brother AI who helped with the reconstruction of the ailerons Plenty of other folks helped as well Tim Preston is a flight instructor in Steannans at Bob White Field and Steve Fletcher who used to own this particular airplane is a duster in Immokalee FL Daves wife Ann had been very tolerant and encouraging allowing various parts of the airplane to be stored in and around the house during the restoration The Gays home a traditional Florida design with a tin roof has a large porch proshytected with a beautiful overhang At the beginning of the restoration the 220 hp Continental was stored on the front porch and in the best tradition of having fun with a restoration they decorated it with Christmas decorations when they held a holiday party Later the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude

Along with Ann his other two biggest supporters are Rachel and Lorena the Gays daughters Lorena has really taken to flying and enjoys it very much Flipping through the restorashytion book we can watch the girls grow as they were 8 and II years of age when the Stearman project was started and are now 13 and 16 now

Other helpers include Jim Connie Bryan and Joel Smith who are the Gays next door neighbors and Gary Osoling a friend of Davids Michael Morrissey is his business partner who was also taken with the project Special thanks also go to Roger Painter who allowed him access to his Stearman including about 50 hours of flight time as Dave got ready to fly his biplane Finally Dave s brother Jerry who also helped rebuild the Champ also helped on the Steannan Jerry put in lots of hours durshying the restoration and continually gave encoragement

First flown on March 16 a small gathering of family and friends witshynessed the PT -17 roar down the runway at Bob White and reclaim the sky The next month David brought the Stearshyman over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun n Fun EAA Fly-In where it was awarded the Grand Champion Antique trophy

16 JULY 1998

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

Bob White Field is just a real friendly place for tail draggers and theres a lot of local Steannan knowledge says David He also wanted to point out the support and encouragement not to mention exshypertise he was given by Jim and Kevin Kimball along with Jims brother AI who helped with the reconstruction of the ailerons Plenty of other folks helped as well Tim Preston is a flight instructor in Steannans at Bob White Field and Steve Fletcher who used to own this particular airplane is a duster in Immokalee FL Daves wife Ann had been very tolerant and encouraging allowing various parts of the airplane to be stored in and around the house during the restoration The Gays home a traditional Florida design with a tin roof has a large porch proshytected with a beautiful overhang At the beginning of the restoration the 220 hp Continental was stored on the front porch and in the best tradition of having fun with a restoration they decorated it with Christmas decorations when they held a holiday party Later the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude

Along with Ann his other two biggest supporters are Rachel and Lorena the Gays daughters Lorena has really taken to flying and enjoys it very much Flipping through the restorashytion book we can watch the girls grow as they were 8 and II years of age when the Stearman project was started and are now 13 and 16 now

Other helpers include Jim Connie Bryan and Joel Smith who are the Gays next door neighbors and Gary Osoling a friend of Davids Michael Morrissey is his business partner who was also taken with the project Special thanks also go to Roger Painter who allowed him access to his Stearman including about 50 hours of flight time as Dave got ready to fly his biplane Finally Dave s brother Jerry who also helped rebuild the Champ also helped on the Steannan Jerry put in lots of hours durshying the restoration and continually gave encoragement

First flown on March 16 a small gathering of family and friends witshynessed the PT -17 roar down the runway at Bob White and reclaim the sky The next month David brought the Stearshyman over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun n Fun EAA Fly-In where it was awarded the Grand Champion Antique trophy

16 JULY 1998

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

I t was Sunday March 16 the day beshyfore St Patricks Day My day After consulting with noted air racer Klaus

Savier (EAA 258013) master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector His work was done The owner Bruce Kemper (EAA 22106) and I preshypared it for flight Bruces friend Kathym Mora carefully recorded the events by photograph video camera and tape recorder transcribing all that was said and done It was rolled out of Joes hangar and was now ready for flight Bruce tumed to me and said Are you ready to go I was a little overwhelmed but yes I was ready It was my tum to fly the Jungmeister

Bruce Kemper has been an antique airshyplane pilot since the mid 1950s owning several Stearmans a Waco UPF-7 and a PT-22 He flew into Santa Paula Airport

by PAT QUINN

EAA 261 781 A C 10079

one day following some aerobatic dual with the great Lindsay Parsons Lindsay introduced Bruce to the legendary Mira Slovak who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own

In the 1960s the Swiss Air Force reshyleased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI Bruce traveled to Switzerland and purchased as many Jungshymeisters as he could get Bruce met and became friends with Albert Ruesch the late great Swiss Bucker pilot and many time European aerobatic champion For nearly 30 years Albert ran an aerobatic school at Porrentruy Switzerland utilizing Jungmanns and Jungmeisters So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course

Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself A couple of years later he reshyceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale Ushyn This was in Rueschs opinion the sweetest flying Jungmeister around It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry

Bruce bought and shipped this beauty home to Santa Monica CA Knee deep in Buckers and going through a personal crisis he placed it in the back of his hangar unassembled where it languished in storage

Eventually it became the sample airshyframe for a planned modernizing using a

VINTAGE AIRPLANE 17

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California with the Barksdale church just below the left wheel in this photograph_

The cockpit of Bucker Jungmeister U-72 comshyplete with the offset control stick and modern Instruments The fold-down sides allow the cockshypit to neatly surround the pilot without restrictshying their view

180 Lycoming firewall forward convershysion kit for Rueschs Jungmeister fleet Unfortunately the kit builder Hank Kennedy of Santa Paula CA was killed in an unrelated flying accident and that proshygram died with him

U-72 sat around another fifteen years

18 JULY 1998

while Bruce flew his Seimens-powered Jungmeister U-88 and a newly comshypleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams But that old What if seed had been planted so Bruce asked Joe Krybus one of the most knowledgeable Bucker experts in the country if not the world to plug U-72 into his Bucker restoration shop at Santa Paula on a partshytime basis Recently with some shop time available the project was attacked in earnest The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible And oh yes install that 180 hp Lycoming that Alshybert Ruesch had dreamed about The result was breathtaking

Finally on March 91997 it was ready for the first flight That honor went to Bruce followed by Joe Krybus Another flight was taken by Joe a few days later The fourth flight was mine

r strapped in started then taxied to the runup area All systems checked and it was ready to roll To compare accelerashytion differences between the stock 160 hp Seimens-powered Jungmeister and this

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

lightweight Lycoming version I decided to come on with the power quickly Just as quickly torque began to lift the right wing Right stick was added along with some back pressure and it virtushyally leaped into the air and climbed out at a deck angle that would impress any Pitts driver WOW

After the obligatory clearing turns and some stalls it was time to see what this goldenrod baby could do Loops great Snap rolls impecshycable Four-point rolls super crisp Slow rolls oh boy What perfect slow rolls Now every pilot knows when they botch something Others may not recognize it but the pilot knows In the Jungmeister it lets you know but it also makes it so easy to do it right The controls are so light so well balanced and so harmoshynized Words cannot accurately describe it without a comparison I suppose a real

U72 rests on the ground at Santa Paula Airport northwest of Los Angeles CA

good concert violinist could playa deshycent tune on a one hundred dollar fiddle and great music on a quality violin but an average violinist on a Stradivarius could sound like Itzhak Perlman So it is with the Jungmeister - even an average pilot looks good

I completed my aerobatic sequence with one final slow roll then left the aeroshybatic box and headed back towards Santa Paula A mechanical gremlin has bitten the airspeed indicator so I had to fly

strictly by feel I approached runway 22 into a strong and roily wind The touchshydown on the long oleo main landing gear was a squeaker What a great feeling Landing completed I taxied back to the ramp rolling up to the waiting Bruce Kemper who saw my huge grin and simshyply asked Well

To which I replied Bruce if die and go to Heaven Im going to ask God for a Jungmeister like this one because angel wings couldnt possibly be any berter

VINTAGE AIRPLANE 19

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy

about 50 miles north of Bern Switzershyland it was a warm late spring Saturday in 1968 The setting was like something out of a television travel log It was a beautiful green valley set in rolling hills between two distant mounshytain ranges with the upper spires tipped in a virgin white snow The airport was a grassy meadow set in this emerald valley Alongside were the administrashytive buildings and an indooroutdoor restaurant with patrons eating drinking and watching the airport activities A class of about twenty-five aerobatic stushydents were undergoing a rigorous ground school while waiting their tum to fly This was in an effort to earn the Vol de Vwtushyosite the state approved permit to do aerobatics The instructor was the young and overbearing Chief Pilot

Albert Ruesch had promised Bruce his first flight in one of his schools lungshymeisters while in Porrentruy Bruce was there to meet this legend in person and to see if the promise would be fulfilled They conversed in some small talk which was difficult because Albert spoke very little English and Bruce spoke even less of the native French Soon it was time to fly the lungmei ster so Albert turned Bruce over to the English speaking Chief Pilot for instruction The superior acting Chief Pilot treated Bruce as if he were a novice dummy student With the entire class of students looking on he conshyducted a very long preflight and cockpit

check Then came his flight instructions punctuated with lots of you will and you must It was implied that aerobatshyics were prohibited The final instructions were to stay within sight of the airfield and to overfly it when finished whereshyupon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land

Well the Seimens engine was running strong and the warmth of the beautiful day along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruces better judgment so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown Cuban eights inverted spins hammershyheads and every other maneuver in his aerobatic repertoire He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind When the Chief Pilot did not show himself Bruce did a steep 180 deshygree slip to the touchdown point marked

by red flags Kicking it straight at the last moment he completed a perfect touchshydown and ultra short ground roll

Taxiing back to the tie down area the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the apshyplause of the restaurant patrons

After shutdown the jubilant students escorted Bruce into the airport Pub for a mandatory celebration As they passed the arrogant Chief Pilot he refused to acshyknowledge Bruces presence Albert Ruesch came up to Bruce threw an arm around his shoulder and said in the best English he could muster Aerobatics okay Thus started a friendship and mushytual admiration that lasted until Alberts passing in 1989

In a bit of irony Rueschs young son Markus would make his first lungmeisshyter flight in Bruce s U-88 during the Bucker fly-in at Santa Paula CA in 1993 A favor returned

Porrenbuy Switzerland 1972 In this beautIfUl country obatIc school used both the two-place Jungmann and serving area of the airport restaurant 81 well 81 a setting In a Swiss VIIIey Bruce Kemper was given his sIngIe-pIace JqneIster for aerobatIc 1natructIon On PlIatua Porter often used 81 a gilder tug or Jump plane

to the JungmeIster Albeit Rueacha __ the far right you can _ the tables for the outdoor for paracllutlata 81 well 81 many other utility Olea

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

AHandy Welding Table

If you re into restoration a welding table is pretty handy for fabricating small to medium sized parts Durshying the EAA Air Academy novice welders work on a half dozen tables designed and built by Bill Roerig our ace volunteer welding instructor Now theres nothing special about a weldshying table except that it must contain your fire bricks and be at a comfortable height for your to work upon

I ll give you the dimenshysions for the EAA Air Academy Table you see here but Id caution you to start by buying your supply of fire bricks before you start trimshyming metal- layout your bricks on the floor pushed pretty tightly together and measure each side ofthe cube or rectangle youve laid out and then trim your top angle iron to allow the brick to nestle inside while laying

The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxymiddot acetylene torch The sturdy nature of the tables means the welder does not have to worry about his work being comproshy

on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded

of the working surface Also one more caution DONT USE

ANYTHING BUT FIRE BRICK AS YOUR WELDING WORK SURF ACE Regular masonry bricks are not made to withstand the heat generated by a weldshying torch and moisture inside the brick can explode as steam sending particles or chucks of the ordinary brick flying into your body arms or face

Having your fire bricks on hand will also give you a surface on which you can weld your table if you choose to build it out ofwood

As you can imagine there is no reshyquirement for the table to be built as we have done it- also included in this artishycle are a couple of shots ofAir Academy Instructor Tom Seversen s portable table complete with baby buggy wheels Indeed the only component Tom had to buy was the fire brick A

by HG FRAUTSCHY

check with the local material supply yard here in Oshkosh says the cost of each 9 x 4-112 x 2-112 fire brick is 90cent each With the scrap lumber you probashybly already have you could easily get buy with a 20 dollar bill even if you had to go to the local thrift store to buy an old buggy for the wheels Probably your only caution would be to avoid the edges of your wooden table since you dont want to set your table on fire It wouldnt be a good idea to throw a bucket of water on a burning table loaded with hot fire brick- the steam explosion could be dangerous

EAAs welding table is 35 tall exshycluding the bricks 15 bricks are used with a couple more purchased to act as fixtures to hold various pieces while weldingFor our particular bricks and layout the inside dimensions of the top

of the table were 27-1 4x 22-34 The top and middle braces are made of 2-12 angle iron and the legs are 1-58 OD pipe with one end threaded to acshycept a screw-on pipe cap (They give the table a finished look and besides you can use the caps to level the table on concrete floors)

The top of the table has a piece of sheet steel inserted and welded in place to contain the bricks Its better to comshypletely support the bricks rather than use a few cross braces underneath shythe bricks occasionally crack and it would be inconvenient for the brick to fall on the floor or your toe while your were welding

The call outs on the photos should help fill in the details so you can build you own to su it your purposes Lets melt some metal

VINTAGE AIRPLANE 21

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

fire brick

Welding rod holder

1-58 Pipe

Heavy sheet metal bottom

Table is 35 tall excluding fire brick

1-58 Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weldshying rod in a convenient location_

Extra fire brick to hold parts to be welded

9 X 4-12 X 2-12

This one varies slightly from the one in the lead photo In that the welding rod holder Is made up of a pair of round tubing sections the bottom one with a small round plate welded to the bottom_

(Lower left and below) Heres Tom Seversens welding table built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

(Above) Adult Air Academy partic ipant Lanny Guyton Honolulu HI practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another and extra bricks are used to hold parts to be welded_

22 JULY 1998

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

WHAT OUR MEMBERS ARE RESTORING -------------------------- by HG Frautschy

M any members will rememshyber the beautiful Caproni

CA 100 I-ABOU restored by Geroshylamo Gavazzi (EAA 360771 A C 15849) of Milan Italy We published a story of the airplane in the July 1995 issue of Vintage Airplane Well it seems he has hard at it again this time restoring a land plane version of the CA 100 I-AMBT

Built in 1933 as a float plane for training in the Italian Air Force (above left) it was sold in 39 to a private individual and spent the war years in the same hangar as I-ABOU Afshyter the war it was sold to a company in Milan who used it to tow banners launching the banners in mid-air via a pair of bomb-bay type doors (left)

The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962 when it was left to rot in a hangar in Milan The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986

After protracted negotiations Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor

VINTAGE AIRPLANE 23

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

This is Floyd Schorsch (EAA 510948) Bismarck ND whos tickled to be standing with his newly restored Aeronca 7 AC It was finished on May I 1998 after he had to overcome a few challenges to hi s hea lth Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldnt have been done without them Powered with a Continental A -65 it cruises at 85 mph

24 JULY 1998

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493 SIN 44 Its owned and flown by Odell (EAA 262957 A IC 26561) and Diane (EAA 513115) Matthis Havelock NC Diane proudly wearing her 99s tee shirt stands ready at the handy bow door of their amphibian One of 492 Seabees still on the register it is powered by a Continental GO-480 of295 hp

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

Aeromail -Continuedfrom page 3shy

Pete wasnt finished with his obsershyvations on published material in Vintage Airplane

SWIFT SPINS Dear HG Heres a what if for you Say I

have a Citabria based at Blaine W A right at the Canadian border There is a strong south wind blowing as I climb to 12000 feet over the bay west of the airport to see how many turns of a spin I can get before pulling out at 2500 feet

Because of the wind and the time to spin down 9500 feet I fmd that I have drifted across the Canadian border

Is this the prohibited International Spin mentioned in the May issue on page 24

Peter M Bowers EAA 977 NC 7583 Seattle WA

Aw heck Peter and afew other felshylows kindly pointed out the accidental humorous misspelling ofthe word inshytentional related to the operating limitations on the Temco Swift You have to admit it g ives a whole new meaning to th e phrase borderlin e aerobatics - HGF

STARDUST Dear Mr Frautschy In January 1936 Zimmerly Bros Air

Transport Fred Zimmerly and Bert Zimmerly of Lewiston ID owned the Brunner-Winkle Bird BK 3 place open biplane NC 10676 sin 2060-40 which may be the aircraft you are interested in They also owned Zenith Z-6-8 NC935Y but this was a 7 place cabin biplane

Earlier in 1932 NC 1 0676 had been owned by Pounder Flying Service Inc of Portland OR Interes tingly Bird NC10675 was owned by Mi ss Edith Foltz a lso of Portland who flew a Bird in the 1932 Cord Cup Race from Burbank CA to Cleveland OH

Wayne King born 16 January 1901 in Savannah IL was an alto sax player and vocalist before becoming the band leader at the Aragon Ballroom in

(Left) A portion of the German section Two Albatros D-Vas in front then a Fokker Drl and an Albatros 0111 Two more D-Vas ahead of another Dr1 Thats a Pfalz 0111 beyond the Fokker and the others down the line cannot be identified

Chicago about 1927 Known as The Waltz King Stardust was one of his early recording hits He was still an acshytive band leader into the 1970 s

I hope that this is of some interest and I have sent a copy of this e-mail to James Glass

Best wishes Vic Smith NC 13710 vicsmithargonetcouk

In the May 1998 issue of Vintage Airplane we published a letter from Jam es Glass ofNorth Hills CA reshygarding the identity of the airplan e flown by Wayn e King the 1930s era bandeader Our thanks to Vic Smith of the United Kingdom for filling in the details - HGF

What No Landing Field Adventures of an Alaskan Seaplane Pilot

by Robert E (Bob) Ell is and Margaret R (Peg) Ellis

The story of Bob Ellis pioneer Alaska aviator Many photos - Waco Bellanca Kingfisher Stinson Grumman Goose

and More

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $2495 plus $400 SampH to E S Richardson PO Box 662 Ward Cove Alaska 99928 e-mail erichktnnet fax 907-225-6086 Visa MC American Express accepted 8 2 x 11 170 pages Soft cover ISBN 0-9660396-1-0

VINTAGE AIRPLANE 25

by EE Buck Hilbert

EM 21 NC 5 PO Box 424 Union IL 60180

M ore years ago than I care to talk about Dorr Carshypenter handed me a little

brass plaque that reads One Mid Air Collision Can Ruin Your Whole Day We laughed about that and I tucked it away in one of my many drawers

Then one day in a United DC-7 just about right over downtown Deshytroit we had a very near miss with an F-84 at 25000 ft I had been idly staring out the front windshield and it happened so quickly all I had time to do was crank the wheel hard over as the fighter went under the left two engines My Captain never even saw the other airplane and I got a very dirty look and a chewing out for grabbing the controls away from the autopilot and doing the hard over He didnt believe me when I told him what happened

Ive had three near misses in my airline career All three were in controlled airspace and would you believe that two were with the same Captain

The second was with this guy goshying into New Yorks JFK in a DC-8 Normal approach procedure was off Colts neck VOR in those days and descent was out over the bay as the vectors put us in the string of pearls

26 JULY 1998

PaSSitto Buel

for landing on the northwest runshyways or maybe the southwest whatever the pattern of the day

We were descending through 10000 when the RAPCON conshytroller advised us of fast moving traffic coming from our left side We were in the clouds in solid IFR so I asked the controller to keep an eye on it He asked if we wanted to take evasive action My Captain (yep the same one from the DC-7) refused

Bases of the clouds were reported to be about 10500 by previous trafshyfic The controller was giving us a second-by-second update as we beshygan to break out I was looking past the Captain out the left side window and amp$ there he went I went because I had a head on view of him and his F-94 as he pushed down and went under us and could make out his head and snot catcher (02 mask) ashe threw back his head and came out under my side window Thank goodness the DC-8 had such a long nose or he would have had us right in the Nos I and 2 engines

When I got my breath back I told the controller what had happened He asked if we wanted to file a near miss report and the captain adamantly refused Again the capshytain had not even seen the other airplane and again I caught some flack for overstepping my boundary as a First Officer I was advised that he was the Captain and darn it he would make the decisions I shut

up but I vowed this would never happen to ME

Shortly after that maybe within a year or so I got promoted to Capshytain I began carrying the little brass plaque with me and I would prop it up on the instrument panel glare shield to remind me and my duly briefed crew that someone would be looking out the window(s) at all times If there was any disturbing influence on the flight deck instead of all three crew members having their heads inside someone and usually it was me would be looking out the window Im sure more than one Flight Attendant or jumpseat rider thought I was being standoffshyish because they would be talking to my back as I focused attention out the window

I almost forgot one other incident that happened at Des Monies Iowa when I was Convair 440 co-pilot back in the fifties This one really wasnt a near miss more of a close but not too close for comfort thing A B-47 was on a practice ILS back course coming in from the Southshyeast for runway 31 and we were doing a straight in on 4 He was supposed to pull up at his minishymums of about 400 feet The tower was watching the whole thing and to this day I believe the B-47 jock deliberately continued his approach down to about 100 feet and passed directly over us at an intersection as we rolled out on runway 4 My Capshytain one who I still maintain

~

~ I- shy

I-shy

~

~ ONE MID-AIR COLLISION CAN

RU IN YOUR WHO LE DAY

f-shy~

e I- shyI- shy

-- relations with to this day now eighty-plus years of age went bananas It took a while to cool him off and Id be willing to bet that if I were to mention it to him today hed go through it all over again

As time went on and I flew with the same first offi shycers most of them knew of my fetish of always looking out the window the little plaque drifted to the bottom of my flight bag and languished there for years Id all but forgotten about it until a couple of weeks ago

Here at the Funny Farm we have an East- West and short North-South runway Its almost sunset and Im going out and smash some bugs with the Champ Im at the south end of the north runway taking off to the north There is a row of pretty high bushes on the east side My fie ld of view towards the east is obscured but gee whiz this a grass fie ld and the traffic is usually alshymost non-existent except this ONE TIME

I never even saw the Cessna 140 they to ld me about it later

He is making a straight in approach from the east landing west into the sunset Get the picture His buggy and dirty windshie ld and the glare of the setting sun all but blind him and just as he is flaring I squirt out from behind the bushes RIGHT in FRONT of him

He hadnt time to do any kind of evasive maneuver I never even saw him and when I got back about f ifteen minutes later his knees were still shaking and after I heard about it my knees were shaking as well

The saying is that rules are made to be broken but we now have a rule here at the Funny Farm - You do a 3600 overhead pattern entry and look for deer migrant workers children or whatever and check the entire patshytern before you land NO MORE STRAIGHT IN approaches period exclamation point AND NO ONE breaks that rule under threat of vio lent bodily harm so there

This brings to mind too that fact that some pilots are so captivated by their GPS they are not looking out the window In fact one guy told me he couldnt find the airport He was right dead center over it the GPS was right on but he was so intent on reading it he never saw the field Now what if there had been traffic in the pattern Think about it

Over to You f( euro3laquock

Cessna 140 Fuel Caps - Continued f rom page 10shy

For short term use say a trip or two the half-vented gas caps can be made safe for our 1201140s if the red silicone valve is pulled out a step easi ly accomplished Realize that a mechanic or fuel person might subsequently notice the silicone valve being missing not know why and reinstall a new silicone valve or like cap If you have them the only safe long-term solution is to go back to the full vented caps

Be careful of buying new caps because the majority of Cessna dealers I tested for the error would sell you the half-vented new type for the older planes and at least one large parts distributor adshyvertised the half-vent cap as okay for all the Cessna models until our club maintenance advisor guided by this input advised them of the error To compound the errors possible the Cessna parts manuals are incorrect in their callouts for caps so be careful (Editors Note The Cessna parts manual illustration may lead you to believe the vented and non-vented caps look exactly the same-be careful No holes = no vent See the illustration included in this article - HGF)

When this story was presented to Cessna they stated that they were going to distribute a service letter but that never happened though they did write a letter to the International Club about the hazard There is one cap maker who claims that his caps are good for all models of Cessnas letters to him to find out if the caps were full or half-vented are still unanswered

At Oshkosh in 96 three of the Cessna 1201140s in the display area near the club tent had the half-vented type and one had the caps on both tanks It is disheartening that some of the owners dont want to know about the caps because so far I haven t had a problem yet Some owners seem to not want to know about the lisk believing that if the FAA and Cessna did not say no reason and logic and good sense should not interfere FOliunately there are those who have appreciated the information and changed back to the fully vented style caps

Theres a simple procedure published in the 1201140 Newsletter and in an old West Coast 1201140 club newsletter to keep rainwater out of the tank with the fully-vented original caps Put a tuna can over each cap after flight In the tips section of the new Cessna 140 Web site this tip is restated by Bill Rhoades and it is a good one If you forget them (none of us will of course) the air flow at takeoff will remove them for you or tie them to your chocks or control locks (I cant help this picture a runway after a 1201140 meet litshytered with tuna cans what would the non-knowing who saw them think a cat convention) Alternatively in a recent note another member mentions that he has used the rubber part of a plumbing plunger without handle in the same manner With one of Bruces fuselage covers there wont be any rainwater in the tanks because the two flanges of the cover which go over the top of the plane cover the caps as well neat

(Changing to the cute caps with vent tubes whichfaceforward or aft is not the correct solution either Ifyou want to know why they can do you in ask me for the article I wrote about them)

References Airworthiness Directive 79-10-14 r I as amended 30 May 1988 Cessna 0311360-4 is the part number of the original cap for the 140A but microfiche says go to CI56003-OI0l the part number of the half-vent cap Cessna 0422009-1 is the correct part number for the original 12011 40s cap since superseded by CI00084-5 (which is the made-to-order part)

Neal F Wright 1542 South Wolfe Rd Sunnyvale CA 94087 cougarnfwaolcom

VINTAGE AIRPLANE 27

~

~ I- shy

I-shy

~

~ ONE MID-AIR COLLISION CAN

RU IN YOUR WHO LE DAY

f-shy~

e I- shyI- shy

-- relations with to this day now eighty-plus years of age went bananas It took a while to cool him off and Id be willing to bet that if I were to mention it to him today hed go through it all over again

As time went on and I flew with the same first offi shycers most of them knew of my fetish of always looking out the window the little plaque drifted to the bottom of my flight bag and languished there for years Id all but forgotten about it until a couple of weeks ago

Here at the Funny Farm we have an East- West and short North-South runway Its almost sunset and Im going out and smash some bugs with the Champ Im at the south end of the north runway taking off to the north There is a row of pretty high bushes on the east side My fie ld of view towards the east is obscured but gee whiz this a grass fie ld and the traffic is usually alshymost non-existent except this ONE TIME

I never even saw the Cessna 140 they to ld me about it later

He is making a straight in approach from the east landing west into the sunset Get the picture His buggy and dirty windshie ld and the glare of the setting sun all but blind him and just as he is flaring I squirt out from behind the bushes RIGHT in FRONT of him

He hadnt time to do any kind of evasive maneuver I never even saw him and when I got back about f ifteen minutes later his knees were still shaking and after I heard about it my knees were shaking as well

The saying is that rules are made to be broken but we now have a rule here at the Funny Farm - You do a 3600 overhead pattern entry and look for deer migrant workers children or whatever and check the entire patshytern before you land NO MORE STRAIGHT IN approaches period exclamation point AND NO ONE breaks that rule under threat of vio lent bodily harm so there

This brings to mind too that fact that some pilots are so captivated by their GPS they are not looking out the window In fact one guy told me he couldnt find the airport He was right dead center over it the GPS was right on but he was so intent on reading it he never saw the field Now what if there had been traffic in the pattern Think about it

Over to You f( euro3laquock

Cessna 140 Fuel Caps - Continued f rom page 10shy

For short term use say a trip or two the half-vented gas caps can be made safe for our 1201140s if the red silicone valve is pulled out a step easi ly accomplished Realize that a mechanic or fuel person might subsequently notice the silicone valve being missing not know why and reinstall a new silicone valve or like cap If you have them the only safe long-term solution is to go back to the full vented caps

Be careful of buying new caps because the majority of Cessna dealers I tested for the error would sell you the half-vented new type for the older planes and at least one large parts distributor adshyvertised the half-vent cap as okay for all the Cessna models until our club maintenance advisor guided by this input advised them of the error To compound the errors possible the Cessna parts manuals are incorrect in their callouts for caps so be careful (Editors Note The Cessna parts manual illustration may lead you to believe the vented and non-vented caps look exactly the same-be careful No holes = no vent See the illustration included in this article - HGF)

When this story was presented to Cessna they stated that they were going to distribute a service letter but that never happened though they did write a letter to the International Club about the hazard There is one cap maker who claims that his caps are good for all models of Cessnas letters to him to find out if the caps were full or half-vented are still unanswered

At Oshkosh in 96 three of the Cessna 1201140s in the display area near the club tent had the half-vented type and one had the caps on both tanks It is disheartening that some of the owners dont want to know about the caps because so far I haven t had a problem yet Some owners seem to not want to know about the lisk believing that if the FAA and Cessna did not say no reason and logic and good sense should not interfere FOliunately there are those who have appreciated the information and changed back to the fully vented style caps

Theres a simple procedure published in the 1201140 Newsletter and in an old West Coast 1201140 club newsletter to keep rainwater out of the tank with the fully-vented original caps Put a tuna can over each cap after flight In the tips section of the new Cessna 140 Web site this tip is restated by Bill Rhoades and it is a good one If you forget them (none of us will of course) the air flow at takeoff will remove them for you or tie them to your chocks or control locks (I cant help this picture a runway after a 1201140 meet litshytered with tuna cans what would the non-knowing who saw them think a cat convention) Alternatively in a recent note another member mentions that he has used the rubber part of a plumbing plunger without handle in the same manner With one of Bruces fuselage covers there wont be any rainwater in the tanks because the two flanges of the cover which go over the top of the plane cover the caps as well neat

(Changing to the cute caps with vent tubes whichfaceforward or aft is not the correct solution either Ifyou want to know why they can do you in ask me for the article I wrote about them)

References Airworthiness Directive 79-10-14 r I as amended 30 May 1988 Cessna 0311360-4 is the part number of the original cap for the 140A but microfiche says go to CI56003-OI0l the part number of the half-vent cap Cessna 0422009-1 is the correct part number for the original 12011 40s cap since superseded by CI00084-5 (which is the made-to-order part)

Neal F Wright 1542 South Wolfe Rd Sunnyvale CA 94087 cougarnfwaolcom

VINTAGE AIRPLANE 27

F1y-In Calendar The following list ofcoming events is furshynished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA Aft Golda Cox P O Box 3086 Oshkosh WI 54903-3086 Inforshymation should be received fo ur months prior to the event date

JUL Y8-12 -ARLINGTON WA - Northwest EAA Flyshy1113601435-5857 Web site HIJiIIvllweaaorglmveaa

JULY 10-2 - LOMPOC CA -14th GllIual West Coast Piper Cub Fly-In Info Bruce Fall 805733-1914

JULY 10-12 - ALLIANCE OH - Alliance-Barber Airshyport (2DI) Taylorcraft OWllers Club and Taylorcraft Old-Timers 26th Annual Reunion Info 330823-9748 823-168 or email at tcraftalliancelinkcom

JULY 10-12 - PITTSFIELD IL - Pittsfield Penstone Airport - July 10-12 Gathering ofEagles Fly-In breakfast on Sunday Camping on field 1Il0tels and trallsportation available Info 217285-4756

JUL Y II - FREDRICKSBURG TX - Shannoll ranch fly-in Info Stan Shannon 830-997-8802 or shanshynonsjbgnet

JUL Y II - PUNTA GORDA FL - EAA Ch 565 Bfast Y Eagles 941575-6360

JULY II-1 2 - ATL ANTA GA - EAA SportAir Workshyshop 800 967-5746

JULY 12 - RENSSELAER IN - EAA Ch 828 Flv-Ill Drive-In Lunch 29866-5587 shy

JULY 12 - NA PLES FL - EAA Ch 1067 Pancake Brealfast 941 261-5701

JULY 12-13 - GA INESVILLE GA - EAA Chapter 611 30th anllual Cracker Fly-In at Lee Gilmore ailport (G-VL)lnfo Mick Hudson 770531-0291

JUL Y 13-16 - MIDDL E TOWN OH - Short Wing Piper Club Convention Fly-In 513398-2656

JULY 18 - OGDEN UT - Ogden-Hinkley Ailport Pioshyneer days Fly-IllOpell House Pancake Breakfast Competitions Free Shuttle to Hill Aerospace MushyseuIIIIIo Jerry TaylO 801-629-8251

JULY 18 - HUNTSVILL E AL - Moontown Airport EAA Chapter 190 Fly-In sausage egg and pancake Eat Em Up Breakast 205-852-9781

JULY 18 - COOPERSTO WN NY (N Y54) - EAA Ch 1070 Fly-In BFast 607 547-2526 Rain 719

JUL Y 19-23 - OACAC Oregon Air Tour 1998 - starts 719 at Cottage Grove OR Info Hal Skinner 541shy746-3387

JULY 24 - COFFEYVILL E KS - FUllk Aircraft Ownshyers Assoc Reullion IlIjo 302674-5350

JULY 24-26 - MERRILL WI - Hatz CB-I Anniversary Reunion 75536-3197

28 JULY 1998

JULY 26 - BURLINGTON WI - 6th annual group Ershycoupe fly- in to Oshkosh Wheels up at I pm Everyone welcome to join Info Syd Cohen 75842-7814 ~

JULY 29-A ug 4 - OSHKOSH WI - 46th Annual EAA Fly-In and Sport Aviation Convention Wittman Regional Airport Contact EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

AUG 1- ELLLSWORTH KS - (9K7) - EAA Chapter 1127 Fly- In Breakfast (Oshkosh stop-over) and Cowtown Days Info Larry Adamek 785-472-3665

AUGUST 9 - QUEEN CITY MO - Applegate Airport 11th annual Fly-In Everyone welcome 660766-2644

AUGUST 9 - MENDOTA IL - Grandpas Aitport EAA Chapter 263 Fly-In breakfast pillS transshyportation to the Sweet Corn Festival that afternoon Info 815539-6815 or -5378

AUGUST 9- LAPEER MI - Dupont-Lapeer Airport Yankee Air Force Mid Michigan Div Fly-InDriveshyIn Pancake Breakfast WarbirdsC1assics on display Info Dave Hingst at 810-664-6966

AUG UST 15-I6 - KANSAS CITY KS - Downtown Kansas City Airport (MKC) Kallsas City Expo 98 Young Eagles rally

AUGUST 16 - BROOKFIELD WI - Capitol Airportshy15th Annual Vintage Aircraft Display and Ice Cream Social Noon - 6 pm Info Capitol Airport at 414350-5512 or George Meade at 414962-2428

AUGUST 22 - SPEARFISH SD - Black Hills AirshyportClyde Ice Field EAA Chapter 806 15th Annual Fly- In Camping earlybird Cream Can Dinner Friday night Info Black Hills Aero 605642-()277 (days) or Bob Golay 605642-2311 (evenings)

AUG 29 - PRESCOTT AZ - EAA Chapter 658 Panshycake Breakfast 7-11 am Municipa l Airport 70th Anniversary Info Bill Raney 520778-4188

SEPT 4-5 - HAYWARD CA - Hayward Air Terminal Hayward Air Fair 98 Info Bud Field EAA AC Chapter 29 president 510455-2300

SEPT 5 - MARION IN - 8th Annual Fly-InCruise-In breakfast sponsored by Marion High School Band Boosters Classic Cars also welcome Info Ray Johnson 765664-2588

SEPT 6 - NA PPANEE IN - Fly-InDrive- III Ice Cream Social 1-4 pm Info Fast Eddie Milleman 219773-2866

SEPT J-3 - TR UCKEE CA - Tnlckee Tahoe Airport Old and New Fly-Ill featllring the Beech Stagger wing and Lancair Info Jerry Short jshortSunsetnet

SEPT 12 - TRENTON NJ - Chapter 176 Young Eashygles Fly-In rain date 913 Call 609895-0234 jar location Sept 12- J3 - MA RoN OH - Mid-Eastshyern EAA Fly-In (MERFl) 513849- 9455

Sept 12-13 - MARION OH - Mid-Eastem EAA Fly-In (MERFI) 531849- 9455

SEPT 2-13 - HAGARSTOWN IL - EAA Chapter 373 F(y-In Cook alit and camping Sat afievening breakshyfast Sun am Info Marvin Slohler 765489-4292

SEPT 18-20 - JACKSONVILLE IL - 14th Annllal Byron Smith Memorial Midwest Stinson Reunion Info 630904-6964

SEPT 19 - ASHEBORO NC - Smith Airjield (25NC) Old Fashioned Grass Field Fly-In and Pig Pick-In Antique Classic Sport and Warbirds welcome Info JejJSmith 336879-2830

SEPT 19-20 - STERLING IL - Sterling-Rock Falls Whiteside Co Airport (SQ I) NCEAA Old Fashshyioned Fly- In IlIfo Dolores Nellnteufel 630-543-6743

SEPT 24-27 - CHINO CA - 23rd Annual Cessna 1201140 Assoc Fly-In HQ hotel Ontario Airport Hilton 909980-0400 Hosts Eloise and John Wesshytra and Glen Porter 909947-4456

SEPT 25-26 - Bartlesville OK - 41st Annual Tulsa Reshygional Fly-In Info Charliej Harris 918622-8400

SEPT 25-27 - ATWATER CA - Castle Airport (forshymerly Castle Air Force Base) Golden West EAA Regional Fly II Info Lela EdSall 5301626-8265 or email edsOlIoothilLnet

SEPT 26 - OLATHE KS -Johnson County Airport (OJC) Kc Aviation Center sponsors the Seventh Annual EAAFAA Fly-In and Young Eagle Flight Rally hosted by EAA Chapter 868 AntiqueClasshysic Chapter 16 and the FAA FSDO KC Region Info F Blasco 816942-1745

OCT 4 - TOMAH WI - EAA Chapter 935 11th Anshynual Fly-In Breakfast Static displays food flea market milch more 7 am - 4 pm Bloyer Field 608372-3125

Oct 8-11 - MESA AZ - Copperstate EAA Fly-III 5201228-5480

Oct 9-1 I - EVERGREEN AL - Soutlreast EAA Fly-In 3341765-9109

Oct 10-11- WILMINGTON DE - East Coast EAA Fly-III 3021738-8883

OCT 17 - ADA OK - 2nd Annual Plane Fly Fly-In sponsored by EAA Chapter 1005 Free food for flyshyin pilots All aircrai welcome Info Terry Hall 580436-8190

OCT 25 - ALAMOGORDO NM - Alamogordo-White Sands Regional Airport (KALM) Airport Appreciashytion Day Hosted by EAA Chapter 251 and Alamogordo Aviation Association Spot landing and flollr bombing RIC model demos breakjclst and lunch available Info Chapter 251 Ray Backshystrom 505437-8962 AAA Maurice Morgan 505434-1487

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Guy G Scarpino Portland ME

George Pemberton Saline MI

Alfred D Smith Ontonagon MI

John Blume Nicollet MN

Thomas E Chatfield Little Falls MN

Max Davis Waconia MN

Dave A Baltz Independence MO

Kenneth W Kotik St Peters MO

John S Lohmar St Charles MO

Robert A Osterloh St Peters MO

Don 1 Coan Sherrills Ford NC

Scott R Meister Somerset NJ

Douglas W Olson Milltown NJ

P Hans Rottau Birmingham NJ

Allen J Pomianek New York NY

Roger M Teck Galway NY

Edward M Low Columbus OH

John E Russell Kettering OH

Richard H Holcombe Florence OR

Charles S Guenther State College PA

Brian E Kurtz Pottstown P A

Anthony B LaRosa Landsdowne PA

Jim Streeter Lexington SC

Dennis Zander Hendersonville TN

A 1 Bauereisen Joshua TX

Nicholas L Dudley Austin TX

Doug Feigl Dallas TX

Carl E Fleece Fort Worth TX

Frank Johnson Spring TX

Roma Skinner Grand Prairie TX

Andrew 1 Smith Hillsboro TX

David M Stratton Kemah TX

John R Henderson Rainier W A

Robert O Mosley Vashon WA

Jay V Sakas Kingston WA

Lane W Smith White Salmon WA

Rex R Smith Woodinville W A

Michael 1 Cushway Madison Wl

John L Edgar Hubertus Wl

David P Herrmann Two Rivers Wl

Thomas E Jones Sun Prairie Wl

Christopher L Kislinger Holmen Wl

Tom M Lewis Fond du lac Wl

VINTAGE AIRPLANE 29

VINTAGE TRADER Something to buy

sell or trade

An inexpensive ad in the Vintage Trader may bejlisl Ihe answer 10 obraining Ihal elusive parr 50cent pel

word $800 minimllm charge Send your ad and payshy

men t to Vintage Trader EAA Aviatioll Cell ter PO Box 3086 Oshkosh WI 54903-3086 orax VallI ad andvour credil c((rd number 10920426 shy

4828 Ads musl be received by the 20th ofthe month

fo r insertion in the issue the second monthfollmving

(eg October 20thor the December issue)

MISCELLAN EOUS BABBITT BEARING SERVICE-rod bearings main bearings camshaft bearings master rods valves Call us Toll Free 1800233-6934 e-mail ramremfgaolcom httpmembersaolcom ramremfghomesaleshtml VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202

FREE CATALOG Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1-800-843-3612

CASTINGS Stock and custom manufactured exhaust manifolds heads water pumps pulleys air intakes brackets cylinder sleeves blocks Wax investment plaster and dry sand molding Complete tooling and machining MOTOR FOUNDRY amp TOOLING INC 1217 Kessler Dr EI Paso TX 79907 USA Ph No 915595-1277 Fax 915595-3167 AnN Valor D Blazer

GREAT LAKES 2T1A-SN200 -New yel tag fuseshylage 3 partially assembled wings with new spars amp ribs Spar amp ribs for 4th wing plus extra new ribs Elev and stab primed AileronsH stabilizer amp rudshyder repairable All parts from damaged alc Full cowl great condition Complete alc inventory list of all parts missing or damaged Warner eng 165hp disassembled and complete Excellent rebuildable core with good crankcases and cylinshyders $24500 Contact Brad Barrett AI amp AP 903-464-5472 Pgr or 940-759-2786

STRATEGIC SALE STAGGERWING BEECH 017S N4HX SN6672-Cream Puff-Total restoration by LA Humphrey and Ray Keesler 93 Probably the only Bendix Fuel Injected (PampW IRshy985-APS4) with 121 Blower IFR panel including WX11A1Argos 5000Garmin 150 etc S-TEe 60-2 coupled auto pilot oxygen much more Current annual Dove gray-red trim $40000000 Contact Brad Barrett AI amp AP 903-464-5472 Pgr or 940-759-2786

DO YOU OWN PLATING Aviation Industry proven plating process for top-quality plated finish ELECTROLESS NICKEL PLATING is super-hardshywearing and ex1ra-corrosion-resistant Ideal for all general p reci sion and spec ial ized parts RANGE OF COMPLETE PROFESSIONAL ELECshyTROLESS NICKEL PLATING SYSTEMS FROM ONLY $50 FREE Infonnation Brochure CHEMIshyCAL PLATING CORPORATION TeiFax (954) 344shy3592 PO Box 771364 Coral Springs Florida 33077 chem-plate-corpmsncom

RARE CURTISSREED ALUMINUM PROPELLER 102 WFRESH YELLOW TAG 717-627-1531 EVENINGS

Membershi~ Services Directoy Enjoy the many benefits ofBAA and the

BAA AntiqueClassic Division

c~)EAA-

EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

Web Site httpeaaorg and httpwwwflyinorg E-Mail Vintage eaaorg

EAA and Division Membership Services 800-843-3612 bullbull bullbullbull bull bull bull FAX 920-426-6761

(800 AM -700 PM Monday-Friday CST)

bull Newrenew memberships EAA Divisions (AntiqueClassic lAC Warbirdsl National

Association of Flight Instructors (NAFI)

bull Address changes

bull Merchandise sales

bull Gift memberships

Programs and Activities EAA AirVenture Fax-On-Demand Directory 732middot885-6711

Auto Fuel STCs 920-426-4843

Buildrestore information 920-426-4821

Chapters locatingorganizing 920-426-4876

Education 920-426-6815

bull EAAAir Academy

bull EAA Scholarships

bull EAA Young Eagles Camps

Flight Advisors information 920-426-6522

Flight Instructor information 920-426-6801

Flying Start Program bull bull 920-426-6847

Library ServicesResearch 920-426-4848

Medical Questions 920-426-4821

Technical Counselors 920-426-4821

Young Eagles 920-426-483 1

Benefits

Aircraft Financing (Green Tree) 800-851-1367

AVEMCO 800-638-8440

AUA 800-727-3823

Term Life and Accidental 800-241-6103

Death Insurance (Harvey Watt amp Company)

Editorial

Submitting articlephoto advertising information 920-426-4825 bull bull bullbullbullbull FAX 920-426-4828

EAA Aviation Foundation

Artifact Donations 920-426-4877

Financial Support 800-236-1025

MEMBERSHIP INFORMATION EAA

Membership in the Experimental Aircraft Associshyation Inc is $40 for one year including 12 issues of SPORT AVIATION Family membershysh ip is available for an addit ional $10 annually Junior Membership (under 19 years of age) is availab le at $23 annually Al l major cred it cards accepted for membership (Add $ 16 for Foreign Postage)

ANTIQUECLASSIC Current EAA members may jo in the Ant ique Classic Division and rece ive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included) (Add $7 for Foreign Postage)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $40 per year EAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC

Division is available for $50 per year (SPORT AVIATION magazine not included) (Add $10 for Foreign Postage)

WARBIRDS Current EAA members may join the EAA Warshybirds of America Division and receive WARBIRDS magazine for an additional $35 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION magazine not included) (Add $7 for Foreign Postage)

EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magazine not included)(Add $8 for Foreign Postage)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

30 JULY 1998

VINTAGE TRADER Something to buy

sell or trade

An inexpensive ad in the Vintage Trader may bejlisl Ihe answer 10 obraining Ihal elusive parr 50cent pel

word $800 minimllm charge Send your ad and payshy

men t to Vintage Trader EAA Aviatioll Cell ter PO Box 3086 Oshkosh WI 54903-3086 orax VallI ad andvour credil c((rd number 10920426 shy

4828 Ads musl be received by the 20th ofthe month

fo r insertion in the issue the second monthfollmving

(eg October 20thor the December issue)

MISCELLAN EOUS BABBITT BEARING SERVICE-rod bearings main bearings camshaft bearings master rods valves Call us Toll Free 1800233-6934 e-mail ramremfgaolcom httpmembersaolcom ramremfghomesaleshtml VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202

FREE CATALOG Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1-800-843-3612

CASTINGS Stock and custom manufactured exhaust manifolds heads water pumps pulleys air intakes brackets cylinder sleeves blocks Wax investment plaster and dry sand molding Complete tooling and machining MOTOR FOUNDRY amp TOOLING INC 1217 Kessler Dr EI Paso TX 79907 USA Ph No 915595-1277 Fax 915595-3167 AnN Valor D Blazer

GREAT LAKES 2T1A-SN200 -New yel tag fuseshylage 3 partially assembled wings with new spars amp ribs Spar amp ribs for 4th wing plus extra new ribs Elev and stab primed AileronsH stabilizer amp rudshyder repairable All parts from damaged alc Full cowl great condition Complete alc inventory list of all parts missing or damaged Warner eng 165hp disassembled and complete Excellent rebuildable core with good crankcases and cylinshyders $24500 Contact Brad Barrett AI amp AP 903-464-5472 Pgr or 940-759-2786

STRATEGIC SALE STAGGERWING BEECH 017S N4HX SN6672-Cream Puff-Total restoration by LA Humphrey and Ray Keesler 93 Probably the only Bendix Fuel Injected (PampW IRshy985-APS4) with 121 Blower IFR panel including WX11A1Argos 5000Garmin 150 etc S-TEe 60-2 coupled auto pilot oxygen much more Current annual Dove gray-red trim $40000000 Contact Brad Barrett AI amp AP 903-464-5472 Pgr or 940-759-2786

DO YOU OWN PLATING Aviation Industry proven plating process for top-quality plated finish ELECTROLESS NICKEL PLATING is super-hardshywearing and ex1ra-corrosion-resistant Ideal for all general p reci sion and spec ial ized parts RANGE OF COMPLETE PROFESSIONAL ELECshyTROLESS NICKEL PLATING SYSTEMS FROM ONLY $50 FREE Infonnation Brochure CHEMIshyCAL PLATING CORPORATION TeiFax (954) 344shy3592 PO Box 771364 Coral Springs Florida 33077 chem-plate-corpmsncom

RARE CURTISSREED ALUMINUM PROPELLER 102 WFRESH YELLOW TAG 717-627-1531 EVENINGS

Membershi~ Services Directoy Enjoy the many benefits ofBAA and the

BAA AntiqueClassic Division

c~)EAA-

EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

Web Site httpeaaorg and httpwwwflyinorg E-Mail Vintage eaaorg

EAA and Division Membership Services 800-843-3612 bullbull bullbullbull bull bull bull FAX 920-426-6761

(800 AM -700 PM Monday-Friday CST)

bull Newrenew memberships EAA Divisions (AntiqueClassic lAC Warbirdsl National

Association of Flight Instructors (NAFI)

bull Address changes

bull Merchandise sales

bull Gift memberships

Programs and Activities EAA AirVenture Fax-On-Demand Directory 732middot885-6711

Auto Fuel STCs 920-426-4843

Buildrestore information 920-426-4821

Chapters locatingorganizing 920-426-4876

Education 920-426-6815

bull EAAAir Academy

bull EAA Scholarships

bull EAA Young Eagles Camps

Flight Advisors information 920-426-6522

Flight Instructor information 920-426-6801

Flying Start Program bull bull 920-426-6847

Library ServicesResearch 920-426-4848

Medical Questions 920-426-4821

Technical Counselors 920-426-4821

Young Eagles 920-426-483 1

Benefits

Aircraft Financing (Green Tree) 800-851-1367

AVEMCO 800-638-8440

AUA 800-727-3823

Term Life and Accidental 800-241-6103

Death Insurance (Harvey Watt amp Company)

Editorial

Submitting articlephoto advertising information 920-426-4825 bull bull bullbullbullbull FAX 920-426-4828

EAA Aviation Foundation

Artifact Donations 920-426-4877

Financial Support 800-236-1025

MEMBERSHIP INFORMATION EAA

Membership in the Experimental Aircraft Associshyation Inc is $40 for one year including 12 issues of SPORT AVIATION Family membershysh ip is available for an addit ional $10 annually Junior Membership (under 19 years of age) is availab le at $23 annually Al l major cred it cards accepted for membership (Add $ 16 for Foreign Postage)

ANTIQUECLASSIC Current EAA members may jo in the Ant ique Classic Division and rece ive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included) (Add $7 for Foreign Postage)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $40 per year EAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC

Division is available for $50 per year (SPORT AVIATION magazine not included) (Add $10 for Foreign Postage)

WARBIRDS Current EAA members may join the EAA Warshybirds of America Division and receive WARBIRDS magazine for an additional $35 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION magazine not included) (Add $7 for Foreign Postage)

EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magazine not included)(Add $8 for Foreign Postage)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

30 JULY 1998

Robel1 A Frear

Huntersville NC

Pilot for 21 years 13000+ hours

Type ratings 8757 8767 FK-28 EMS-II0

Currenrly First Officer 8757767 for USAirways Inc

Were SeHer Together

AUAis

bullapproved

Tobecomean

EAA Antique amp

Classic Division

Member call

800middot843middot3612

When another pilot had an accident in

my fully restored Stearman I was unsure

of what to expect from AUA I was pleasshy

antly surprised with the courteous and

professional treatment They never tried

to skimp on the repairs and in fact they

recommended Vintage Aeroplane in Kiln

Mississippi one of the best Stearman

repair facilities in the country Everything

was covered just as advertised

- Robert Frear

The best is affordable

Give AUA a call - its FREE

800-727-3823 Fly with the pros fly with AUA Inc

AUA~ Exclusive EAA Antique amp Classic Division Insurance Program

Lower liability and hull premiums

Medical payments included

Fleet discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

No age penalty

No component parts endorsements

Discounts for claim-free renewals carrying all risk coverages

Remember

AVIATION UNUMITED AGENCY

THE NEW CITATION HVlP COMBO SYSTEM

WAS A BIG HIT AT OSHKOSH

If you happened to stop by the AntiqueClassic Builders Workshop at the convention you probably saw our new respiratorpaint sprayer system at work Many of you stopped by the Fastech booth to get a closer look at this unique system

Because of the tremendous

interest in the product we

have decided to extend the

show price for a limited time

If you didnt get a chance to see it the CITATION system combines a fresh air respirator and HVLP paint sprayer in one cabinet to offer the utmost in safety convenience and spraying technology at a very competitive price

Total system priced at just $79900 (for alimited time only)

CALL FASTECH CORPORATION AT 1-800-462-2471

Spirnl-BotmdClassroOlD Our new manual isnt Itll just a reference - its a show covering course in a you book Its the clearest just most thorough and how easy it is to most fun-to-read cover an airp lane step-by-step with Poly-Fiber book of its and how much kind It will fun it can be It guide you all includes our entire the way catalog of tools through the entire products and other Poly-Fiber process in goodies too All you plain easy language need to make it happen and with a delightful is our new manual sense of humor and a dream

Order YourslJust $10001 Plus Shipping lt Handllng

800-362-3490 wwwpolyfibercom

E-mail infopoIyfibercom

Aircraft Coati gs FAX 909-684-0518 -32 JULY 1998

~Wll~~ electro latin in miniature

lies Triple Chrome - Nickel- Copper - Black Oxide -Anodizing - Brass - Silver ampGold Zinc ampChromating - Brush Plating Kits - Copy Cad Cadmium - Copy Chrome

Electroless Nickel ~~~ Plating Kits

So Simple -Just Like Boiling An Egg

1 Liter Kit $4900 4 Liter Kit $15500 12112 Liter Kit $25500

bull The Ideal Way To Plate Small Parts - Easily - Economically - Quickly bull No Batteries Rectifiers or Other Power Sources Required bull Plates Many Metals - All Steels Irons Copper Brass Bronze

Titanium Lead Free Solders amp Nickel Alloys bull Even ampUniform Layer Inside Tubes Corners etc - No Anode Shadow bull No Bath Maintenance - Simply Use amp Make Up New bull No Disposal Problems - Drain Safe After Treatment (included)

FREE Catalog The Complete Plating Manual $25

Instantly receive our faxed literature Use our fax phone to call 315-597-1457 and follow instructions

4336 Rt 31 Dept VIN Palmyra NY 14522 We Ship Phone 315-597-5140 or 315-597-6378

Worldwide ~axphone 315-597-1457 [_] IIIS4 i EMail salescaswellplatlngcom [ _I~

Web Page httpwwwcaswellplatingcom ~C- ~

Fly high with a quality Classic interior Complete interior assemblies for domiddotitmiddotyourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners

bull Carpet sets bull Baggage compartment sets bull Firewall covers

bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qir~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

THE NEW CITATION HVlP COMBO SYSTEM

WAS A BIG HIT AT OSHKOSH

If you happened to stop by the AntiqueClassic Builders Workshop at the convention you probably saw our new respiratorpaint sprayer system at work Many of you stopped by the Fastech booth to get a closer look at this unique system

Because of the tremendous

interest in the product we

have decided to extend the

show price for a limited time

If you didnt get a chance to see it the CITATION system combines a fresh air respirator and HVLP paint sprayer in one cabinet to offer the utmost in safety convenience and spraying technology at a very competitive price

Total system priced at just $79900 (for alimited time only)

CALL FASTECH CORPORATION AT 1-800-462-2471

Spirnl-BotmdClassroOlD Our new manual isnt Itll just a reference - its a show covering course in a you book Its the clearest just most thorough and how easy it is to most fun-to-read cover an airp lane step-by-step with Poly-Fiber book of its and how much kind It will fun it can be It guide you all includes our entire the way catalog of tools through the entire products and other Poly-Fiber process in goodies too All you plain easy language need to make it happen and with a delightful is our new manual sense of humor and a dream

Order YourslJust $10001 Plus Shipping lt Handllng

800-362-3490 wwwpolyfibercom

E-mail infopoIyfibercom

Aircraft Coati gs FAX 909-684-0518 -32 JULY 1998

~Wll~~ electro latin in miniature

lies Triple Chrome - Nickel- Copper - Black Oxide -Anodizing - Brass - Silver ampGold Zinc ampChromating - Brush Plating Kits - Copy Cad Cadmium - Copy Chrome

Electroless Nickel ~~~ Plating Kits

So Simple -Just Like Boiling An Egg

1 Liter Kit $4900 4 Liter Kit $15500 12112 Liter Kit $25500

bull The Ideal Way To Plate Small Parts - Easily - Economically - Quickly bull No Batteries Rectifiers or Other Power Sources Required bull Plates Many Metals - All Steels Irons Copper Brass Bronze

Titanium Lead Free Solders amp Nickel Alloys bull Even ampUniform Layer Inside Tubes Corners etc - No Anode Shadow bull No Bath Maintenance - Simply Use amp Make Up New bull No Disposal Problems - Drain Safe After Treatment (included)

FREE Catalog The Complete Plating Manual $25

Instantly receive our faxed literature Use our fax phone to call 315-597-1457 and follow instructions

4336 Rt 31 Dept VIN Palmyra NY 14522 We Ship Phone 315-597-5140 or 315-597-6378

Worldwide ~axphone 315-597-1457 [_] IIIS4 i EMail salescaswellplatlngcom [ _I~

Web Page httpwwwcaswellplatingcom ~C- ~

Fly high with a quality Classic interior Complete interior assemblies for domiddotitmiddotyourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners

bull Carpet sets bull Baggage compartment sets bull Firewall covers

bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qir~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

Share the EXltitement ofEMs AntiqueClassic Divisio with a Friend

Ifyou love the airplanes of yesteryear chances are you know other people who love them too Hel~ the AntiqueClassic Division grow liy recruiting new members

The EAAAntiqueClassic Division is a ersons best resource for information ana stories al50ut Antique Classic and Contemporary aircraft and the people who fly them

As a member you already know what being an AntiqueClassic member is all about or do you As a member you receive

bull 12 COIOl~-filled issues of VINTAGE RPLANE the officialmagazine-ofthe Antique1Classic Division

bull The exclusive members orili AntiqueClassic aircraftinsurance pro~am aOministered by AUAInc

bull During EAA OSHKOSH educational workshyshops and seminars offered by fellow memshybers who are experts in their field

bull The opportmtity to network with other memshybers with similar interests through the various Type Clubs in the AntiqueClassic community

Recruit New Members andWin Some Great Awards bull Recruit just one new member and receive a stylish

collectors cap featuring the AntiqueClassic Division logo

bull Recruit two new members - in addition to the cap get anAlC jacket patch and a free video tape

bull Sign up three new members and youll also receive a FREE one year AlC Division membershyship renewal

bull CALL 1-80()8433612 BE SURE TO MENTION CODE

1~N-1 WHEN YOU CALL TO RECEIVE YOU AWARD

NEW MEMBER CAMPAIIN

HELP YOUR DIVISION GROW NEW MEMBERSHIP APPLICATIONS ONLY-MEMBERS CANNOT SPONSOR THEMSELVES SPONSORSHIP RECRUITMENT ALSO VALID FOR

RENEWALS WHO HAVE NOT BEEN CURRENT MEMBERS FOR 2 (TWO) CONSECUTIVE YEARS

The above views of a typical naval airplane shows the general color scheme adopted by the U S Navy for all heavier-th~n-aircraftPlanes are entirely gray and aluminum excepting the tops of the upper wing and hOrIZontal tail surfaces whch are chrome yellow The color of the balance of the plane depends on its material allmetal surfaces are painted gray fabric is painted aluminum The Navy service insignia as shown is placed inboard from each wing tip a distance equal to the chord of the wing on the top of the upper wing and the bottom of the lower wing The branch of the service-U S Navy or U S Marines -is painted on each sid e of the fuselage where shown

SECTION IEADERS

A typical squadron has six sections of three planes each on the fuselage as 5F meaning 5th Fighting Squadron folshyEach section is colored in the order shown Only section lowed by the planes number (I to 18) The number reveals leaders carry a color band around the engine cowl and around the position of the plane within the squadron and within the the fuselage The plane to the left of each leader has the section as shown above Thus the section leaders are always upper half of the engine cowl colored the plane to the right numbered I 4 7 10 13 or 16 All planes carry their numshythe lower half All planes carry their squadron designation ber and a chevron of their section color on the upper wing