EDITORIALSTAFF

Publisher
Tom Poberezny
October1994 Vol.22,No.10
Vice-President,
MarketingandCommunications
DickMatt
Editor-in-Chief
JackCox
Editor
HenryG.Frautschy
ManagingEditor
GoldaCox
ArtDirector
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EAAANTIQUE/ CLASSICDIVISION,INC.
OFFICERS
President Vice-President
Espie ' Butch'Joyce ArthurMor\lan
604 HighwaySt. W211 Nl1863HilltopDr.
Madison.NC27025 Gemnantown.WI 53022
919/427-0216 414/628-2724
Secretary Treasurer
SteveNesse E.E. 'Buck'Hilbert
2009HighlandAve. P.O. Box424
AlbertLea.MN5tl:XJ7 Union.IL60180
507/373-1674 815/923-4591
DIRECTORS
JohnBerendt RobertC. ' Bob' Brauer
7645EchoPointRd. 9345S. Hoyne
CannonFalls.MN55009 IL60620
507/263-2414 312/ 79-2105
GeneChose JohnS.Copeland
2159CarltonRd. 28-3Williamsbur8Ct.
Oshkosh.WI 54904 Shrewsbury.MA 1545
414/231-5002 508/842-7867
PhilCoulson GeorgeDoubner
28415SpringbrookDr. 2448Lough Lane
Lawton.MI49065 Hartford.WI 53027
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CharlesHanris StanGomoll
7215East46thSt. 104290thLane.NE
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Indianapolis.IN 46278 Harvard.IL60033
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RobertliCkteig RobertD.' Bob' Lumley
1708BayOaks r. 1265South 1241hSt.
AlbertLea.MN5tl:XJ7 Brookfield.WI 53005
507/373-2922 414/7822633
GeneMorris GeorgeYork
115CSteveCourt.R.R. 2 181 SlobodaAv.
Roanoke.TX 76262 Mansfield.OH 44906
817/ 491 -9110 419/529-4378
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2359LefeberAvenue
Wauwatosa.WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J.Willman
7200S.E. 85thLane
Ocala.FL 32672
904/245-7768
ADVISORS
JoeDickey JimmyRollison
55OakeyAv. 640AlamoDr.
Lawrenceburg.IN 47025 Vacaville.CA95688
812/537-9354 707/451-0411
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CONTENTS
1 Straight& Level/
Espie"Butch"Joyce
2 AlCNews/
CompiledbyH.G.Frautschy
3 Aeromail
4 A.D.NotesandYou/
Bill Claxon
Page6
6 AircraftAntennas
forthePilot-
PartWBill Butters
9 SomethingOld,SomethingNew
EAAOSHKOSH' 94/
H. G. Frautschy
20 LikeFather. . ./
H. G.Frautschy
Page9
25 MysteryAirplane/
GeorgeHardi e
25 PassittoBuckl
E.E. "Buck"Hilbert
28 WelcomeNewMembers
29 AlCCalendar
30 VintageTrader Page20
FRONT COVER . .The winner of the Grand Champion Antique
LindberghtrophyatEAA OSHKOSH'94.t his is Tom D. Baker.Jr. and
his 1941 BL-65Taylorcraft. EAA photo byJim Koepni ck.Shotwi tha
CanonEOS-1 equippedwith an80-200mm I f2 .8 lens. 1/ 250 at f81
on Kodak EktachromeLumiere 100 film. Cessna 210 photoplane
pilotedbyBruceMoore.
BACKCOVER ...The onlyCurtiss RobinonEdoM-2665floatsofthe
same vintage wasawarded the first -ever Grand Champion
Seaplane Lindy. The Robin was flownto Oshkosh byits owner.R.
W."Buzz" Kaplan(EAA 70086.A/C 8609) ofOwatonna.Minnesota.
EAA photo by Norm Petersen. Shot with a Canon Elan camera
equipped with an 8021Omm/ f4-5 .6 lens. 1/ 250 at f5.6 on Kodak
Ektachrome Lumiere 100 film. Piper Cub photo plane flown by
MikeWeinfurter.
Copyright 1994 bytheEAAAntique/ClassicDivision Inc. All rightsreserved.
VINTAGEAIRPLANE (ISSN 00916943) is published and owned exclusively by the EMAntique/Classic Division. Inc. of the Experimental
Aircraft Association and is published monthlyat EMAviation Center. 3000 Poberezny Rd. P.O. Box 3086. Oshkosh.Wisconsin 54903-3086.
Second Class Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. The membership rate for EMAntique/Classic
Division.Inc.is$20.00forcurrent EMmembersfor 12 monthperiodofwhich$12.00isforthepublicationofVINTAGEAIRPLANE. Membership
isopentoan whoareinterestedinaviation.
POSTMASTER:Send address changes to EMAntique/Classic Division. Inc. P.O. Box 3086. Oshkosh. WI 54903-3086. FOREIGN AND APO
ADDRESSES- Pleaseallowat leasttwo monthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasurfacemail.
ADVERTISING - Antique/Classic Division does not guarantee orendorse any product offered through the advertising. We invite constructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescan betaken.
EDITORIALPOLICY:Readers areencouraged tosubmit stories and photographs. Policy opinionsexpressedin articles aresolely thoseofthe
authors. Responsibilityforaccuracyin reportingrestsentirelywiththecontributor.Norenumerationismade.
Materialshouldbesentto: Editor.VINTAGEAIRPLANE,P.O.Box3086.Oshkosh.WI 54903-3086. Phone414/426-4800.
The words EAA,ULTRALIGHT,FLY WITH THE FIRST TEAM. SPORT AVIATION and the logos of EAA,EAA INTERNATIONAL
CONVENTION,EAA ANTIQUE/CLASSIC DIVISION,INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are registered
trademarks. THE EMSKY SHOPPE and logos ofthe EAAAVIATION FOUNDATION and EMULTRALIGHTCONVENTION are trademarks
oftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictlyprohibited.
STRAIGHT&LEVEL
byEspie"Butch"Joyce
Each year during the last weekend
of September, the North Carolina De-
partment of Transportation Division
of Aviation, in cooperation with the
FAA, hosts a North Carolina coastal
air tour. In the past, I'd never flown
on this tour. With the Fall weather
here in the Carolinas having been so
nice , I decided we would do it this
year.
We loaded up the Baron and de-
parted the afternoon of September 23
for Manteo, NC. After landing at
Dare County Airport we registered
with the group and drove over to our
hotel at Nags Head, located on the
outer banks of North Carolina. Nags
Head at one time was a pirates hang-
out. Blackbeard and his crew, among
others, harbored there on the inlet
side. The town was called Nags Head
because they would hang a lantern
around the head of an old nag and
walk it up and down the sand dunes
along the beach. Ships would see this
light bobbing up and down and, think-
ing it was another ship, they would
come over to follow in trail, only to
run aground. The local pirates would
carry off the ship's goods once it broke
up. For a while it was a lucrative way
for the pirates to make a living.
Just north of Nags Head is the town
of Kill Devil Hills of Wright brothers
fame. The imposing memorial there is
well worth the visit. There is a hard
runway within walking distance, oper-
ated by the National Park Service.
On Friday night we went over to
Fort Island, where Sir Walter Raleigh
landed on the shores of America with
the first colonial settlers. Sir Walter
went back to England and when he re-
turned, everyone was gone. For many
years a play, "The Lost Colony," has
been staged during the summer
months to dramatize what might have
happened to the colony. Years ear-
lier, my dad told me that he knew
what had happened to them - the
mosquitoes carried them off!
We departed Saturday morning fly-
ing in trail down the beach side of the
outer banks.
The State and FAA had cleared the
restricted areas and MOAs in the area
for us. Nearly 100 airplanes flew in
trail down the coast. We all landed at
Beaufort , North Carolina where we
were on our own to track down lunch.
Beaufort, is an old whaling village dat-
ing back to the 1740s. Lunch on the
water there was great and a walking
tour of the historical area was fun.
We then departed Beaufort for
Wilmington, North Carolina for a stay
overnight. We all had dinner on the
fantail of the battleship USS North
Carolina with a speaker program after
the meal.
We returned home to Shilo airport
on Sunday satisfied with a great week-
end. If you're in the local area next
year, you may want to check with the
North Carolina Department of Trans-
portation to find out when the coastal
air tour will take place.
On the business side, your Board
of Directors will be meeting in
Oshkosh the first weekend of Novem-
ber. Should you have any items that
you feel we need to address, please let
me know so we can add it to the
agenda. We will be discussing this
past Convention to help us determine
what things can be done to make
EAA Oshkosh '95 even more enjoy-
able for our membership. Any items
that need correcting, from a grounds
or physical plant (buildings, etc.)
standpoint need to be taken care of
early, because of the long winter sea-
son in Oshkosh.
Another item of interest to the
membership up for discussion at the
Board meeting will be our dues struc-
ture. Your dues at this time are $20.00
per year. In 1993 it cost the An-
tique/Classic Division almost $25.00
to service each member. We have
been able to offset this extra expense
because of the advertising income
from VINTAGE AIRPLANE and
the merchandise sales during the year,
most of which occurs at Oshkosh at
each year's Convention. We are now
starting to lose ground, because of
printing expense, postage and other
items. We've been advised that we
should expect as much as a 6 percent
increase in the cost of paper right
away with another increase later next
year. To top that off, the US Postal
Service is revising the non-profit
postage rates this year, eventually
eliminating the lower rates for non-
profit associations.
Should anyone have any good ideas
along this line, I would like to hear
from you.
For now you can help your Divi-
sion by asking a friend to join the An-
tique/Classic Division. Let's all pull in
the same direction for the good of avi-
ation. Remember, we are better to-
gether. Join us and have it all. ....
VINTAGE AIRPLANE 1
compiledby H.G.Frautschy
NEWARTWORKFOR
VINTAGEAIRPLANE
You may notice as you peruse the
pages of this month' s VINTAGE AIR-
PLANE that there is some new artwork
gracing the pages of Mystery Plane, Wel-
come New Members and the Fly-In Cal-
endar. Long time EAA and member Jim
Newman , who has volunteered his ser-
vices in the past for EAA, has graciously
consented to work up some drawings for
us when we could use his deft pen and
ink touch. His first efforts were directed
towards sprucing up the heads of a few of
our columns, and next month, you'll see
the fruits of his technical illustration
labors. Many readers may recall the in-
tricate drawing of the Laird Super Solu-
tion for EAA's book on the creation of
the Solution replica - it too was the cre-
ation of this talented man. Jim' s voca-
tion is as an artist, and he excels at tech-
nical illustration, a form of industrial art
Jim has been working at for most of his
long career. If you think your company
could use someone as talented as Jim for
your project, you can contact him in Ho-
bart , IN at 219/942-2571. His volunteer
efforts for the Division are appreciated!
HEllOCOURIERTYPE
CERTIFICATESOLD
Helio Enterprises, Inc. of 17644 SE
293rd Place, Kent, W A 98042 has pur-
chased the type certificate, drawings, en-
gineering data and production tooling
for the complete line of Helio aircraft.
Helio is current ly putting a plan together
to support the approximately 250 Couri-
ers still flying. They also plan on investi-
gating the possibility of putting the air-
plane back into production. You can
contact them at 206/639-1446 or fax at
206/639-0332.
CESSNA170STC
Barnstormer Aviation, who has al-
ready obtained STC approval for alter-
nator installations in the Aircoupe and
Cessna 12011401140A has announced the
availability of an STC for installation of
a 60 amp alternator on the Cessna
170/170A/170B. For more information,
contact Fred Lagno at Barnstormers
Aviation , 911 Sportsman Neck Rd. ,
Queenstown, MD 21658 or call 410/827-
7896.
KEEPLORANGOING!
The U.S. Coast Guard is considering
the termination of the Loran C system,
which would leave a large number of
users holding the bag with useless equip-
ment. Aviation, marine and and many
other users find the Loran C system to
be perfectly adequate for their needs.
The Wild Goose Association collected
over 4,500 signatures on a petition sup-
porting the Loran C system at EAA
OSHKOSH '94. EAA, while certainly
recognizing that GPS will be the naviga-
tion system of the future , supports the
continued maintenance of the Loran C
system. You can address your comments
about Loran C to: Mr. Frank Kruesi, As-
sistant Secretary for Transportation pol-
icy, U.S. Department of Transportation,
400 7th Street SW, Washington , DC
20590.
EAAOSHKOSH'94VIDEO
It was a great one, that's for sure, and you can relive the
action of the 1994 EAA Fly-In and Convention with a
copy of "Destination: Oshkosh" the outstanding produc-
tion by the EAA Video staff that chronicles the entire
spectrum of events during the Convention. Included is
footage of the Antique/Classic area and aircraft, the
Apollo astronauts reunion, Concorde, and many other
fascinating parts of the Convention. Order your copy
today by calling EAA's toll-free order number: 1-
800/843-3612. The 60 minute show is available for
$19.95 plus $3.00 shipping and handling.
2 OCTOBER 1994
NASMNEEDSHELP
TO DISPLAY
BETTYSKELTON'SPITTS
Curators and volunteers at the Smith-
sonian' s National Air and Space Museum
are working to prepare Betty Skelton's
Pitts Special for display. The Pitts,
dubbed "Little Stinker" was the airplane
used by Betty to win the National Aero-
batic Championships in 1948, '49 and
1950. It is the second Pitts Special built
by Curtiss Pitts in 1946 and sold originally
to Jess Bristow, who had Curtiss' friend
Phil Quigley fly the biplane in airshows
during 1947. When bought by Betty in
1948, she immediately started to use it for
her own airshow and competition work,
and in doing so she set the world of aero-
batics on its ear. The small biplane would
dominate the world aerobatic scene for
many years to follow.
When first built by Curtiss, the second
Pitts had a Continental C-85-8F5 engine.
Later, she had a Continental C-90-8FJ
fuel injected engine installed (the same
engine as in an Aeronca L-16) swinging a
McCauley IB90/ CM7148 prop. When
donated to the NASM, both the engine
and prop were missing. If you can supply
either a C90-8F or 8FJ (the NASM has
the correct fuel injection system, so the
engine does not have to come with one)
and/or a 1B90 McCauley prop, please
contact either Rick Leyes, Aero Propul-
sion curator or Dorothy Cochrane, the
NASM's General Aviation curator, at
202/357-2515. Neither the engine or the
prop needs to be in airworthy condition,
although I'd imagine they would need the
prop to be relatively undamaged. You
can write to them at : National Air and
Space Museum, MRC 312, Room 3308,
Smithsonian Institution, Washington, DC
20560. ...
MAIL
DARTNOTE
DearEditor,
Thearticlein theJulyissueofSPORT
AVIAnONaboutAllenJohnson's Dart
was mostinterestingto me. While Iwas
astudentatParksAirCollege (now part
ofSt. Louis University) in 1936-'37and
'38, Iwas given thejobofforming new
cylinderhead bafflesfor Monocoupe.
Thenewonesdirectedtheairflowdown
toward therearsparkplugswherethe
thermocoupleswerelocatedonLambert
engines. NodoubtthiswasoneofAl
Mooney'sideas. Alsowhilea student,a
groupofus sawthe twin Monocoach at
theMonocoupefactory. Atthattimewe
didn'tknowwhoAl Mooneywas.
Aftergraduatingfrom Parksin 1938,
OliverParksgotmeajobwithDartMfg.
Co. in Columbus,Ohio. Theywanted
someonewhocoulddosheetmetal work.
Therewere12 to 15 ofus in thewhole
factory: Aland ArtMooney,Bill McMa-
hon,CharlieJamieson,Karl Repple,Bob
Hale,myselfanda few others. Charlie,
Karl ,Boband Iwereall Parksgraduates.
Believeme,each Dartwas handmade.
Oneparticularonegave us a real prob-
lem;the bolt holesin thefuselage for the
wingspardidn' tline upwith theholesin
thebigaluminumboss in thespar. After
agonizingfor awhile,AlMooneysaidto
putundrilledbossesin thewingand line
drill them. Ofcoursethatworked.
My firstjobwastomakethewingroot
fairings, which areaboutfive feet long
and full ofcompoundcurves. That's
when Istartedtolearnalittleaboutmov-
ingsheetmetalaround. I neverdidget
oneas goodas Iwanted.
The"D"windows on Allen'sDart
were notoriginal buttheyarea nicead-
dition. Hesurelydid a beautifuljob
restoringthis historicairplane.
OneopencockpitDartwassuspended
from theceilingofFosterLane'spartof
the hangar. It had a lop-earedjackass
paintedonthe tailwith a haloaroundits
head. Wonderwhatbecameofit.
Al Mooneywas a wonderfulguybut
hadashortfuse attimes. OnetimeSpeed
Wycoff,ourpart-timesalesmanandtest
pilot ,said the publicwouldliketosee
certainchangesin theDart. Al said,"To
hell with thepublic! We buildgoodair-
planes. Thepubliccan takeit orleave
it!"
We put a 165 Warnerin onespecial
builtclipped-wingDart. It alsohadapeg
leglandinggear. Webuiltthespecial
wings in oneweek. It stillwasn'tas fast
astheclipped-wingMonocoupewefound
outonedayduringtherace at Columbus.
Wealsobuilta pairofwingsfor the Dart
that had theretractablelandinggearlike
the Bellanca. I don' t think theywere
everused;someonecorrectme ifI'm
wrong. I leftthecompanyaboutthat
timein 1940butnotbeforewe builtand
testedthe newCulverCadet. Imadethe
first nosecowl for theCadetby pounding
twopiecesof.0402S0aluminum intoa
female form, thenweldedthetwo halves
togetherandthenI poundedsomemore.
Ialsomadegearlegfairings thatlooked
goodandalmostenclosedthegearwhen
retracted. Didn'thelp thespeedabit,so
we didn'tuse them.
TheCadethadsomebadspinsat aft
CG. Ononetestflight thepilot had to
deploythespinchutetostopthespin. It
stoppedthespinokbuttoreoffpartof
theplaneandcamefloating downovera
prison. Causedquitea littleexcitement!
Onanotherflight ,ormaybethesame
one ,thevertical fin sparbrokeright at
the basebutstayedin place. Thepilot
landedsafelyandshutitdown wayout
onthefield. Wetowedit in so thepublic
wouldn' tseewhathappened.
Thereason IquitCulverin 1940was
toincreasemy income. Iwasbeingpaid
$75.00 permonth. I went to work in
Tuscaloosa,Alabama,helpingmaintaina
fleet ofStearmansandCPTplanes. In
themeantime,Culvergotthecontractfor
thePQ8sand movedtoWichita. Inearly
1941 theycalledme and offeredmea
fabulous salaryof$200.00permonthto
cometo Wichita as foreman ofthesheet
metaldepartment ;I made the move.
Therewereabout30sheetmetalworkers
in thatdepartment. Isoon found out
whatmyjobwas. Thecompanyhad a
large numberofPQ8scompletedbutthe
militarywouldn'tbuythem because no
two metalpartswould interchange. Fi-
nallygot itall straightenedout. After
thatwebuilt thousandsofplanes. At
one time we were completing seven
planesaday!
Ifeel thatIwas fortunatetohavebeen
ableto workwith Al and ArtMooney
andBill McMahon.
Allen,takegoodcareofthatDart!
Sincerely,
Bill Riedesel ,EAA240009
Mentone,AL35984 ...
VINTAGE AIRPLANE 3
A.D.S
,YOU
Airworthiness Directives these
words tend to send a chill up the spine of
some airplane owners and indeed some
cringe at the thought. ADs can be costly.
It is my opinion that the manufacturer
should pick up the tab on the ADs of the
newer airplanes. They have design flaws,
but the companies seem to be immune to
4 OCTOBER 1994
by Bill Claxon
the cost of resolving their mistakes. By
and large the owner must pick up the tab
for these bills and some of them can run
into thousands of dollars. The older air-
planes with hundreds, even thousands of
hours and decades of existence and use
are another story.
Even if the manufacturer were to be
held liable, many are no longer in exis-
tence. It is sad to see so many of the old
companies go by the wayside, but the real-
ities of economics sometimes dictate their
demise . Normally, most of these older
aircraft have had most, if not all of their
outstanding ADs complied with, but some
do slip through the cracks, and occasion-
ally there are some ADs coming down the
pike as age catches up with them.
It is interesting to note that on many of
these older airplanes most of the ADs
were small and inexpensive, compared to
the notes issued on the modern airplanes.
I have wondered about this and found a
part of the answer. High Performance!
Some of this is a result of the pursuit of
ever higher performance envelopes. To
accomplish this, the manufacturers have
had to make compromises. One of these
is a reduction in weight which has resulted
in a reduction in strength in some areas.
As pilots push the airplane ever closer and
closer to the edge of the operating en-
velope (and sometimes beyond) we are
stressing the airplane. But these operat-
ing envelopes are the desires of the poten-
tial customer, so the manufacturer tries to
oblige. AD notes are one of the results
from these fulfilled desires, and are being
paid for in part by increased and expen-
sive ADs . A clear example is the con-
stant-speed propellers used on many mod-
ern general aviation aircraft. If you look
at the older Hamilton Standard props on
the "more experienced" aircraft you will
be hard pressed to find AD notes. But
look at the modern props and you will see
an abundance of expensive AD notes .
Why? The manufacturers are calling for
lighter weight props to help enhance the
performance of their new aircraft. These
lighter props are blessed with lower TBOs
and more bulletins. Just a part of the cost
of high performance!
Most of these newer aircraft have a
fairly good set of maintenance records
when compared to some of our antiques
and classics. This a function , in part , of
time in service and methods of mainte-
nance record keeping. Many of these air-
planes go back decades and some of the
records have been lost or destroyed in-
cluding the records of AD compliance.
Are the ADs really complied with?
When? How? What do the maintenance
records say? Do they say it all? Lets take
a look.
Part 39.3 of AFR states
"No person will operate a product to which
an Airworthiness directive applies except in
accordance with the requirements of that
airworthiness directive. "
Subpart B - Airworthiness Directives
39.11 Applicability
This subpart identifies those products in
which the Administrator has found an un-
AD NOTES COMPLIANCE RECORD
Page _1_ of _1_ Date 2:3 Mar 86
Registration No. N94017
AlC Certification Date 9-46
MakelModel ErcQupe 415C
Engine Model Cont. C-75-12
SIN 1579-6-12
AD# Rev Applicable Date &
0
::l
Date S8#& Hours Method of Compliance
<D
-
3
Subject @Comp
<D
59-25-05 X Rudder Rib 105 270ctV3 Inepection
856
69-02-03 X Rudder Bel/crank IOMar69 Modified X
63 903 Bel/crank
86-22-08 X Fuel Line 12Nov86 Im;tal/ed X
Nipple24A 1189 AN911-02 Nipple
:D
<D
0
c
..,
::::!.
::l
<0
X
Tach 1104 T.T. 12:36
SIN 14:30
Prop Model ___
S/N ______
Next Authorized
Compo & Signature
Hrs/Date &No.
956
jim Medtmuc
A&P #$@%!&'#I
NIA
jim Medtmuc
A&P #$@%!&'#I
NIA
jim Medtmuc
A&P #$@%!&'#I
safe condition as described in &39.1 and as
appropriate, prescribes inspections and
limitations, if any, under which those prod-
ucts may continue to be operated. "
135.439 Maintenance recording re-
quirements - Paragraph 2 (v)
The current status of applicable airworthi-
ness directives, including the date and
methods, and if the airworthiness directives
involves recurring action, the time and date
when the next action is required."
Most maintenance records are not per-
manent by regulation. Those that are not
are items such as inspections . These
records may be discarded when super-
seded or after a given period of time.
ADs are not in this category. These regu-
lations are saying that ADs are mandatory
and that the compliance data is a manda-
tory part of permanent records of the air-
plane, usually the "log books."
Some ADs apply only to the engine,
propeller, accessory, or appliance. In the
years of operation and maintenance these
items may have been changed out for new
or used components. The replacement
may not have had the AD complied with,
yet the airplane maintenance records will
show the AD as complied. Years ago the
logs would state, "All ADs C/W" at the
periodic (annual) inspection but not tell
the date or method of compliance. This
has been carried forward and inadver-
tently the maintenance records are in er-
ror. Occasionally you will find an AD
logged as complied with when it was not.
I know of instances where the owner or
maintenance personnel has "undone"
compliance by changing out parts. These
discrepancies show up often when the air-
plane has been out of service for a number
of years and cannibalized for parts. When
those parts have been used on another air-
plane their maintenance history may not
go with them, particularly if the part does
not have it' s own serial number (compo-
nents such as carburetors and magnetos
have their own serial number). There are
also instances where the owners have
"borrowed" parts to comply with an AD
and then removed the part after the an-
nual. Ercoupes have AD 59-25-05 that
calls for an inspection or reinforcement of
the rudder ribs. On one airplane I saw,
the logs show the rudders were reinforced
and signed off at an annual. However, an
inspection revealed that only one rudder
was reinforced. There are several reasons
that ADs are not always complied with
and/or the maintenance records are in er-
ror. In this case, it appears the AD' d rud-
der had been replaced with one that had
never been reinforced.
The FAA is cracking down on AD com-
pliance! This means that the AIs and rep-
utable shops are spending more time and
more of your money researching to insure
all ADs are complied. I know of instances
where shops repeat a 5 year inspection
(Piper strut punch test) each year to pro-
tect themselves - this over compliance only
cost you money. Some of the research can
be done by you as the owner/operator, as
we discussed in last month's article. This
can save you a lot of time and money at
the time of your next annual, and may
even prevent a violation. Last month we
discussed the check of the airplane to be
sure that all the items installed are in com-
pliance with the specs or other data. This
would also be a good time to check out
AD compliance. You can check the com-
pliance of the ADs, as well as the method
of compliance. You can also do a lot of
the work to get your airplane in compli-
ance under the supervision of an A&P, but
you cannot sign off the ADs.
Use your list of the make, model and
serial number of the airplane, engine, ac-
cessories and appliances. Then obtain a
list of all ADs for all of the items on the
list. They are available at most FBOs,
authorized inspectors, or other sources.
Get a copy, if possible, of all the applica-
ble ADs for your airplane. This will tell
you what is required, serial numbers af-
fected, and all information needed for
compliance.
The FAA has suggested a format, but
does not mandate this; however, it is a
comprehensive format and works well.
An example of such a record is at the top
of this page.
Look at the particular part that the
AD pertains to and determine if the AD
has been complied with and the method
of compliance. Note this in your compli-
ance record. If the AD is a periodic in-
spection AD note the total time, tach
time, and time that the next inspection is
due. Also, note the Service Bulletin that
this AD pertains to if applicable. Some-
times a service bulletin will precede an
AD and the AD is complied with during
the compliance with a service bulletin.
You can fill out the chart except the au-
thorized signature and number.
AD compliance or inspections do not
always coincide with the annual or have
the recurring inspection come due be-
tween annuals. You, as the owner/opera-
tor and pilot-in-command, are responsi-
ble to ascertain that the aircraft is in
airworthy condition prior to flight. An
airplane that does not have all ADs com-
plied with is not an airworthy airplane.
If you have a good rapport with the
mechanic or AI you may be allowed to do
a large amount of this research, helping
cut the costs of your maintenance and
even improve the airplane. Get into com-
pliance and enjoy safe and happy flying.
Next month, we'll discuss carbure-
tor ice, and ways to prevent its oc-
currence. ...
VINTAGE AIRPLANE 5
AircraftAntennasforthePilot
PARTII
by Bill Butters, Technical Coordinator
Advanced Aircraft Electronics, Inc.
Antenna Types
Let ' s take a look at the types of an-
tennas that you might select for installa-
tion in an airframe. There are two basic
types that are practical, so we'll highlight
these. The first type is called the quar-
ter-wave ground plane and the second is
the half-wave dipole. Each has features
which lend themselves to certain types
of installations.
becomes progressively less. All the radio
energy has to go somewhere, so when us-
ing the small er ground plane the energy
is reflected back to the radio (remember
impedance matching). In receive, it re-
flects back into free space and is lost.
In a composite, fabric or wood air-
craft it becomes apparent that the stan-
dard quarter wave antenna won't work
well because there isn't much metal to
mount the antenna. We solve this prob-
, ,\ and Wave
,
"
' \
,
' "
' " ' .
FIGURE 1
Aircraft skin
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---
, '
"
, I ,
'.\
" ,
Imaginary Antenna
Ground Plane Antenna
This is the traditional antenna that
mount s outside on our aluminum air-
frames. It requir es a metal base t o
mount on and to work against. The il-
lustration (Figure 1) shows that as the
RF energy interacts with the antenna el-
ement, small amounts of skin currents
flow in the ground plane. What is often
ignored is that not just the local area un-
der the ant e nna works as the ground
plane - the total ai rframe responds to
these ground pl ane currents.
If the ground plane is made progres-
sively small er, the radiation capability
6 OCTOBER 1994
lem with the installation of a ground
plane, which is about one antenna length
in radius.
Sometimes, when we try to us e an
add-on ground plane, we aren't satisfied
with the results. This could be because
the ground plane is too small to fully al-
low the "phantom" or mirror image an-
tenna currents to develop. Sometimes
the electrical connection between the ra-
dio and the ground pl ane is poor and is
restricting the currents. Even in all
metal airframes, corrosion at the an-
tenna mount can cause similar problems.
Simply put, this style of antenna is sensi-
tive to ground plane mounting.
Aircraft skin
Inside the
Airframe
FIGURE 2
Antenna
Dipole Antenna
The drawing (Figure 2) shows the
same radiation but notice that there isn' t
a ground plane, with its phantom quar-
ter-wave image. The antenna itself is
complete and operates as a stand alone
system, not requiring the additional
metal. This feat ure makes the dipole an
ideal candidate for any st ructure without
a metal ski n.
Why not build our own ant enna? It
seems like a si mpl e matter to route our
coax feed to some conveni ent spot and
connect to two le ngt hs of metal that
have been cut to the quart er-wave
length. Some people do this, but recall
the discussion about SWR and imped-
ance match. The impedance of such an
antenna does not match the 50 ohm ra-
dio system. When the coax connecti on
is made at the ant enna the impedance
mismatch is large and the resultant SWR
value goes up, while antenna effici ency
goes down. To overcome the poor per-
formance the small rings of ferrite are
install ed around the coax and the an-
tenna seems to work better (Figure 3).
But there is a better way to use a di-
pole. The two elements can be designed
in a way that combines both the required
frequency tuning and the intrinsic im-
pedance for this frequency. The an-
tenna's impedance shouldn't be 50 ohms
however, because the impedance of the
air is closer to 377 ohms and we must
maintain the impedance match every-
where (even to the free space) to main-
tain antenna efficiency.
Antenna people design their radiat-
ing elements to have the required 377
ohms impedance. They combine the
electrical properties of the antenna ele-
ment with the insulating properties of its
nonconducting base.
Balun
Introducing the Balun. This device is
an impedance matching transformer that
is connected between the 50 ohm coax
lead and the 377 ohm radiating element
and thus preserves the impedance
match.
Now with the antenna matched to the
radio and to free space (Figure 4) we are
able to mount it anywhere we have air-
frame space to fasten it down. In fact,
the mounting can be done with adhesive,
duct tape, Velcro, tie wraps or anything
that isn't metal. This design now offers
possibilities for hot air balloons, ultra-
lights, antiques, even under the roof of
the home or wooden hangar.
Now that we are conversant in the
basics of antennas, let's take a look at its
installation in the airframe. Recall that
for optimum performance, we try to
maintain the correct polarity orientation
for the type of signal to be transmitted
or received.
FIGURE 3
II
I
..
Reflected Signal
Signal Out
I
Patterns
Get ready for another concept in an-
tenna characteristics, called radiation
patterns. In certain applications like
radar, for example, the antenna must
radiate and receive with a highly direc-
tional beam. In our aircraft, however,
the antenna must radiate and receive
quality well in all directions. The 360
degree map of the antenna's sensitivity
is the description of the beam charac-
teristics and is called the antenna pat-
tern.
Lets bring in another analogy to illus-
trate a characteristic of the antenna pat-
FIGURE 4
tern. Imagine that an inflated round
balloon represents the amount of energy
your radio can transmit, and that the an-
tenna is in the center of the balloon.
The shape of the balloon represents the
shape of the antenna pattern. Such an
antenna is called isotropic in that it radi-
ates equally in all directions.
If we want to tune the antenna to
have the beam concentrated more in
one direction we adjust the antenna ele-
ments accordingly. This is like squeez-
ing the balloon down on one side to
bulge it out the other. In other words,
there is a fixed amount of air (RF en-
ergy) and if we emphasize the balloon
shape (pattern) in one direction, we'll
reduce it somewhere else.
For our communications we normally
like to have the ability to transmit and
receive equally around the aircraft. To
do this we mount our antennas in the up
and down configuration - remember this
i& polarized mostly in the vertical plane.
The pattern looks something like that
shown. In three dimensions the pattern
looks more like doughnut with the hole,
or minimum sensitivity area, directly
above and below the aircraft. This pat-
tern exists for both the quarter-wave
and the half-wave antennas.
To receive the VOR signals we take
either the half-wave or the dipole an-
tenna and rotate it 90 degrees to the
horizontal position. The illustration
shows that the pattern rotates with the
antenna and this also presents a region
of minimum sensitivity off of the wing
tips. To fill in these gaps we bend the
dipole antenna element at its center so
that it now looks like the letter "V."
Notice how some of the energy, or pat-
tern, is removed from one area to fill in
the ends. This is the typical "rabbit
ears" VOR antenna.
Installation
Now we get to the good part, installing
the antennas.
For you metal airplane drivers, the in-
stallation is straightforward. The com-
munication antenna goes up and down
and the VOR antenna goes sideways.
Remember, however, your metal skin is
the ground plane which has RF currents
flowing as part of the antenna's function.
This ground plane requirement is much
larger than most people realize and this
means for best operation the mounting
surface must be large, as flat as possible,
and have good continuous RF continuity.
Non-metal aircraft people have differ-
ent options for their antenna installa-
tions. There are numerous locations
within the airframe which work well.
First don't use a ground plane an-
tenna. It isn' t necessary. It doesn' t work
as well as a dipole. It doesn 't look good.
It can degrade with time.
Why isn't it necessary? The dipole
doesn 't want to work with a ground
plane. It is its own self-contained system.
Why doesn't it work as well? You
can't install a foil, sheet metal or wire
mesh ground plane large enough to sup-
port all of the circulating skin currents.
What happens with time? Certain met-
als interact with other material systems
and corrosion occurs. In the world of RF
8 OCTOBER 1994
currents , which are circulating on the
ground plane, microscopic high resistance
paths play havoc with t he antenna opera-
tion. The embedded screen wire or foils
which depend on only mechanical contact
for continuous electrical conductivity can
easily degrade to a group of wires with
random electrical conductivity.
Locating the Dipole
The location of the dipole in the air-
frame requires some thought and plan-
ning because the various metal conduc-
tive components scattered around cause
the antenna to perform in unpredictable
ways.
Back to the fishing pond again we find
another analogy. Your antenna (the
float) sits there waiting for a ripple to
pass by. Nearby the float is a chunk of
wood. As the ripples pass by they strike
both the float and the wood. The float
sees now the original ripples and the re-
flected ripples from the wood. Depend-
ing on the location of the wood and the
origin of the splash the ripples add in
phase for a strong signal or become gar-
bled as the two series of ripples mix rip-
ples. This effect is due to phase interfer-
ence.
If the chunk of wood is between the
splash and the float several results are
seen depending on the size of the wood
and the distance between the float and
wood. If the two are close, the wood
"shadows" the wave from the float. If
the float is positioned farther from the
wood, the waves begin to effect the float
(diffraction in the EM world).
It is a similar situation with your an-
tenna in the composite aircraft. There is
a main source of RF signal that is seen by
the antenna and then there are weaker
sources that reflect and diffract from the
various metal things in the airframe.
Items like control cables, metal tubing
and wires which are close (15 inches to 25
inches) and parallel to the antenna have
a more pronounced effect on the opera-
tion than those things which are not par-
allel or are far away.
Each installation requires planning
and a little trial and error. One feature
of internally mounted dipoles is that they
can be temporarily mounted in the fin-
ished airframe with tape and then tested
in flight. If the operation is unsatisfac-
tory, they can be moved until the opera-
tion is optimized.
Bill Butters is Technical Coordinator
for Advanced Aircraft Electronics, inc.,
manufacturers of dipole antennas. He can
be reached at 1/800/758-8632.
Reference: Antennas, Chapter 2, John
D. Kraus, Second ed. 1988, McGraw-
Hill, inc. ...
EAA OSHKOSH '94 certainlyhadalotto offerthe Antique/Classicmemberwhen itcame toawidespectrumofaircraft. You can see in thephoto
aboveoneofthe modernera'ssymbolsofadvancedtechnology, thesupersonic Concorde, zippingpastthe middleofthe Antique/Classicparkingarea.
Onceagain,we were fortunate tohave atleast twoone-of-a-kindantiqueairplanes in attendance, andwe certainlywish to extendourthanks toallofyou
who flew intothisyear'sConvention. The Divisionofficersandvolunteers wouldlike to extendabig"Thank You" to thoseofyou who parkedin the
"deep South"foryourpatienceandunderstandingas EAA andthe Division work towardsprovidingmoreservices toarapidlyexpandingpartof
theConventiongrounds! In the next11 pages, you'llseesome ofthe highlightsofthisyear's Convention.
(Right) William Jowett of Blue Springs, MO taxis
past in the Silver Age Champion, his 1929 Wallace
Touroplane, the last of its kind. With folding wings
and a 100 hp Kinner engine, the Touroplane was set
up to carry three people in its elegantly appointed
cabin. This particular example is SIN 12, and was
built by Wallace in Chicago, Il. Later, American Ea-
gle built a 4-place version of the airplane, the D-430,
powered with a Wright J-6-5 engine of 165 hp.
(Left) The Reserve Grand Champion An-
tique - Gerald Hanson's Beechcraft G-17S,
was once the Beech corporate airplane as-
signed to Walter Beech himself.
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VINTAGE AIRPLANE 9
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(Above) EAA Chapter 304 did a magnificent job of restoring
the EAA' s Taylor E-2 Cub, which was displayed next to the
EAA Chapter house during the Convention.
(Right) The last Laird Solution - Jimmy Rollison' s 1929 LC-
RW300 was awarded an Outstanding Open Cockpit Biplane
trophy. Built from the last remaining parts from the Laird
factory, the airplane was completed and flown for the first
t ime in 1993.
(Above) The winner of the unofficial
"Most Unusual Pitot Tube Cover"
award this year, this shark looks as
though it's biting off more than it
can chew on Bob and Lori Kitslaar's
1944 Stearman .
(Right) The spectacular PT-13D
Stearman of Duane Huff, Oakdale,
CA was the Champion Custom An-
tique award.
Turner' s amazing re-creation of the DH.88 Comet racer for owner Tom Wathen of
Nuys, CA tucks up the landing gear as it shows off its pretty lines to the
10 OCTOBER 1994
(Above) Ronald F. VanKregten is the owner of this ex-
Howard Hughes amphibion, the Sikorsky S-43. Built in
1937, Hughes intended to fly it to set a 'round-the-world
record, but the flight never took place with this airplane.
Jess Bootenhoff flew the airplane to the Convention,
along with crew chief Bill Bonefas and a few others.
L-________________________________
(Left) The Silver Age Runner-up is this pretty Bird Model
C biplane owned and flown by John Woodford of Madi-
son,WI.
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(Above) Brad Thomas' Wright-powered Beechcraft D-17R Staggerwing was se-
lected as the Bronze Age Runner-up. From Pilot Mountain, NC, Brad started the
restoration a number of years ago, and then had Bern "Doc" Vocke of Sandwich,
IL complete the job.
(Right) Airplanes inspire all sorts of individuals. Artist Francis Hanavan of Hobo-
ken, NJ was pleased he could combine his love for painting with his enthusiasm
for airplanes during his vacation.
(Below) Master Fairchild restorer Joe Denest of West Chester, PA just com-
pleted the rebuild of this Fairchild PT-23-SL for Greg Herrick of Minneapolis, MN.
It is the Runner-Up in the WW II Military Trainer/Liaison antique category.
+
VINTAGE AIRPLANE 11
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(Above and right) John and Kathy McMurray, Burkburnett, TX are the
lucky owners and restorers of this Luscombe BE, which happens to be
the prototype E model. It was presented with the Best Custom Class B
Classic trophy. It too has been in continuous use (except, of course,
while it was being restored) since it was first built in 1946.
(Below) Polished aluminum airplanes are an eye magnet, and Jerry and
Delores Adkisson of Tuscola, IL always turn heads when they travel in
their Luscombe BF, awarded the Best Luscombe plaque at the Conven-
tion.
+
Classics-
(Above, left) Young John Leupp, of South
Bend, IN came to Oshkosh in his dad's Cessna
140. He spent a little time perched up on the
fuselage to watch the afternoon airshow.
(Above) They' re rare, but they are still out
there! This 1947 Bonanza owned and flown by
Andrew and Marcell Bink of Marysville, OH has
never been restored - it still looks this good af-
ter being continuously maintained for 47 years!
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E
12 OCTOBER 1994
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(Above,left)A spunkyCommonwealthSkyrangerbelong-
ingtoDavidCohnofCambridge,MA wasparkedinthe
"south40"showplanecampingarea.
(Above) E.E. "Buck"Hilbertbroughthomethe ClassicBest
ClassIILindyforhis1947Aeronca15ACSedan. Itwasre-
storedbyPaulandPamWorkmanofZanesville,OH.
(Left) FrankSperandeoIII,Fayetteville,ARdidamasterful
jobonallthedetailsofhisPiperPA-22120Pacer. Hewas
+ givenaSpecialRecognitionawardforthespotlesswork
inthePacer'senginecompartment.
(Belowandleft)Parkedwayupinthehomebuiltareawas
this1946ThorpT211,nowcompletelyrestoredandflying
byRichardEklundofLockeford,CA.
+
VINTAGEAIRPLANE13
(Left) Gary Granfors of Webster, MN recently became
one of the owners of this outstanding 1960 Cessna
172, selected as the Reserve Grand Champion Con-
temporary.
(Below) This pretty 1960 Cessna 182C was judged to
be the Outstanding Customized Contemporary air-
plane at EAA OSHKOSH '94. It was brought to the
Convention by Sean Campbell, Corona Del Mar, CA.
(Below, left) The Contemporary Custom Class II win-
~ ~ .. ~ ~ ~ ~ ~ ~ ~ ~ .. ~ ~ ~
14 OCTOBER 1994
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ner was this slick looking 1959 Cessna 180 belonging
to Doug Weiler of Hudson, WI.
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(Below) This is what expanding the Antique/Classic
Division parameters is all about - encouraging the
restoration of aircraft from 1956- 1960 that otherwise
would never get another glance. The outstanding
restoration of this Beech G18S by Lee Maples won it
the Grand Champion Lindbergh trophy in the Con-
temporary Category.
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(Above) "CrashandBurnFreddie'(akaFredSopko)ofFlag-
town,NJentertainssomeoftheboysandgirlsontheCon-
ventionTaxiway. "Freddie"cametousfromEAAChapter643
inFlemington,NJ. Iwonderifhedressesthatwayforthe
Chaptermeetings?
(Left)GeorgeMesiarik,vice-presidentofLPAeroPlastics
showhowitisdoneinhisseminaroninstallingwindowsand
windshields,heldinthetentnexttotheAlCRedBarn.
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(Right)TheMillerElectricCompanybroughttheirnewmobiledemon-
strationshowroomtotheAntique/Classicareasomemberscouldtry
theirnew"Econotig" arcweldingsystem. Itprovedtobeaverypopu-
larexhibit.
(Below)TheTypeClubtentonceagainprovedtobeapopularspotfor
memberstocongregate. OneveryactivegroupistheShortWing
PiperClub. Dedicatedtotheenjoymentofthe"shortwing"seriesof
Pipers,includingthePacerandTri-Pacer,plustheVagabondand
Clipper. Theclubpublishesabi-monthlynewsletteraboutthesizeof
Reader'sDigest,chockedfullofmaintenanceandflyinginformation.
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VINTAGEAIRPLANE15
-
by Norm Petersen
Antique/Classic airplanes take 3 out of 4 seaplane awards!
The "Best ofthe Best" seaplanes at the 1994 EAA OSHKOSH "Splash-In" were domi-
nated by vintage aircrafi with three out offour awards being garnered by "oldtimers."
One merely had to look closely at the outstanding workmanship exhibited by these air-
planes to realize the hard-working judges had done their job well.
Enhe first time in history, a 1994
Grand Champion Lindy was awarded
in the seaplane classification. It was
won by a beautifully restored 1929
Curtiss Robin, NC292E, SIN 130, pow-
ered by a Wright J6-5 engine of 165 hp
and mounted on a set of Edo M-2665
floats of the same vintage. Painted in
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Gary Underland (left), chief mechani c
f or R. W. " Buzz" Kaplan (EAA 70086,
Ale 8609) of Owat onna, Minnesota, en-
j oy the relaxed atmosphere of the EAA
Seaplane Base.
the original colors of orange and yel-
low with silver floats, the Robin was
flown to Oshkosh by its owner, R. W.
"Buzz" Kaplan (EAA 70086, Ale
8609) of Owatonna, Minnesota, a vet-
eran seaplane pilot of many years ex-
perience.
Close behind, in Buzz's Cessna Car-
avan on floats, was his chief mechanic,
Gary Underland (EAA 43898), along
with support personnel Tony Seykora
(EAA 221020) and Jim Haney (EAA
156277). This crew has more aviation
experience between them than anyone
cares to admit!
The Robin had previously earned a
Lindy at EAA OSHKOSH '91 when it
was awarded (on wheels) the Silver
Age Trophy. The complete story of
that achievement is related in the Oc-
tober, 1991, VINTAGE AIRPLANE,
pp. 19. What hasn't been told, was the
huge task of totally rebuilding the old
Edo floats that had corne with the
Robin project back in 1974.
Gary Underland competely disman-
tled the floats (built in November,
1931) and began by making three new
bulkheads for each float with the help
of a 500-ton press at Wipline Floats in
Inver Grove Heights, MN. Once these
parts were put in place, 100% of the
exterior aluminum was replaced with
new metal and carefully riveted to-
gether. Nobody, but nobody, can
imagine how many thousands of rivets
there are in a set of floats - and Gary
Underland drove everyone, save for a
few hundred where he was unable to
reach both sides by himself. The end
result is typical of Gary's workmanship
- they don't leak and they absolutely
look like factory new floats, right down
to the black nose bumpers!
FAA certification of the floats was a
bit sticky because no record could be
found of M-2665 floats being installed
on a Robin. Both 2550 and 2880 floats
were recorded, but no 2665, although
these floats carne complete with Cur-
tiss Robin rigging, all in very service-
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16 OCTOBER 1994
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Arnie Procyshen of Kakabecka Falls, Ontario, Canada and his richly deserved Best
Fabric Seaplane award.
able condition! After going around for
nearly a year, FAA finally relented
and issued the airworthiness certificate
for the combination of Robin and M-
2665 floats. The FAA inspector's final
words were, "I'm on call this weekend.
If you fly the Robin on floats this week-
end, I don't want any phone calls! "
Buzz Kaplan lifted the Robin (and
floats) off the dolly at the Owatonna
Airport and headed for the lake where
he made a near perfect landing. The
old girl flies like it was built for floats
and Buzz says it does a very creditable
job. He is quite amazed at the econ-
omy of the 540 cu. in. engine as he flew
non-stop to Oshkosh with plenty of
fuel to spare. The Robin chugs along
at 80 mph on floats and burns about 12
gph. About the only change being con-
sidered for the Robin is the addition of
an oil cooler (antique brass) to help
keep the temps in the green on warm
days.
Hearty congratulatons are extended
to Buzz, Gary and crew for the stub-
born tenacity to finish the total rebuild
of both airplane and floats and bring
the pretty seabird to Oshkosh. To
date, it is the oldest floatplane to visit
the Vette/Brennand Seaplane Base
since EAA moved their convention to
Oshkosh in 1970. The Robin joins two
other famous seaplanes in the Kaplan
stable: a 1930 Savoia Marchetti S-56B
amphibian, NCI94M, and a 1936 Waco
ZKS-6 on Edo 3430 floats, N330TC,
ex. CF-BBQ (nic-named "Old Bar-B-
Que" in Canada). That ' s pretty nice
company!
LeBest Fabric Seaplane Award
was taken home by Arnie Procyshen of
Kakabecka Falls, Ontario, Canada,
with his magnificently restored 1947
Piper PA-ll, C-FPNL, mounted on a
pair of Edo 60-1320 floats. Arnie,
whose surname is of Ukranian origin
Gust like Poberezny), is most unique in
that he has logged over 5,000 hours on
floats in about 75 different floatplanes
over 15 years of flying. His total air-
craft damage dU,ring all those hours is
one bent spreader bar from high
waves! He has endured no less than 17
engine failures during those years and
managed to put the floatplane down
safely each time. Incidentally, Arnie's
total time on wheels is just over 100
hours and all of his flying has been
done with a map and compass!
After buying the PA-ll on floats
about ten years ago, Arnie flew it in
his minnow business for a number of
years before he knew a rebuild was
imminent. A complete teardown
found troubles. The longerons needed
+
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replacing, considerable welding was
needed elsewhere and every "mod"
that was available was added. The
lefthand door was engineered into the
rebuild and a large baggage compart-
ment was installed along with an
STC'd Super Cub control system on
the yoke.
The Continental C90-8 was sent out
for major overhaul to Douglas Aero
Engines in Winnipeg, Manitoba. They
found a cracked case and four cracked
cylinders! Many $$$$ later, a zero
time engine returned, ready for work.
Bolted to the engine is a 74 X 41 Mc-
Cauley seaplane propeller that lets the
engine crank 2450 on the "step" for a
really short takeoff. Arnie is quick to
note that he has tried nearly all types
of floatplanes, but the one that he likes
VINTAGE AIRPLANE 17
Heinz Peier's Grumman Goose was picked as
the best Amphibian at EAA OSHKOSH '94.
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the very best is the P A-11 on 1320's.
He says it will get into and out of really
small ponds, yet cruise at 97 to 98 mph
on 5 gph. He also has a set of Federal
A WB-1500 wheel skis for winter time
use on the PA-1I.
The airplane was covered with Ce-
conite and Randolph dope using two
coats of clear, two silver, one white and
then two coats of colored urethane in
yell ow with red trim. Arnie did his
own covering job and a close inspection
reveals the touch of the a rtist. It is
nicely done! The toughest part was set-
tling on a paint scheme according to
Arnie.
In order to rebuild the floats, Arni e
took them through a basement window
(one at a time) where he could rebuild
them in the warmth of his house. All
side me tal was r e placed and many,
many rivets were driven home to com-
18 OCTOBER 1994
(Left) Harold Dee, one of the Co-Chairman of the Seaplane Base, gets to wear many
hats, like most EAA Chairmen. Here, he's on lagoon patrol to help move pilots and
supplies to their airplanes.
plete the job. All joints were sealed
with PRC compound and zinc chro-
mate tape. He is especially pleased
with the floats, despite the long hours
of rebuilding, because they are really
tight and perform better than ever.
What was the toughest job? Ac-
cording to Arnie, it was waiting ner-
vously during the award ceremony at
the Theater-In-The-woods and when
his name was called, the old knees start-
ing shaking as he walked up the stairs
and his throat and mouth felt like they
were full of cotton. However, he says it
was worth every heartbeat and the joy
of taking the award home for the Best
Fabric Seaplane at EAA OSHKOSH
'94 was the highlight of his life. Con-
grat ul ations, Arnie, on a restoration
job well done.
L e award for the Best Amphibian
at EAA OSHKOSH '94 was taken
home by Heinz Peier (EAA 439289)
of Daytona Beach, FL, and his out-
standing 1944 Grumman Goose,
N848HP, SIN 1153. Viewing the pretty
cream and green painted Goose at
EAA OSHKOSH '94 with its lawn
chairs situated in a neat circle to watch
the airshow, it was difficult to imagine
that in 1989, Heinz purchased the
Goose in Long Beach, CA, as a "flying
piece of junque" - to put it in Heinz's
words.
The Goose was flown to Chino,
CA, where Heinz went to work on a to-
tal restoration of the old girl. It would
take three and a half years and many,
many $$ to complete the job! The in-
terior of the hull had major corrosion
in many places, especially where previ-
ous repairs had been (poorly) made.
Approximately 90% of the sheet metal
had to be replaced along with several
thousand rivets.
Both Pratt & Whitney R-985 en-
gines were majored with all new parts
and the three-blade Hartzell props
were sent out for overhaul. A "wet"
center section was installed in the wing
which holds 150 gallons of fuel , making
a total of 370 gallons - sufficient for a
cruising range of nearly 2,000 miles.
The interior was completely re-
done with seati ng for 10 people, com-
plete with an on-board restroom. The
cockpit was restored to full IFR capac-
it y as Heinz is a retired air line pilot
from Switzerland and flies IFR on a
regular basis. He mentions that the
new interior along with the over-wing
exhaust makes for a fairly quiet air-
plane, which is especially welcome on
long trips. Having amphibious capa-
bilities is icing on the cake. N848HP is
one of 64 Grumman "Geese" remain-
ing on the U.S. register.
Congratulations to Heinz Peier for
winning the Best Amphibian Award
among approximately 75 amphibians at
EAA OSHKOSH '94.
, . . , ,
The inhabitants this
. ,- ., .
. ,
- , .-
and caps with three letters and asmall gold members across the country.
and blue airplane emblem. but their collec-
tiDe work is no less magical than the mysti-
VINTAGE AIRPLANE 19
e Father.

JimKoepnick ...
EAA's Grand Champion An
Growing up in an aviation-minded
family usually means one of two things -
you either mature to become an airplane
"maniac" like your mom or dad, or you
never want to see another airplane in
your life. Fortunately for those who love
Taylorcrafts, the former is true for Tom
Baker, Ir. of Effingham, IL. Tom's dad
Lowell (who everybody calls Tom) is a
long-time EAA member who had been
coming to the annual Convention since
1961. He finished his first airplane, a Stits
Playboy, when Tom Ir. was five years old,
so for as long as he can remember, full
size airplanes have been part of the
Baker household.
Now out on his own and building his
own life, young Tom has continued to
keep an airplane as part of his household.
A 1941 Taylorcraft BL-65 was completed
just before EAA OSHKOSH '94, and for
aU his effort and research, Tom's neat-as-
a-pin two-place airplane was awarded the
Grand Champion Antique Lindy trophy.
Taylorcraft NC29815 was bought new
by the Springfield Aviation Company for
use in the expanding Civilian Pilot Train-
ing Program. The airplane flew as a
trainer for the Springfield outfit until the
end of the War, when it was sold into pri-
vate hands. From that point, it went
through a few owners, but it never left the
centrallllinois area. Eventually, it wound
up in the hangar of the local mechanic,
Dave Winship at the airport in Effing-
ham. Tom Baker was a fresh-faced high
school kid from town who was just getting
started in working for his money, and he
spent many hours working under Dave's
supervision. Later when Winship left the
aviation business, he took his Taylorcraft
home to his garage. Already dissembled
20OCTOBER1994
'Uefor1994
for a rebuild, the airplane would remain
so for almost 10 years. Another fe llow
bought it, but never moved t he proj ect
out of Dave' s garage. Finally, Tom, now
a bit older and with an A&P mechanic' s
license he earned whil e attending
Belleville Area College in the St. Louis
area, made to buy the air-
plane in 1988.
Tom also started to learn to fly at the
age of 15. His tim soW took place just af-
ter hi s 16th birthday, flying hi s dad' s
Citabria, which he continued to fly, while
earning his Private Pilot's certificate at
the age of 17. He also eventually worked
to earn his Commercial license so he
could be paid to do some high altitude
(relatively speaking!) aerial photography
for crop surveys. In February 1990 he
earned his Certihed Flight Instructor li-
cense. In fa<:t, hoe took the clleck ride in
his dad's newly restored BC-12 Taylor-
craft , which was featured in a cover arti-
cle in the May 1990 issue of SPORT AVI-
ATION.
He also found time to work into a job
flying a Piper Warrior on pipeline patrol,
as well as patrolling buried telephone ca-
bles. How do you inspect a buried tele-
phone cable? You look for signs of con-
struction in the cable right-of-way - a
break in a major AT&T fiberoptic cable
can cost the company as much as $10,000
per minute! A pilot and plane flying a
survey a few times per month is cheap in-
surance against something so catastrophic
as a cable disruption or a pipel ine break,
which could also cost mi llions of doll ars in
cleanup costs and EPA fines.
On a part-time basis, Tom also works
at "mechanicing" at t he local airport in
Effi ngham, IL when he's not out flying a
pat rol. During the rest of his time, he's
dedicated himself to restoring the Taylor-
craft.
Originally, Tom had thought s about
converting the airpl ane t o t he c1i pped-
wi ng model fo r aerobati cs, but as he
looked into it deeper, he realized he had a
very ori ginal air pl ane t o restore. Oh ,
there were a few changes here and there,
with an extra fuel tank added and a Con-
tine ntal A-65 re pl acing the 55 hp Ly-
coming that was on the airplane when
first produced, but most of the hard to
find parts he needed for an original
restoration were already there - an origi-
nal big tachometer, Taylorcraft compass
and round control wheels, plus the factory
supplied Shinn wheels and brakes.
While Tom would like to do a clip wing
T-Craft someday, this project was not go-
ing to head in that direction. He set out
to restore the airplane as it was delivered
to Springfield in 1941.
Along with the project came a bunch
of other parts the previous owner had in-
tended to use while he rebuilt the air-
plane, but mu<:h of it would not be appro-
JXiate for an original restOation. Frames
for the lat er model D-windows, BC-12
wingtips and wing fuel tanks were just a
few of the parts Tom could use to trade
for needed parts.
After discovering the airplane was first
delivered with a 55 hp Lycoming, Tom
made the decision to convert the airplane
back to a Lycoming, and since the 55 and
65 hp models don't have any external dif-
ferences, he opted to build up a 65 hp Ly-
coming for installation in the Taylorcraft.
A bunch of horse trading for the mount
and extra engine parts finally resulted in
enough airworthy components to make
up a good engine.
All of the sheet metal that came with
the airplane was pretty rough, and cer-
tainly bad enough to require replacement.
Even the nose bowl was in bad condition,
so Tom sent the original to John Neel of
Georgia Metal Shaping. J ohn crafted a
new nose bowl usi ng an English Wheel
and sent it up to Effingham. Later, Tom
needed to add a slight "reveal" around
the oil dipstick hole. He remembered" . .
. I had to make up a die to stamp that in
there. That's one nervous moment when
you got a $165 nose bowl there and you're
getting ready to hi t it with a hammer .. .
hoping everything comes out right! "
Tom and his dad have since bought an
English Wheel, and are now learning how
to use the tool to do more of their own
metalwork.
Tom did all of the flat stock sheet
metal , learning how to form the rolled
edges with hard wire included in the
rolled edge. Lots of pract ice went into
Ieaming the painstaking process to dupli-
cate the machine formed edge using hand
forming. The only other piece of pur-
chased sheet metal is the instrument
panel. Tom was all ready to make up a
form block and start hammering meta{
when he discovered another Taylorcrllfit
restorer who had already had a form
block made up, and was willing to make
up a panel for Tom.
As tite word got out that Tom was
VINTAGE AIRPLANE 21
Jim Koepnick ...
(Left) Early Taylorcrafts used
a pair of "flippers" for longi-
tudinal trim.
(Below) The project came
with this original Taylorcraft
compass.
22 OCTOBER 1994
Have you ever seen a nicer example of a
Shinn wheel and brake?
VINTAGEAIRPLANE23
Jim Koepnick ...
building up an original airplane, folks
started contacting him to help him out.
One of the more interesting items that ar-
rived in the mail was an original Lycoming
propeller plate, sent by a man in the
Northeast who heard that Torn could use
original parts, so he mailed him one!
The 12 gallon nose fuel tank was re-
tained, and no additional tanks were in-
stalled. Although the '41 Taylorcraft
could be bought new with an auxiliary
tank installed under the baggage com-
partment, few training airplanes were
purchased with one, and this Taylorcraft
was no exception.
When the landing gear's time for re-
view carne up, Torn retained the Shinn
wheels and brakes, and was even able to
buy a set of original hubcaps. They were
just a bit corroded, so they could not sim-
ply be polished out, but they painted up
just fine. A crowning touch on the wheel
backplates was a pair of brand new Shinn
dust covers for the brake adjusters. Often
they take on a rather beat up appearance,
or disappear altogether as stones and
other debris are kicked up by the prop
blast and tires . Torn's look as though
they were plucked off the shelf and put on
only hours before.
Often it's the little details that set off
the winners from the ones right behind
them, and one that might escape some
restorers is the use of proper hardware
for the period. One of the little things
that made the difference for Torn was his
proper use of straight-slotted screws. At
the time the airplane was made, the
Phillips head screw was not in common
usage on light civilian aircraft. You of-
ten see Phillips head screws used on
restorations primarily because the
chances of damage due to slipping off
the fastener with a screwdriver are less-
24 OCTOBER 1994
ened. Torn understands that, but says
the straight slots really gave him little
trouble. He pointed out that if you are
careful, problems with slipping off are
rare. He say you should always use the
proper size screwdriver, and keep it well
maintained with a square, sharp tip. Pur-
chasing high quality screwdrivers also
pays dividends in this area.
There's another aspect to the hard-
ware that deserves praise - the use of
white cadmium plating instead of today's
"gold" cad plating.
Another area where the proper hard-
ware made the difference is the wind-
shield. Torn's Taylorcraft features a four-
piece windshield, with a series of
aluminum strips to secure the plastic.
Soft aluminum round head rivets were
used originally, and after a little research,
Torn found he could still buy the round
head rivets, and used them instead of the
more common AN 470 universal head riv-
ets in use today.
Small trim details are always a pain to
duplicate, and someti mes you have to
look in what appears to be the most un-
likely spot for a lead. This time, Torn Sr.
was flipping through a motor horne parts
supply catalog, and noticed a door handle
that looked identical to the door handle
on the airplane. They weren't too expen-
sive, so they ordered 20 of them - and
what do you know, they were almost a
perfect duplicate of the original door han-
dle! The mounting plate was even the
same, and unless you put an original and
duplicate together , Torn says you can
hardly see the difference.
Torn did press his dad into service on a
few items on the airplane. Since Torn Sr.
is a professional uphol sterer, he did the
seat cushions and the baggage compart-
ment. It's built out of the same cotton
duck cloth that was delivered with the
Taylorcraft.
The rest of the interior was done by
Torn Jr. , including refurbi shing the large
tachometer. The tach itself was in re-
buildable shape, but the dial was faded
and worn. What to do? Torn simply went
about leaning how to si lkscreen, so he
could make up a new faceplate! With the
internal mechanics reworked by John
Wolf and company of Willoughby, OH,
the centerpiece of the instrument panel
was ready for the other instruments.
You may notice that the instrument
panel has an original style ignition switch.
What is completely hidden from view is
the fact that the switch handle neatly
hides a modem ignition switch! The new
switch is mounted behind the old switch's
faceplate, and the new key is soldered
into the handle. It's a very effective solu-
tion to the problem of replaceing older,
less reliable magneto switches.
Other parts that were retained in-
cluded the tailwheel , a Heath unit built
specially for Taylorcraft. It was in pretty
tough shape, but some machine shop
work had the steerable tailwheel ready
for service.
Finally, when it carne to covering, Torn
used the Stits process. He did it with a
slight twist, however. The wings are fin-
ished out in silver Poly tone, with the final
paint on the fuselage is Aerothane. Torn
is to be commended for his work on the
covering - we all know how difficult it can
be to have a silver finished airplane corne
out looking good, but he managed to do
it. His tapes are straight and all the edges
are securely stuck down, with no fuzzy
edges showing. He was also specific in
expressing his desires for a "dope look"
whe n he ordered hi s Aerothane from
Stits, (now Poly-Fiber). He told them he
wanted the blue to look just a bit less
glossy, so it would have that "sprayed but
not completely hand rubbed out" look
when it was sprayed on the fuselage. The
result is an airplane that truly does look
as thought it had just been delivered from
the factory in Alliance. The judges must
have thought so as well, for when the
points were totaled and the trophies en-
graved, Torn Baker J r. 's name was en-
graved on the Lindy, honoring his BL-65
Taylorcraft as the Grand Champion An-
tique at EAA OSHKOSH '94.
Torn Sr. was resting under the wing of
the Taylorcraft one afternoon during the
Convention when I stopped by to say
hello. As the conversation went along, I
asked him how much of the airplane he
had worked on. " Very, very little," he
replied. "This is his airplane!" The pride
in hi s eyes finished the rest of the sen-
tence - he knew how well his son had
done, and was supremely happy and
proud of his accomplishment. ...
ysteryPane
by George Hardie
H re's an old timer that will send
readers to the history books. The photo
was submitted by the late Owen Bill-
man, Mayfield, NY. Answers will be
published in the January 1995 issue of
VINTAGE AIRPLANE. Deadlinefor
that issue is November 25,1994.
The July Mystery Plane was a puzzle
to many readers, since we did not re-
cieve too many answers. Ted Giltner,
Tamaqua, P A writes:
"The July 1994 Mystery Plane is the
Management and Research Model H-
70-71. It was manufactured in 1937 for
the U.S. Depart ment of Commerce.
The airplane had crashed on January
27,1938 at Floyd Bennett Field, New
York, and was then rebuilt by Tuscar
Metals, Inc. Testing was resumed on
April 15, 1938 and it accumulated 50 to
60 hours flying time by November
1944. Less than a year later it was to-
tally destroyed in a crash in August
1945.
" More information can be found in
the book ' Winged Wonders: The Story
of the Flying Wings' , by E .T.
Wooldridge, pages 61-64. "
Other answers were received from
Charley Hayes, Park Forest, IL; Vic
Smith, Uxbridge, England, Lennart
Johnnson, Eldsberga, Sweden; Bill
Berkley, No. Syracuse, NY; James Bor-
den, Menahaga, MN; and Roland Hall,
Northfield, IL. ....
VINTAGE AIRPLANE 25

I.
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r J . .,;
..
PASS
dio
BUCK
by Buck Hilbert EAA #21 Ale #5 P.O. Box 424 Union, IL 60180
Tailwheels, taildraggers, conventional
gear?
I have seen a grown man agonize trying
to taxi, let alone handle a takeoff or land-
ing in one of the above.
The scene is a ferry flight from our
home field, the Funny Farm, to Oshkosh.
I have three airplanes to move and only
two qualified taildragger pilots. The third
man is a wonderful glider pilot with lots of
time in sailplanes and plenty more in air-
planes with a training wheel up front. He
even professes that he had some time in a
1-3 some years back.
Since we have an Aeronca C-3 and the
Swallow biplane to get up to Oshkosh, the
170B will be our taxi ship for the return
trip. The C-3 with its two-cylinder, single
ignition engine of only 36 hp, limit ed
range and 60 mph cruise, will be the most
trying. The old Swallow mail plane, a
grand old lady, will be the one I'll fly. The
plan is we will fly together.
Matt will take the C-3, Dick will fly the
C-170B and, of course, I will fly the United
Airlines Swallow because I' m the onl y
United pilot li sted as the Captain on that
one.
Since Dick had a lot of 172 time and is
fami li ar with the type, I figured he' d have
no trouble with the 170, especially with all
his glider instruction time. Matt has flown
the C-3 a lot , is a good stick and rudder
man and knows the risks and the limita-
tions. I tell Matt to go on ahead, that we
will catch up with him.
Dick a nd I climb into the 170 for a
quick check-out. Did I say quick? I'll say
it was. It was a very quick 270 to the right,
followed by a 180 to the left, followed by
some very distinct exclamations by yours
truly. " What are yo u trying to do? " I
asked , onl y t o see an agonized look of
helplessness from Di ck. We a re now
halfway down the runway, facing back-
wards to the way we started to taxi for
takeoff. I straighten it out, turn it around
and start talking. He tries some more and
has much the same result. For almost 20
minut es we zig and zag, and swerve, and
ground loop. There is NO way I'm gonna
let this airplane go. Dick is just not able
to handle it. I can't believe it!
Then here comes Matt in the C-3. He
had forgotten hi s sunglasses and came
back to get them. The germ of an idea;
maybe Dick can handl e the C-3, so we
play musical airplanes. Dick takes the C-
3, and since there really isn' t room for two
200 pounders in it, I tell him to taxi around
and try it out. If he feels comfortable and
is willing, maybe he would like to fly it!
He does just fine. He taxies it up and
down, spins it aro und on purpose and
does an admirable job. We bring it back
to the gas pump and top it off and make
sure he has the 2 1/2 gallon reserve gas
tank on the floor in the event of adverse
winds or whatever. And I tell him about
being spring loaded to the forced landing
mode and he assures me he has everything
under control , understands the fact that
his glide ratio ain't like his sailplane, and
off we go.
Daxs of yore - The first yerslon of the Antique/Classic Red 8arn!
26 OCTOBER 1994
(Above) The Swallow and Aeronca C-3 in the Funny Farm hangar.
(Left) A worn-out and broken item number 9, the pawl, made the tailwheel on Buck's
170 unsteerable. Regular maintenance can prevent that kind of excitment for the pilot.
(Below) Capt. Matt Poleski and the C-3 on the UAC ramp at O'Hare.
Matt isn' t too happy about having to
fly the Cessna, but he does. I crank up
the Swallow and we make Oshkosh about
two hours and 15 minutes later. Not bad
for a 145 mile trip. Pacing the C-3, our
groundspeed was just under 60. We made
it fine.
We all land safely, and then Matt tells
me that the 170 IS a Little squirrelly on the
ground and maybe it isn't all Dick' s fault.
I make some smart remark about airline
pilots and their lack of technique in flying
real airplanes. We all climb into the 170
with me flying and home we go. The wind
isn't down the runway, but the crosswind
isn' t that bad and I paste it on. It veers
into the wind and with both heel s on the
floor and fast losing rudder effectiveness,
I'm having a hard time hanging onto it.
Superior skill and cunning, along with
some luck , e nables me to salvage it ,
though, and we pull up to the hangar and
finally take a look at the tail wheel. Since
I can't handl e it , there MUST be some-
thing wrong with it, right! ?
It looks OK; it see ms to track OK.
Matt, get in there and work the rudders.
The rudder moves, the tail wheel doesn' t!
Let's get the tail up in the air and see
what's happening there.
Well , as it turns out there's no detent!
There is no way in the world the tail wheel
can be steered with the rudder because
when we disassemble it , we find the spring
and pawl that does the steering job bro-
ken. Dick really wasn't that bad a pilot af-
ter all.
The " Storal of th e Morey " is "pre-
flight! " Oh, sure, we did one; we counted
the wings, kicked the tires, lit the fire and
went! After all, we fly the " BIG" ones
and thes e little ones are " FUN-FUN-
FUN," aren' t they? How can they hurt a
guy?
Well , ask John Monnett; ask a couple
other guys who have NOT done a thor-
ough preflight only to find something radi-
cally wrong when it's too la te. Like
aileron cables hooked up backwards, or
gas gauges reading empty and assuming
they are full because they both read the
same; control locks still in place, altimeter
not set, or the directional gyro not set. All
these could have been caught before trou-
ble developed with a thorough preflight
and compliance with the check list!
We'll have more on tailwheels in next
month's column as well as AIC Tidbits.
No more lectures. It ' s Over to You with
something to think about! ...
VINTAGE AIRPLANE 27
NewMembers
David Abel Terre Haute, IN
Lester R Allgor Hastings, MN
Louis G. Anderson Bates City, MO
Ken Anthony Fremont, CA
Bob Arndt Sussex, WI
James Barnes Austin, TX
RJ. Barron Milwaukee, WI
Timothy J. Barry Watersmeet, MI
Patrick F. Barton Columbia, MD
Dr. Peggy J. Baty Columbia, IL
S. Beadsworth Hitchin, Herts, England
Jay R Becker Santa Monica, CA
Bradley M. Becknell Woodbury, NJ
David A. Belcher Abington, MA
Donald C. Belina Owatonna, MN
David A. Beltz Columbia City, IN
Wayne L. Benson Wurtsboro, NY
Stephen V. Berardo Concord, NH
Thomas E. Berg Bonsall, CA
Andrew C. Black Old Lyme, CT
John C. Black Baltimore, MD
Raymond Bossola Virginia Beach, V A
Robert W. Bower Scottsdale, AZ
George W. Britt, Jr. Longwood, FL
Gordon Brown New Iberia, LA
Russell Brown Hebbronville, TX
Jack Bryant Reeds Spring, MO
Morton Bryant Macon, GA
Patricia A. Budy Milwaukee, WI
Dana M. Bugbee Dededo, GU
Hector D. Buggiano
La Lucila Del Mar, Argentina
Mark D. Burken San Antonio, TX
Brian P. Calen Dobbs Ferry, NY
Clark C. Calta Coralville, IA
Lyle P. Campbell Paradise Valley, AZ
Pedro Campo Buenos Aires, Argentina
M. F. Caric McAllen, TX
Julian S. Carr Key Largo, FL
Joe Chadwick Peach Tree City, GA
Robert F. Clark Jonesboro, AR
Peter Ernest Clements
Newtonabbot, Devon, England
Charles R Cleveland Sweetwater, TN
Archie A. Cobb Broussard, LA
Lindon Cockroft Bowie, MD
Ronald Cooke Corbeil, Ontario, Canada
Clarence D. Copeland Mount Dora, FL
28 OCTOBER 1994
Robert M. Corbin N. Olmsted, OH
John A. Couch Houston, TX
Howard Cox Brookline, MA
Glenn H. Craver Port Angeles, W A
William F. Crozier Des Plaines, IL
Dave F. Cruickshank
Terrace Bay, Ontario, Canada
Doyle W. Curry Marshall , TX
Peter Daetwyler Davidson, NC
Carl M. Dagen Shelbyville, IL
Bruce J. Dahlquist Maplewood, MN
Richard L. Davie Eagle, WI
Frank De Ridder
Brasschaat, Antverp, Belgium
Alex Dempster Syracuse, NY
Mark P. Denest West Chester, PA
Maryann Denninghoff Columbia, MO
George F. Diehl Attica, NY
Stephen Dunlap Cumberland, ME
Robert A. Erdin High Point, NC
Mervin Ellis Esch Reno, NV
David M. Evrard Memphis, TN
Emil Feutz Mexico, MO
Richard A. Fields Colleyville, TX
Val Fish Moreno Valley, CA
Lloyd F. Fisher Littleton, CO
John J. Flynn Redding, CA
Patrick D. Fogarty Littleton, CO
Geoffrey Foote Gurnee,IL
James M. Freeburg Port Orchard, W A
Joe Freudenberg Everett, WA
Tom K. Friede Kathy, WI
Stanley D. Friesen Meade, KS
WM. K. Fudge Mequon, WI
John A. Fuller Anderson, IN
Timothy Gburek, Sr. Oswego,IL
Lutz Gebhardt Heusweiler, Germany
Louis Grabiec, Jr. Ft. Lauderdale, FL
Robert H. Graf Rochester, IN
Kevin J. Green Blissfield, MI
Mark J. Greenfield Milwaukee, WI
David W. Gregg Lancaster, CA
Larry E. Greiner Belleville, IL
Edward V. Grogan Blasdell , NY
J. P. Gross Santa Ana, CA
Robert W. Guenther Alexander City, AL
Charles M. Gunderson
Redondo Beach, CA
Jack B. Hale
Darryl L. Hall
George W. Hamm
William E. Hare
James L. Harmon
Thomas B. Harms
Jack Hartley
Aaron C. Hayes
Elroy E. Hilbert II
Bernard L. Hinman
Ronald A. Hoffmeyer
Tommy G. Howe
Robert W. Hubrecht
Earl J. Isaacs
Stephen Jackowsk
Sunnyvale, CA
Green Lake, WI
Jefferson, MD
Mission, KS
Toledo, OH
Bellevue, NE
Doylestown, PA
Wakeman,OH
Rockford, IL
Port Charlotte, FL
Streamwood, IL
Spring, TX
South Lyon, MI
Waynesvi ll e, OH
North Huntingdon, PA
Leon C. Johenning II Lexington, V A
Gregory H. Johnson
John R Johnson
L. Cory Johnson
Matthew Brian Judy
James Kapeller
Richard F. Kelso
James R Kenevan
Dexter Kincaid
Forrest L. Klies
Ronald W. Koenes
Esa Korjula
R W. Kreider
Robert J. Kreider
Louis Kuffel
Leland P. Kyle
Stanley Lacey
Ann M. Lanzara
Lake Geneva, WI
Carbondale, IL
Dodgeville, WI
Petersbury, AK
Overland Park, KS
Dayton Beach, FL
Rolling Meadows, IL
Newberg, OR
Bosin, MT
Roselle, IL
Helsinki , Finland
Newton,CT
Lebanon, PA
Seattle, WA
Rensselaer, IN
Montgomery Creek, CA
Roanoke, VA
William M. Lawson, Jr. Vestavia Hills, AL
James D. Lea Lafayette, LA
Bill H. Lee Bellevue, WA
Florence Leuninghoener Fremont, NE
Samuel A. Lyons, Jr.
Russ MacFarlane
John N. Marholec
Patrick J. Marshall
Mark R Martin
Robert Maurice
Donald J. Maxwell, Sr.
A. J. McCarthy
David M. McClanahan
Richard W. McClellion
Lloyd R McCloud, Jr.
Peter J . McGonagle
Robert J. McGraw
David McKinley
John McMurray
Ken E. Meek
William M. Meyer
Daniel J . Miller
David E. Miller
Donayon J. Mitchell
Roy Molyneux
Kennesaw, GA
Granada Hills, CA
Wasilla,AK
Holland, PA
Elk Grove Village, IL
Houston, TX
Middletown, NJ
Wellesley, MA
Franklin, TN
Anderson, SC
Fergus Falls, MN
Braintree, MA
Chalfont, PA
Fletcher, NC
Burkburnett, TX
North Branch, MN
Newport Beach, CA
Afton, MN
Goode, VA
Brodhead, WI
Bellara, Bribie Island, Australi a
Norman E. Monsen
K. M. MonsonWest
Ron Montgomery
Jeffrey B. Moore
Maynard W. Morris
Willard Morton
Arthur L. Mularski
Thomas T. Murray
Stanley A. Myers
Dale Nelson
Robert D. Nelson
Stoughton, WI
Jordan, UT
San Juan Capastrano, CA
Pendleton, IN
St Charles, MO
Minneapolis, MN
Chicago,IL
Cypress, CA
Linn, MO
Cedar Falls, IA
Lavale, MD
David E. Neuser Manitowoc, WI Roland E. Schable Janesville, WI Frank L. Taylor Avon, OH
Robert Norman Peotone, IL Harry William Schmitendorf Bebe Teichman Tampa, FL
Pike Noyes Marblehead, MA Sunland, CA Martyn J. Thornington
Bill C Oetting Tucson, AZ David Schuetzeberg Liberty Hill , TX Brandon, Manitoba, Canada
James W. Oliver Hampton,GA Leroy H. Schumacher Massillon,OH Magnus Thorsteinson Akureyri, Iceland
H. Drake Olson, Jr. Basalt , CO Timothy W. Sefcik Valparaiso, IN Connie Trippensee Rosamond, CA
John C. Olson Elgi n, IL Thomas M Semmes Anniston, AL L. E. Trowbridge Manvel, TX
Craig Ostbloom Fort Dodge, IA William Shawver Lake Station, IN Todd E. Tschida Inver Grove Hts. , MN
Ronald Palascak Algonquin,IL Ron H. Sherron Raleigh, NC Norman D. Tucker III Fitchburg, MA
Charles Pearcy Weatherford, TX Stephen M. Shiner Houston, TX Glenn Valy New Lenox, IL
Peter Petersen IV Chesterland,OH Johnny M. Shipman Denton, TX Brian L. Van Buren Mokena,IL
Mike Phenix Dorual, Quebec, Canada Alex Simon Fond Du Lac, WI Robert Van't Riet Los Osos, CA
Wesley A. Posch Mayer,AZ Richard W. Skeffington Topsfield, MA Frank Vanskivera Gloversville, NY
Douglas E. Poulton Hayward, CA Larry Skinner Miami , FL Tom M. Vaughan
Hal Preston Carrollton, TX Paula O. Skog Westboro, MA Hollywood, Ballyboughal, S. Ireland
Frank 1. Punzel Wisconsin Rapids, WI Gary J. Slutz Beach City, OH Daniel R. Veltman Urbana, IL
Virgil E. Rabine Pocomoke City, MD Charles E. Smith Roswell ,GA Julie V. Verrette New Franken, WI
Jimmy Rae, Jr. Tulsa, OK David R. Smith St. Charles, IL Gary R. Vetterli Monroe, WI
Fred Ramin Houston, TX Dennis A. Sokol Yankton, SD Ronald L. Waldron Port Richey, FL
William E. Rasor Brookville, OH Stan H. Solomon Spring Valley, NY Donald A. Wall Omaha, NE
Ronald W. Ray Falls Church, V A Martin J. Springer Ashby, MA Les Wallin Mountainside, NJ
John C. Reib Stuart, FL Merlin F. Stevens Bellevue, NE Raymond G. Ward San Antonio, TX
Randall Reihing White House, OH Michael C. Stevens Layton, UT Randolph Benjamin Waskin Ringle, WI
Edmund S. Reivitis Green Bay, WI Mark W. Stewart Marshalltown, IA William R. Webster Somerset, WI
Algimantas Remeika Phil R. Stiver Elkhart , IN Arnold Weiss Los Angeles, CA
Kaunas Lieby, Lithuania Martin Strelow Schwelm, Germany Cody F. Welch Midland, MI
David Reno Carrollton, IL Russell A. Strine Harrisburg, P A Robert Scott West Olathe, KS
Vincent D. Rice, Jr. Shreveport, LA Louis A. Strom Chicago, IL Duncan W. Wiedemann Wheaton,IL
Betty F. Riddle Tulsa, OK John J. Swaney Valley Ranch, TX S.J. Wolff Rimrock, AZ
Lawrence J. Rooney St. Petersburg, FL James Takacs Janet S. Yoder Wichita, KS
James C. Rosater Woodstock, IL Fonthill, Ontario, Canada John E. Youngblut Niwot , CO
Modesto Ruiz, Jr. Frostproof, FL Charles W. Talbot Shawn R. YukI Bell e Pl aine, IA
Donald Sanders Kathy, WI Mississauga, Ontario, Canada Mary Jo Zignego Hartford, WI
Fly-In
The following list of coming events is fumished to
our readers as a mafter of information only and
does not constitute approval, sponsorship, involve-
melli, control or direction of any event (fly-in, sem-
inars, fly market, etc.) listed. Please send the infor-
mation to EAA, Aft: Golda Cox, P.O. Box 3086,
Oshkosh, WI 54903-3086. Information should be
receivedfour months prior to the evelll date.
OCTOBER 12-17 - TULLAHOMA,
TN - 1994 Staggerwing - Travel Air-
Twin Beech Convention, sponsored by
the Staggerwing Museum Foundation.
Howard, Spartans and Twin Bonanzas
are also welcome. Membership in the
Staggerwing Museum required - for more
information, call 615/455-1974. Pre-reg-
istration by Oct. 1 is also required.
OCTOBER 14 -16 - KERRVILLE,
TX - Kerrville Municipal Airport. EAA
Regional Fly-In. Camping, Forums, and
awards banquet Saturday night. For
more information, call the Kerrville
Chamber of Commerce at 800/221-7958.
OCTOBER 15 - NORTH HAMP-
TON, NH - EAA Antique/ Classic
Chapter 15 4th Annual Pumpkin Patch
Pancake Breakfast Fly-In. 603/964-
6749.
OCTOBER 21-23 - AUGUSTA, GA
DANIEL FIELD - Boshears Memorial
Fly-In. Phone 706/736-9512
NOVEMBER 10-13 PEN-
SACOLA, FL - Aviation History Semi-
nar/Excursion. 404/364-8383.
NOVEMBER 10-13 - MESA, AZ -
1994 Copperstate Regional EAA Fly-
In. Williams Gateway Airport. 1-
800/283-6372, Fax 602/827-0727. NOTE:
NEW DATE AND LOCATION!
DECEMBER 3 - 4 - LAKELAND,
FL - Lakeland-Linder Municipal Air-
port. A gala fly-in Christmas party,
hosted jointly by Florida Sport Aviation
Antique And Classic Assoc. (FAACA) ,
Florida Ercoupe Club, Short Wing Piper
Club, Cessna 170 Club, J -3 Club Florida
Aero Club, et al. The party will be held
on the Sun ' n Fun grounds, with the
party and dinner in the FAA building,
and fly-in HQ at the AlC building. Con-
tact Don Russell at 813/676-0659 for
more information.
JANUARY 1, 1995 - W ARSAW, IN
- 3rd Annual HANGer OVER PARTY
and Fly-In. 11 a.m. to 2p. m. 5 star
restaurant quality road kill hot dogs,
chips, coffee and hot cocoa. Indiana's
biggest winter fly-in. For info call Larry
Lamp, 219/453-4364.
APRIL 9 - 15, 1995 - LAKELAND,
FL - Sun ' n Fun '95. 813/644-2431.
JULY 27 AUGUST 2
OSHKOSH, WI - 43rd Annual EAA
Fly-In and Sport Aviation Convention.
Wittman Regional Airport. Contact
John Burton, EAA, P.O. Box 3086,
Oshkosh, WI 54903-3086, 414/ 426-
4800.
VINTAGE AIRPLANE 29
MOVING?
IS THERE A NEW
LOCATION IN YOUR
IMMEDIATE FUTURE?
Besurethatyourmembership
...andVINTAGEAIRPLANE...
follows you. Let us know at
least two months in advance
ofyourmove.
Send your change ofaddress
(includemembershipnumber)
to:
VINTAGE AIRPLANE
P.O. BOX3086
OSHKOSH,WI54903-3086
or call
1-800/843-3612
35 perword,$5.00minimumcharge.Sendyourad to
TheVintageTrader,EAAAviationCenter,P.O.Box3086,Oahkoah,WI 54903-3086.
Paymentmuataccompanyad. VISAIMaaterCardaccepted.
AIRCRAFT:
1938WACOAGC-8forsale- OriginallyownedbyTWAwithaveryinterestinghistory.
Phone IvanTrofimov513/884-7172orwrite7700Countyline Road, N., Brookville,Ohio
45309.(9-1)
MISCELLANEOUS:
SUPERCUBPA-18FUSELAGES- Newmanufacture,STC-PMA-d,4130chrome-moly
tubingthroughout,alsocompletefuselagerepair. ROCKYMOUNTAINAIRFRAMEINC.
(J.E. Soares,Pres.),7093DryCreekRd.,Belgrade,Montana59714.406-388-6069.FAX
406/388-0170. Repairstation No. QK5R148N.
(NEW) This & That About the Ercoupe, $14.00. Fly-About Adventures &the Ercoupe,
$17.95. Both books,$25.00. Fly-About, P.O. Box51144, Denton,Texas76206.(ufn)
GEE BEE - R-1, R-2 super-scale model plans usedforWolf/Benjamin'S R-2. GB "Z",
"Bulldog,""Goon,"Monocoupe,Culver, Rearwin. Updated,enlarged(1/3,1/4,1/6-1/24).
PLANS on SHIRTS/Capsl Catalog/News $4.00, refundable. Vern Clements, 308 Palo
Alto, Caldwell,1083605. (c-9/94)
C-26ChampionSparkPlugs-orginalbrasstipplugsforyourChamp,Cub,Taylorcraft,
Stearman,etc. Militaryreconditioned,$5.75to $9.75.404/478-2310. (c-11/94)
DOYOUSAVE
SPORT AVIATION?
If you're like many EAA members, you save
your back issues of Sport Aviation as a
personal resource library. But how many
times have you searched through a mile-high
stackofmagazineslookingforonearticleonly
to find that issue damaged or, worse yet,
missing! End your worries and organize your
Sport library with these new EAA Sport
Aviation binders. Store a complete year's
worthofSport Aviation, withoutworry.
These attractive, high-quality binders are
extremely durable and are available in deep
bluewithgold-coloredlettering.
BINDERS:$9.95each;3for$27.95;
6for$52.95. (plusshipping)
Wis. residentsadd5%salestax.
Toorder,call
1-800-843-3612
orwrite:
SportBinder,P. O. Box3086,
OshkoshWI 54903-3086.
PopularAviation,AeroDigest,Aviation,SportsmanPilotandothervintageaeronau-
tical magazines from 1920s, 1930s and 1940s. Have several thousand available. Also
other 1915-1950plane and pilotitems. Buy - sell - trade. 44-page catalog airmailed to
you,$5. JonAldrich, AirportBox-9, BigOakflat,CA95305,phone209/962-6121.(10-4)
Sitka Spruce Lumber - Oshkosh Home Bldg. Ctr, Inc. 414/235-0990. Oshkosh,
Wisconsin. (c-6/95)
Old Rhinebeck Aerodrome - Cole Palen Memorial - Foundation introduction and
missingmanformationflight- VHSformat,41 min.An indeliblemomentin time.$20.00
plus$3.50shipping&handling.CheckorMoneyorderto:AirborneAdventuresInc.,6229
PoolsbrookRoad, Kirkville, NY 13082.(12-4)
WheelPants- Themostaccuratereplicawheelpantsforantiqueandclassicsavailable
on the market today. 100% satisfaction guaranteed. Available in primer gray gelcoat.
Harbor Ultra-Lite Products Co., 1326 Batey Place, Harbor City, CA 90720, phone
310/326-5609orFAX310/530-2124. (ufn)
Restoring? Building?- Professional metal polishinglbuffing. Props, spinners, struts,
etc. Reasonable rates. Letussaveyoutime. G.Murphy,317/552-8104. (10-1)
VIDEOS - TAILDRAGGERS AND FARMSTRIPS. Piper J-3 and J-5 CUB display
tailwheelflyingandshortfieldlandingtechniques.$19.95.ATIGER'STALE.Fascinating
story of the Tiger Moth biplane featuring Christopher Reeve flying with the exclusive
'Tiger'Clubin England.$19.95.THEGEEBEEAIRPLANES. Documentaryofrarefilm
interviewsofthe Granville brothers, Bob Hall and Pete Miller. Extraordinaryfootage of
Lowell Bayles crash andJimmyDoolittlewinning theThompsonTrophy. $24.95. WAT-
SONVillEFLY-IN.OutstandingantiqueandclassicvideofeaturingStearmans,Wacos,
Stinsons,Ryansandmanymorebeautifulaircraft.$29.95.Orderany3videosandreceive
a10%discountplusour90min.previewtapeFREE!$4.75S&Hforonetape,$1 foreach
add'i tape.Call 800-700-0747.Mail: VC Marketing, 40 Kitty Hawk East, Richmond, TX
77469. (TX. Res. add7-114% tax.) (c-12194)
WACO OWNERS- Tightenupthatloosetailwheelwith newbronzetailpostbushings
- WACOPart#8101 - setof2postpaid$65.Alsoavailableenginemountbushingsfor
pre-1937WACO's- Part#12611 - setof16.Postpaid$115.Alsointerestedinbuying
or trading WACO parts. Jon Aldrich, Airport Box-9, Big Oakflat, CA 95305, phone
209/962-6121. (11-2)
WANTED:
Wanted - Heywood startersystem orany partthereof. Will even accept the manual.
215/257-0817.(10-1)
Wanted- Complete, serviceable prop hubfor Ken-Royce 7-G Radial. Gene 303/279-
5782.
30 OCTOBER 1994
Flyhighwitha
qualityClassicinterior
Completeinteriorassembliesfordo-it-yourselfinstallation.
Customqualityateconomicalprices_
Cushionupholsterysets
Wallpanelsets
Headliners
Carpetsets
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Firewallcovers
Seatslings
Recoverenvelopesanddopes
Freecatalogofcompleteproductline.
Fabric Selection Guide showing actual sample colors and
stylesofmaterials:$3.00.
INC.
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andonyourairplane, too. Watchfor announcements
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