Vintage Airplane - Oct 1995

8/12/2019 Vintage Airplane - Oct 1995

1/36


2/36

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3/36

EDITORIAL

STAFF

Publisher

Tom Poberezny

October1995 Vol.23,No.10

CONTENTS

2 Straight

&

Level/

Espie"Butch"Joyce

3 AlCNewslH.G.Frautschy

4 Aeromail

5 NationalWacoClubFly-in!

RayBradly

7 MysteryPlane/H.G.Frautschy

9

The

Downwind

Turn

/

DickHill

10

Antiques/Classics

at

Oshkosh!

H.G.Frautschy

17

Seaplanes

at

Oshkosh!

NormPetersen

20 OrloMaxfield'sFunk!

H.G.Frautschy

Page

10

24

What

Our

Members

Are

Restoring/

NormPetersen

26

Passitto Buck!

E.E.

B

uck"Hilbert

28

WelcomeNewMembers

29

Calendar

Page 17

30

Vintage

Trader

PageS

Vice-President

Marketing & Cammunications

Dick

Matt

Editor-in-Chief

Jack Cox

Editar

Henry G. Frautschy

Managing

Editor

GoldaCax

Art

Director

Mike Drucks

Assistant Art Director

Sara A. Otto

Computer Graphic Specialists

Olivia L. Phillip Jennifer Larsen

Advertis

ing

Mary Jones

Associate

Editor

Norm Petersen

Feature Writers

George Hardie, Jr. Dennis Parks

Staff Photographers

Jim Koepnick Mike Steineke

Carl Schuppel

Donna

Bushman

Editorial

Assistant

Isabelle Wiske

EAA ANTIQUE/CLASSIC DIVISION, INC.

OFFICERS

President

Vice President

Espie 'Butch' Joyce

Arthur Morgan

P.O.

Bo

x

35584

Germo

nto

wn, WI

Greensboro, NC

274

25

910/

393-D344

Secretary

Treasurer

Steve Nesse E.E 'Buck' Hilbert

2009Highlond Ave. P.O. Box

424

Albert Leo. MN

5tlYJ7

Union. IL

60180

507/373--1674

815/923-4591

DIRECTORS

John Berendt

Robert

C. 'Bob"

Brauer

7645 Echo Point

Rd.

9345

S.

Hoyne

Connon

Foils.

MN 55009 Chicogo. IL

60620

507/263-

2414 312/779-2105

Gene Chase

John

S.

Copeland

2159 Carffon

Rd. 28-3

Wtlliomsburg Ct.

Oshkosh. WI

54904

Shrewsbury. MA

01545

414/231-5002

508/842-7867

PhUCouison

28415

Springbrook Dr.

r ~

Lawton, M149065 Hartford,

Wl5:W27

616/624-490

414/673-5885

Charles

HonIs

SlanGomoi

7215 East 46th

SI.

1042 90th Lane. NE

Tulsa.OK

74145

Mir1neq:JoIis.

MN

55434

918/622-a400

612/784-1172

Dale

A.

Gust


4/36

STRAIGHT

LEVEL

by Espie Butch Joyce

Many of you who

attend

EAA

OSHKOSH

may recall

that

we

lost

our

grass

runway

a couple of years

ago

when a

new

paved taxiway was

constructed, cutting

our

old

grass

run

way

in half.

Since

that

time, we have

been

looking

for

a new site

for

those

Antique/Classic airplane

pilots who

prefer to operate

off

of

grass.

I

re

ceived

a

phone

call

from A/C Direc

tor Gene

Chase the

other

day

related

to our

efforts

in this

regard.

With all

of the changes that have

occurred on

the airport,

it

had been difficult

to

find a site. t

seems each

time we

think

that

we have found one,

it

does

not work

out. Be assured there

is

no

political reason for this,

but that an

airport operation

such as Oshkosh

can become very complex. We

will

continue

to pursue

this grass runway

for the future, and

will

keep

you

posted

on our progress.

Gene then proceeded to tell me

that

H.G. wanted

to speak to

me ,

and

looking

at

the calendar,

I

knew what

weekend,

but

it rained all

from Friday

to Sunday.

I

don't

know

about

you

guys, but I usually do my best

reading

and

thinking

in a room

that

s about 8

x 10

with

a door that you

can close to

keep

out

the

skunks,

one

that sur

rounds you with tile and good

light

ing.

However , it 's hard to stay in a

room

this

small for

a weekend.

What

really

jumped out

to

me this past

weekend

s

this:

Have

you

ever stood

back

and looked at how

many

publi

cations are printed that are of total

aviation

interest?

f

you

take all of

the "classified,

for

sale" papers, the

regional "news type" papers, all of

the

state DOT aviation

division pa

pers/newsletters,

type club

newslet

ters,

insurance company newsletters,

federal government

newsletters, na

tionally

known

magazines

and the

membership

magazines

(of

which

your VINTAGE

AIRPLANE

is

one

{and

one

of the best)) you can see

that a lot

of

people are

involved

and

interested

. I think the

only other

all

of this, your

Antique,

Classic and

Contemporary

aircraft are

some of

the most desirable to own ,

and

there

are individuals looking to own one

every day.

We have a bright future

ahead of us.

One

of the side

benefits

of review

ing all of this

reading material

s that I

ran across an ad

for a company

called

ESSCO,

426 W.Turkeyfoot

Lake,

Akron, OH

44319, (216/644-7724);

they call

themselves

"The manual

people ." I got a

list

of

the manuals

they offer and

it

was

a

very complete

inventory

indeed . They offer all types

of

pUblications; for

example, engines

-

Kinner,

Lambert, LeRhone,

Warner,

etc.; flight manuals for all kinds

of

air

craft,

and

other items you would have

thought to be

lost.

Some

of

you may

have

already

known about this com

pany, but for those

of

you who don't,

here's your

chance to update or fill

out your maintenance manual library.

This issue

of VINTAGE

AIR

PLANE

is

your EAA Oshkosh

' 95 re


5/36

WAG AERO SOLD

Aviation retailer and services company

Wag Aero has been so ld , along with the

overhau l and repair

fac

ilities that are part

of its corporate structure, Aero Fabrica

tors and Whirlwind Propeller shop. Bill

Read

and Mary Myers, a

husband

and

wife team involved in the banking busi

ness in the Milwaukee area have bought

the compan ies from Bobbie and Dick

Wagner. Mary Read will

serve

as

the

Wag Aero Group's president, and wi ll be

assisted by her husband, a licensed pilot.

Dick and Bobbie will have more time

to

devote

to the Wagner Foundation

which operates orphanages

in

the Phillip

ines and Bolivia , and provides food and

medical supp

li

es for the needy in under

developed countries.

OUR

CONDOLENCES TO

THE FAMILIES OF

.

Belford B.D. Maule , age 83, Moul

trie, GA. The designer a

nd

builder of the

Maule series of aircraft, B.D. was a long

time

EAAer

and a member

of

the OX-5

Club, as well as an

honoree of both the

Michigan and Georgia Halls of Fame. He

careful stewardship of hi s small , family

run aircraft manufact uring business en

a

bl

ed Maule,

In

c. to weather the difficult

times that

ca us

ed the decline of small air

plane manufacturing in the U.S.

James A. Damron, age 55, Columbus,

MT. A United Airlines pilot and Army

helicopter pilot in Vietnam,

James

was

also a very active Antique/Classic pilot.

He flew hi s 1949 Piper PA-18 Super Cub

non-stop across the United States

in

1991.

He was an eloquent writer, able to clear

ly

compiled by H.C. Frautschy

SELF CERTIFICATION

MEDICAL

RULE NPRM PUBLISHED

During

EAA

OSHKOSH '95 FAA Administrator David Hinson announced the

FAA would publish an NPRM allowing medical se

lf-

certification for recreational

pilots and removing the 50 mile limitation placed on the Recreational pilot's certifi

ca te. That NPRM has now been printed

in

the Federal Register.

The significant points of the proposal are:

-The proposed rule will a ow for the self certification of medical condition for

those exercising the privileges of the recreationaJ pilots License.

The proposal will remove the 50 mile restriction from the current recreational

pilots

Lic

ense.

-Current private pilots can exercise the privileges of a recreational license without

performing any retesting, notification, or any other contact with the FAA or a CFI.

Private pilots ~ i t h 7xpired medicals could fly as a recreational pilot by making a

statement of medical fitness and obtaining a Flight Review.

-The public h

as

until December 11 to respond to the proposed rule.

-An

y

~ r s ? n

may o.bt.ain a.copy of.this NPRM by submitting a request to the Fed

era l AViatIOn AdmllllstratJOn, Office of Public Affairs, Attention: Public Inquire

Center, APA-220, 800 Independence Av. SW, Washington, DC 20591 or by caHing

202/267-3484. Requests should be identified by the NPRM number (Notice No. 95

11)

or docket no. (Docket No. 25910).

C ~ m e n

p ~ o p o s a l s may be delivered or mailed in triplicate to: Federal

AVlatlOn Admimstratton, Office of Chief Counsel, Attention: Rules Docket (AGC

Dock

.e

t 25910, 800 Independence Av. SW, Washington,

DC

20591. For further

fiZ::matlOn contact : John Lynch, Certification Branch, AFS-840, phone 202/267

~ c h of you should write the FAA in support of this NPRM. You can send

copies of your letter to both your congressmen and representatives, asking for their

support. In your own words, you may

wi

sh to point out how this revised rule would:

-reduce the cost of processing third class medicals for the

FAA

-r

educe the cost of sport aviation for the public

-r

educe the regulatory burden of sport aviation

In your letter you shou

ld

also mention that the proposal will not have an adverse

~ f f e c t on the safety

of

sport aviation, and now it will help revitalize the depressed

mdustry

of

sport aviation.

In you response, make it clear that you are only responding to the portion of the

t ~ e p ~ o p o s e d rule that deals with recreational pilots. There are many other provi

S l O ~ s m.the proposed rule that deal with other subjects, and it must be clear to those

revlewmg

the

comments

that

you

are

responding only to the recreational pilot

changes.

I f you wish to comment on the other portions of the NPRM not outlined here

obtain a copy and read the NPRM carefully. '


6/36

I should have followed my hunch. Oh well,

you can't win 'em all.

Many thanks for writing and keeping

me

on my toes

Kindest Regards,

Norm Petersen

M IL

JUPITER

WINGSP N

Dear

Mr. Frautschy,

BUCK ROO VS.

THE

MENTOR

DearH.G,

Loved the July issue of Vintage Air

plane. The more

Gee

Bees the better

I did pick up one little discrepancy in

Mr. Petersen's article on the Buckeroo.

The fly off was between the T 35

Buckeroo and the Beechcraft T -34,

which was

not jet engined. The jet

Cessna T-37 came much later.

I find it very

interesting that the

T

35 lost the competition even though all

the pilots rated it above the T-34. The

Air Force

picked

the Beechcraft be

cause the

Buckeroo was a

taildragger

and they only

had

tri-gear

airplanes

in

their future.

See, Stinson pilots do read the arti

cles

and not

just look

at

the

pictures.

Keep up the fine work.

Gene DeRuelle

Studio City, CA

NORM SLIPS ON

FLO T

Hello Norm,

I was surprised and

a

bit amused

that a

caption

slipped by the 01 float

pro

. Please peruse page 22 of

the

Au

gust issue

of

Vintage Airplane and note

the Stearman

C3B. A

great aeroplane

and

superb performer

on wheels or

Dear Larry,

It's getting harder and harder

to

sneak

one by

the

readership

So far,

you

are the

only one to catch the P-3300 error. Con

gratulations

I had checked

the

Group Two approval

2-

124

and noted the

C3B was approved

on P-

3300. The photo had the words EDO

Deluxe Floats on it which should have put

me

wise. In addition, my first impression if

the photo

was,

"Gee, those floats look

small."

I

do not

know if I

reported

it wrong

or if it was a typographical error, but the

Jamison Jupiter wingspan is 29 feet, not

19 feet as printed (June 1995, page 26). I

continue to enjoy your fine pUblication.

Sincerely,

Earl F. Stahl

Yorktown, V A

It

was

a typo, Earl. Our apologies, and

once again, thanks for sharing the Jupiter

photos

with us.

- H

.G.

Frautschy

UN ERWOO

NOT S


7/36

1995 ational

W CO

CLUB

REUNION

ND

FLY IN

by Ray randly

resi ent National Waco Club

Wacos from

New

York N

ew

j

ersey

Pennsylvania North Carolina a

nd Ca

nada winged

th

e

ir

way back to ount Vernon

Ohio to join

Wacos

from ichi

ga

n Indiana and Ohio for the 36th Annual

Waco Re

uni

on. Some

of

the finest and most colorful Wacos

flying today touched down on beautiful Wyncoop airport.

many persons from far and near enjoyed their first ride in a

Waco.

The de

licious annual awards banquet on Saturday

evening was aga in a very enjoyab le success . Man y have

already made

pl

a

ns

to attend

th

e 37th annual

Nationa l Waco Reunion june 7

-

30 799

at Mount Vernon Ohio.

(Above) Sunburst color schemes are often attractive on

curvaceous biplanes, and Fred

Schmukler s UPF-7 looks


8/36

(Below)

Mike Brown s UPF-7 from

Dayton,

Ohio and

Joe

Maguire

s

UPF-7

from

Canton, Ohio.

Left) Bill

Bohannan s

Waco YKS-6 left)

and

Jack

Race s UPF-7

got lots of atten

tion

on

the flight

line

at

Wynkoop airport.

Below) A very

smart looking

UBF-2

from

Ringoes, NJ.

It

belongs to

John

Bussard.

(Below) Three

different Wacos

high

light the ability of the Waco craftsmen

to build outstanding

biplanes

. From

left to right they are: Joe

Maguire s

UPF-7 from Canton,

OH,

Tony Mro

zowsky s ASO and the newly restored

Waco CRG of Pete Heins of Dayton,

OH.


9/36

by H.G. Frautschy

This month s Mystery

Plane

is one

of

the

many pre-war military hopefuls.

The

answer will

C-4 engine rated at

125

hp. Type certificate was issued 8-24

37. t was manufactured by

Argonaut Aircraft

Inc. at

N.

Tonowanda,

NY.

Hope I guessed correctly "

First

ha nd recollections are always in teresting, and

Earl Van Gorder,

of

Tonawanda, NY

was

a young lad

who

ha

unted the

Argonaut

shops during

the

mid-1930's.

Here 's what he wrote:

About the old Argonaut Pirate. I sure appreciate the

photo copies you sent. They really bring back memories, es

pecially the old hangar. The shops, where I worked, were in

side the hangar. The hangar and the field were originally a

test fie ld for Consolidated, when they had their factory in

Buffalo at 2050 Elmwood

Av.

which later became the first

home for Bell Aircraft when Consolidated moved all opera

tions

to

the west coast. I used

to

ride

my

bike

out

there and

watch the old Fleets and Fleetsters fly. The test field was in

Tonanwanda, which was

my

home then,

too

The photos are particularly interesting since,

as

you said,


10/36

Pirate

the hull appears to be silver with a trim

stripe. This was not the final color of the

aircraft,

as ]

remember it. I also think I

know

why

the silver in the photos .

.

The

entire aircraft was doped silver before the

final color coats. I al

so think]

remember

why

this photo (the shot used in the

u

ly

issue) came about. Publici ty was hard to

get for unknowns in those days

and

when an opportunity presented itself for

some free

advertising,

they would do a

hurried assembly job and roll the old bird

out for photos .

My

guess would

be

that

fly with more than two people. Actua lly,

the jump

sea

t area was best used for a bit

of

luggage, or whatever.

]

had one ride in the old bird when

it

was flown

by

Dick Benson, who was offi

cia

l test pilot. That was a reward for and

entire two day's work breaking in the

re-

tract system which was totally manual . .

Argonaut H 24

Compare

these

two shots

of

the

Arg

onaut H-24 Pirate.

The change

in

rudder shape

is the

most

noticeable -

The

top of

the rudde

r

and

fin is more

rounded in

the lower photo , and

the

lower portion

has

a more

flattened

curve. Apparently the Pirate was

found

to

be

lacking

in

vertical

stabi

-

lizer/rudder

area,

so

a

fix was

made

.

Below, r i

ght) This

is the

only

photo

graph

of

the

cockpit

of the Pirate

we '

ve

been able to come up wi t

h.

The

sm a

ll j ump seat mounted be

tween the

two

cockpit seats is

visible ,

as is the center

instr

ument

panel

flanked by

the

round control

wheels

. really

only

a bicycle chain and a couple

of

sprockets which you used to wind it up

and down by hand. I spent two days

do-

ing that

winding

in the hangar, while it

was up on blocks. At first it was mighty

stiff

and I had keep cranking it up and

down and adding lube

unti

l it got to the

point of fairly easy operability. I sure

de-

veloped some arm muscles in those two

days .

Retraction

was

very

basic

- with

the gear

moun

ted at the

strut

top, it just

swiveled

up

180

0

unti

l it was under the

wing.

Of course, you

must

realize

that

I

might

be

slightly

inaccurate on some

points

-

after all , ] was

16

years old at the

time, and I'm 74 now

Continued on page 27)


11/36

THE

DOWNWIND

TURN

by Richard C.

Hill

TP - CFI

The downwind turn during a landing

approach presents a number

of

chal

lenges to the aviator. As an illustration,

we'll use

EAA's Pioneer Airport

as an

example.

When

operating

the planes

at

Pio

neer Airport , pilots are most often faced

with unfavorable winds. The runway is

laid out

northwest-southeast.

Cross

winds flow over the EAA Air Adven

ture museum complex from the south

west

a

nd over the

trees

and hangars

from the north and east. In either case,

when the gusts roll over those

objects

and across the runway, they create a

major problem for the landing aircraft.

f

the wind is not alm ost parallel to the

runway, the pilot is

forced

to make a

complicated turn to the final approach.

is covered. This ca uses a dive toward

the touchdown zone. Any increase in

airspeed causes a long landing flare and

the plane touches down

after

much

of

the runway has passed.

The pilot can anticipate this and pre

pare himself by estab lishing the proper

approach

speed ear l

y.

In order to do

this, altitude must be

adjusted

accord

ingly ea r ly in the

approach

seque nce.

The turn ont o th e base leg should be

made a bit low

er

than normal and final

ap pro

ac

h speed sh

ou

ld be

establ

ished

when the turn is completed.

T he current philosophy concern ing

landing ap proac

h

es

is o ne

that

estab

lishes a 3.5 degree

glideslope,

with an

airspeed of 1.3 over stall . This combina

tion along with a stabilized power set

ting gives the

op t

imum com

The

pilot

can

prepare

himself by establishing

fortable ride.

Due to the very

restrictive

the

proper approach speed early. In order

to

parameters at Pioneer, we

are

do this, altitude must be adjusted accordingly not blessed with this

type

of

approach.

In

order

to make

early in

the approach

sequence.

The

turn

onto

our

approaches

we must use a

the base leg

should

be

made

a

bit

lower than

steeper

glid

epath

. If not pre

normal and final approach speed

should

be

pared, this increased rate of

descent wi produce higher ap

established

when

the

turn

is

completed.

proach speeds.

The

Pioneer

traffic pattern

changes the pilot's perception

(related

to groundspeed) and to complicate mat

ters,

he then

finds him

self wrestling

with a g usty crosswind on the roll-out

from the turn.

Approaching the touchdown spot, he

will have an excess of airspeed and as

he moves

into the

shelter of

the

mu

seum building, he will enter a protected

area and encounter a

no

wind" condi

tion, or a turbulent area, depending on

the wind velocity. Now the plane has to

float down the runway, bleeding off all

of

that

speed before he can land. At

about this same place, the runway starts

a ge ntle downward slope

at

the far

end

of

the runway.

What's

the point

of

all this? Be on

speed, and be

at

a

proper

altit ud e as

you enter the Base leg. Be prepared to

land on the touchdown spot. f you are

fast, if you are

passing the optim

um

spot for the to uchdown, make a wheel

landing and then reduce the speed with

the brakes.

f

this

is

not practicable, es

tablish a go

around

and be set up prop

erly for the next approach .

Spend some time on your home field

practicing sho rt field landings. (It does

almost no good for one to do this prac

tice in a nosewheel plane.) Do a bunch


12/36

Antique/Classic Excitement at

OSHKOSH 95

(Above) Dean Richardson, (center,

in

the

red shirt)

is

an

antique/classic advisor

as

well as a Classic judge. Dean and his

wife

Wendy

also

serve as the

hosts for

the Antique/Classic

Past Grand

Champi-

ons breakfast.

Bill

Turner entertained

the attendees with stories

of

the

building

and flying of the

various

racer replicas

he

has been involved

with

over

the

years.

(Left) The

Antique/Classic

Division s

An-

tique Grand

Champion

is the

biplane in

the

foreground, a

1937

Bucker

Jung-

meister

restored

for E.T.

Woody

Wood-

ward of

Franklin,

TN

by

Joe

Fleeman

of

Lawrence, TN.

Joe

is flying the

Jung-

meister,

while Woody is

flying

the Bucker

Jungmann

he

recently restored.

Look

for an article on these

two

biplanes in

the

November

issue

of

Vintage Airplane.

(Below) Robert Ragozzino,

Norman,

OK

hopes

to

become the

f irst

to

fly

solo

around the world. The

Spirit of Okla-

homa is

the

name

of the project and

450

hp Stearman

you see

on the

fuse-

lage.

Equipped

with

modern

avionics

and

a

belly

auxiliary

tank that boosts the

range

of

the

Stearman to

over

1000

miles,

the flight

should

prove to be quite

a

challenge

for both pilot and airplane.

The current record for

an open

cockpit

circumnavigation

of

the

globe stands at

175 days,

set by

the Army Douglas

World

Cruiser flyers

in

1924.

For more informa-

tion

on the flight,

you can

contact Robert

at

405/360-0736.


13/36

Right) In the WW II Military Trainer/Liaison category,

here is the winner

of

the Outstanding trophy, John

Vorndran, Stoughton, WI

and his

1940 Stearman PT-17.

(Below) Darrell

Miller of Ann Arbor,

MI brought

his

modified

Curtiss-Wright Travel Air

12Q to

the Conven

tion this

year.

It

looks

a

bit

different

than

it

did

in

1931

though

- the

fuselage

has been

metalized.

Originally

powered by a Wright Gipsy engine of

90 hp,

it 's now

powered by

a

Lycoming

0-320.


14/36

Above) Wacos as far as

the

eye can see The American

Waco

Club spent over a year organizing a mass

fly-in to

the EAA Convention,

and

the results were amazing - 30

Wacos arrived together, and

another 14 were

also

on the

field, for a total of

44 biplanes.

Congratulations to presi

dent Phil Coulson and the

American Waco

Club.

Right)

The pick

of the Closed Cockpit

Monoplanes was

this pretty '38 Fairchild F-24K, belonging

to

Warner and

Wendy Griesbeck, Aldergrove, B.C., Canada.


15/36

(Left)

Simple

is sometimes

the best

-

Marion Burton

of Little

Rock, AR can subscribe

to

that philosophy

while

flying his Piper

PA-17

Vagabond, picked as the

Best In Class winner in the Piper classification.

(Below)

Orlo

Maxfield's son John poses

with the

Re

serve Grand Champion Lindy presented

to

his

father

for

the restoration

of his Funk B-SSC. Orlo is only

the

second

owner of

the

airplane,

the

first being

the

Funk

Manufacturing Co See

the story beginning on page

20 for

more

on

this sleeper of

a classic.

(Above) The Luscombe TSF Observer is one

of the

more unusual looking classic airplanes and comes with

33 sq. ft. of plexiglass and four opening windows.

Dur

ing

EAA

Oshkosh

we

had

these

four

TS's

(there's only

ten

to

twelve

flying ) in

one spot, along with

their own-

ers.

Form

left to right are:

Irwin

Reeb,

David and

Ray

Fulwiler,

John

Neely,

James

and Alan Bendelius.

(Right) Ray

Johnson's

Aeronca 11AC Chief is

back in

the skies after

a rebuild with the

help

of

his friends

in

EAA

Chapter

304

in Jackson,

MI. It's

the Class

II (0-80)

hp

Champion.


16/36

195 s seem to bring out

the

best in many restorer/owners.

This is the 195 belonging to John Preiss, College Station , TX.

A high scoring Classic, it

was the

1994 Reserve Grand Cham

pion - Classic.

Mike Horn s

Piper J-3

took home the Best In Class trophy.

Mike s

from North

Little

Rock, AR.

The

Best

In Class winner in the Cessna 170/180 category is

this Cessna

180

belonging

to

Alan Drain and Steve Kleiner,

Bozeman,

MT.

Norm Petersen happened

upon

the airplane

during

a

visit

in

the

west

during this

past

spring.


17/36

(Left) Leroy and Pat Geisert of Medford,

NJ have been

coming

to

the EAA Con

vention

for

the

past

eighteen

years

in

the same

Cessna 180, a 1953 model.

Below

left)

Mooney Mites are always

of

interest, and Ted Teach

s

Mite had lots

of folks

looking

at it, based on the worn

down grass around it.

It

was the winner

of

the

Limited Production trophy.

(Below)

Our

Class III 151 and up) award

winner

for

1995, this is James Sayers

very

pretty

Cessna

195. James is

from

Edison,OH.

Left) Photographer Jim Koepnick

caught this beautiful shot of an original

Globe Swift belonging

to

Duane Gold

ing of Marion, TX.

(Below) The

Antique Classic Workshop

tent

has grown

in popularity

year after

year, and

features

va

r

ious aspects

of

antique/classic

aircraft repairs and

construction. AlC Workshop Chairman

George

Meade

right)

works on cover

ing a

rudder

with the

Poly-Fiber

process, while Co-Chairman Rich Fis

chler

works

on

an aileron.


18/36

The

Grand

Champion Con

temporary, a Cessna 150

built

in 1958 and restored

by

Craig

Roberts of Aurora , OR. This

isn't just anyone-fifty,

it's the

irst

production

150 off

the

line

at

Wichita.

(Right

and

below) Bonanzas to

Oshkosh

is the remarkable

mass fly-in

organized by members

of the

American Bonanza

Society.

After

their late

afternoon

arrival (when

the first

arrivals

were

touching down

in

Oshkosh, the last

were coming

up

on

the

lIIinois/wisconsin border north

of Rockford,

IL )

the

partici

pants all got

together for

this big group shot.


19/36

95 Seaplane Fly-In

Record Turnout Creates an

Even

Bigger Splash

with

this

year s

Convention ttendees

y orm Petersen

The camaraderie

of

the

seaplane

crowd

was at an all-time high this year as the num

ber

of

seaplanes swelled to 126

in

attendance

for the EAA Oshkosh '95 Seaplane Fly-In.

The old mark of 5 seaplanes was set back

in

1992. In

addition

to

the

l

arge number and

wide variety of seaplane types, the best kept

secret of Oshkosh , namely, the serene and


20/36

(Above) Taxiing away from the dock amid

the

looks of

many

watch

ing people is

Aeronca Chief S-65-CA , N34401 , SIN C

14261, mounted on a set of matching Edo

60 -1320 floats .

This pretty

antique was

flown in by Alan Gray of Lake Anne, MI.

oversubscribed. With

the

huge

crowd

plane

pilot

into heading

north at dawn

tomorrow.

Normal capacity

of

the Vette Seaplane

Base is approximately 7 moorings, how

ever, this year, as the stream of float

planes kept arriving, the crews were busy

setting

out

new mooring buoys as fast as

they

could

put

them

together and place

them in the water. (The volunteers in this

exercise were absolutely "above and be

yond" the normal call of duty and an ex

treme

debt

of gratitude is

owed

to

this

valiant

bunch of

workers.)

When

the

shouting was over, some 86 buoys were in

use and several f10atplanes were placed

along the precious shoreline where park

ing was at a premium. Every airplane had

been properly taken care

of when the sun

(Left) Pulling in close for the camera is AI

Nordgren 's Grumman Widgeon, N69058,

which ran off

with

all the marbles when it

garnered

the

Grand Champion Seaplane

Lindy trophy

at

EAA Oshkosh '95.

(Below)

Winner

of the Best Amph ib ian

Award

plus

the

Antique Champion Trans

port

Lindy

was

th

is

immaculate Grum

man G-21 Goose, N121GL,

flown by Jerry

and Betsye Holmes of Chattanooga, TN.

Notice how

photographer

Jim Koepnick,

has

carefully

caught both engines with

one prop blade pointing down as Jerry

power s up

for

takeoff

with

some

right

rudder to compensate

for

torque.

Grand Champion Seaplane Award for AI

Nordgren, Troutdale, OR, and his immac

ulate

Grumman

G-44 Widgeon, N69058,

S N 1291. The complete story on this

1944 amphibian and its total restoration

was re lated in the August 1995, issue of

VINTAGE AIRPLANE.

After

running off with the "Best Am

phibian Award " at Sun ' n Fun '95, AI

brought the pretty seaplane to Oshkosh

for the " really big shew" and proceeded

to garner

the Lindy

award for Grand

Champion Seaplane at Oshkosh '95. AI

reports the extra weight of the trophy

didn't

slow the airplane one

bit

on the

way home.

The award for the "Best Amphibian"

at Oshkosh '9 was taken home by Jerry

and

Dean

Franklin owned it for

nearly

and new bottoms. When they were fin

of Ste. Ane du Lac, Quebec, who flew in


21/36

twenty years. Chuck Greenhill of

Kenosha, WI,

spent considerable

time

and money on the old girl, bringing it up

to a highly presentable condition when it

was sold to the Holmes' in 1994 - just fifty

years after it was built

Since then, it had been continually up

graded

with a new super-soundproofed

interior, new instrument panels (including

the co-pilot) and all new avionics.

The

in

stallation

of

Beech King Air seats really

added class to the passenger compart

ment. These are mounted on special rails

for easy removal if cargo is being carried.

Jerry reports the

Goose will indicate

130 kts at cruise,

burning about

45 gph,

while

hauling

a

very

respectable load.

Normal gross weight is 9200 lbs. and the

maximum number

of

people on board can

be eight. Jerry earned his multi-engine

seaplane rating in the Goose although he

had been single-engine seaplane rated for

a

number of

years.

He and

his lovely

wife, Betsye,

fly

the Goose between Chat

tanooga, TN, and Ft. Lauderdale, FL on a

regular basis with 1995 marking their first

trip to Oshkosh. Believe me when I say,

"They hauled home the hardware " Con

gratulations to a fine couple on a splendid

airplane.

The Best Metal Floatplane award was

garnered by a sharp looking 1954 Cessna

180, N20KK, SIN 31022, mounted on (an

unusual) set

of Edo

2425 floats and flown

by veteran pilot , Karl Kerscher (EAA

223108)

of Land

0

Lakes

, WI.

The

Cessna was

purchased

in 1989 in Toma

hawk, WI, with only 1650 hours total time

on the airframe and 250 hours on its Con

tinental 0 4701 engine of 230 hp.

A new interior was first on the agenda

followed by a new instrument panel with

all the desired avionics. The

entire

air

plane was painted wi

th

Imron and the

new "N" number of N20KK (which Karl

had reserved for a

number

of

years) was

painted

on the sides of the fuselage. In

addition ,

the

2425 floats , which

are

con

sidered by many to

be

a bit small for the

180, were

sent

up to float guru , Wiley

Hautala, in Ely, Minnesota , for overhaul

ished

up

with

a new

coat of Edo

silver

paint, things were starting to look

pretty

good.

Although the engine was low time, it

needed help in the form of chrome jugs

and

4-ring

pistons

to bring it

up to top

shelf quality. When everything was fin

ished, the 180 was assembled and a really

useful, lightweight, Cessna was at hand .

Karl reports the airplane will

get

out of

the water very quickly and haul up to four

people

if the fuel load isn t too large.

Actual useful load is

about

900 lbs. at

2750 gross. Normal cruise is 125 to 130

mph at

65%

power setting which uses

about

2

.5 gph.

Karl's latest addition

is

a set

of

Landes

wheel/skis for the 180 so we can expect to

see the pretty bird at the Wisconsin

skiplane fly-ins also.

Congratulations to Karl Kerscher , his

wife, Chris

and

two

sons,

David and

Christopher, who

are

all pilots and had a

hand in bringing

the

Cessna up to cham

pionship caliber. You have to admit it is

one very pretty classic airplane - even on

floats.

There were no less than

35

floatplanes

from Canada this

year

along with a sub

stantial contingent

of

Canadian folks who

just seem

to

brighten up each day at the

seaplane base. They are totally unafraid

of

hard work when it comes to volunteer

ing and their appreciation for water flying

is endless. And to top it off, their sense of

humor

is

outstanding, which makes every

task a bit easier. One of these active sea

plane pilots is Gary Milot

(EAA

379877)

with

his very nice Piper PA-18 Super

Cub , C-FKTW,

mounted

on a

set of Edo

89-2000 floats. The Super Cub was totally

restored over a two

year

period by Gary

and his friend, Pierre Lambert.

New

longerons were welded in along with new

fittings

and

the entire

airplane

was cov

ered in Ceconite and Randolph dope (13

coats). Other amenities included

new

sealed wing struts, Booster wingtips and

six

STC s. Featuring

a white and

dark

blue paint scheme set off by silver floats,

the Super Cub drew many attentive looks

from the crowds and especially the judges.

The

fabric work on the airplane was quite

outstanding and when added to the deluxe

interior, scored very well. A near perfect

set

of

floats, complete with dual water

rudders, aided the cause and

when

the

totals were added up, Gary Milot's pretty

Piper

Super

Cub had earned the

Best

Fabric Seaplane Award at Oshkosh '95.

Congratulations, Gary, and we look for

ward to your return for

another

seaplane

fly-in in Oshkosh.

The large and fascinated crowds, the

lagoon and creek full

of

seaplanes and the

numerous improvements to the base all

contributed to one

of

the finest and safest

Oshkosh Splash-Ins in history. Every one

of the many hard working volunteers, who

put forth a maximum effort when it was

needed,

should hold your head high in

recognition

of

a job well done. The four

seaplane

awards

thi s year were won by

two antiques, one classic and one contem

porary

airplane - a clean

sweep

for the

Antique/Classic group

. . .


22/36

Orlo Maxfield has been around the fly-

ing business for a long time, plenty long

enough to know aeronautical hooey

when he sees it. Like the rest of life, he's

seen the promises made versus promise

kept ledger, and knows the balance does

not always swing to the positive side.

Model

B in

deference to the

extensive

changes made by the brothers to the basic

engine, Orlo's Funk was flown by him un

til he entered the service.

The

Akron Aircraft

Company

had

been busy making airplanes since produc

tion started in 1939. As originally built ,


23/36

(Above) The Funk

brothers paid atten

tion

to little details

when

designing

their

airplane,

including fairings for the

aileron actuating rods. In many of these

photos you can also see how the landing

gear was faired using an extension of

the boot

cowl.

(Far right) The low profile of the GPS

an

tenna is evident in

this

view, along with

the

broadband

comm

antenna and a

ro

tating beacon.

abrupt end to the small airplane manufac

turing business, and the Funks again had

to scramble to finish work for the

Funk

Aircraft Company to do. They were able

to procure a commitment to produce un

der contract wing center sections for the

Howard and

Joe

Funk.

It

was published

by Sunshine House.)

After Orlo sold his first Funk he didn't

fly for

another

15 years, until he

took

a

ride with a friend in a Cessna 170 on a

pretty Sunday morning.

The

doughnuts

(Left) The cockpit of

the

Funk is another

indication of

the

Funk brothers ingenu

ity. Sunken

floor

boards and

a

slanted

sub-panel

add

to

the legroom

for

the pi

lot and passenger. Orlo has added a

short radio stack

consisting

of a Ben

dix/King KLX

175 GPS/Comm, and a

transponder.

The

interior upholstery is

not

new

to this

restoration

- even

though

it looks new,

it

was actually made for

Orlo in

the

early 1960's

Funk

was his

I t

was

S N

438, a B-85C.

They wanted $2,250.

He

said $2,000 and a

deal was struck for $2,200. Since he was

on heavy

overtime at the Ford

plant, it

was a bit of time before he could take a

few days off and fly his

new

airplane


24/36

NI

q

S,

The Funk designed tailwheel has a

handy feature

that allows the tailwheel

to

be disconnected from the rudder, allowing

easy ground handling

without

having

to

fuss with a spring-loaded detent in a

ment

on the

stabilizer

instead of the

lower longeron on the fuselage means

that a pilot doesn t have to stoop as low

to maneuver the airplane into the hangar

or

a parking spot. The tail wheel design

is

also unique to the airplane. A hydrauli

cally dampened steerable tailwheel is

used, with a novel disconnect feature that

allows the

tailwheel to swivel

during

ground

handling. Simply pull a

spring


25/36

Some

Funks

have

had

a radio added

above the panel, since the fuel tank pre

cludes installing it in the panel. Some re

storers have gone to

the trouble of

re

working

the tank and

cutting down

the

fuel capacity so a radio could be installed,

but Orlos installation of a Bendix/King

KLX 175 GPS/Comm and a transponder

is

neatly placed between the pilot s legs,

and a pair of headsets and push-to-talk

airplane, and it s been with the airplane

ever since, and hardly shows any wear at

all.

t

was simply cleaned up and re-in

stalled during restoration.

Thoughout the restoration, Orlos son

John and his grandson Scott both worked

on the project. For John, restoring an air

plane that he literally grew up with was a

fun experience.

He

was featured at the

age of nine in the Detroit News when he

The original wheel pants were retained,

and since Orlo really didn t want to mod

ify

the pants to accommodate a Cleveland

wheel

conversion

, so he

carefully

re

worked the original Goodyear brakes, and

he

is

satisfied they are reliable and quiet.

To help prevent the problem of a jammed

or loose disc, he had a new set of slightly

oversize clips made to secure the brake

discs in place. By making sure the disc


26/36

WHAT OUR MEMBERS ARE RESTORING

by Norm

Petersen

Wisconsin winters while Peter flew the pretty

two-placer all

over

the

Midwest.

In 1991 ,

he

moved

the family

to Brooksville, FL,

flying the

1300 mile

trip

without difficulty. Since

then, the

Luscombe has

been

repainted and the engine ma

jored.

The

wind driven generator, which worked

well for

many

years , has given up

the

ghost, so a

new

system is being

considered. Peter has

en

joyed over

550 hours of flying in the airplane and

often takes the family dog, Katy, along as co-pilot.

After

40 years as a music teacher,

Peter

is now a

CFI

at

Aerotel

in Brooksville and enjoying every

moment.

Peter

Ayer's

Luscom

be SA

These photos

of

Luscombe 8A, NC77859, S N 3586, were

set

in by

owner

Peter

Ayers

EAA

443647,

A C

21191)

of

Brook

sv ille, FL. Built in August , 1946, the

Luscombe

was

one month old when

Peter

took his very first flight lesson in a

1-3 Cub at San Antonio, TX. On August 24, 1977, the pur

chase of the Luscombe was completed and Peter flew it from

Sioux Falls, SO, to his home in West Bend, WI, in 4 1/2 hours

flying

time.

For

thirteen

years , the Luscombe braved the

David

La

ur

a Reeve s Seabee Project

This

interesting photo

of

a

Republic

Seabee project, N6102K, S N 285 , was sent in

by David Reeve (seated on the gear) EAA

489411) of Lawrenceburg, IN. He and his

wife , Laura , purchased the project in May

1994. The fuselage was stored

in

a yard near

Lake Washington (see photo), the engine

in

a hangar in Arlington, WA, and the remain

ing components (wings, tail, prop, floats,

etc.) in an apartment in downtown Seattle,

WA

Built in 1947, this Seabee saw service in


27/36

Navion

from Argentina

This photo

of

a 1946 Ryan Navion, Ar

ge ntine registered LV-RXT, SIN 4058-D,

was

sent

in by

owner,

Vitus Braig

EAA

500699) of Trevlin,

Argentina.

Vitus re

ports the Navion was restored

in

1991 and

sports a Continental E-185-3 engine of

225 hp.

The

Navion appears to be pretty

much stock

and has an aux. fuel tank aft

of

the rear

seat.

Notice the beautiful

snow covered mountains in the back

ground

of

the picture. Argentina is home

to AntiquelClassic Chapter

12,

the only

country outside of

the U .S. to have its

own

A IC

chapter.

James Alston s Luscombe

B lE

This very pretty photo of Luscombe, NC2223K, SIN 4950,

was sent in by

owner James

Alston of Plymouth ,

Mass.

James reports the sharp looking airplane was restored over a

period of

six (long) years

and required approximately

1281

hours of diligent labor. I t was completed in August 1994. Af

ter long consideration, Jim decided to convert the Luscombe

8A to the

8E

configuration with the installation

of

two 12.5

gallon wing tanks instead

of

the 14 gallon fuselage tank and up

front, a majored C85 Continental engine replaced the old C

65 . Nice to see the 8E deck windows installed along with the

wooden Sensenich prop. James wanted to add his thanks to

David

Thissel and the crew

at Northeast Aircraft Mainte

nance for assisting

in

the rebuild

of

the pretty Silvaire.

ton on the left stick. Aux . wing tanks increase the

usable fuel to 48 gallons for a max. five-hour range.

A

bubble

canopy and

an

electric trim system, all

designed by Jack Nagle, have been added. Homer

reports the aircraft is an absolute delight to fly and

cruises at 148 kts at 25-square with its pseudo mili

tary paint scheme and shark's mouth nose.

how to maintain it. This includes STCs


28/36

which

are

altera tions to the original

type certificate. There

are

also refer-

ences that it must be in condition for

safe operation.

Jump to

Part

91.401 which

states

that

U. S. reg ist

ere

d aircraft must be

maintained within and out

of

the U. S.

and 91.403 then places the responsibil-

P SSd

~ U C K

ity for maintaining the aircraft directly

onto the owner or operator, includ-

ing compliance with Airworthi-

ness Directives (ADs).

Part 43. Now we get into the Main-

by

Buck

Hilbert

tenance, Preventive Maintenance, Re-

EAA 21

building and Alteration.

le 5

43.1 Applicable to ALL

certified

P.O. Box 424

Union,

IL 6 18

As most of

you are

aware, 01 '

" Bucky" is part of the Aviation Rules

Advisory

Committee (ARAC) a

group tasked to rewrite the parts of

the

FARs

that pertain to owner/oper-

ator (r ead pilot) maintenance respon-

sibilities.

This

ha

s been a real e

ducational

experience

for

me . As Nick Rezich

used

to say, " Believe you me, you

can't BUY experience like this "

I've been around these "wind wag-

ons" all my life and I've learned more

abo ut the ways and whys in the past

several months than

I

ever realized

were important.

Do

You

Understand

he

Rules Aviation

Here's the nofficial

Condensed Version

First off, who's responsible? All

us have certain aircraft maintenance

responsibilities. It 's a cooperative ef-

Part

21 gets into

Certification

of

Aircraft, accessories, components and

parts,

if

you please.

Part

39 deals with Airworthiness

Directives. These are VERY impor-

tant because they directly affect the

ai rworthine

ss

of your airplane, its en-

gine and its accessories.

Part 43 now is the hands on wrench-

ing, knuckle busting or whatever you

want to call maintenance, rebuilding

and

alteration.

I t tells

the what and

why and who needs to be certified and

spells out his territory. This one also

has

Appendix

A

which

spells

out

what the pilot/owner can do to his ma-

chine.

There are

also

references

to

the owner/pilot working on his

ma-

chine under supervision. Also in the

many paragraphs of

43

are guidelines

for Repair Stations, 100 hour and an-

nual inspections, large air

carrier

and

commercial

operator

maintenance.

Part 65, on

the

other hand, covers

the privileges and limitations

of

the

mechanic or technician

. It's

pretty

specific on what he can and cannot do.

Part 91, now, is for the owner/oper-

ator/pilot and gets into aircraft record

keeping , responsibilities for the air-

aircraft except

EXPERIMENTAL

aircraft that have been issued any

other kind of certificate.

43.3 notes

the

persons

authorized

and the work they are authorized to

perform.

It

also refers to Appendix

A

" and its preventive maintenance

items.

43.3(b) (c) refers to certified me-

chanics and repairmen and what

specifically they

can

do

.

FAR

65

comes

in here to specify

what

their

privileges and limitations are.

43.3(d) covers persons working un-

der the supervision of a certified me-

chanic or repairman. (You get to do

your own except that 100 hour and an-

nual inspections must be performed by

authorized persons )

43

.3(e),

(f)

concerns

Repair

Sta-

tions

, Air Carrier

and Commercial

Operators.

43.3(g). Pilot may perform preven-

tive maintenance on aircraft owned or

operated

by him, not used in air taxi

service.

43.15(c)(1) is a check list covering

the annual and/or 100 hour inspections

and refers to Appendix D.

43

.16 says you do

the

inspection

or

maintenance

in accordance with the

Manufacturers Maintenance Manual.

FAR 91.403(c) then designates

that

airworthiness

limitations must be

compiled

with.

The

two

references

some way from standard or what it was.

should

do. They are in plain English

made to

fit as change took place. Char


29/36

Now we go to Part

9

, Sub Part E

which pertains to applicability, responsi

ble persons, programs, record keeping

and transfer of those records, operation

after maintenance, rebuilding or alter

ation, and how to do the inspections.

There is a ton of information in this part,

but basically all we can do is what is in

Appendix "A ," or what we do under the

DIRECT supervision of an A&P if we

are not licensed and

are

the owner or

operator.

91.9 tells us

we

must comply with the

operations limitations, and then 91.9(b)

tells you where they come from, either

the

manufacturer, the

Aircraft Flight

Manual, approved markings, placards or

any combination of all of these.

And now we come to the

AC

system

or Advisory Circulars.

The FAA issues Advisory Circulars

to inform

the

aviation public in a sys

tematic way of nonregulatory material

of interest. Read it again NONREGU

LATORY unless incorporated

into

a

regulation by reference.

The contents

are

NOT binding

on the

public unless

they incorporate a regulation. Hey, I al

ready like them They

are

GUIDE

LINES and spell out what we can and

and are sort of official FAA policy.

That pretty well covers what we have

to know as pilots and owners to stay le

gal. There is a lot of other meat in these

regulations

and

I could go on all day

with whereas and "whyfores," but what

I 'd like to tell you

about

is

the

current

thinking of your ARAC Committee and

what we

are proposing to

the FAA

through the entire committee.

The committee is comprised of repre

sentatives from just about every facet of

aviation: the parts manufacturers , avion

ics manufacturers, aircraft manufactur

ers, DOT and FAA

people

from the

United States and Canada, the Interna

tional Association

of

Machinists, the

Professional Aviation Maintenance As

sociation, the alphabet groups

(EAA,

AOPA, GAMA, NPA, etc.), as well as

the

public. Hey

They

all have some

thing

at stake

here, work ethics, rules ,

professional standards and, believe it

or

not, an underlying "LOVE" of aviation.

The general consensus of your repre

sentatives,

me

and

Charlie Schuck, is

this: the regulations have stood the test

of time. They were first written and ac

cepted back in 1938. Since that time

they have

been

massaged,

altered

and

lie and I can find very

little

actually

WRONG about them.

The people

who went

to

school

or

learned their trades

as "on the

job

trainees," even the military and the peo

ple working with them on a daily basis,

have used these same rules as the norm

since their inception. To kick them

out

and

start with a

clean

slate would be

mayhem. Charlie and I don't see a need

to

change

just for the

sake

of change.

We feel it's in YOUR

best

interest to

keep what

we have. We '

re

suggesting

some changes in definitions

and

lan

guage clarifications, including the sug

gestions we've gotten from our members

at the listening sessions: elimination and

replacement of

Appendix "A" with an

Advisory

Circular

covering the same

subject

in

a looser, more easily revised,

format.

We've kicked this around, rewritten

our rewrites, and come full circle to the

realization that this recommendation is

in the best interest of the pilot/owner.

Comments, please

Over

to you for

now,

seen in

the

photos and drawings in

Peanut scale model

plan and three

this issue,

had

a pair of inverted Vee

view

of the Elias

EC-1 Air Taxi, as

struts

with

jury struts and a more well as a model plan of the

Blohm

rounded set of

tail surfaces.

The

en

Voss

P-204

Fighter/Dive bomber.

gine

was

mounted higher above the Also

included are

drawings

of

the

fuselage

on a set of

struts,

enabling

1946 Piper Skycycle, 5 different vari

the Menasco to swing

a

two-blade ants of the

1-16,

the 1913

Sopwith

ystery

irplane

prop in air that

was

a bit

less dis

Tabloid, RWD-15 Euro-Tourer,

and

turbed than on the H-20's installa an in-depth article on building 1196

tion. ( ) scale hardwood solid models.

Continued from page8)

Weighing in with

a chunky

empty

There

are 29 editions of

"Air

weight of 1600

lbs.,

and

a gross

of

Wars," with the first 6 sold out.

Each

As I

recall,

when Argonaut went

2250

lbs.,

the Argonaut Pirate had

"AirWars"

costs

$6,

plus

1.85

for

'belly-up: everything was sold to White

200 square feet of wing to lift off the shipping. "AeroPlans" has 6 editions

Aircraft (somewhere in

New

England)

ground

on

125

hp.

Most

likely,

the

published so far, with No.7 on the

where it was again reproduced as the

term "sprightly"

would not

come

to

way. Each is

priced at

10.95, plus $2

'White Gull.' They too went under and

mind when describing the perfor shipping. For

more

information, in

s f r s I know, the design concept con

mance of the Pirate, but its basic form cluding full descriptions of each edi

tinued

to be

sold

to

various firms .

may

have inspired

a few amphibious tion, send a self addressed, stamped

William P. Miller Tallahassee, FL


30/36

New Members

Phil D.

Aaker

Stoddard, WI

Mary H. Abel Holmen , WI

OoiAkio

Normal , IL

Peter Allegretti Lake Geneva, WI

Richard T Anderson Medford, MN

Nibel E. Arnot Glenbrook, Australia

James H. Bailey Elkton, SO

Michael E. Bakalars LaCrosse, WI

Joye Baker

Denver

, CO

James W. Bannerman Daytona Beach, FL

Lawrence Bartell

Waukesha, WI

Peter Bennedsen Felding, Denmark

Christopher A. Bennick Rochester, MN

John B Berens

Webster City,

IA

M

Bevan Drumcondra,

S

Ireland

Wayne Beyer Chandler,

AZ

Michael

S

Bohlander San Mateo, CA

Michael D. Brasfield

Memphis,

TN

Gordon W

Breuer

Seattle, WA

Gregory P Bryham

Manurewa, Auckland, New

Zealand

Daniel Burch Maplewood, MN

Del W. Burnett

Versailles,OH

Robert E. Bush Maryville,

MO

Matthew P Bushman Palatine , IL

Shelton Cason Chatanooga, TN

Jeff

Coeur

Whitefish Bay, WI

Ronald E.

Company Bolivar,OH

Michael

Cooper

Dixon,

CA

Virgil E. Coryell Lexington,

NE

Gene F

Credell Kennebunk ,

ME

Dennis A. Crenshaw Columbus ,

OH

Andre Crucifix Laverriere, France

Carroll

F Gray

Albert L

Grell

Jack H. Hamilton

Ralph E.

Hammond

Russ

Hammond

Philip W. Harbaugh

Thomas

H. Harris

Gary

D. Hart

Vernon L Hatch

Ronald C Hayhoe

Daniel W Helsper

James

W.

Henderson

Brian J.

Herreman

Ray H. Herrick

Paul A. Himmelberger

Walter

Hinkson

Drew A. Hoffman

Mark Holbein

John

Hooker

Charles Houghton

Bart

Hunt

Michael H.

Jacker

Elbert V. James

Terry

L Jettenberg

Mark G. Karl

Mark O. Kearns

Clay O.

Keen

David P Kelley

Grady P. Kiehn

Wesley E. Knettle, Jr.

Tanner

D. Knox

Ronald E. Knudsen

Victor S Kokx

Los Angeles,

CA

Tangent, OR

Dallas, TX

Byron

Center

, MI

La Jolla ,

CA

Arcanum , OH

Granbury, TX

Wellsville,

KS

Kerrville , TX

Lansing, MI

Sycamore, IL

Stella,

NC

Elk

hart, IN

Foster

City,

CA

San Diego,

CA

Crown Point, NY

Churubusco, IN

Freeport,

PA

Iowa Park,

TX

Roanoke

,

VA

Kent ,

WA

Highland Park, IL

Emmett , ID

Anchorage, AK

Bethel Park, PA

Placerville, CA

Albuquerque, NM

Mayfield,

KS

Houston,

TX

Eau

Claire, WI

Hahira,

GA

Crystal Lake, IL

Ham

Lake, MN

Jeffrey S Mitchell Farmington, ME

Sterling Mocke

Doorenpoort,

South Africa

Christopher Monday Lakewood, CA

Dwayne L Mood Portland, OR

Frederick Mullins Sinking Spring, PA

Patrick M. Murphy Round Rock, TX

Douglas A. Nealey Barringto n, IL

Leonard

E. Nelson Potter,

NE

Douglas

M

Nichols LaGrange,OH

Arthur

E.

O'Connor

Bristow,

OK

Keith

O'Dell

North Wilkesboro,

NC

Carol

Osborne

Santa Clara,

CA

Richard B.

Parker

Costa Mesa,

CA

John C

Parsons San Antonio ,

TX

Fred W. Patt erson 1Il Mill Valley, CA

W. H. Pelcher Innesdale , South Africa

David Petersen Marrietta,

GA

A. M Pharris San Diego, CA

Robert

L

Phelps Williamsburg, VA

Gary Proctor W Jordan, UT

E

E Psaroudakis Westminster Park, Ireland

Robert L

Ray Indianapolis, IN

Scott Riggs Rochester,

NY

Bruce D. Riter Los Altos,

CA

Roger

D.

Ritter

Austin,

TX

Jay Rodgers Flowermound, TX

Clint Rodningen

Grand

Forks, NO

William

M Roecker

Kirkland , IL

Roger Lori Roghrud Portage, WI

Steve L Runge Hampshire , IL

G.

Gerald

Schiera Lockport , IL

Gregory M Schildberg Casey, IA

James Dean Schrock Corvallis, OR

Raymond A. Sheridan Harrisburg,OH

Charles Siekman Appleton , WI

Peter

J. Silfven Dearborn, MI

Michael E.

Skinner

Lakeville, MN

Charles G. Smith

MD Anchorage,

KY

David

S

Smith Seal Beach,

CA

Larry D. Smith Sandyville,

WV

William B. Smith Long Beach,

CA

Bradley C Smitheram EI Paso, IL

Tim O. Snow Woodlands,

TX

Douglas Sockwell Lewisville,

TX

John

A

Spalding New Carrollton, MD

Fred Stewart Palatine, IL

Vernard L Stoops Santa Cruz, CA

Christopher Daniel Sullivan

West Jordan , UT

James M

Sweet

Eagan, MN

David G. Sword La Luz,

NM

Ronald E.

Tarrson

Chicago,IL

William M Taylor

Corvallis,

OR

Lawrence

L

Thurow

Monticello, IL

John

W. Tomlinso n

Freehold, NJ

Tom

Travis

Dallas, TX

Archie J. Turnbull

Durango,

CO


31/36

AERO

TEe LABORATORIES,

TEl:

201-825-1400

FAX: 201 -

825-1962

Fly-In

Calendar

----------

Thefollowillg

list

of

comillg events

isfumished

to our readers as a matter

of

illformatioll ollly al ld does

1I0t

cOllstitute approval ,

SPOII-

sorship, illvolvemellt, cOlltrol or directioll

of

allY evelll jIy-ill, semillars, fly market, etc.) listed. Please selld the illformatioll to EAA

All: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Illformatioll should be receivedfour mOlllhs prior to the evellt date.

OCT.

12-15

- Phoenix ,

AZ

-

Williams

Gateway

airport.

Luscombe

Foundation

Southwest gathering.

For info

,

call

the

Luscombe Founda tion at

602/917 0969.

OCT.

12-15

-

MESA

, AZ -

24th

Annual

Copperstate

Regional Fly-In. Call 800/283

6372 for info pack,

or

if you wish to commer

cially exhibit , call 5201747-1413.

OCT. 14 -

OSHKOSH

, WI -

EAA Chapter

252

Steve Wittman Memorial Fly-In.

414

/

426-

3481.

OCT. 14-15 -

SUSSEX,

NJ -

Quad-Chapter

Fly-In ,

Flylflea-market sponsored

by

AIC

Cha

pter

7,

EAA Chapt

e rs 238, 73 and 891.

For

info, call

Herb

Daniel, 2011875-9359 or

Paul Styger (Sussex airport) 2011702-9719.

OCT. 20-22 -

KERRVILLE, TX

- Southwest

Regional Fly-In.

915/651 7882

.

OCTOBER

21-22 -

TULSA, OK

- Alexander

Aeroplane Co. Builders' Workshops. For info

call

1 800/231 2949.

OCT. 27-29 -

TUCON

,

AZ

- Flying Treasure

Hunt.

520/889 9411.

NOV.

4-5

LAKELAND

,

FL

Wings 'n

Things '95. 813 /

251

-1820 .

NOVEMBER

4-5 -

DAYTONA BEACH, FL

- Daytona Skyfest, featuring the

USAF

Thun

derbirds , Shockwave

Jet

Truck the largest dis

play

of

curr

ent military aircra

ft

in

the s

outh

east. This will also be the last performance

of

the Eagles

Aerobatic

team - after this, they' re

retired!

For

info, call

1 800/854 1234

NOVEMBER

4-5 -

TULSA

,

OK

- Alexander

Aeroplane Co. Builders' Workshops.

For

info

call 1 800/

231 2949

.

NOVEMBER

4-5 -

FULLERTON

,

CA

- Air

craft Spruce Avionics Seminar.

For

info call

1-

800

/

824 1930

.

NOVEMBER

11-12 - Griffin, GA -

Alexan

der

Aeroplane Co. Builders' Workshops. For

info call

1 800/231 2949.

FEB

R

UARY

10, 1996 -

MERRITT

ISLAND,

FL

- Merritt Island airport. Aviation Day '96,

sponsored

by

Alpha

Eta

Rho

, Sigma

Alpha

chapter

, Florida Institute

of

Technology. Air

craft rides and tours with F.1.T.'s

NIFA

preci

sion flight team ,

the

Falcons, as we ll as land

ing

and bomb drop comp

e

titions.

Ca

ll

407/242 4949

for

more

info.

APR

IL 14-20 -

LAKELAND

,

FL

- 22nd An

nual Sun

'n

Fun EAA Fly-In and Convention.

813 /

644 2431.

AUGUST 1-7 - OSHKOSH , WI -

44th An

nual

EAA

Fly-In

and

Sport Aviation Conven

tion. Wittman Regional Airport. Contact

John

Burton,

EAA,

P.O . Box 3086, Oshkosh,

WI 54903-3086.

414/426 4800.

Statement of Ownership.

A :

Management

and

==

Circulation

(ReQUlftN

by

39 u.s.c. 3685/

VIN T AGE AI RPL AN E

9 /2 5 /9 5

12 t imes per yell :"

$27

.

00

EAA, P.O. Box

)086,

O s h k o s h , WI 54903-3086

EA.A.

P.O

.

Box )086, Oshkosh,

WI

54903-3086

Thomas

P.

Poberezny, EM, P.O. Box ]086, Os hk o sh ,

WI

5 4 9 0 ) - )0 8 6

Uenry

G.

Fr au tsch y ,

EM,

P.O.

Box

3086, Oshkosh. WI

5 4 9 0 ) - )0 8 6

Golda

G.

Cox

, EA.A, P .

O. Box 3086, Oshkosh

, WI

5490]-3086

MEMBERSHIP


32/36

INFORMATION

EAA

Membership in the Experimental Aircraft

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 9 years

o

age)

is

available

at

$20 annually

. AIl 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 magazine not included) .

lAC

Current EAA members may join the Intemational

Aerobatic Club,

Inc

.

Division

and

receive

SPORT

AEROBATICS

magazine for an additional $35

peryear.

EAA

Membership

,

SPORT AEROBATICS maga

zine and one year membership in the lAC

Division

is

available

for $45 per year (SPORT

AVIATION magazine not inc luded).

WARBIRDS

Current EAA members may join the EAA

Warbirds of America

Division

and

receive

WAR

SIRDS magazine

for

an

additional

$30 per

year.

EAA

Membership, WARSIRDS

magazine and

one year membership

in

the Warbirds Division is

available

for $40 per

year

(SPORT AVIATION

magazine not included).

EAA

EXPERIMENTER

Current EAA members may receive EAA

EXPERIMENTER magazine

for

an

additional

$18

peryear.

EAA Membership and EAA EXPERIMENTER

magazine

is available for $28 per

year

(SPORT

AVIATION

magazine

not

included)

.

FOREIGN

MEMBERSHIPS

Please submit your remittance with

a

check or

draft

drawn on

a United States

bank

payable

in

United States dollars. Add $13 postage for

Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may e

just the answer to obtaining that elusive part. .40 per word, 6.00 minimum

charge. Send your ad and payment to: Vintage Trader fAA Aviation Center, P.O.

Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your VISA or MasterCard

number to

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Ads must

e

received

y

the 20th

of

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for

insertion in the issue the second month following (e.g., October 20th

for

the

December issue.)

AIRCRAFT

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n ,

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Call John Hopkinson, 403/637-2250,

FAX

403/637-2153. (10-2)

1938 Aeronca

Chief

- Serial KCA47,

N21075, completely restored, new prop,

windshield, headliner, tires, gas tank and

Stits Poly-Fiber. $10 ,

000

.

Phone

310/375-1000 or 310/375-3902. (10-1)

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quality Classic interior

Complete interior assemblies for do-it-yourself installation.

Custom

quality

at economical prices.

Cushion upholstery sets

Wall panel sets

Headliners

Carpet sets

Baggage compartment sets

Firewall covers

Seat slings

Recover envelopes and dopes

Free catalog of complete product line.

Fabric Selection Guide showing actual sample colors and

styles of materials: $3.00.

Q M ~ R O D U C T S INC.

259 Lower Morrisville Rd., Dept. VA

Fallsington, PA 19054

215)

295-4115

Hugh Robinson,

Pioneer Aviator

George

L.

Vergara

"Vergaras careful documentation of Robinsons close relationship

with Glenn Curtiss and his pivotal role in the history of aviation

gives us a fresh new perspective on the 'early birds' who created that


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"AUA

has been my aircraft insurer for

several years and they ve

provided m

with a very economical fleet policy and

helpful service.

"In March

of 1993, my Cessna 120

was

damaged

in

a tornado.

When

I contacted

AUA, the people helping

m were

most

courteous over the phone

and

I

had

easy

access to an adjuster. Best

of

all,

AUA

AUA s Exclusive E

Antique Classic

ivision

nsurance

Program

liability and hull premiums

payments included

discounts

for

multiple aircraft

carrying all risk coverages

hand-

propping

exclusion

age

penalty


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Vintage Airplane - Oct 1995

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Transcript of Vintage Airplane - Oct 1995