Vintage Airplane - May 1997

8/12/2019 Vintage Airplane - May 1997

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2/36

MAY 1997

Vol.

25,

No.5

CONTENTS

1

Straight

& Level

Espie "Butch" Joyce

lC NewslH.G. Frautschy

3 Sun ' n Fun ' 97

Awards

4

lC

Volunteers/Trisha Dorlac

8 From the Archives

10

What

Our Members Are

Restoring

12

Tall

Taperwing

Tales/Sam Burgess

13 Richard Jones' J-35

Bonanza/

Nonn Petersen

17 Silverwing-

Yesterday s

Cessna/

Dr. Bob Glasford

21 The Last FrontierlD. Fortuna

and 1. Best

24 Mystery PlanelH.G. Frautschy

26 Pass I t To Buck

E.E. "Buck" Hilbert

27 Fabric

Covering Tips/

Ted Baird

28 Welcome New Members

29

Calendar

29 Vintage TraderlMembership

Information

Page 13

Page 17

Page 21

FRONT

COVER Richard Jones of Everrett,

WA

rolls

his

1958 J-35

Beechcraft

Bonanza

into

a

gentle turn over

the

fertile fields of Wisconsin during EAA Oshkosh '97. Chosen as

the Grand

Champion Contemporary

class airplane of the Convention,

the

original Beech Coral

color

attracted plenty of attention from

the

crowds. EAA photo

by

Phil High. 1/250 sec. @ f l l

on

100 ASA slide film. EAA photo

plane

flown by Bruce Moore.

AA

BACK COVER . Glen

Winterscheidt's

Goache

painting

'Over The Home

Place" was

EDITORIAL

STAFF

Publisher

Tom Pob e r

ezny

Editor-in-Chief

Jack

Cox

Editor

Henry

G. Fr

autschy

Managing Editor

Golda Cox

Art Director

Mik

e Drucks

Computer Graphic Specialists

Olivia

L

Phillip

Jennifer

Larsen

M ary P

remeau

Associate Editor

No

rm

Petersen

Feature Writer

Dennis Parks

Staff Photographers

Jim

Kaepnick

Lee

A

nn

Ab rams

Ken

Lich

tenberg

Advertising/Editorial Assistant

Isabelle W ske

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President

Vice-President

Espie

"Bu

t

ch'

Joyce

George Daubner

P.

O. Box 35584

2448 Lough

Lane

Greensbor

o,

NC

27425

Hartford, WI

53027

910/393-0344

414/673-5885

Secretory

Treasurer

Seve Nesse

Charles Harris

2009

Highl

and

Ave.

7215 Eas

t 46th

St.

Albert Lea, MN

56007

Tuisa. OK

74145

507/373-1

674

918/622-8400

DIRECTORS

John

Berendt

Gene

Morris

7645

Echo Point

Rd.

11SC

Steve Court. R.R. 2

Cannan Falls. MN 55009

Roanoke. TX 76262

507/263-2414

817/491-9110

Phil

Coulson

Robert C.

"Bob" Brauer

28415

Springbrook

Dr.

9345 S. Hoyne

Lawton, MI 49065

Chicago. IL60620

616/624-6490

3121779 2105

Joe

Dickey

John

S.

Copeland

55

Oakey Av.

28-3 Williamsburg Ct.

Lawrenceburg, IN

47025

Shrewsbury, MA 01545

812/537-9354 ffJ8/842-7867

Dale

A.

Gustafson

Stan

Gomol

l

7724

Shady

Hill Dr.

1042 90th

Lane,

NE

Indianapolis

IN 46278

Minneapolis. MN 55434

317/293-4430

612/784-1172

Robert Uckteig

Jeannie

Hill

1708 Bay Oaks

Dr.

P.O. Box 328

Albert Lea, MN

56007

Harvard,

IL 60033

507/373-2922

815/943-7205


3/36

STRAIGHT LEVEL

This month, in keeping with the

Year of

the Volunteer" honors,

we highlight those who educate other members through their actions

while performing their volunteer services. While giving this subject

some thought in order to recognize these volunteers, it became diffi

cult for me

to

determine how you cou

ld

define a person as strictly an

educational volunteer. There are those who do have a volunteer role

that is more of an educational function than others. We salute these

individuals, the people who man the educational workshop in the

Antique/Classic area

of

the Convention at Oshkosh; also, there are a

good number of individuals who disseminate all types

of

educational

information during the Convention each year.

In

conjunction with Oshkosh, there are a great many people who

work with the public and members throughout the year to educate the

unknowing about aviation and the important function that ge

ner

a l

av iation plays

in

our society today . At the Chapter level, an exper

i-

enced indi

vidual

in the person

of

a Tec hnical

Co

unse

lor

an d the

news letter editors both are sources of education. These people give

freely of their time and re sources to assist members however the help

is needed. The news letter editor

of

a C hapter is the person who re

ally hold

s the int

eres

t

of

the Cha

pter

' s members and keeps them

coming back.

Your Antique

/Class ic Tr

eas

urer is Mr. Charli e Harri s; he is

also the Newsletter Ed itor

of

Antique/Class ic Chapter

lOin

Tulsa,

Oklahoma. Charlie puts together a great new sletter that includes a

goo d deal

of

hi

storical information . In Chapter IO's

February

is

sue, Charlie passed along some of his thoughts that I felt should be

shared with a ll of the membership ; the following is copied from

that newsletter.

"

Many

, if not most

of

us , ha

ve an abiding

int eres t in the An

tique/Classic area of the sport aviation movement for a long time.

Once in a while an opportunity comes along to pi ck up a batch of the

by Espie Butch

oyce

After these encouraging words from Charlie, I wou ld like to an

nounce that the EAA is

kicking

off the

Land

A

Member

-

Win

A

Dream membership campaign - hand in hand with this program

will be the Antique/Classic Division ' s own membership campaign.

Your Division's

membership drive is the Antique/Classic Ion

I

membership

drive .

We

are very

excited about

being able to bring

this

membership program

to the current members. With this

cam-

paign, you also can be an lC volunteer by recruiting new members

as well as encouraging those who may have dropped out in the past

to rejoin.

Our

target for the

year

1997 and 1998 is to recruit 2,000

new members. We hope the

Ion I

membership campaign will en

courage

each

current member to recruit at least one new member.

We all know at least one EAA member who is not an Antique/Clas

sic member, whose favorite airplanes are those on the

lC

f1ightline.

They are our best prospect to become a new member. You may also

know fr iends and relatives who are

interested

in aviat ion -

they

have great potential to become a n

ew

lC member.

In this month's VINTAGE A IRPLAN E there are three special

membership app lication cards to make sponsoring your first member

an easy task; do it soon while it is on your mind.

This

application

also has a place for you to place your name as the recruiting member.

Don 't forget this very important part of the application- it's the only

way you'

ll

get credit for recruiting a new lC member.

A special gift will be given to yo u for rec ruiting

your

first new

me

mb

er.

You

will be sent an

Antique

/Cl

assic ba

se ball

cap

to be

worn with pride. For those of you who recruit two members, in addi

tion to the cap, you will be sent a sew-on Antique/Classic patch for

signing up one member, a great addition to your

jacket or

hat. With

your patch, you'

ll

also recieve a free

lC

video.

If

you would like a

year's

free membership

in

the Antique/Classic

Division , a ll that you have to do is s ign up just three new members


4/36

A C N WS

compiled by H.G. Frautschy

HEW MEM ER

C MP IGN

Ion

1 ANTIQUE/CLASSIC

MEMBERSHIP

CAMPAIGN

The month

of

May marks the start

of

the

EAA Antique/Classic Division ' s " Ion I

membership recruitment campaign. No

body knows better than our own members

how much they enjoy being a member of

the largest Division

of

EAA, with nearly

10,000 members . Now's your chance to

share it with others who are like you. Be

sure and check out the ad on page 28 , the

tear-out membership application, and Divi

sion President Butch Joyce ' s Straight

Level column on page 2 for more on this

exciting new campaign to help your Divi

sion grow

EAA'S LAND A MEMBER

CAMPAIGN

In unison with the I on I

lC

program,

EAA has started the "Land A Member

Win A Dream" campaign. For each new

EAA member signed up between April 1,

1997 and

March

31, 1998 by a

current

EAA member, the current member will be

eligible to win an all expenses paid "Dream

Trip to the '98 Convention. Other out

you'll be eligible to win valuable aviation

oriented prizes

If

you

don't

have access to an April is

sue of Sport A viation , you can call EAA

Membership Services at 1-800/843-3612

and ask for the "Land A Member" Win

A Dream" brochure.

EAA

OSHKOSH

NOTAM

Heading to EAA Oshkosh this year?

Then

you'll

need the

FAA's

EAA

OSHKOSH NOT

AM . The

VFR

Arrival

procedure

will be

included

as a tear-out

page in the

May

issue of

Sport Aviation

magazine, and is also available on the EAA

Web Site at http ://www .eaa .org . You can

also get it via our Fax On Demand service,

starting approximately May I, at 908-885

6711 . You simply dial the number, listen

to

the voice

prompts

and and

enter

the

phone number

of

the fax machine you wish

the info to be sent to - before you hang up

the phone, the Fax machine's phone will

probably be ringing

For

a free copy of the Oshkosh 1997

VFR

Flight Procedures videotape (PLU

21-10488) and

Fly-In

Quick Reference

Booklet,

(PLU 11-10959) call 800/564

6322. Quantities are

limited,

so we ask

that you

share your

copy

of

the

tape

as

much as possible with

your

local friends

who

may also

be

flying

in to EAA

Oshkosh. Also, should you be unable to

obtain a copy of the NOT AM via the Fax

On Demand or EAA Web Site, you can call

EAA Membership Services and ask to have

a

copy sent

to you.

Ask for

the EAA

OSHKOSH NOT AM, (PLU 11-10958).

If

you belong to a Chapter,

you'll

be pleased

to know the

video

will be

sent

to

each

Chapter

for their use - check with your

Chapter President concerning it's availabil

ity.

HA VE YOU GOT ?

- the Berry Bros. Color chips we have here

at EAA do not list the color, so an exact

match

is

becoming difficult.

SPEAKING

OF

AERONCAS

If you're an Aeronca pilot, why not join

up with your breathern for the flight up the

EAA Oshkosh? Densel and many of his

Aeronca friends will be linking up at the

airport

on

Monday

in Racine, WI for a

mass fly-in to the Convention with the ac

tual flight to Oshkosh on Tuesday morning.

Call Judy Williams

(Densel's

better halt)

at the number listed above for more infor

mation,

or

if

you'd

just like to let them

know you'd like to join in the fun . Every

body who flies in will get to park together,

so why not make

it

acres of Aeroncas?

Good NewslBad News

Department

We

have just

learned that longtime

EAAer, James (Jim) Mynning (EAA

17448, A/C 11543) of 14003 Riker Rd .,

Chelsea, MI 48118, sustained a huge loss

in a fire at his newly finished hangar/work

shop on Thursday

evening,

April

10th .

Jim had recently completed the purchase

of

the Jim Rogers estate collection

of

a Waco

YKS-7 project, a Waco UPF-7 project

along with

a large

collection

of

aviation

goods and

materials

. The first load

that

had been hauled

to

Michigan included

three majored Continental

220's

plus six

other

engines. In addition, a new

Ham /Standard

prop and

a new Curtiss

Reed prop along with a substantial quantity

of

aircraft

spruce and

aircraft

plywood

were all lost in the fire . Luckily, the two

UPF -7

fuselages

were

stored

in

another

hangar and the YKS-7 project is yet to be

hauled home to Michigan.

Jim is now in dire need ofa set

of

Waco

UPF-7 tail surfaces to copy (patterns only)

or a set of tail surface drawings, as well as

a set

of

UPF-7 wing drawings.

If

you can
http:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.org


5/36

SUN N

FUN

97

AWARDS

ANTIQUE

(1945 and Earlier)

GRAND CHAMPION

Fairchild 24G, N19173

Geo Joe Hindall,

Englewood, FL

RESERVE

GRAND

CHAMPION

Boeing Stearman

PT-27 N60810

Jack Roeth I sberger,

Beaver Falls,

PA

OUTSTANDING

HISTORICAL

PRESERVATION

Waco CTO

Taperwing, N13918

B. F Goodrich Inc.,

Troy OH

CUSTOM CHAMPION

ANTIQUE

Beech Super G17S,

N16GD

Gerard Dederich,

Wadsworth,

IL

BEST SILVER AGE

Curtiss Robin, N922K

Ed Gelvin,

Central, AK

BEST

II ERA

Beech G17, N8589A

Tom Duffy,

Cherry Hill

NJ

BEST

BIPLANE

Beech Staggerwing, N40E

Thomas Wright,

Russell,

KY

BEST OPEN COCKPIT

American Eagle, N3738

Bud and Larry Skinner,

Miami FL

BEST TRANSPORT

Douglas DC-3, N25673

Continental Airlines,

Houston, TX

OUTSTANDING ANTIQUE

Meyers OTW,

N34304

Stanley Dollen,

Windemere, FL

CLASSIC (1946-1955)

GRAND CHAMPION

Aeronca Chief, NC4128E

Densel and Judy Williams,

Jackson,

MI

BEST RESTORED

CLASSIC

(0-100 HP)

Funk F2-B,

N1625N

Alan Sowell,

Evergreen, CO

BEST RESTORED CLASSIC

(101-165 HP)

BEST CUSTOM

CLASSIC

(100-165 HP)

Bucker Jungmann, N131 LV

Larry and Vic Grondzki,

Live Oak, FL

BEST CUSTOM

CLASSIC

(OVER 65 HP)

Swift,

N78168

Joe

Ranson,

Athens, TN

OUTSTANDING CLASSIC

Aeronca Chief, N9756E

Larry N. Johnson,

Anoka, MN

Luscombe, N 1974B

Jerry and Scott Cox,

Mattoon IL

Aeronca Chief, NC3469E

Ray and Judy Johnson,

Marion, IN

Cessna 140 N1962N

Ken Fuss

Rockford, MI

CONTEMPORARY

(1956-1960)

BEST

CONTEMPORARY

1958 Piper


6/36

The Red

Barn

nd the

Chapter

Membership

nd

Information

Boo

th

by Patricia "Trish" Dorlac

Red Bam volunteers Ruth Coulson, Beverly Hyde, Cay Harman, Edna Viets and Nancy Gippner show the friendship behind volunteering.


7/36

(Right) aul and Gloria

Beecroft

with Butch Joyce

and

the

plaque

presented

to

them

for their

many

years of service.

(Below)

Duane and Sue

Trovil-

l ion are hard at work making

Ale collector badges.

ing

future

volunteers. Ruth

ha s met so many p

eo ple from

around the world and has

many

with whom she corresponds

regularly. A couple

of

years ago, she received an airmail let

ter

from a

friend that was flown

in

on

the

Quantas Airlines

from

Australia .

The letter

was

delivered

by her

friends

'

brother and his wife, this being their first time

in

the USA and

at EAA It really does become a small world when you com

bine

EAA

with

volunteering. Ruth suggests volunteering

sometime, so mewhere at the

EAA

Convention. " I think you

would

find it quite an

experience

and most rewarding , along

with a wonderful opportunity to meet and make new friends."

Some

of

the many people who have worked in the Barn in

clude

Kate Morgan, who has

attended

the

Convention

at

Oshkosh since

1974

and has not mis

se d a year

This year

Kate distributed mugs . Kate

volunteered

at Antique/C lassic

Headquarters and became Chairman a few years later in 1979.

When Kate stepped down

in 1995 and

chose

to

remain

as a

volunteer

, Ruth asked Sue and

Dwayne Trovillion

to be her

co-chairmen

.

Dwayne

has been to

Oshkosh since

its begin

ning and attended the event in Rockford before that. Sue has

attended every year since 1982. Dwayne and Sue are the offi

cial souvenir badge makers and can be found

in

the Red Barn.


8/36

(Right)

Longtime

volun-

teers Kate Morgan,

Lind-

say

Trovillion,

Butch

Joyce and Ruth Coulson.

(Below) Donna Bell and

Linda Kuntz always have a

smile for members who

stop by!

who did all the electrical wiring, Kathy Franzen who helped

paint and put up the roof and Stan Gomoll who also con

tributed his many skills.

Bob

Lumley

is well known for his wonderful homemade

soup. He is also responsible for ordering the merchandise that

is sold in the Red Barn. Sharon Sandberg helps with the mer

chandise and acquired the fixtures that are used in the Barn .

Georgia

Schneider helps with setting up the merchandise in

advance

and also

creates

the

display winoows

in the EAA

buildings.

Georgia has been a volunteer for the

past

eight

years and was awarded the "Backstage Art Morgan Volunteer

of

the Year Award." Also credited with major changes in the

Barn is our own artist and long time volunteer, Selene Bloe

dorn-Saeed, who has been sketching and painting pictures of

the Antique/Classic Past Grand Champions on the walls of the

Red Barn. Her paintings are all done freehand from photos

of

the winners. Be sure to look around the walls next time you

drop by the Barn.

There are a great many people who contribute to the suc

cess

of

the Antique/Classic Headquarters . To all

of

you who

have helped create it and t all

of

you who work there through

out the convention ..THANK YOU


9/36

Ruth

Coulson pauses for

a

moment

n the

newly expanded

Antique/Clas-

sic Red Barn Store. Bob Lumley Bob

Brauer

George Daubner Stan Go-

moll and many other volunteers have

helped add to the original Red Barn

adding

to

its usefulness and making

it a place to welcome A/ C

members.

The expanded store offers a wide

va-

riety

of quality goods for

the

A/C

member

who likes to

wear

the colors

of

the Division proudly.

into Oshkosh for all of us to enjoy Without their awesome

dedication and willingness to share their planes with us , our

area would not have the breathtaking display it now boasts

We would be remiss here if we did not express how grateful

we are to all of you pilots whose airplanes we look forward to

seeing year after year t is so encouraging to all of us who

have projects to admire your fini shed product and hear

your

success stories Keep coming back

Co-chairman David Bennett recently moved to Roseville,

California

from

Michigan

as he

works

for

Hewlett Packard

.

He was also elected by the board and appointed as an advisor

to

the Antique

/Classic

Board of

Directors at the

February

board meeting. David has been volunteering for at least fif

teen years and started working with A/C the very first year

with his

oldest

son, Scott. They wanted to become involved

and learned that a

great

way to

volunteer

and enjoy the air


10/36

GOLDEN OLDIE

Wiley Hautala of Ely, Minnesota,

sent

in

this photo of an OX-5 Curtiss Robin on

skis, N291E S N 129, that was owned by

his

father, Ernest Hautala, and Wallace

Holm

at

Tower, MN,

about

1934. In

the

background is the

old Silo

Factory at

Tower where the left

over pieces

of

wood

scrap were burned

in

the

tall

black

silo. According to an

old CAA register

f rom

1931 (in the EAA l ibrary), this

airplane

was registered

to

Edward

G.

Peterson, Coleraine, MN, and is a very

close relative of Buzz Kaplan's Curtiss

Robin, N292E, SIN 130, that won the

Grand Champion Seaplane Lindy at

Oshkosh '95.

H ROLD JOHN/ON / TRIMOTOR CT

At the

1937 Nationa l

Air

Races held in Cleveland, OH

over the Labor

Day

weekend, the crowds thrilled

to

the

sight

of Harold

Johnson looping a

Ford 4-AT Trimotor

on

takeoff.

He had

purchased i t

in 1932 and

continued to fly the Ford in

the

touring National Air Shows outfit, flying

the lumbering airliner as well as a zippy little aerobatic job powered by a

220 hp

Continental engine

he dubbed the Continental Special. The

climax of his show was this

hair-raising one

wheel landing with the

wingtip just

inches off

the

ground.

Ed

Ballentine

of St. Petersburg, FL

sent us

this

shot, as well

as

one

showing a

Batman parachute act

that

we've not yet

identified.

If you

know who this fellow

is, please drop

us

a note.

Ed

wrote

in his

note

I

took

him

to

the airport

to

catch

an

airplane

from

Miami, and you can

imagine the

commotion

he caused when

he

insisted

on carrying his parachute aboard, acting as

if

he was going

to

use

it

if

there was any trouble

with

the airplane - probably a DC-3 .


11/36

M DDUX IRLINEf

In

the

EAA

Collection we

have

these

two

fine prints

of

a

Maddux

Airlines Ford

4-AT-8 Trimotor, SIN 23

Maddux, one of the

four

airlines later

merged to

form Transcontinental

&

Western Air

(TWA)

operated this particular Ford from late June 1928

until July of 1929. We don t have identifications on

the men in the photos,

but

a close look at the

engine and

landing gear

installation

reveals

a

wealth of information. The wheel spats are

beautiful, along

with the

engine

cowl

that seems to

be missing a

corresponding propeller

spinner. The

engines on

the

airplane

when it was

first delivered

were

220

hp Wright J-5 s.

The

two fellows servicing the No.1

engine

are well

decked out. With their initials on their coveralls,

and a cap on

their

heads they look. well turned out,

except for the oil spots Why, they re even wearing

bow ties Ah, when service meant Service

GOLDEN OLDIE NUM ER lWO


12/36

WH T OUR

MEMBERS

RE

RESTORING

by Norm Petersen

M

ik

e Poto

pinski's Cess

na 120

Pictured in the snow at Munsil Williams

Kaffe Klotsch fly-in near Oshkosh is True

Love, Mike Potopinski's (EAA 402278, lC

24638) Cessna

120 ,

N2989N, SIN 13247

which he has owned since 1972. The 120 spent

some years in Florida and New Hampshire as a

trainer

before Mike bought it from a

former

student and brought it to Oshkosh. Mike, who

has been an active CFr since

19

65 , has flown

the pretty two-placer over 2,000 hours , over

hauling the C85-12 engine twice in the past 25

years. With a full panel, Cleveland wheels and

brakes , and a Maule tailwheel, the Cessna gets

off quickly (450 feet)

and

lands in 125 feet.

Mike reports a cruise of 110 mph at 4.5 gph of

100LL or 80 octane (when he can find it). The

wings were covered with Ceconite in 1962 and

sti ll

punch

test

OK

after 35 years.

The

D

windows and leading edge landing light were

added by a previous owner. With a twinkle in

his eye, Mike says , The 120 is the perfect

weekend flyers airplane.

Th

e Matthis' Super Seabee

Quietly floating on a North Carolina lake is

this nicely painted Republic RC-3 Super Seabee,

N87493,

SIN

44, owned

by

Odell

and

Diane

Matthis (EAA 262957,

lC

26561) of Havelock,

NC. Converted from the original Franklin B9F

engine of 215 hp to a Lycoming GO-480 engine

of295 hp, the Super Seabee

is

a real powerhouse

when it comes to getting off the water with a full

load. Both Odell and Diane are pilots so they

share the flight duties and particularly enjoy the

amphibious capability of the Super Seabee. f

the name rings a bell , it was because Odell and

Diane had the

immaculate, highly polished,

.

Cessna 140A

Patroller

at

Oshkosh 86 that

caught everyone s

glances. (See VINTAGE

AIRPLANE, Oct.

86)

There are presently 492

Seabees remaining on the U.

S.

register.


13/36

Werner

Meyer s Globe

Swift

GC l B

This photo

of

a sharp looking Globe Swift

GC-IB

, N78176, SIN 2176, was sent in by owner, Werner Meyer (EAA

475799 N 23161), of Seaford, NY, and now of Venice, FL Werner reports the Swift required two years of part and full

time work to bring

it

to its beautiful condition. Included

in

the restoration was a one piece windshield, flat instrument panel,

new interior, Cleveland brakes, large gear doors, sixty amp alternator, new instruments, radios and Loran. In addition, new

shoulder harnesses were installed and a complete new wiring job throughout the aircraft was completed before the new

bright orange Imron paint scheme with blue stripe and white pinstripe was applied. The inspiration for the paint scheme

came from Al Williams' "Gulfhawk" biplane that Werner had observed flying as a youngster on Long Island. Powered

with the original Continental

125 hp

engine, the Swift cruises at

130

to

135

mph. The net result

is

very pleasing to the eye

and makes for a nice looking cross-country airplane. Congratulations to Werner Meyer on a really nice restoration.

Tom Hoogland s Aeronca Chief

This photo

of

a 1947 Aeronca

II

BC

Chief

project

wa s sent in by Tom

Hoogland

(EAA

375066

N

17717) of Palmyra, MI. Tom re

ports this is exactly as he purchased the partly

completed project which had been sitting for 20

years! The logbooks indicate a total time of 347

hours on engine and airframe - which puts it in

the lower or lowest total time category of all the

Aeronca Chiefs . The FAA register lists 1067

Aeronca Chiefs

of

all models still remaining .

Tom Hoogland recently earned his A P license


14/36


15/36

by Norm Petersen

In a closely contested matcb for tbe Grand

Cbampion

Con

temporary

Class Lindy

at

EAA Osbkosb '96, a

ratber

brigbtly

A not too often seen un-

derside

of a J 35 Bo-

nanza where

the major-

i ty

of

the Beech Coral

paint was applied. No-

t ice

the close f itt ing


16/36

(Above) The spit and polish beneath the cowl really

sets

off

the big Continental 10-470 engine

of

250 hp.

Strict attention to detail with every piece and part is

carried through to the highly polished firewall. We

suspect

the center cylinder was 72/80

at

the last in

spection according to the number on the valve

(Above) A birdseye view

of

the aft portion

of

a nicely tapered fuselage

cover)

Cowling is

held

closed by hidden stainless

that helps move a J-35 along in cruise flight. The ruddervators ex

Cam-Loc fasteners installed at an angle and reached

hibit

extreme cleanliness which

caught

the

judge

s eye

at

Oshkosh.

through a small hole

with

a Phillips screwdriver.

The tiny taillight is a combination light and Whelen strobe.

Private license.

By 1986, Rich was flying a Cessna 172,

building up time and enjoying the benefits

of aircraft ownership. In addition, he man

hadn't been licensed in ten years - and took

pictures

of

it. Many hot leads went cold,

others

turned out

to be in need of huge

amounts of work and looked pretty shabby.

but that could always be replaced. After

looking at so many Bonanzas, this one re

ally started Rich Jones' head spinning . He

bought the airplane and made arrangements


17/36

the airplane and these really he lped to bring the coral colored Bo

things started to line up as per original and the pieces were slowly

nanza

up

to flying condition. Rich, who is very handy with avion

riveted back together - one rivet at a time. Bob and Rich hung in

ics, managed to get the KN62 DME working, and then insta lled a

there unti l the entire nose section was rebuilt and the engine could

Mark 12E and a new Sigtronics SPA-400 intercom. Eventua lly,

be nestled back in its cradle. Many new parts, purchased from the

Omak J-35 salvage, were used

in the process and in addition,

a ll new hoses were installed in

the en

gine compartment

- to

avoid future surprises. The

sheet metal on the outside was

primarily replaced until

everything looked

original.

The entire nose was painted

with primer to protect it until

a new paint job would

be

forthcoming.

During the followi ng year,

the Bonanza was flown with

the primer on the nose (which

drew an occasional chuckle

from the airport crowd) while

Doug Fau lkner, whose busi

ness is called Stubby's Classic

Upholstery, worked on mak

ing up a

new

interior that in

cl uded new up holstery, new

wa

ll

pa

nels

and new carpet.

Using a mo hair fabric and a

thick wool ($125/yd.) carpet,

Doug

ended up with a skill

fu lly done interior. Rich care

fu lly installed the new carpet

ing

and

interior

and

when

comp l

eted,

it really looked

sharp and scored heavily with

the judges at Oshkosh.

t was at time that Rich

located a set of Brittain tip tanks

that were

an

option for the

1958

Bonanza and extended the range

with 40 additional gallons of

fuel (20 each side), in addition

to the original 60 gallon fuel

tanks (100 ga llons total). The

tanks were rather crude in con

st

r

uction

and

needed

a

great

dea l

of

help before they could

be installed. Rich and his friend,

Bob Parker, spent many hours

with fIller and "hi-build" primer

to smooth out the finish on the

the annual was completed and

the Bonanza was ready to do

its job.

The more he flew the

J

35,

the better Ric h enjoyed the

performance. The airp lane

climbed well, cruised we ll and

had the most

delig

h

tf

ul han

dling characteristics. One fine

day, he flew it north to Roche

Ha r

bor on the is lan d

of

San

Juan, right next to the

Cana

dian border. While the Bo

nanza was parked on the ramp,

a su

dden

strong wind came

alo ng and

blew

the airplane

across the ramp and nose first

down a sma ll hill and into a

ditch. The nosegear and the

lower front cow l sustained

substantial damage when the

airplane impacted the far side

of

the ditch . Rich Jones was

one sick hombre

No less than ten hardy souls

jumped in to help retrieve the

wayward Bonanza and push it

back to where a good assess

ment

of

the damage could be

made. Luckily, the prop was

not

damaged, however, the

nose gear needed new parts to

fly home. A

series

of

phone

calls found the necessary parts

from a salvaged J-35 at Omak,

W A, and they were de livered

to Roche Harbor. The gear

doors were removed and

stored inside the airplane while

the nosegear was reassembled

with

the new parts

. When

everything checked out OK,

Rich fired up the engi ne and

gingerly took off for Everett,

flying all the way home with

the gear down and locked.

The damaged Bonanza had

Above) Highly polished original Beech hydraulic propeller and spin

ner really brighten the front end of the Bonanza. All three landing

gears are painted

in

silver which makes them look almost chrome

plated. Note oil cooler located in righthand cowl opening.


18/36

(Right) Remarkable view looking

forward

along

the

right

tip tank

reveals

the incredible job done

on what

was

a roughly finished

tank

(see story) and

the equally

incredible job done under the su-

pervision of John Edwards

at

the

Sky arbor paint shop in mask-

ing and

paint

ing

the air

p

lane

in

three colors.

(Left ) Absol

ute cleanli

-

ness of the STC'd Cleve-

land wheels and brakes,

la nding gear and as-

sorted plumbing really

scored

well

with

t he

judges . Even

th

e large

cotter key in the axle nut

is

properly done to

en-

su re

the wheel

stays on

the airplane.

Above) Interior shot of the entire panel reveals

an

expen-

di

tu

re of much, much work to bring it up to championship

caliber. The dual yoke features a wing (aileron)

tr

im

in

the center with the original Beechcraft instrument

cl

uster

above it. Original Beech logo on each control wheel

scored points. Unusual are the throttle, mixture and pro-

pell er vernier controls being identical ivory

in

color

-

standard in 1958, but strictly taboo today

stalled and Rich replaced all the glass in the airplane, including a

new windshield. He decided to stay with the original two-piece

windshield rather than go with the after market one-piece wind

shield as it is original and also maintains the structural integrity of

the cabin

roof

with the multi-layered support structure between the

two windshield halves. The instrument panel was cleaned up and

painted along with the false panel and the glare shield

over

the

panel was recovered to match with the interior.

With all the improvements completed to date, the time had come

for a new paint

job

to replace the original paint (1958) on the aft

portion

of

the airplane (the nose was still in prime) and the wings

and tiptank

s.

After careful scrutiny, Rich selected Sky Harbor Air

craft Refini shing at Goderich, Ontario, Canada, to do the final

painting on the Bonanza. Rich was impressed with their work and

especially their supervisor, John Edwards, whose strict adherence to

a checksheet made sure nothing was left out. The Bonanza was

flown to Goderich, Ontario, and the work commenced. The air

plane was carefully stripped to bare aluminum, cleaned, etched and

alodined, and then primed. The final color, called Beech Coral, was

done in Pratt Lambert Jet-Glo along with the trim colors

of

white

thanked Rich and Gene profusely after landing.

Parking

in

the Antique/Classic area, Rich noted that many peo

ple would stop to examine the Bonanza closely - and questions by

the hundreds came at him from all sides. His brother finally talked

Rich into having the Bonanza judged in the Contemporary Category

(1956 to 1960). It wasn't long before a parade of judges stopped to

go over the airplane, inside and out , top to bottom and checking

everything no matter how tiny . (Contemporary Chaimlen Dick and

Dan Knutson

's

crew are very thorough )

On Sunday of convention, Rich and Eugene flew the two Bonan

zas back to Michigan as Gene had to be at work on Monday. On

Tuesday, Rich

's

friend, Bob Parker, who had helped so much on the

tip tank sanding and fi nishing, flew along with him to Oshkosh to

be on hand for the evening award ceremony - in case something

good would happen.

The nail biting continued. Rich and Bob sat through winner after

winner being ca lled to the stage. Almost disheartened as there was

only one award left, the call came over the loudspeaker for the Grand

Champion Contemporary - Beechcraft Bonanza, N8370D, Richard P.

Jone

s

Everett, Washington


19/36

YESTERDAY'S

CESSNA

Tom Terni ng, Valley

Center

, KS

stands

proudly next

to

his

replica

of Clyde

Cessna s

first

successful airplane

, built in 1911. Tom


20/36

the bicycle type wheels for a landing

gear

with wings that were warped to achieve lat

eral stabili ty. Tom decided to build a replica

of

it but decided to make onl y as many im

provements

of

it as would be necessary to

make it dependable enough to

fl y

For in

stance, he fo und that the original had been

powered by an Elbridge eng

in

e that featured

four cyli nders. t was a two cycle, wa ter

cooled

in

line marine engin

e t

actually had

a system of lubr icati ng the main bearings

that used grease cups. After finding one

of

these engines

in

the Bradley Air Museum in

Hartford, Connecticut, it was decided rather

hurriedly that no one was going to fly be

hind it He also elected to do away with the

The 1911 Cessna Silverwing replica passes by overhead, clearly showing its Bleriot

heritage. The fuselage is constructed of poplar, with prudent use of 4130 steel tubing

used to reinforce certain portions of the airframe.


21/36

tied upon torque tubes to control them but

went with 7 x 19 I/Sth galvanized steel ca

bles for the rudder

and

elevators,

and

chrome-moly steel tubing was used

in

such

areas as the landing gear. He laminated the

spars and longerons from the same

poplar

that Clyde had used in the fuselage. Stits

finishes were used over modem Dacron fab

ric. A section of the fuselage aft of the wing

was left uncovered, as was the original. It

is

here that very fine woodworking becomes

evident.

Tom

has built some of the finest

scarf

joints

yet.

He attributes their fine

quality to being able to cut them on a milling

machine. I rather doubt

if

either Bleriot

or

Cessna had that kind of resources available.

They rate being checked

in

detail.

7 x

19

lISth cables are used as flying and

landing wires. The landing gear is built up

of 4130 tubing and features Yamaha motor

cycle

wheels

with

cable operated brakes

,

another concession

to

safety. He also built a

tail wheel using a 2 x 5 solid rubber indus

trial tail wheel.

It should be understood that the fuselage

is not built up with the usual plywood gus

sets, but rather a system using 130 U-bolts

which are inserted into the joints, then bent

into

shape.

This

process

took

a great

amount of time but does add to the sought

after authenticity

.

Each

joint is

then

strengthened diagonally

with

wires

and

turnbuckles which didn t help as far as costs

are concerned. Have you priced turnbuck

les lately?

The airplane has become known as Sil

verwings which is appropriate considering

its silver paint

job

.

As with

many

s

houlder winged type

s,

there is practically

no

downward visibility.

In

flight, downwards just does

n t

happen.

It

will take off and land within 150 feet. The

tail comes up with power and liftoff occurs

around 45 mph. Cruise is near 60 with 4100

rpm indicated on the tachometer. Tom built

the belt powered reduction

gear

in his ma

chine shop, once again proving that all

homebuilders should have, by right of birth,

their

own machine

shop . Stalls occur

around 25 but with built-in

washout Tom

can steer it

all

of the way through such

a

loss of lift.

Landings

are

straightforward

but as noted before, visibility goes to heck

real quick once that nose comes up. How

ever,

with over 1200

landings

in

the ma-

chine Tom has little trouble here . He tries

to fly it

every

day

.

That s what s

called

keeping current.

It

would probably be safe

to say that

Tom

has more hours in

Bleriot

type aircraft than any pilot who ever lived.

Although it will flare nicely,

Tom

does ad

mit that it glides like a Clipped

Wing

Tri

Pacer

with four on board.

It

is

obviously

not

a

clean

airplane . It

also has some

strange stick forces as speeds are being

changed. Tom attributes these

to

the all-fly

ing elevator rotating about its axis. As the

airplane does

stall, it

drops

its nose , then

picks

up

speed, raises

its

nose

and

once

again stalls.

Silverwing has been flown to Hutchison,

Minnesota, a trip of

over

550 miles and to

Blakesburg,

Iowa which was

around

350.

Only two other people have flown the plane.

One was

Tom s

brother, Dick, a commercial

pilot of extensive experience. His response

was that it was

just

about the worst flying

airplane

he had

ever

flown but was at the

same time the most fun . Even Tom readily

admits that nothing he

ever

flew even ap

proximates

it

He

tells

of

a flight

home

from

Blakes-

burg.

The weather

was bad with

one

rain

squall after the other moving through. He

got soaked

in

each ensuing shower because

Silverwing is really an open airplane. He

had

struggled

along

for

about

100

miles

A couple of

different

views of the replica

highlight the

amount of work that must be

done

to

accomplish such a task As you can see, to be certain there was enough lat

eral control in the Cessna, a decision was made to stiffen the wings and add ailerons.

A minimal amount of rudder requires constant attention be paid

to

the airplanes head-

ing -

it

is

not

a hands

off

airplane

never getting above 200 feet when he de-

approached the

end of

their

jurisdiction

days and then watch Tom and his machine


22/36

cided to land at Mt. Ayr, Iowa. Since no

one was at the field he picked up his gas can

and started to walk toward town. He hadn t

gone far

when

a deputy

sheriff pulled

up

alongside and asked what he was doing. Af-

ter an apparently satisfactory explanation he

was given a ride to town for his fuel and one

back to the airport. The deputy told Tom

that local police departments along the way

had been monitoring his progress and that

if

he wanted they would escort him right into

Wichita. He was going so low and slow that

it was no problem for them. They would

just

call ahead to the next agency as they

Tom gladly accepting the service offered

and he once again headed home . From

time to time he noticed a squad

car

paral-

leling his route. Twice these cars stopped

and officers got out to wave. And twice

police monitored his landings and offered

their best wishes for the rest of his trip.

Tom

says

Silverwing

is truly a replica

and certainly flies like one. You have to re-

spect it and fly

only

shallow

turns

and

climbs. Back

in

the first decades of flying a

safe pilot was one who never tried to climb

and turn at the same time. If you have ever

watched films of flying from the very early

you will realize that it is a relic of a time

long gone. In that sense, Tom has accom-

plished what he set out to do back there in

1989; he has

built

a

machine

that reflects

those early efforts to fly

in

Kansas.

Since Silverwing has such a specific ap-

peal and very little utility, no plans

or

kits

will be forthcoming. However

if

you would

like some information you could

contact

Tom at Route 3, Box 185, Valley Center,

Kansas 67147.

The basic dimensions of the airplane are

empty weight 920 Ibs, span 32 ft., length 22

ft

., height 34.5 ft and elevator span

12 ft

.


23/36

The

ast

rontier

John Best and the carved timber sign greeting travelers to Nome, Alaska.

by

avid ortuna

he spectacular and

forbidding

ited. With more than 3,000 rivers and over

three million lakes,

it

can become quite

confusing. Many airports are rough gravel

runways situated far apart. Repair facilities

are limited and can be primitive.

In spite

of

such adversity, proper plan

ning and using common sense

can

make

the trip a very rewarding experience.

Of

those who venture to Alaska, few go

as far north as

John

Best. Best, a retired

Piedmont Captain, was no newcomer to the

rigors of mountain flying. Having accumu

lated 22,000 hours, much of it was

spent

flying Martin 404s and

YS-Ils

through the

mountains of West Virginia.

On June 1 1993, Best departed from his

1700 foot grass strip in Moneta, Virginia

for

Louisville, Kentucky

to pick up his

high-school buddy, Bob Cooper. In

Best s

restored 1954 Cessna 180, they would em

bark on a trip of a lifetime, taking them to

the

extreme

northern tip

of

Alaska, Point

Barrow. Barrow is a very remote outpost

only 800 miles from the North Pole. The

of Alaska, you wi

ll

probably have to land


24/36

"

n Whitehorse , lberta, Canada, you ' ll find

this

complete DC-3 be ing used as a great

big wind tee.

average temperature goes above freezing

only a few months out of the year. Since

Best

didn't

know

ifhe

would ever go that

far north again, he took the full month

of

June off to go to Prudhoe

Bay

and Point

Barrow.

The trip to Alaska was a

dream

that

Best's father had when he was alive. When

Best also recommends obtaining, "Fly

ing the Alaskan Highway in Canada" and

Air

Tourist Information Canada.

The

first publication can be obtained by writing

Director of

Systems Safety

, Transport

Canada Western Region, 202-63 Airport

Road, Edmonton, AB T5G OW6 Canada.

The other publication address

is

Transport

on a few gravel runways and they are not

that we ll maintained. They tend to eat up

your prop. If you have long-range tanks,

you can make it to hard surface runways."

"Other items which should be included

are a jack, speed tape, duct tape, hydraulic

fluid, oil fiberglass repair kit, extra points,

condenser, a spare tail wheel, tire and tube

(inflated) and screws, washers, cotter keys,

etc.

Once everything was assembled, the

next question was where to stuff it all

Even with the load carrying abilities of the

180, it was no easy feat.

Best

explained,

There

is no way you

can go in a four place aircraft and carry the

required

gear

and four people. Even re

moving the 30 pound rear seat, the

180

was

close to 200 pounds over gross. It was tail

heavy and landed like a dog."

On June 5, Best and Cooper departed

Louisville for the far north . The trip went

smoothly through Missouri

and Iowa

.

Whi le flying en route to Cut Bank, Mon

tana, the weather began to tum bad. Being

unable to maintain the necessary 8,000 feet

en route , they returned to Lewiston, MT

for the night.

The next day weather had improved, so

they set ou t for Canada. Customs were

c leared in Edmonton, Alberta, which

turned out to be a brief affair.

The fo

ll

owing day took them to Daw

son

Creek, Canada,

which

starts the

Alaskan Highway. Only 1500 more miles

to Fairbanks

Up to th is point, the worst part

of

the

trip was in filing flight plans (they are re

quired in Canada). Best hadn 't filed one in

35 years

Best recommends several sightseeing

exc ursions. He said, I f you fuel up at

Whitehorse, Canada, walk up the hill and

check out a DC-3 that is used as a wind

tee."

At

Circle Hot Springs, Best encoun-

tered h

is

first gravel runway which

he

elab

orates on. "To minimize prop damage due

to the gravel, you can use black electrical

tape on the leading edges of the landing

gear, wing struts and stabilizer. I ordered

jacket as temperatures in Fairbanks were


25/36

The remains of this Beech 18 serve as the back or

s

it the front?) room for this

home

n

Nome, Alaska.

are $60.00 a night, or you can pay $7.00 to

sit in a spring fed pool (98 degree

water

temperature), eat lunch and go on. Ask for

Susan for reservations at (907) 520-5113 .

Flying to Northway, Alaska, Best stated

in his journal, "The lakes all have a pastel

runway for floatplanes."

For sightseeing Best

rented

a car in

Fairbanks and Anchorage and spent a cou

ple

of

days . A rental car will also help in

shopping around for a less expensive mo

tel. After June I , rates average $100.00

around 70-75 degrees . June seems to be

the best month to go; it has long daylight

hours and the mosquitoes aren't bad yet."

From Deadhorse the next stop was Bar

row. Best explained, Point Barrow was

now only a short hop away and the weather

was good except for a 30 knot head wind.

We flew over marshes and ponds for two

hours with nowhere to land."

Arriving at

Wiley

Post Airport (Bar

row), we

parked

in front

of

the FSS and

saw electric outlets at every tiedown for oil

pan heaters. It was 30 degrees which was

unusually warm for that time of year."

"While eating an $8.00 cheeseburger

and a $2.00 glass of milk, the airport went

zero-zero.

That

is what they mean about

the weather changes- fast with no warning

in Alaska. We

were

forced to spend the

night in a condemned hotel called the Arc

tic for $110.00. We sawall

of

Barrow in

15 minutes. Kids were playing ball

in

the

dirt streets at midnight since they had 23

hours of daylight."

"Needless to say, going to Prudhoe Bay

and Point Barrow you need only to spend

enough

time to fuel up and get the heck

out. At Barrow I spent $55.00 for 20.4 gal

lons of auto fuel plus an extra $25.00

charge for fueling us."

We

left Barrow the next day since by

noon they had 400 and one mile, so we got

a special VFR out to the south to cross the

Brooks Range. We broke out at 6,000 feet

and flew south for 100 miles until ground

contact. There were

no

landmarks between

Barrow and our next fuel stop, Kotzebue .

The GPS paid for itself again "

Nome was a nice change from Barrow.

Best wrote in his journal ,

It

took us only

one afternoon

of

walking around Nome to

decide we needed two days there. It was

the nicest town we had been to . There are

still two working gold dredges and people

panning

for

gold

on

the beach along the

Bering Sea. The town

is

one street and five

blocks long."

"We heard

of

a guy who added a room

using an airplane. We got our cameras out

and

off

we went through the dirt streets

of

Nome. We found the house with a twin


26/36

The February Myste ry Plane proved to

be

a

real

st

u

mper.

The phot

os of

it

are

from the American Airman Collection in

the EAA archives of the Boeing Aeronauti

cal Library. The airplane was identified in

the collection as the Hobart Edgren, circa

This month s Mystery Plane comes to

us

from Samuel Myers of Lancaster PA,

One of only a few built, it

is

nonetheless

a sharp looking low-wing job. Answers

need to be here at E HQ no later than

June 25 1997 for inclusion in the August

issue of Vintage Airplane.

y

H.G. Frautschy

The Hobart Edgren biplane circa 1920.

Frontier Continued from page

23)

After

an overnight, we decided to fly and August there are too many mosquitoes."


27/36

use

of

the

charts

the

FAA

in

Alaska had

sent on arriving at Merrill Field, since An

chorage

is

a class B airspace."

It's good

to

rent a car and drive to Lake

Hood, a very large seaplane operation, and

also go

through the

aviation

museum at

Lake Hood next to Anchorage International

Airport. Also a must see (unless your wife

is

along),

is

to take

in

the Alaska Bush and

Co. Bar some late evening! After two days

of sight-seeing, we asked

a

bush pilot

which pass to fly to Northway, Alaska. He

said

that since

the ceiling was coming

down with light rain, he

would

fly the

Chickaloon Pass to the east-northeast.

It

was a long pass, about two hours, but we

got pictures

of

two glaciers."

Northway is a small Indian village on

the Alaskan Highway that

is

a nice place to

stay overnight.

It

has a motel, restaurant

(cook your own steak for $9.50) and liquor

store, plus a FSS and auto fuel.

From there it was to Dawson,

Canada

and their last gravel runway. It is an old

mining town

from the late 1890s.

Once

again, customs were cleared.

Best remarked,

We

filed a flight plan

and off to Whitehorse again to

spend

the

$35.00 night over

the

hangar

at Shell.

It

was on this leg to Whitehorse that we en

countered the

worst weather

so far.

The

weather was good at Dawson and the FSS

said Whitehorse was VFR with the usual

afternoon thunderstorms en route. We

soon found ourselves in moderate rain with

two miles visibility and clearing the moun

tains by 400 to 500 feet. I told Bob after

one and a half hours

of

this I would fly 30

minutes more, then find the Alaskan High

way and land on it. After 20 minutes we

broke out

in

the clear."

the White Pass down to Skagway, A laska,

then back to Whitehorse, Canada. Follow

ing a narrow gauge railroad,

in

less than an

hour we were there . Again

U. S.

Customs

met us

in

Skagway and I remembered that

my pilot's license and medical were

in

my

bag

in

the room at Whitehorse. While talk

ing to the

customs

agent, he asked

where

we were from . I told him Virginia and Bob

said Kentucky. The customs agent replied

he had lived

in

Buchanan, VA and I said

that's

only

45 miles from my house. He

smiled and said I

won't

ask to see your li

cense or medical

if

you know your license

number for my paperwork . I remembered

it from the Flight Instructor days in the late

1950s and replied 1465107 real quick. He

gave us a ride into town in his truck as he

had to meet a cruise ship."

" The next day

we

fueled up and Bob

mixed our usual iced tea while I filed an

other Canadian flight plan and we headed

on our way south, back down the Alaskan

Highway to the lower 48."

Best stated that

as

far

as

flying

in

Alaska or

Canada,

he

just used common sense flying, the

same

as he

used flying

in

Virginia and the sur

rounding states. If you run into poor visibil

ity

either make a

180

degree

tum

and

go

back,

or if known VFR conditions exist where you

are going, slow down and have all eyes look

ing

forward for terrain or towers you could

hit.

If

you see something you can't clear, make a

180 degree turn, 45 degree

bank

and add

power

in

the tum to prevent a stall. You can

tolerate

mountain

turbulence

by

reducing

power to smooth out the bumps.

It's

best to

get

off

early in the morning and be on the

ground by early afternoon due to turbulence

and thunderstorms. June

is

probably the best

month

to

go.

At times May

is

too

cold.

In

July

If

you go by the Alaskan Highway, most

airports have camping facilities which are ex

cellent. You can purchase strip cha rts that

cover

just

the Alaskan Highway which are

handy and saves over sectionals (which cost

$12.50 each). North

of the

Arctic Circle

fuel

is

very expensive, so it's a good

idea to

check

the

prices where

you

are going.

In

the

far north

an

oil pan heater and cowl plugs for the intakes

and carburetor heat are desirable."

VOR stations

are

often

low

powered

and far

apart, but they are

all

along the Alaskan High

way. With limited navigational facilities and

magnetic variations

as

much as 30 degrees, a

GPS and

a good ADF is

the

way to

go.

Best explained, "Alaska has a lot of bea

cons and you will need an ADF to fly the

mountain

passes.

LORAN

doesn

t work

since there aren't any stations. Communica

tions also present a problem. You may fly

for two or three hours before you can talk

to

anyone. Any weather you get

is

only a fore

cast. Weather changes quickly and

is

unpre

dictable.

I

flew

in

weather

up there I

wouldn't fly in around here .

If l didn't

, I

would still be

up

there."

In the end, Best's Cessna 180 performed

flawless

ly

while consuming 848.8 gallons of

fuel during the 79 hours and 23 minutes

of

flying time, covering 10,179 miles.

Reflecting back, Best stated,

I' l

ne

ver

forget the things I saw and the experiences I

had on the Alaskan Highway. I carried a lot

of tools, parts, survival gear, etc. that I never

used and glad I didn ' t have

to

."

"As a retired airline pilot, the

80

hours

of

flying time

didn't

pay much, but it

bealthe

heck out

of

a 737 at 35,000 feet. I hope to

do it again some day and see something new

and different on every landing. Alaska

is

truly the last frontier."

more answers on

earlier Mystery

Planes, including

a note from

A c o

up

le more

s

napshots of

t

he

Edgren biplane.

You can see the

shape

of

the

r

udde

r

c ould eas i ly

lea

d

you

to believe i t

bear

s

some

re la-


28/36

P SSdio

UCK

by E.E.

Buck

Hilbert

EAA 21 N #5

P.O.

Box

424 Union IL 60180

You know how your mom used to say /

hope you have a child just like you "? More

often than not, when you have kids,

you ll

find

yourself

reflected

in the

little faces

looking up at you. My son Elroy, now all

grown

up

and a pilot out flying

on

his own,

has been babysitting the Champ this

past

winter. you think / can be a smart Alec

. .

Dad,

Your answering machine did not seem to

be working, so even though I am technolog

ically challenged, I decided to type my mes

sage on the computer and then fax it to you.

My therapist thinks it would be good for

me to expand my horizons.

The Champ

is fine. Lew

Moon and

I

flew

it

up to Brodhead on skis. In addition

to the Champs there were two J-5s on skis.

My landings were excellent, but all the snow melted at Cotton

wood while we were up north so we had to go into

Rockford

where, by flying around the tower several times, we were able to

communicate to them that we had a problem, but they

couldn't

figure out what it was until (as

we

found out later) Chip

got

to

work. He immediately recognized the situation and ordered the

runway foamed so we could land.

t

would be turning into an expensive way to spend a Sunday

afternoon and hardly justifies putting skis on the airplane. On the

good side, however, both Champs got a bath and

if

you think: land

L

ew Moon

s

Champ

is on t

he far left

along with

Lew El

roy Hilbe

rt

II , and Brian

Stukenburg standing in front of 01 84991 .

Brodhead. I am sure the FAA will be send


29/36

ing everyone a personal letter warning ev

eryone about this type of situation brought

on by "poor judgment" (a phrase they kept

repeating

during

our lecture).

I am

also

sure that the

NASB

will be revising

their

form to include this type of "incident." I

guess Lew and I were rather fortunate that

Rockford Tower was able to help us. They

really are a great bunch of guys. Lew and I

invited them to go for a ride in the Champs,

after we got the wheels back on of course.

They said they would love to, but wouldn't

be able to go for quite some time since the

FAA had assigned them the task of revising

their procedures manual to include proce

dures for dealing with pilots who want to

fly on skis in northern Illinois where it is

rarely possible

and therefore

fly into

big

airports so they can experience the "thrill"

of simulating snow landings on foam when

there isn't any snow and causing big prob

lems, and then act stupid and invent wild

stories in order to get away with it

It was at this point that we knew they

were onto us and left as soon as we could.

We

decided

not to tell anyone about

our

Here s the Champ on

skis

zipping along

in

the

thick

winter

air.

great idea

for

curing

the

desire

to fly

on

What

do

you know

about

landing on

skis in the dead of winter in northern III

i-

steep inclines? Well

I

got to go now,

nois.

Oh

, by the way, did you know that take care . . .

they are able to "make" snow at ski resorts?

Elroy

Faliric overing Tips

_______J

by Ted aird

Like many

of

you I have become weary

of

trying to cut fabric

patterns for flight controls with the proper overlap using the meth

ods suggested

in

books and videotapes on aircraft fabric covering.

No matter how carefully I am, my cuts are never straight and I ei

ther have a pattern with too much or not

enough

fabric to

cover

whatever I am attempting. Eyeball engineering doesn't work for

me.

My present project

is

a Piper Pacer and I have covered the rud

der twice - and it still isn't right. I have more fabric in places

than the finishing tape will cover and less in places where more is

required . Determined not to screw it up again,

or

any other flight

control for that matter, I carne up with an idea that had turned into

a foolproof method. It worked on the tail surfaces of the Pacer as

well as the ailerons and flaps.

I made a trip to the grocery store and picked up a box in which

toilet paper is shipped. These boxes are nearly 5 feet tall

and

I

right place. The fabric was then attached to the frame with the ap

propriate glue material. I let that dry and then ironed the edges so

they would fold over and around the stabilizer frame. Gluing the

overlap in place, I found it was truly perfect.

No

more squiggly

lines, no more too short

or

too long fabric, in short, no more prob

lems.

I went back to the grocery store and procured two more boxes

so I could make patterns for the rest

of

the control surfaces. I spent

about an hour drawing and cutting the other patterns. The flat sur

faces of the flaps and ailerons proved to be no problem, but the top

surfaces

of

both are cambered which required a slightly modified

approach. I solved that problem by clamping the cardboard se

curely to the trailing edges with about three inches of overhang .

Turning the surfaces over so the curved side was down, I bent the

cardboard and held it against the leading edges while I traced its

pattern.

Once

I had

those basic

lines, I put the compass to use


30/36

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...

.... .. .

...

.......

...

........................Danville,CA

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Ralph Boyer..................................DearbornHeights,MI

MarkChapman.................. ...... .......... ...Centersburg, OH

William L. Conn................................ .........Fairfield,OH

E

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TX

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H.Olsen......................... .. ......................Napa,CA

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HenryPenner..........Kelowna,Briti sh.Columbia,Canada


31/36

Fly In

Calendar

or J.

.

__

f

The

following

list

of

coming

events

is

furnished to

our

readers

as a

matter

of

infor

mation only and doe

s

not

constitute approval,

spo

nsor

s

hip

,

involvement,

control or

di rection

of

any event (fly-in,

seminar

s, fly mark

et,

etc.) li

s

ted

. Please

send the infor

mation to fAA

Att:

Golda

Cox, P.O.

Box

3086, Oshkosh, WI

54903-3086

.

Information sho

uld be received

four

months prior to the event

date.

REGIONAL

FLY-INS

JULY

9-13

-

ARLINGTON, WA -

Northwest

Regional Fly-In. 360/435-5857.

SEPTEMBER 6-7 - MARION,

OH

- Mid

Eastern EAA

Fly-In

(MERFI).

Call

Lou

Lindeman, 513/849 9455.

OCTOBER

9-12

-

MESA,

AZ -

Copperstate

Fly-In. Call Bob Hasson, 520/228-5480.

OCTOBER 10-12 -

EVERGREEN,

AL

Southeast Regional Fly-In.

Call Harold

Bubba

Hamiter, 334/765-9109.

OCTOBER 10-12

-

WILMINGTON, DE

East

Coast

EAA

Fly-In.

Call Andrew

Alvarez, 302/738-8883.

OCTOBER

17-19

-

KERRVILLE,

TX

Southwest Regional Fly-In. Call Stu

McCurdy, 512/388-7399.

MAY 18 - ROMEOVILLE, L - EAA

Chapter

15

Fly-In breakfast, 7 11 a.m. at Lewis

Romeoville Airp ort (LOT). Info: Frank Goebel

815/436 6153.

MAY 18

-

WARWICK, NY

- EAA Chapter 501

annual Fly-In at Warwick Aerodrome (N72) in

Warwick, NY. 10 a.m.

- 4

p.m. Food, tro

phies,

judging

closes

at

2

p.m.. Unicom

123.0. Info: Harry Barker, 201/838-7485.

MAY 23-25 - WATSONVILLE, CA - 33rd annual

West Coast Fly-In and Airshow. This years

theme Quest For Speed

. Air

Racing

Through The Ages." Info: Call 408/496-9559.

MAY

24 - DECATUR, AL - (KDCU)

EM

Chapter

941

9th Annual Fly-In. Food, fun, aircraft judg

ing. For more information contact Dick Todd,

205/971-4060 or 205/961-4540 (work).

MAY

25 - ZANESVILLE, OH -

Riverside Airport.

EAA

Chapter

425

Annual

Memorial Day Fly

In/Drive-I

n.

8

a.m

.-

3 p.m.

Pancake

breakfast all

day.

Sandwiches, snacks

11

a.m.-3 p.m.

EM

Chapter

425 hats

to

the

first

25 PIC. Please regis

ter.

Info: Don Wahl 614/453-0003.

JUNE 1 - DEKALB, L -

DeKalb-Taylor Municipal

Airport.

EM

Chapter

241

Fly-In

Breakfast. 7

a.m.

- noon. Info: Bemie Simuuich, 815/758-8434.

JUNE

7-8

- ELKHART, IN -

EAA Chapter

132

Pancake

Breakfast.

Call

616/699-5237

for

info.

JUNE 8 -

TOWANDA,

PA - Towanda

Airport

(N27) Fly-In Breakfast. All you

can eat,

includ

ing 100% pure maple syrup

7

a.m. -

1

p.m. For

info, call Carl

Lafy,

717/265-4900.

JUNE 8 - ROCK FALLS,

L

- Whiteside County

Airport

SQ/).

15th Annual

EM

Chapter 410

Fly

In/Drive-In pancake breakfast.

7

a.m.

-

noon.

Call Bill Havener for info: 815/626-0910.

JUNE 13-14

-

CAMARil lO, CA

-

Camarillo

Airport.

EAA

Chapter 723 Father's

Day

Airsho w. Pancake breakfast for early birds.

Info: Gary Stucker, 805/985-4058.

JUNE

13-15

- GAINESVILLE, TX - Gainesville

Municipal Airport

GLE)

-

The Texas Chapter

of the AAA's

35th Annual

Fly-In. New

Location For info:

jim

Austin 817/429-5385,

Roy Skelton, 817/430-4018, Penny Richards

817/482 6175.

JUNE 14 - ANDOVER,

NJ

-

Aeroflex Airport (12N)

NC

Chapter 7 Fly-In . Authentic

WW

I planes.

Young

Eagles,

great food. Rain date: june

15.

Info: 201-786-5682

or

201-361-0875.

JUNE 14 - ALL OVER THE WORLD -

INTERNA

TIONAL

YOUNG EAGLES

DA

Y

Fly

a

Young

Eagle on this day,

and join

the thousands

of

other pilots who will

be

doing

the same to

further the awareness

of

sport aviation. For

info call

the EAA Young Eagles

office

at:

414/426 4831.

JUNE 14 - 1 5 -

ANDOVER,

NJ - Aeroflex

Andover

Airport

(12N).

Olde

fashined fly-in

sponsored

by EAA

NC

Chapter

7.

Authentic

WW

I birds,

good eats

.

In f

o: 201/786-5682

or

201/361-0875.

JUNE 15 - ANDERSON, IN -

Anderson Municipal

Airport. EM Chapter

226

Father's Day Fly-In

breakfast,

7

a.m.

-

a.m. For info

ca

ll

Larry

Rice,

317/649-8690.

JUNE 15 - LACROSSE,

WI

-

Fathers Day Fly/Drive

In Breakfast.

7

am-12 pm. $4.50,

PIC free. Cakes

by

Big jakes, displays

by

Harley

Davidson,

Skipperliner, aviation vendors. NC fly-bys and

static displays. Check NOTAMS. Info: Steve

Schm itz, 608/781-5271.

JUNE 15-21 -

MORIARTY,

NM - Southwest

Antique and Classic Soaring Rally. Info:

JUNE 22

-

ZANESVi l lE, OH

-

Municipal

Airport. FAA

Air Awareness

Day

Fly

In

/D r ive-

In. 8 a.m.-3 p.m. Pancake breakfast

all

day. Sandwiches, snacks a.m.-3 p.m.

10

a.m.

FAA Safety

Seminar

by

Hayden

Decker, followed by Pilot Flight

Reviews.

Plane rides available from Southeastern

Ohio

Air Service.

In f

o:

Don

Wahl 614/453-0003.

JUNE 26-29

-

MT.

VERNON,

OH

- 38th

Annua

National Waco Reunion Fly-In.

513/868-0084.

JUL Y 6 - NAPPANEE, IN . - EAA Chapter 938

Ice Cream Social Fly-In. Info: 219/453-4364.

JULY

7 - MICHIGAN CITY, IN -

Municipal

Airport

(MGC). Michigan City Aviators

EAA

Chapter

966

Fly-In, Drive-In pancake break

fast,

7

a.m.-l

p.m. Info: Dave, 219/778-4117

or

Ruth 219/325-0133.

JULY 12-13 - GAINESVILLE,

GA

- EAA

Chapter

611

28th annual

fly-in. Saturday breakfast

and

lunch. Trophies. Info: 770/535-0816.

JUL Y

27

- ZANESVILLE,

OH

- PARR

Airport.

FAA

Air

Awareness

Day Fly-In/Drive-In.

8

a.m.-3 p.m.

Pancake

breakfast all

day.

Sandwiches, snacks a.m.-3 p.m. 10 a.m.

OSH

bound

pilots

encouraged to stop in.

Info: Don Wahl 614/453-0003.

JULY 30-AUGUST 5 - OSHKOSH,

WI

- 45th

Annual EAA Fly-In and Sport Aviation

Convention. NOTE DA Y CHANGE - Now

Wednesday

through Tuesday. Wittman

Re

gional Airport.

Contact John Burton,

EAA

P.O. Box 3086, Oshkosh,

WI

54903-3086,

414/426-4800.

AUGUST

2 - EllSWORTH, KS - (9K7) EAA

Chapter

1127

Fly-In breakfast

and

Cowtown

Festival. Info: 913/472-4113.

AUGUST 9-10

-

RICHMOND

HEIGHTS,

O H

Cuyahoga County Airport. Wings Wheels,

to benefit the

Crawford Auto-Aviation

Museum. Info:

216/721 5722 or

the web site

at www.whrs.org

AUGUST 16

- LITTLE FALLS,

MN

-

Morrison

County Airport. Charles

A.

Lindbergh 70th

Anniversary fly-in celebration. Young

Eagles

flights, EAA Spirit

of St.

Louis replica, static

displays.

In f

o :

call

the

airport

at

320/632

2413

or

Karl Kiefer 320/632-1978.

AUGUST 30 - MARION , IN -

7th annual Fly

In

/Cruise- In Breakfast sponsored

by

the

Marion

High School

Band

Boosters.

Antiques/Classics/Homebuilts, as

well

as

Antique/Classic

cars

welcome.

In f

o:

Ray

johnson,

317/664 2588

AUGUST 31

- ZANESVILLE, OH - Riverside

Airport.

EAA

Chapter

425 Annual

Labor Day

Weekend Breakfast.

8

a.m.-3 p.m. Pancake

breakfast

all

day. Sandwiches, snacks

11

a.m.-3 p.m

. Restored

Antique/Classic air

planes on display.

EAA

Chapter

425

hats to

the first

25

PIC. Please register. In f

o: Don

Wahl

614/453-0003.

Something to buy, sell
http:///reader/full/www.whrs.orghttp:///reader/full/www.whrs.org


32/36

MEMBERSHIP

INFORMATION

EAA

Membership

in

the Experimental ircraft

Association ,

Inc

.

is

$35 for

one

year, including

12

issues

of

SPORT AVIATION. Family membership

is available

for

an

additional

$10 annually

. Junior

Membership (under 19 years

of

age) is available

at

$20 annually.

All major credit

cards

accepted

for membership.

ANTIQUE/CLASSIC

Current EAA members may join the Antique/

Classic Division and receive VINTAGE AIR

PLANE magazine for an additional 27 per year.

EAA

Membership, VINTAGE AIRPLANE mag

azine and one year membership in the EAA

Antique/Classic Division is available for $37 per

year

(SPORT

AVIATION

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not

included)

.

lAC

Current EAA members may join

the

Intemational

Aerobatic Club , Inc. Division and receive SPORT

AEROBATICS magazine for an additional $40

peryear.

EAA

Membership, SPORT

AEROBATICS

maga

zine and one year membership in the lAC

Division

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Current EAA members may join the EAA

Warbirds of America Division and receive WAR

BIRDS magazine

for

an

additional $35 peryear.

EAA

Membership, WARBIRDS magazine and

one

year membership

in the

Warbirds Division

is

available for $45 per year (SPORT AVIATION

magazine

not included).

EAA

EXPERIMENTER

Current EAA members may receive EAA

EXPERIMENTER

magazine

for

an

additional $20

peryear.

EAA

Membership and EAA EXPERIMENTER

magazine

is available

for

$30

per year (SPORT

AVIATION

magazine

not

included)

.

FOREIGN

MEMBERSHIPS

Please

submit your remittance with

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dd

13

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or trade? An inexpensive ad

in the Vintage Trader may be

just the answer to obtaining

that elusive part. .40; per

word,

7.00 minimum

charge. Send your ad and

payment to: Vintage Trader, fAA Aviation Center, P.O. Box 3086, Oshkosh, WI

54903-3086, or

f x

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414/426 4828.

Ads must

be received by the 20th

of

the month for insertion in the issue the second month

fol-

lowing (e.g., October 20th for the December issue.)

AIRCRAFT

1946 C-14 0 - 1687 TTAF, 328 SMOH (0-200),

auto gas STC , TXP /ENC Lo

Vintage Airplane - May 1997

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Transcript of Vintage Airplane - May 1997