MAY1997

Vol. 25,No.5
CONTENTS
1Straight&Level
Espie "Butch"Joyce
2 AlC NewslH. G.Frautschy
3Sun'nFun' 97Awards
4 AlC Volunteers/TrishaDorlac
8FromtheArchives
10 WhatOurMembersAreRestoring!
12TallTaperwingTales/SamBurgess
13RichardJones' J-35Bonanza/
NonnPetersen
17Silverwing-Yesterday'sCessna/
Dr. BobGlasford
21TheLastFrontierlD.Fortuna
and 1. Best
24MysteryPlanelH.G.Frautschy
26PassItToBuck!
E.E."Buck"Hilbert
27 FabricCoveringTips/
TedBaird
28WelcomeNewMembers
29Calendar
29 VintageTraderlMembership
Information
Page 13
Page 17
Page21
FRONTCOVER ...RichardJonesofEverrett, WArollshis 1958J-35BeechcraftBonanzaintoa
gentle turn overthefertile fieldsofWisconsin duringEAAOshkosh '97. Chosen astheGrand
ChampionContemporaryclass airplaneoftheConvention, theoriginal BeechCoralcolor
attractedplentyofattentionfrom thecrowds. EAA photobyPhil High. 1/250sec. @ fllon
*
100ASAslidefilm. EAAphotoplaneflownbyBruceMoore.
AA BACK COVER ...Glen Winterscheidt's Goache painting 'OverThe Home Place" was
awardedanHonorableMentionribbonduringthe1996SportAviationArtCompetition. The
'. scenedepictedis a dreamfromGlen'syouth atage15, whenhewantedtofly 'OverThe
, Home Place- and salute his parents. They've since passed away, butGlen says the farm
- remainsprettymuchthesame. Healsotooksomeartisticlicensewiththeairplanetype- he
trained in a PiperJ-3, buthewantedtopaintanAeroncaC-3, so that'swhathedid! You
canreachGlenat5738DelCerroBlvd"Son Diego,CA92120.
Copyright 1997 bytheEMAntique/ClassicDivisionInc. All rightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by theEMAntique/Classic Division, Inc. ofthe Experimental
Aircraft Association and is published monthly at EMAviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, WISCOnsin 54903-3086.
PeriodicalsPostagepaidatOshkosh, Wisconsin 54901 andat mailingoffices.ThemembershiprateforEMAntique/ClassicDivision,
Inc. is$27.00forcurrentEMmembersfor12monthperiodofwhich $15.00isforthepublication ofVINTAGEAIRPLANE. Membershipisopen
toallwhoareinterestedinaviation.
POSTMASTER:Send address changes toEMAntique/Classic Division, Inc. P.O. Box 3086, Oshkosh, WI54903-3086. FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasuriacemail.
ADVERTISING - Antique/Classic Division doesnotguarantee or endorse any productoffered through the advertising. We constructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescanbetaken.
EDITORIALPOUCY:Readersare encouraged tosubmitstoriesand photographs. Policyopinions expressed in articlesare solelythoseofthe
authors. foraccuracyin reportingrestsentirely thecontributor.Norenumerationismade.
Materialshouldbesentto: VINTAGEAIRPLANE, P.O. Box3086,Oshkosh,WI 54903-3086. Phcne414/426-4800.
The words EAA,ULTRALIGHT,FLY WITH THE FIRST TEAM,SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL
CONVENTION,EAA ANTIQUE/CLASSIC DMSION,INTERNATIONAL AEROBATIC CLUB,WARBIRDS OF AMERICA are registered
trademarks. THE EAASKYSHOPPE and logosofthe EAAAVIATION FOUNDATION and EAAULTRALIGHTCONVEN1l0N aretrademarks
oftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictly
EDITORIALSTAFF
Publisher
TomPoberezny
Editor-in-Chief
JackCox
Editor
HenryG.Frautschy
ManagingEditor
GoldaCox
ArtDirector
Mike Drucks
ComputerGraphicSpecialists
Olivia L. Phillip JenniferLarsen
MaryPremeau
AssociateEditor
NormPetersen
FeatureWriter
DennisParks
StaffPhotographers
JimKaepnick LeeAnnAbrams
KenLicht enberg
Advertising/EditorialAssistant
IsabelleWiske
EAAANTIQUE/CLASSICDIVISION, INC.
OFFICERS
President Vice-President
Espie"Butch'Joyce GeorgeDaubner
P.O.Box35584 2448LoughLane
Greensboro, NC27425 Hartford,WI53027
910/393-0344 414/673-5885
Secretory Treasurer
SteveNesse CharlesHarris
2009HighlandAve. 7215East46thSt.
AlbertLea, MN56007 Tuisa. OK 74145
507/373- 1674 918/622-8400
DIRECTORS
JohnBerendt GeneMorris
7645EchoPointRd. 11SCSteveCourt. R.R. 2
CannanFalls. MN55009 Roanoke.TX 76262
507/263-2414 817/491-9110
PhilCoulson RobertC."Bob"Brauer
28415SpringbrookDr. 9345S.Hoyne
Lawton,MI49065 Chicago.IL60620
616/624-6490 3121779-2105
JoeDickey JohnS. Copeland
55OakeyAv. 28-3WilliamsburgCt.
Lawrenceburg, IN47025 Shrewsbury, MA01545
812/537-9354 ffJ8/842-7867
DaleA.Gustafson StanGomoll
7724ShadyHill Dr. 104290th Lane,NE
Indianapolis, IN46278 Minneapolis.MN55434
317/293-4430 612/784-1172
RobertUckteig JeannieHill
1708BayOaksDr. P.O.Box328
AlbertLea, MN56007 Harvard,IL60033
507/373-2922 815/943-7205
DeanRichardson RobertD.'Bob"Lumley
6701 ColonyDr. 1265South 124thst.
Madison.WI53717 Brookfield,WI53005
608/833-1291 414/782-2633
S.H.'Wes"Schmid GeoffRobison
2359LefeberAvenue 1521 E. MacGregorDr.
Wauwatosa,WI53213 NewHaven,IN 46774
414/771-1545 219/493-4724
GeorgeYork
181 SlobodaAv.
Mansfield,OH44906
419/529-4378
DIRECTORS EMERITUS
GeneChose E.E."Buck"Hilberi
2159CarijonRd. P.O. Box424
Oshkosh.WI 54904 Union, IL60180
414/231-5002 815/923-4591
ADVISORS
SteveKrog RogerGomoll
930TaraHLE 3238VicoriaSt.N
Hartford,WI 53027 St Paul. MN55126
414/966-7627 612/484-2303
STRAIGHT & LEVEL
This month, in keeping with the "Year of the Volunteer" honors,
we highlight those who educate other members through their actions
while performing their volunteer services. While giving this subject
some thought in order to recognize these volunteers, it became diffi-
cult for me to determine how you could define a person as strictly an
educational volunteer. There are those who do have a volunteer role
that is more of an educational function than others. We salute these
individuals, the people who man the educational workshop in the
Antique/Classic area of the Convention at Oshkosh; also, there are a
good number of individuals who disseminate all types of educational
information during the Convention each year.
In conjunction with Oshkosh, there are a great many people who
work with the public and members throughout the year to educate the
unknowing about aviation and the important function that general
aviati on plays in our society today. At the Chapter level, an experi-
enced indi vidual in the person of a Technical Counselor and the
newsletter editors both are sources of education. These people give
freely of their time and resources to assist members however the help
is needed. The newsletter editor of a Chapter is the person who re-
ally holds the interest of the Chapter ' s members and keeps them
coming back.
Your Antique/ Class ic Treasurer is Mr. Charli e Harri s; he is
also the Newsletter Editor of Antique/Classic Chapter lOin Tulsa,
Oklahoma. Charlie puts together a great newsletter that includes a
good deal of hi storical information. In Chapter I O's February is-
sue, Charlie passed along some of his thoughts that I felt should be
shared with all of the membership; the following is copied from
that newsletter.
" Many, if not most of us, have an abiding int erest in the An-
tique/ Classic area of the sport aviation movement for a long time.
Once in a while an opportunity comes along to pi ck up a batch of the
older issues ofVrNTAGE AIRPLANE or SPORT AVIATION, or
similar publications, and browse through them, or even take the time
to reread one or more of the older articles.
"As one does this, obvious and readil y apparent advances in our
avocation area of interest becomes crystal clear. The advances are
being tangibly and constantly made on every frontier. Our restora-
tions are ever better and they are far more in number. Our aviation
publications in the general aviation arena are publishing more and
more articles on our grand old airplanes. Our fly-ins have achieved
higher and higher levels of organization and showmanship. Even
economics has tended to help us, and as even the least expensive of
the new and later model airplanes have become full $100,000 plus
airplanes, our wonderful older antique, classic and contemporary ma-
chines have become ever finer values. We are the beneficiaries of a
tremendous amount of work that has been done over the past three
decades to move the state of the airplane restoration art to where it is
today. It is our responsibility to do all in our power to move the art
even further forward on our watch."
by Espie "Butch" Joyce
After these encouraging words from Charlie, I would like to an-
nounce that the EAA is kicking off the "Land A Member - Win A
Dream" membership campaign - hand in hand with this program
will be the Antique/Classic Division' s own membership campaign.
Your Division's membership drive is the Antique/Classic "Ion I"
membership drive. We are very excited about being able to bring
this membership program to the current members. With this cam-
paign, you also can be an AlC volunteer by recruiting new members
as well as encouraging those who may have dropped out in the past
to rejoin. Our target for the year 1997 and 1998 is to recruit 2,000
new members. We hope the "Ion I" membership campaign will en-
courage each current member to recruit at least one new member.
We all know at least one EAA member who is not an Antique/Clas-
sic member, whose favorite airplanes are those on the AlC f1ightline.
They are our best prospect to become a new member. You may also
know fr iends and relatives who are interested in aviat ion - they
have great potential to become a new AlC member.
In this month's VINTAGE AIRPLANE there are three special
membership applicati on cards to make sponsori ng your first member
an easy task; do it soon whil e it is on your mind. This application
also has a place for you to place your name as the recruiting member.
Don't forget thi s very important part of the application- it's the only
way you' ll get credit for recruiting a new AlC member.
A special gift will be given to you for recruiting your first new
member. You will be sent an Antique/ Classic baseball cap to be
worn with pride. For those of you who recruit two members, in addi-
tion to the cap, you will be sent a sew-on Antique/Classic patch for
signing up one member, a great addition to your jacket or hat. With
your patch, you' ll also recieve a free AlC video.
If you would like a year's free membership in the Antique/Classic
Divi sion, all that you have to do is sign up just three new members
and you will be credited with a year 's membership. When you sub-
mit a new member, your name will be placed in the proper place for
a drawing that will take place at EAA Oshkosh '98. There will be
three pri zes given away: the Grand Pri ze will be a hand-held mov-
ing-map GPS; the Second Place prize will be a hand held corom ra-
dio; and the Third Place prize will be a headset with mike. We will
also announce in the near future an award for the individual who re-
cruits the most members overall with the cutoff date being EAA
Oshkosh '98.
Throughout this campaign, I' ll continue to report to you how we
are progressing, and we' ll highlight those members who are doing an
outstanding job helping us grow. We will be asking those successful
members about their methods and reporting their stories to you to
help in your effort. Should you at any time need any help from
Membership, your Officers, your Directors or Advisors, please give
us a call. We have some exciting times ahead for the future.
Let's all pull in the same direction for the good of aviation. Re-
member we are better together. Join us and have it all ! ..
VINTAGE AIRPLANE 1
A/C NEWS
compiled by H.G. Frautschy
HEW MEMBER
CAMPAIGN
Ion 1 ANTIQUE/CLASSIC
MEMBERSHIP CAMPAIGN
The month of May marks the start of the
EAA Antique/Classic Division' s " Ion I"
membership recruitment campaign. No-
body knows better than our own members
how much they enjoy being a member of
the largest Division of EAA, with nearly
10,000 members. Now's your chance to
share it with others who are like you. Be
sure and check out the ad on page 28, the
tear-out membership application, and Divi-
sion President Butch Joyce ' s Straight &
Level column on page 2 for more on this
exciting new campaign to help your Divi-
sion grow!
EAA'S LAND A MEMBER
CAMPAIGN
In unison with the I on I AlC program,
EAA has started the "Land A Member ...
Win A Dream" campaign. For each new
EAA member signed up between April 1,
1997 and March 31, 1998 by a current
EAA member, the current member will be
eligible to win an all expenses paid "Dream
Trip" to the '98 Convention. Other out-
standing prizes will also be awarded. Com-
plete details of the campaign are available
in the April 1997 edition ofEAA's Sport
Aviation magazine.
Used in conjunction, these two pro-
grams give current members the ability to
participate in making their two favorite avi-
ation organizations grow while being re-
warded for their efforts. Signing up a new
member for EAA and the Antique/Classic
Division can earn rewards from both EAA
and the Division, including a free one year
renewal for both - If you sign up three new
members in EAA, you ' ll earn a free one
year renewal in your EAA membership,
and if you sign up three new members in
the Division, you'll receive a free one year
Antique/Classic Division renewal. Plus,
2 MAY 1997
you'll be eligible to win valuable aviation-
oriented prizes!
If you don't have access to an April is-
sue of Sport A viation, you can call EAA
Membership Services at 1-800/843-3612
and ask for the "Land A Member" .. Win
A Dream" brochure.
EAA OSHKOSH NOTAM
Heading to EAA Oshkosh this year?
Then you'll need the FAA's EAA
OSHKOSH NOTAM. The VFR Arrival
procedure will be included as a tear-out
page in the May issue of Sport Aviation
magazine, and is also available on the EAA
Web Site at http://www.eaa.org. You can
also get it via our Fax On Demand service,
starting approximately May I, at 908-885-
6711 . You simply dial the number, listen
to the voice prompts and and enter the
phone number of the fax machine you wish
the info to be sent to - before you hang up
the phone, the Fax machine's phone will
probably be ringing!
For a free copy of the "Oshkosh 1997
VFR Flight Procedures" videotape (PLU
21-10488) and Fly-In Quick Reference
Booklet, (PLU 11-10959) call 800/564-
6322. Quantities are limited, so we ask
that you share your copy of the tape as
much as possible wi th your local friends
who may also be flying in to EAA
Oshkosh. Also, should you be unable to
obtain a copy of the NOT AM via the Fax
On Demand or EAA Web Site, you can call
EAA Membership Services and ask to have
a copy sent to you. Ask for the EAA
OSHKOSH NOT AM, (PLU 11-10958). If
you belong to a Chapter, you'll be pleased
to know the video will be sent to each
Chapter for their use - check with your
Chapter President concerning it's availabil-
ity.
HAVE YOU GOT ... ?
Densil Williams, 7629 Lansing Av.,
Jackson, MI 4920 I, phone 517/569-2955 is
in the process of completing the restoration
of the prototype pre-war Aeronca Chief
built with control sticks instead of the con-
trol wheels found on the production planes.
He plans on having it ready for EAA
Oshkosh this year, but he needs a little help
fmding a few items to complete the restora-
tion. First, he need the oil pressure and oil
temp gauges for the large style tachometer
used in the pre-war Chief. It's similar to
the one used in the pre-war Taylorcraft. He
is also looking for an cream face Aeronca
altimeter. (A standard U.S. Gauge 3-1/8"
altimeter.) Finally, if anyone can assist
him with the Berry Bros . color "Indian
Suntan," he'd appreciate hearing from you
- the Berry Bros. Color chips we have here
at EAA do not list the color, so an exact
match is becoming difficult.
SPEAKING OF AERONCAS ...
If you're an Aeronca pilot, why not join
up with your breathern for the flight up the
EAA Oshkosh? Densel and many of his
Aeronca friends will be linking up at the
airport on Monday in Racine, WI for a
mass fly-in to the Convention with the ac-
tual flight to Oshkosh on Tuesday morning.
Call Judy Williams (Densel's better halt)
at the number listed above for more infor-
mation, or if you'd just like to let them
know you'd like to join in the fun. Every-
body who flies in will get to park together,
so why not make it acres of Aeroncas?!
Good NewslBad News Department
We have just learned that longtime
EAAer, James (Jim) Mynning (EAA
17448, A/ C 11543) of 14003 Riker Rd.,
Chelsea, MI 48118, sustained a huge loss
in a fire at his newly finished hangar/work-
shop on Thursday evening, April 10th.
Jim had recently completed the purchase of
the Jim Rogers estate collection of a Waco
YKS-7 project, a Waco UPF-7 project
along with a large collection of aviation
goods and materials . The first load that
had been hauled to Michigan included
three majored Continental 220's plus six
other engines. In addition, a new
Ham/ Standard prop and a new Curtiss-
Reed prop along with a substantial quantity
of aircraft spruce and aircraft plywood
were all lost in the fire. Luckily, the two
UPF -7 fuselages were stored in another
hangar and the YKS-7 project is yet to be
hauled home to Michigan.
Jim is now in dire need ofa set of Waco
UPF-7 tail surfaces to copy (patterns only)
or a set of tail surface drawings, as well as
a set of UPF-7 wing drawings. If you can
help in any way, please give Jim Mynning
a call at 313-475-2727. All assistance and
help is most sincerely appreciated.
NA VION SKY'S
A second type club has been formed for
the Navion enthusiast.
Here's the listing:
NavAirlNavion Sky' s
Raleigh Morrow
P.O. Box 2678
Lodi, CA 95241-2678
209/367-93908 a.m.-12 noon M-F
FAX: 290/376-9390
E-Mail: NavAirl996@AOL.COM
Newsletter: Monthly,
Navion Sky's Dues: $39 per year ...
SUN'N FUN
'97AWARDS
ANTIQUE
(1945 and Earlier)
GRAND CHAMPION
Fairchild 24G, N19173
Geo "Joe" Hindall,
Englewood, FL
RESERVE GRAND
CHAMPION
Boeing Stearman
PT-27, N60810
Jack Roeth I isberger,
Beaver Falls, PA
OUTSTANDING
HISTORICAL
PRESERVATION
Waco CTO
Taperwing, N13918
B. F. Goodrich Inc.,
Troy,OH
CUSTOMCHAMPION
ANTIQUE
Beech Super G17S,
N16GD Gerard Dederich,
Wadsworth, IL
BEST SILVER AGE
Curtiss Robin, N922K
Ed Gelvin,
Central, AK
BEST II ERA
Beech G17, N8589A
Tom Duffy,
Cherry Hill, NJ
CONTEMPORARYAGE
Stinson SR-5A, N14572
Mike Streiter,
Laurel, MD
BEST CABIN
Howard DGA
15-P, N22423
Fred J. Kirk,
Ft. Lauderdale, FL
BEST MONOPLANE
Cessna Airmaster, N19498
Brad and Glen Larson,
Sarasota, FL
BEST BIPLANE
Beech Staggerwing, N40E
Thomas Wright,
Russell, KY
BEST OPEN COCKPIT
American Eagle, N3738
Bud and Larry Skinner,
Miami, FL
BEST TRANSPORT
Douglas DC-3, N25673
Continental Airlines,
Houston, TX
OUTSTANDING ANTIQUE
Meyers OTW, N34304
Stanley Dollen,
Windemere, FL
CLASSIC (1946-1955)
GRAND CHAMPION
Aeronca Chief, NC4128E
Densel and Judy Williams,
Jackson, MI
BEST RESTORED
CLASSIC (0-100 HP)
Funk F2-B, N1625N
Alan Sowell,
Evergreen, CO
BEST RESTORED CLASSIC
(101-165 HP)
Cessna 170,N146YS
William Goebel,
Hurst, TX
BEST RESTORED
CLASSIC (OVER 165 HP)
Cessna 195, N2015C
Sam Bellotte,
Charlestown, WV
BEST CUSTOMCLASSIC
(0-100 HP)
Aeronca 7 AC Champ
N83320 Lonnie A. Lynn,
Jesup, GA
BEST CUSTOMCLASSIC
(100-165 HP)
Bucker Jungmann, N131 LV
Larry and Vic Grondzki,
Live Oak, FL
BEST CUSTOMCLASSIC
(OVER 165 HP)
Swift, N78168
Joe Ranson,
Athens, TN
OUTSTANDING CLASSIC
Aeronca Chief, N9756E
Larry N. Johnson,
Anoka, MN
Luscombe, N 197 4B
Jerry and Scott Cox,
Mattoon,IL
Aeronca Chief, NC3469E
Ray and Judy Johnson,
Marion, IN
Cessna 140,N1962N
Ken Fuss,
Rockford, MI
CONTEMPORARY
(1956-1960)
BEST CONTEMPORARY
1958 Piper
Comanche, N5239P
Robert and David Wall,
Denton, TX
BEST TWIN
Beech B-95
Travel Air, N377B
Dave and Frank Waldo,
Kingsport, TN
OUTSTANDING
CONTEMPORARY
Cessna 180,N9776B
Wayne and Janice Strader,
Ardmore, OK
VINTAGE AIRPLANE 3
The Red Barn
and the
ChapterMembership
and
InformationBooth
by Patricia "Trish" Dorlac
Red BamvolunteersRuthCoulson,BeverlyHyde,CayHarman,EdnaVietsandNancyGippnershowthefriendshipbehindvolunteering.
It is so exciting to learn more about the volunteers who
keep things running smooth at Oshkosh! This month I wi ll in-
troduce Ruth Coulson, chairman of the Red Barn, a.k.a. An-
tique/Classic Headquarters, and her assistants. I also had the
opportunity to talk to Bob Brauer and learn more about the
operation right outside of the Red Barn, the Chapter Member-
ship and Information Booth.
If you have not been in the Red Barn lately, it's time you
checked it out! If you are going to Oshkosh for the first
time, you do not want to miss it! The Red Barn is located
near the corner of Vern Avenue and Audrey Lane and it is
the only place that you can purchase most Antique/ Classic
logo merchandise . The hours are 8:00 am to 5:00 PM daily
except for the weekend: Saturday and Sunday hours are 7:30
am until 6:00 PM.
When asked what the biggest changes in the Antique/Clas-
sic Headquarters have been, Ruth sa id that when she started
volunteering, it was a little "Red Barn" with one door in the
corner. It has since been added on to and remodeled many
times. Sales back then consisted of VINTAGE AIRPLANE
magazine and Antique/ Classic memberships and jewelry.
They went from using cigar boxes for keeping the money in,
to an electric cash register. Now they have two paid cashiers
from local schools. They also carry a fu ll scale line of mer-
chandise, make souvenir buttons, and provide custom em-
broidery. The Antique/Classic Headquarters also houses a
mini museum display which I will go into greater detail about
next month. Before the Operations shack was built, the barn
also served as the place where volunteers checked in and
where the mini -bikes, sign, and ropes were kept for Flight
Line Operations. Before t he great porch, complete with
4 MAY 1997
(Right) Paul and Gloria Beecroft
withButchJoyceandtheplaque
presented to them for their
manyyearsofservice.
(Below) Duane andSueTrovil-
lionarehard atworkmaking
Alecollectorbadges.
benches and shade was added, people sat on a large log where
folks would exchange great hangar tales! Obviously the Red
Barn has seen some changes! Be sure to check them out yourself!
Ruth 's first convention was in 1962 with her husband in
Rockford, Illinois. Regarding aviation, Ruth's greatest love is
flying in the UPF -7 Waco. She started volunteering in 1978
and became co-chairman with Kate Morgan in 1995. Ruth
and her husband, Phil , reside in Lawton, Michigan. Ruth
thinks very highl y of her volunteers ; she even sends them
Christmas cards and notes throughout the year! She says that
she returns to EAA Oshkosh each year for the people. She en-
joys seeing and working with the volunteers that she ha s
worked with over the many years and looks forward to meet-
ing future volunteers. Ruth has met so many people from
around the world and has many with whom she corresponds
regularly. A couple of years ago, she received an airmail let-
ter from a friend that was flown in on the Quantas Airlines
from Australia . The letter was delivered by her friends '
brother and his wife, this being their first time in the USA and
at EAA! Itreally does become a small world when you com-
bine EAA with volunteering. Ruth suggests volunteering
sometime, somewhere at the EAA Convention. " I think you
would find it quite an experience and most rewarding, along
with a wonderful opportunity to meet and make new friends."
Some of the many people who have worked in the Barn in-
clude Kate Morgan, who has attended the Convention at
Oshkosh since 1974 and has not mis sed a year! This year
Kate distributed mugs. Kate volunteered at Antique/Classic
Headquarters and became Chairman a few years later in 1979.
When Kate stepped down in 1995 and chose to remain as a
volunteer, Ruth asked Sue and Dwayne Trovillion to be her
co-chairmen. Dwayne has been to Oshkosh since its begin-
ning and attended the event in Rockford before that. Sue has
attended every year since 1982. Dwayne and Sue are the offi-
cial souvenir badge makers and can be found in the Red Barn.
Dwayne has owned 23 airplanes and flown 105 different air-
craft! Sue learned to fly in a Cessna ISO and is currently
learning to fly their 1980 Beech Bonanza A36. Daughter
Lindsay has been at Oshkosh since she was 12 and volunteers
regularly. The Trovillion's refer to Oshkosh as their family
reunion because the people they see every year are their "fam-
ily"! It is their chance to "be with people who do not think
you are crazy because you fly, " and it is an opportunity to see
the leading edge of technology in aviation products!
Other Red Barn volunteers include Edna Viets from
Kansas who has been working for the Antique/ Classic divi-
sion since it was formed and Paul Beecroft from Oregon who
served as co-chairman until 1995 . Cay Harman flies to
Oshkosh every year with her husband Hal in their Mooney,
from Lindville, North Carolina. Linda Kuntz and her hus-
band, Reinhardt, have worked with Antique/Classic for many
years. Nancy Gippner is from Kansas and has worked in the
Red Barn for years as has Donna Bell from Florida! Beverly
VINTAGEAIRPLANE5
(Right) Longtime volun-
teers Kate Morgan, Lind-
say Trovillion, Butch
Joyceand Ruth Coulson.
(Below) Donna Bell and
Linda Kuntzalwayshave a
smile for members who
stop by!
Hyde hail s from Virginia and is well known for the Jenny she
and her husband Ken own and fly. Janet Kessel was also a
co-chairman and she and her husband Bob volunteered for
many years. They al so live in Florida.
Another important part of the Red Barn history involves
those who helped change it externally! Bob Lumley has han-
dled the design, construction and overall renovation of the
barn. He credits the volunteers who have worked with him
for the wonderful place we now see. Phillip Blake has spent
many weekends working on the building as have Bob Brauer,
6 MAY 1997
who did all the electrical wiring, Kathy Franzen who helped
paint and put up the roof, and Stan Gomoll who also con-
tributed his many skills.
Bob Lumley is well known for his wonderful homemade
soup. He is also responsible for ordering the merchandise that
is sold in the Red Barn. Sharon Sandberg helps with the mer-
chandise and acquired the fixtures that are used in the Barn.
Georgia Schneider helps with setting up the merchandise in
advance and also creates the display winoows in the EAA
buildings. Georgia has been a volunteer for the past eight
years and was awarded the "Backstage Art Morgan Volunteer
of the Year Award." Also credited with major changes in the
Barn is our own artist and long time volunteer, Selene Bloe-
dorn-Saeed, who has been sketching and painting pictures of
the Antique/Classic Past Grand Champions on the walls of the
Red Barn. Her paintings are all done freehand from photos of
the winners. Be sure to look around the walls next time you
drop by the Barn.
There are a great many people who contribute to the suc-
cess of the Antique/Classic Headquarters . To all of you who
have helped create it and to all of you who work there through-
out the convention ... THANK YOU!!!
Just outside the Red Barn is the Antique/Classic Member-
ship and Chapter Information Booth that charter members of
the Antique/ Classic Division, Kelly and Edna Viets started.
Chairman Bob Brauer and Co-Chairman, Dave Bennett can
renew your Antique/Classic annual membership, give advice
on forming an Antique/Classic Division Chapter, and provide
general information on the fly-in. There are currently 20 An-
tique/Classic Chapters in the USA and abroad with a number
of applications pending. If you want to join an Antique/Clas-
sic Chapter, or start a Chapter in your area, come on by the
Membership booth and find out how! New members who join
at the booth receive a complimentary issue of VINTAGE
AIRPLANE magazine along with their temporary member-
ship credentials. This is also a central place for people to
gather and visit as well as the distribution point for participa-
tion plaques. As a token of appreciation, a plaque with a pic-
ture of their airplane is given out to each individual who flies
their qualifying Antique, Classic, or Contemporary airplane
Ruth Coulson pauses for a moment
in the newly expanded Antique/Clas-
sic Red Barn Store. Bob Lumley, Bob
Brauer, George Daubner, Stan Go-
moll and many other volunteers have
helped add to the original Red Barn,
adding to its usefulness and making
it a place to welcome A/ C members.
The expanded store offers a wide va-
riety of quality goods for the A/C
member who likes to wear the colors
of the Division proudly.
into Oshkosh for all of us to enjoy! Without their awesome
dedication and willingness to share their planes with us , our
area would not have the breathtaking display it now boasts!
We would be remi ss here if we did not express how grateful
we are to all of you pilots whose airplanes we look forward to
seeing year after year! It is so encouraging to all of us who
have projects to admire your fini shed product and hear your
success stories! Keep coming back!
Chairman Bob Brauer has attended Oshkosh since 1971
and started volunteering on the flight line soon after that.
With his past experience in the Navy where he worked around
planes, Bob felt at home in the aviation atmosphere! He was
drawn to the vintage airplanes and worked early on with Art
Morgan, Bob Herman and Bob Lumley on the flight line and
also writing articles with them about volunteering! He be-
came involved with membership about seven years ago, be-
came an advisor in 1986, and was elected to the Board of Di-
rectors in 1989. Bob flies a Cessna 182B. In the past he was
an aircrew member on the Lockheed P2Y Neptune and in-
volved in the maintenance of F -9s. Bob is currently an engi-
neer and lives in Chicago. When asked why he volunteers at
Oshkosh, Bob said that he enjoys the people he works with
and finds satisfaction in helping others work out problems .
Ultimately, he said, it is being a part of something and helping
to make it happen. He believes that every volunteer who
works, in whatever capacity, is a key factor in EAA Oshkosh.
Co-chairman David Bennett recently moved to Roseville,
California from Michigan as he works for Hewlett Packard.
He was also elected by the board and appointed as an advisor
to the Antique/ Classic Board of Directors at the February
board meeting. David has been volunteering for at least fif-
teen years and started working with A/ C the very first year
with his oldest son, Scott. They wanted to become involved
and learned that a great way to volunteer and enjoy the air-
show up close was to work crowd control! Hence, we gained
two new volunteers on the flight line! David worked with
Bob Brauer when he was Antique 2, working with flightline
operations, security, and parking. He joined Bob as co-chair-
man of the membership booth and does the programming for
his wife Janet and the data processing operation. David's fa-
vorite part of Oshkosh is the airplanes and the people who
love them! He loves the way volunteers, although they may
work in a specific area, will gladly assist another who is in
need. Some of the principal volunteers who work in the
Membership and Chapter Booth include Jim Colburn from
Mulberry, Florida and John Lachendro from Butler, Pennsyl-
vania whose son, Ed, was our first full time director of EAA's
Young Eagles program. MaryAnn Kinney from Gaylord,
Michigan and Joyce and John Pipkin from Illinois also have
been steadfast volunteers. Remember this year to stop by and
visit with the fine folks who work in your Membership and
Chapter Booth! ....
VINTAGE AIRPLANE 7
GOLDEN OLDIE
Wiley Hautala of Ely, Minnesota, sent in
this photo of an OX-5 Curtiss Robin on
skis, N291 E, SIN 129, that was owned by
his father, Ernest Hautala, and Wallace
Holm at Tower, MN, about 1934. In the
background is the old Silo Factory at
Tower where the left over pieces of
wood scrap were burned in the tall black
silo. According to an old CAA register
from 1931 (in the EAA library), this
airplane was registered to Edward G.
Peterson, Coleraine, MN, and is a very
close relative of "Buzz" Kaplan's Curtiss
Robin, N292E, SIN 130, that won the
Grand Champion Seaplane Lindy at
Oshkosh '95.
HAROLD JOHN/ON'/ TRIMOTOR ACT
At the 1937 National Air Races held in Cleveland, OH over the Labor Day
weekend, the crowds thrilled to the sight of Harold Johnson looping a
Ford 4-AT Trimotor on takeoff. He had purchased it in 1932 and
continued to fly the Ford in the touring National Air Shows outfit, flying
the lumbering airliner as well as a zippy little aerobatic job powered by a
220 hp Continental engine he dubbed the "Continental Special." The
climax of his show was this hair-raising one wheel landing with the
wingtip just inches off the ground.
Ed Ballentine of St. Petersburg, FL sent us this shot, as well as one
showing a "Batman" parachute act that we've not yet identified. If you
know who this fellow is, please drop us a note.
Ed wrote in his note "I took him to the airport to catch an airplane from
Miami, and you can imagine the commotion he caused when he insisted
on carrying his parachute aboard, acting as if he was going to use it if
there was any trouble with the airplane - probably a DC-3".
8 MAY 1997
MADDUX AIRLINEf
In the EAA Collection we have these two fine prints
of a Maddux Airlines Ford 4-AT-8 Trimotor, SIN 23.
Maddux, one of the four airlines later merged to
form Transcontinental & Western Air (TWA)
operated this particular Ford from late June 1928
until July of 1929. We don't have identifications on
the men in the photos, but a close look at the
engine and landing gear installation reveals a
wealth of information. The wheel spats are
beautiful, along with the engine cowl that seems to
be missing a corresponding propeller spinner. The
engines on the airplane when it was first delivered
were 220 hp Wright J-5's.
The two fellows servicing the No.1 engine are well
decked out. With their initials on their coveralls,
and a cap on their heads they look. well turned out,
except for the oil spots! Why, they're even wearing
bow ties! Ah, when service meant Service ...
GOLDEN OLDIE NUMBER lWO
Another contribution by Wiley Hautala, Ely,
Minnesota, is this picture of a Noorduyn
Norseman, NR28699, mounted on a set of Edo
7170A floats and parked with it's float heels on
the shore at Ely, MN in the 1940's. (Note the
flat-bottomed rowboat in the background.)
Owned and flown by the U. S. Forest Service
(hence the NR registration) out of Ely, MN, the
main pilot for about eight years of service was
Milt Nelson, who still lives in Ely and admits to
89 years of age. Milt reports they hauled just
about every conceivable item either in the
Norseman or tied on the floats. For hauling
goods and people, it was a rugged floatplane
and did its job extremely well.
VINTAGE AIRPLANE 9
WHATOUR.MEMBERSARERESTORING
----------------------------byNormPetersen
Mike Potopinski's Cessna 120
Pictured in the snow at Munsil Williams'
"Kaffe Klotsch" fly-in near Oshkosh is "True
Love," Mike Potopinski's (EAA 402278, AlC
24638) Cessna 120, N2989N, SIN 13247,
which he has owned since 1972. The 120 spent
some years in Florida and New Hampshire as a
trainer before Mike bought it from a former
student and brought it to Oshkosh. Mike, who
has been an active CFr since 1965, has flown
the pretty two-placer over 2,000 hours , over-
hauling the C85-12 engine twice in the past 25
years. With a full panel, Cleveland wheels and
brakes, and a Maule tailwheel, the Cessna gets
off quickly (450 feet) and lands in 125 feet.
Mike reports a cruise of 110 mph at 4.5 gph of
100LL or 80 octane (when he can find it). The
wings were covered with Ceconite in 1962 and
sti ll punch test OK after 35 years. The " D"
windows and leading edge landing light were
added by a previous owner. With a twinkle in
his eye, Mike says, "The 120 is the perfect
weekend flyers airplane."
The Matthis' Super Seabee
Quietly floating on a North Carolina lake is
this nicely painted Republic RC-3 Super Seabee,
N87493, SIN 44, owned by Odell and Diane
Matthis (EAA 262957, AlC 26561) of Havelock,
NC. Converted from the original Franklin B9F
engine of 215 hp to a Lycoming GO-480 engine
of295 hp, the Super Seabee is a real powerhouse
when it comes to getting off the water with a full
load. Both Odell and Diane are pilots so they
share the flight duties and particularly enjoy the
amphibious capability of the Super Seabee. If
the name rings a bell , it was because Odell and
Diane had the immaculate, highly polished, .
Cessna 140A Patroller at Oshkosh '86 that
caught everyone 's glances. (See VINTAGE
AIRPLANE, Oct. '86) There are presently 492
Seabees remaining on the U. S. register.
Jack Mill er's N3N Yellow Peril
Pictured in the bright sun is a 1941 Naval Aircraft
Factory N3N-3, N45036, SIN 4493 , that was restored
to original condition over a 3-1 12 year period by Jack
Miller (EAA 435713) of Fort Collins, CO. Power is a
P & W R-985 of 450 hp which is fed by a 38 gallon
wing tank and a 43 gallon fuselage tank. The restora-
tion required about 7,000 hours of dedicated work,
however, Jack feels it was well worth it , especially
when taking people for their first airplane rides. Jack
and hi s brother, Gerry, purchased two N3N's at Braw-
ley, CA, in 1989 from a row of five. Jack says their
only mistake was that they should have purchased all
five! (Sound familiar?) Congratulations on a beautiful
restoration.
10 MAY 1997
Werner Meyer's Globe Swift GC-l B
Thisphotoofasharp lookingGlobeSwiftGC-IB,N78176, SIN 2176, was sentin by owner,WernerMeyer(EAA
475799, NC 23161),ofSeaford,NY,andnowofVenice,FL. Wernerreportsthe Swiftrequiredtwoyearsofpartand full-
timeworkto bringitto its beautiful condition. Included in therestorationwas aone piecewindshield,flat instrumentpanel,
newinterior,Clevelandbrakes, largegeardoors,sixtyampalternator,new instruments,radiosand Loran. In addition,new
shoulderharnesseswere installedand acompletenew wiringjobthroughoutthe aircraftwas completedbefore the new
brightorangeImronpaintschemewith blue stripe andwhite pinstripewas applied. The inspirationfor the paintscheme
came from Al Williams' "Gulfhawk" biplanethatWernerhadobservedflying as ayoungsteron LongIsland. Powered
withtheoriginalContinental 125 hp engine,theSwiftcruisesat 130 to 135 mph. Thenet resultis very pleasingto the eye
and makesforanice lookingcross-countryairplane. Congratulationsto WernerMeyeronareallynicerestoration.
Tom Hoogland's Aeronca Chief
This photo ofa 1947 Aeronca IIBC Chief
projectwas sentin byTomHoogland (EAA
375066, NC 17717)ofPalmyra,MI. Tom re-
portsthis isexactlyas he purchasedthe partl y
completedprojectwhichhad beensittingfor 20
years! Thelogbooksindicateatotal time of347
hours on engineand airframe- which puts it in
the lowerorlowesttotal timecategoryofall the
AeroncaChiefs. The FAA registerlists 1067
AeroncaChiefsofall models still remaining.
TomHooglandrecentlyearnedhis A& Plicense
and is busyrestoringthe neat little two-placer.
Send us aphotowhen it is finished, Tom.
Ifyou'verecently restoredan Antique (pre-I946)Classic(1946- 1955)orContemporary (1956-
1960)aircraft, whynotsendusaphotowecansharewithallthe members? Or,if you'vejustmade
the dreampurchaseofyourlifeandfind yourselfspendingtheentireweekendcleaningupthe"new"
airplane in yourhangar,sendusaphototo bepublishedhere in "WhatOurMembersAreRestoring."
Drop it in the mail alongwithashortdescriptionofwhatyouhaveandwe' ll dothe rest. Pleasedon't
writeonthebackofthe photo- the newplastic-coatedphotopaperusedtodaydoes notacceptink
verywell. Justwriteyourcaptionsonaseparatepieceof paper.
Sendyouphotosto:
Editor,VintageAirplane
EAA
P.O. Box3086
Oshkosh,WI 54903-3086
VINTAGE AIRPLANE 11
by
Sam Burgess,
Ale #1369
VINTAGE AIRPLANE 12
by Norm Petersen
In a closely contested matcb for tbe Grand Cbampion Con-
temporary Class Lindy at EAA Osbkosb '96, a ratber brigbtly-
colored 1958 Beecbcraft J-35 Bonanza, N8370D, SIN D-5463,
flown in by owner/restorer Ricbard P. Jones (EAA 299978) of
Everett, Wasbington, ran off witb all tbe marbles. Perbaps tbe
greatest irony in tbis story is tbe fact that Rich Jones hadn't
planned on baving bis airplane judged. His brother, Eugene,
talked him into it - after tbey arrived at Oshkosb! Tbe result is
now emblazoned on tbe winner's shelf for all to see.
Richard Jones grew up on a farm near the central Micbigan
town of St. Jobns and after graduating from higb scbool, at-
tended Micbigan Tecb at Hougbton wbere he graduated in Me-
cbanical Engineering. He spent two years at Walker Muffler be-
fore being hired by Boeing in Seattle wbere he bas worked in
computer design for tbe past 19 years. His interest in aviation,
whicb was kindled by bis friend, Kevin Clark, wbo owned a
Cessna 152, really came to the fore wben be started taking flying
lessons at Paine Field in Everett, WA. In April, 1984, he soloed
a Cessna 150 wbicb bolstered bis entbusiasm to wbere he rapidly
continued to build time. In just 60 days, Ricb bad earned bis
A not-too-often seen un-
derside of a J-35 Bo-
nanza where the major-
ity of the Beech Coral
paint was applied. No-
tice the close fitting
wheel covers, dual land-
ing lights in the wing
leading edges and the
tight fitting flap gap
seals that Rich installed.
VINTAGE AIRPLANE 13
(Above) The spit and polish beneath the cowl really
sets off the big Continental 10-470 engine of 250 hp.
Strict attention to detail with every piece and part is
carried through to the highly polished firewall. (We
suspect the center cylinder was 72/80 at the last in-
spection according to the number on the valve
(Above) A birdseye view of the aft portion of a nicely tapered fuselage
cover) Cowling is held closed by hidden stainless
that helps move a J-35 along in cruise flight. The "ruddervators" ex-
Cam-Loc fasteners installed at an angle and reached
hibit extreme cleanliness which caught the judge' s eye at Oshkosh.
through a small hole with a Phillips screwdriver.
The tiny taillight is a combination light and Whelen strobe.
Private license.
By 1986, Rich was flying a Cessna 172,
building up time and enjoying the benefits
of aircraft ownership. In addition, he man-
aged to build up a number of hours in his
brother's AcroSport II open cockpit biplane.
Eventually, he bought a Model G-35 Beech
Bonanza from his buddy, Kevin Clark, and
used it to earn his "complex" rating on his
Private license. Rich put over fifty hours on
the speedy retractable and liked what he
saw. It was a dandy cross-country ma-
chine, quiet, luxurious and exuded a certain
amount of class. Eventually, he flew the G-
35 all the way from Everett to the home
fami ly farm in Michigan to deliver the air-
plane to its new owner, his brother, Eugene.
(The home farm features a nice 2000 foot
grass runway.) The hunt continued for an-
other Bonanza.
Looking all over the country, Rich came
across a rather derelict J-35 Bonanza that
14 MAY 1997
hadn't been licensed in ten years - and took
pictures of it. Many hot leads went cold,
others turned out to be in need of huge
amounts of work and looked pretty shabby.
It was almost disheartening at times. Then
in 1988, his buddy, Kevin Clark, happened
to see the pictures of the J -35 Bonanza that
Rich had photographed and was sitting idle
in Spokane, W A. He wanted a good look
at the airplane, so the chase was on.
They headed for Felts Field in Spokane
to look at a kind of different looking Bo-
nanza that had not been annualed or flown
for ten years! It was a J-35 model that had
been built in 1958. The engine was lowtime
but the landing gear struts were totally flat
and the dust was really miserable. How-
ever, a close examination revealed a straight
airframe with no apparent damage, an S-Tec
60-2 autopi lot with auto-trim and a bunch of
other goodies. The interior, which had
been done in "earl y plastic" was no jewel,
but that could always be replaced. After
looking at so many Bonanzas, this one re-
ally started Rich Jones' head spinning. He
bought the airplane and made arrangements
for a ferry permit to fly the Bonanza home
to Everett, WA. The struts were pumped
up, the engine checked for leaks, and when
all was ready, Rich flew it home, the big
Continentall O-470C engine of250 hp
purring all the way. Just two days after he
landed at Everett, the struts were flat again!
Rich says the first annual inspection was
quite an experience. Both landing gear
oleo struts were completely rebuilt to new
condition. The cylinder bores turned out to
be chromed and the compression tests were
all in the 70's . When the oil was drained
from the engine, it looked like a mixture of
brown crud and water. Mechanically the
airplane was in pretty good shape with only
the starter clutch needing replacement. Rich
had obtained a complete set of manuals on
the airplane and these really helped to bring the coral colored Bo- things started to li ne up as per original and the pieces were slowly
nanza up to flying condition. Rich, who is very handy with avion- riveted back together - one rivet at a time. Bob and Rich hung in
ics, managed to get the KN62 DME working, and then installed a there unti l the entire nose section was rebuilt and the engine could
Mark 12E and a new Sigtronics SPA-400 intercom. Eventuall y, be nestled back in its cradle. Many new parts, purchased from the
Omak J-35 salvage, were used
in the process and in addition,
all new hoses were installed in
the engine compartment - to
avoid future surprises. The
sheet metal on the outside was
primarily replaced until
everything looked original.
The entire nose was painted
with primer to protect it until
a new paint job would be
fort hcoming.
During the followi ng year,
the Bonanza was flown with
the primer on the nose (which
drew an occasional chuckle
from the airport crowd) while
Doug Faulkner, whose busi-
ness is called Stubby's Classic
Upholstery, worked on mak-
ing up a new interior that in-
cl uded new upholstery, new
wall panels and new carpet.
Using a mohair fabric and a
thick wool ($125/yd.) carpet,
Doug ended up with a skill -
full y done interior. Rich care-
fully installed the new carpet-
ing and interior and when
completed, it really looked
sharp and scored heavily with
the judges at Oshkosh.
It was at t i ~ time that Rich
located a set of Brittain tip tanks
that were an option for the 1958
Bonanza and extended the range
with 40 additional gallons of
fuel (20 each side), in addition
to the original 60 gallon fuel
tanks (100 gall ons total). The
tanks were rather crude in con-
struction and needed a great
deal of help before they could
be installed. Rich and his friend,
Bob Parker, spent many hours
with fIller and "hi-build" primer
to smooth out the finish on the
exterior of the tanks. The fmal
sandings were done with 400
grit sandpaper wrapped around
paint mixing sticks and wet
sanding at 45 degrees one way
and 45 degrees the opposite way
on the curved surfaces of the
tanks. The results were quite ex-
traordinary in that the tanks
came out perfectly smooth from
nose to tail and combined with a
perfectly smooth fillet between
the tanks and the wing, left many
people walking away, shaking
Even the judges at Oshkosh were
the annual was completed and
the Bonanza was ready to do
its job.
The more he flew the J-35,
the better Ric h enjoyed the
performance. The airp lane
climbed well, cruised well and
had the most delightful han-
dling characteristics. One fine
day, he flew it north to Roche
Harbor on t he is land of San
Juan, right next to the Cana-
dian border. While t he Bo-
nanza was parked on the ramp,
a sudden strong wind came
along and blew the airplane
across the ramp and nose first
down a small hill and into a
ditch. The nosegear and the
lower front cowl sustained
substantial damage when the
airplane impacted the far side
of the ditch. Rich Jones was
one sick hombre!
No less than ten hardy souls
jumped in to help retrieve the
wayward Bonanza and push it
back to where a good assess-
ment of the damage could be
made. Luckily, the prop was
not damaged, however, the
nose gear needed new parts to
fly home. A series of phone
calls found the necessary parts
from a salvaged J-35 at Omak,
W A, and they were delivered
to Roche Harbor. The gear
doors were removed and
stored inside the airplane while
the nosegear was reassembled
with the new parts . When
everything checked out OK,
Rich fired up the engi ne and
gingerly took off for Everett,
flying all the way home with
the gear down and locked.
The damaged Bonanza had
Rich is a state of confusion -
whether to attempt a rebuild or
sell the who le airplane (and
problem) to someone else. His
co-worker at Boeing, Bob
Savella, finally succeeded in
coaxing Rich to rebuild the
front end along with his help
(and A & P ticket!).
A Bonanza is made up of
hard-tempered aluminum in
the lower cowl area that sup-
ports the engine. With the
help and guidance of Bob
(Above) Highly polished original Beech hydraulic propeller and spin-
ner really brighten the front end of the Bonanza. All three landing
gears are painted in silver which makes them look almost chrome
plated. Note oil cooler located in righthand cowl opening.
(Above) This shot of the righthand NACA 23000 series airfoil on the Bo-
nanza wing reveals the ultra-smooth finish on the Brittain tip tanks
that caused such a stir among the Bonanza crowd. No one had ever
seen these tanks so perfectly finished. The tiny wingtip clearance light
doubles as a strobe for superior visibility. Visible are the Cleveland
brakes on the main wheel and the tiny mud scraper on the nosewheel.
Savella, the nose was completely taken apart and the engine pulled their heads in absolute wonderment.
to get at the lower support beams. Rich drilled rivets for days and totally impressed.
straightened metal for hours, some with a large sledge hammer! In addition to the tip tanks and new interior, some of the anten-
(The toughness of some of these parts is unbelievable.) Eventually, nas were cleaned up on the aircraft exterior, flap-gap seal s were in-
VINTAGE AIRPLANE 15
(Right) Remarkable view looking
forward along the right tip tank
reveals the incredible job done
on what was a roughly finished
tank (see story) and the equally
incredible job done under the su-
pervision of John Edwards at the
Sky Harbor paint shop in mask-
ing and painting the airplane in
three colors.
(Left) Absolute cleanli -
ness of the STC'd Cleve-
land wheels and brakes,
landing gear and as-
sorted plumbing really
scored well with t he
judges. Even the large
cotter key in the axle nut
is properly done to en-
sure the wheel stays on
the airplane.
(Above) Interior shot of the entire panel reveals an expen-
diture of much, much work to bring it up to championship
caliber. The dual yoke features a wing (aileron) trim in
the center with the original Beechcraft instrument cluster
above it. Original Beech logo on each control wheel
scored points. Unusual are the throttle, mixture and pro-
pell er vernier controls being identical ivory in color -
standard in 1958, but strictly taboo today!
stalled and Rich replaced all the glass in the airplane, including a
new windshield. He decided to stay with the original two-piece
windshield rather than go with the after market one-piece wind-
shield as it is original and also maintains the structural integrity of
the cabin roof with the multi-layered support structure between the
two windshield halves. The instrument panel was cleaned up and
painted along with the false panel and the glare shield over the
panel was recovered to match with the interior.
With all the improvements completed to date, the time had come
for a new paint job to replace the original paint (1958) on the aft
portion of the airplane (the nose was still in prime) and the wings
and tiptanks. After careful scrutiny, Rich selected Sky Harbor Air-
craft Refini shing at Goderich, Ontario, Canada, to do the final
painting on the Bonanza. Rich was impressed with their work and
especially their supervisor, John Edwards, whose strict adherence to
a checksheet made sure nothing was left out. The Bonanza was
flown to Goderich, Ontario, and the work commenced. The air-
plane was carefully stripped to bare aluminum, cleaned, etched and
alodined, and then primed. The final color, called Beech Coral, was
done in Pratt & Lambert Jet-Glo along with the trim colors of white
and black, each one carefully masked off to the original paint
scheme of 1958. The results are most pl easing, especially when
done according to the high standards of John Edwards and his paint-
ing shop. When combined with a highly polished propeller and
spinner, the results are even more apparent.
On the way home from the paint shop, Rich was beginning to
feel like he had a really sharp-looking airplane, especially when he
stopped at airports and noticed people staring as he taxied by. Back
at Everett, he continued to finish small details, one after another,
until the time came for the trek to Oshkosh to see the latest in avia-
tion items. As he had done so many times, Rich flew the sparkling
Bonanza to the home farm in Michigan to visit with his brother, Eu-
gene, and family. On the Tuesday before Oshkosh, Gene cranked
up his G-35 Bonanza and Rich cranked up the J-35 and they headed
for Oshkosh as a flight of two. Requesting Antique/Classic park-
ing, the tower vectored the pair of Bonanzas to Runway 36, where
they helped a couple of confused airplane pilots get their planes
down before they landed as a flight of two. The tower people
thanked Rich and Gene profusely after landing.
Parking in the Antique/Classic area, Rich noted that many peo-
ple would stop to examine the Bonanza closely - and questions by
the hundreds came at him from all sides. His brother finally talked
Rich into having the Bonanza judged in the Contemporary Category
(1956 to 1960). It wasn't long before a parade ofjudges stopped to
go over the airplane, inside and out, top to bottom and checking
everything no matter how tiny. (Contemporary Chaimlen Dick and
Dan Knutson's crew are very thorough!)
On Sunday of convention, Rich and Eugene flew the two Bonan-
zas back to Michigan as Gene had to be at work on Monday. On
Tuesday, Rich's friend, Bob Parker, who had helped so much on the
tip tank sanding and fi nishing, flew along with him to Oshkosh to
be on hand for the evening award ceremony - in case something
good would happen.
The nail biting continued. Rich and Bob sat through winner after
winner being called to the stage. Almost disheartened as there was
only one award left, the call came over the loudspeaker for the Grand
Champion Contemporary - Beechcraft Bonanza, N8370D, Richard P.
Jones, Everett, Washington!
The words still echo through Rich' s head as he remembers walking
up the stairs, knees a bit wobbly, hearing the clapping and the cheering,
and his mouth feeling like cotton. The beautiful Lindy Award was his
to take home and cherish and believe me when I say, he was one happy
restorer! Suddenly, all the years of blood, sweat, tears and heart-aches
were worth it. The pretty J-Model Bonanza had out-scored all of the
opposition to abscond with the Grand Champion Trophy.
Rich reports the Bonanza never ran better than on the flight
home to Everett after the EAA Convention, proudly carrying the
Lindy all the way. Now that he is rel egated to the Past Grand
Champions Paddock at future Oshkosh events, Rich is busy think-
ing ahead to the next effort, a sport plane of some type, perhaps an
RV-8 or some such machine. (Remember all the riveting he did on
the lower cowl and engine bearers?)
Most hearty "Congratulations" to Rich Jones and hi s many,
many helpers who managed to beat the odds with a 39-year-old air-
plane and come out on top. Folks will long remember "that salmon-
colored Bonanza." ...
16 MAY 1997
YESTERDAY'S
CESSNA
Tom Terni ng, Valley Center, KS stands proudly next to his replica of Clyde Cessna's first successful airplane, buil t in 1911. Tom
started on his replica in 1989 and completed it in 1990. An A&P by t raining at the Spartan School of Aeronaut ics, he and his son
Aaron and wife Lois manufacture steam traction engines and pressure vessels in their shop.
By
Bob Glasford
Tobe in ValleyCenter, Kansas is to be
in virtuallythe geographicalcenterofthe
United States,but more importantly for this
article, itputsyou in theshadowofthe
Cessna AircraftCorporation in Wichita.
TomTerninglives in this placeandhas
been smittenby it. Atany moment, he may
launch into ahome-growndissertationcon-
cerningthe rightful placeofsuchpeopleas
Duane Wallace in the development of
CessnaaircraftandtheCessnaCompany,a
storythathasmanyaspectsincommonwith
the storyofMr. Taylorand Mr. Piperand
the PiperAircraftCompany. Butthatis an-
otherstory. Rightnowweareconcerned
with ourfriend Tom' seffortsto recapture
someofthe earlyflying historyfrom that
area.
Tom is knownprimarilyfor hiswork
with scalemodel steam tractorswhich he
designs, manufactures and distributes
worldwide. He hasmanyotherinterests
thatare asdiverseas ferrying 0-2 Cessnas
to servingmanyyearson the local school
board. Formanyyears he alsosponsored
an annual scale model tractorconvention-
sortofa sod buster's Oshkosh. It too
broughtpeople from far and widewith
manycomingfrom overseas.
In 1989hebecame interested in building
anairplane. In choosingadesignhe was in-
terested in somethingmorethanjustan-
otherfiberglass cross-countryvehicle. He
had already flown overmuch ofNorth
Americaand hadownedseveral airplanes,
includinga Mooney. It wastheproximity
ofWichitaand all ofthathistorythatturned
him towards theearlyairplanesandthe men
who flew them.
He cameacross informationon Clyde
Cessna'sfirst airplane. He found thatithad
been bui ltin 1911 and hadutilizedaBleriot
fuselage thathadbeenpurchasedbackeast.
Clydesawtoitthat itwas finished. It had
the bicycle type wheels for a landi ng gear
with wings that were warped to achieve lat-
eral stabi lity. Tom decided to build a replica
of it but deci ded to make onl y as many im-
provements of it as would be necessary to
make it dependabl e enough to fl y. For in-
stance, he found that the origi nal had been
powered by an Elbridge engine that featured
four cyli nders. It was a two cycl e, water-
cooled inline mari ne engine. It actually had
a system of lubricati ng the main bearings
that used grease cups. After finding one of
these engines in the Bradley Air Museum in
Hartford, Connecticut, it was decided rather
hurriedl y that no one was going to fly be-
hind it. He also elected to do away with the
system of wing warpi ng and replace it with
a more stiff wing with ail erons. After all ,
this was going to be a flying airplane.
After a great deal of discussion with au-
tomobile mechanics, dealers and even some
used part dealers it was decided to use a
Toyota 3-TC four cylinder auto engine. It
was highly recommended, and many said
that with regular maintenance, you couldn't
break it. A used one was acqui red and has
proven to be ideal. Permanent antifreeze
was used to coo l the engine. Whi le far
enough beyond the Elbridge to be depend-
able, it ' s still the same general configura-
tion and size as the original. It has proven
to have been a good choice and has served
him well.
Once he decided to use ailerons, he set-
The 1911 Cessna "Silverwing" replica passes by overhead, clearly showing its Bleriot
heritage. The fuselage is constructed of poplar, with prudent use of 4130 steel tubing
used to reinforce certain portions of the airframe.
A neatly clipped grass field (AAA's Antique Airfield in Blakesburg, IA) serves as the ap-
propriate background of this shot of Tom and the Cessna on the takeoff roll. While not
an easy plane to fly, improvements made to the replica over the original make it possi-
ble to accomplish fairly long (350 mi.) cross-country flights when needed.
18 MAY 1997
tied upon torque tubes to control them but
went with 7 x 19 I/Sth galvanized steel ca-
bles for the rudder and elevators, and
chrome-moly steel tubing was used in such
areas as the landing gear. He laminated the
spars and longerons from the same poplar
that Clyde had used in the fuselage. Stits
finishes were used over modem Dacron fab-
ric. A section of the fuselage aft of the wing
was left uncovered, as was the original. It is
here that very fine woodworking becomes
evident. Tom has built some of the finest
scarf joints yet. He attributes their fine
quality to being able to cut them on a milling
machine. I rather doubt if either Bleriot or
Cessna had that kind of resources available.
They rate being checked in detail.
7 x 19 lISth cables are used as flying and
landing wires. The landing gear is built up
of 4130 tubing and features Yamaha motor-
cycle wheels with cable operated brakes,
another concession to safety. He also built a
tail wheel using a 2 x 5 solid rubber indus-
trial tail wheel.
It should be understood that the fuselage
is not built up with the usual plywood gus-
sets, but rather a system using 130 U-bolts
which are inserted into the joints, then bent
into shape. This process took a great
amount of time but does add to the sought
after authenticity. Each joint is then
strengthened diagonally with wires and
turnbuckles which didn't help as far as costs
are concerned. Have you priced turnbuck-
les lately?
The airplane has become known as Sil-
verwings which is appropriate considering
its silver paint job.
As with many shoulder winged types,
there is practically no downward visibility.
In flight, downwards just doesn't happen. It
will take off and land within 150 feet. The
tail comes up with power and liftoff occurs
around 45 mph. Cruise is near 60 with 4100
rpm indicated on the tachometer. Tom built
the belt powered reduction gear in his ma-
chine shop, once again proving that all
homebuilders should have, by right of birth,
their own machine shop . Stalls occur
around 25 but with built-in washout Tom
can steer it all of the way through such a
loss of lift. Landings are straightforward
but as noted before, visibility goes to heck
real quick once that nose comes up. How-
ever, with over 1200 landings in the ma-
chine Tom has little trouble here. He tries
to fly it every day. That's what's called
keeping current. It would probably be safe
to say that Tom has more hours in Bleriot
type aircraft than any pilot who ever lived.
Although it will flare nicely, Tom does ad-
mit that it glides like a Clipped Wing Tri-
Pacer with four on board. It is obviously
not a clean airplane . It also has some
strange stick forces as speeds are being
changed. Tom attributes these to the all-fly-
ing elevator rotating about its axis. As the
airplane does stall, it drops its nose, then
picks up speed, raises its nose and once
again stalls.
Silverwing has been flown to Hutchison,
Minnesota, a trip of over 550 miles and to
Blakesburg, Iowa which was around 350.
Only two other people have flown the plane.
One was Tom's brother, Dick, a commercial
pilot of extensive experience. His response
was that it was just about the worst flying
airplane he had ever flown but was at the
same time the most fun . Even Tom readily
admits that nothing he ever flew even ap-
proximates it.
He tells of a flight home from Blakes-
burg. The weather was bad with one rain
squall after the other moving through. He
got soaked in each ensuing shower because
Silverwing is really an open airplane. He
had struggled along for about 100 miles
A couple of different views of the replica highlight the amount of work that must be
done to accomplish such a task. As you can see, to be certain there was enough lat-
eral control in the Cessna, a decision was made to stiffen the wings and add ailerons.
A minimal amount of rudder requires constant attention be paid to the airplanes head-
ing - it is not a hands off airplane!
VINTAGE AIRPLANE 19
never getting above 200 feet when he de-
cided to land at Mt. Ayr, Iowa. Since no
one was at the field he picked up his gas can
and started to walk toward town. He hadn't
gone far when a deputy sheriff pulled up
alongside and asked what he was doing. Af-
ter an apparently satisfactory explanation he
was given a ride to town for his fuel and one
back to the airport. The deputy told Tom
that local police departments along the way
had been monitoring his progress and that if
he wanted they would escort him right into
Wichita. He was going so low and slow that
it was no problem for them. They would
just call ahead to the next agency as they
approached the end of their jurisdiction.
Tom gladly accepting the service offered
and he once again headed home . From
time to time he noticed a squad car paral-
leling his route. Twice these cars stopped
and officers got out to wave. And twice
police monitored his landings and offered
their best wishes for the rest of his trip.
Tom says Silverwing is truly a replica
and certainly flies like one. You have to re-
spect it and fly only shallow turns and
climbs. Back in the first decades of flying a
safe pilot was one who never tried to climb
and turn at the same time. If you have ever
watched films of flying from the very early
days and then watch Tom and his machine
you will realize that it is a relic of a time
long gone. In that sense, Tom has accom-
plished what he set out to do back there in
1989; he has built a machine that reflects
those early efforts to fly in Kansas.
Since Silverwing has such a specific ap-
peal and very little utility, no plans or kits
will be forthcoming. However if you would
like some information you could contact
Tom at Route 3, Box 185, Valley Center,
Kansas 67147.
The basic dimensions of the airplane are
empty weight 920 Ibs, span 32 ft., length 22
ft ., height 34.5 ft. and elevator span 12 ft . ..
Details of the construction of the Silverwing replica.
The shot of the nose section shows the belt reduction
drive built by Tom for the Toyota 3-TC four cylinder
engine.The landing gear of the replica has been built
up using 4130 steel tubing, with wood fairing strips
added to maintain the original appearance. The
replica is a two place airplane, and as you can see,
Tom's excellent woodworking and machine shop skills
are all out there for everyone to see.The fuselage is
braced by 130 U-bolts and a bunch of brass turnbuck-
les tightening steel cables. The small stabilizer is
flanked by the full-flying elevators.
20 MAY 1997
The Last
Frontier
John Best and the carved timber sign greeting travelers to Nome, Alaska.
by
David Fortuna
The spectacular and forbidding
landscape surrounding the highest peak
in North America, Mt. McKinley.
As land of the "midnight sun," Alaska is
unique in many ways. Rugged mountains,
myriad lakes and rivers, glaciers and thou-
sands of square miles of open tundra, it be-
comes a unique aerial sightseeing adven-
ture. With its unspoiled beauty and an
independent lifestyle, many have been at-
tracted to this last frontier. No other state
offers such grandeur, nor challenges to the
pilot like Alaska.
Much of Alaska is sparsely populated,
with extremes in terrain and weather. There
are few roads, navigational facilities or
weather reporting stations. Complete, up-
to-date and accurate en route weather is
difficult to obtain. Checkpoints are lim-
ited. With more than 3,000 rivers and over
three million lakes, it can become quite
confusing. Many airports are rough gravel
runways situated far apart. Repair facilities
are limited and can be primitive.
In spite of such adversity, proper plan-
ning and using common sense can make
the trip a very rewarding experience.
Of those who venture to Alaska, few go
as far north as John Best. Best, a retired
Piedmont Captain, was no newcomer to the
rigors of mountain flying. Having accumu-
lated 22,000 hours, much of it was spent
flying Martin 404s and YS-Ils through the
mountains of West Virginia.
On June 1, 1993, Best departed from his
1700 foot grass strip in Moneta, Virginia
for Louisville, Kentucky to pick up his
high-school buddy, Bob Cooper. In Best's
restored 1954 Cessna 180, they would em-
bark on a trip of a lifetime, taking them to
the extreme northern tip of Alaska, Point
Barrow. Barrow is a very remote outpost
only 800 miles from the North Pole. The
Upon John and Bob's return home to New London Airport, they were feted at a party
given in their honor.
VINTAGE AIRPLANE 21
..

, ! "
In Whitehorse, Alberta, Canada, you' ll find this complete DC-3 being used as a great
big wind tee.
average temperature goes above freezing
only a few months out of the year. Since
Best didn't know ifhe would ever go that
far north again, he took the full month of
June off to go to Prudhoe Bay and Point
Barrow.
The trip to Alaska was a dream that
Best's father had when he was alive. When
Best met up with the Alaskan Highway in
Dawson Creek, it would become his per-
sonal dream as well.
Such a trip was not taken lightly, with
much preplanning going into it. Five
months was spent accumulating the neces-
sary materials and studying the many pub-
lications. The ones he found most helpful
were, " Flight Tips For Pilots in Alaska,"
"AOPA Flight Planning Guide to Alaska,"
"AOPA Airport Guide," and "AOPA Flight
Planning Guide to Canada." Also handy is
the "Canada Flight Supplement" and the
"Tourists Package For Pilots," available
from the Alaska Division of Tourism, or
you can contact the FAA's Alaska Region
at 701 C Street, Box 14, Anchorage, AK
99513.
22 MAY 1997
Best also recommends obtaining, "Fly-
ing the Alaskan Highway in Canada" and
"Air Tourist Information Canada." The
first publication can be obtained by writing
Director of Systems Safety, Transport
Canada Western Region, 202-63 Airport
Road, Edmonton, AB T5G OW6 Canada.
The other publication address is Transport
Canada, AAN DHD, Ottawa, ON, KIA
ON8 Canada.
The required survival list is lengthy,
and as Best found out, and takes up quite a
bit of space, not to mention a substantial
amount of weight. You ' ll note the use of
the word "required" in that last sentence -
none of what is on the list is optional. Best
recommends purchasing the survival
equipment from the Civil Air Patrol depot
in Amarillo, Texas or Army surplus. Two
weeks of food is required for each person,
which Best bought in the form ofK-rations
from Army surplus.
Those bound for Alaska need to be self-
sufficient. As Best stated, "Anyone going
to Alaska needs to take lots of tools and
spare parts. In the north and western part
of Alaska, you wi ll probably have to land
on a few gravel runways and they are not
that well maintained. They tend to eat up
your prop. If you have long-range tanks,
you can make it to hard surface runways."
"Other items which should be included
are a j ack, speed tape, duct tape, hydraulic
flui d, oil, fiberglass repair kit, extra points,
condenser, a spare tail wheel, tire and tube
(inflated) and screws, washers, cotter keys,
etc.
Once everything was assembled, the
next question was where to stuff it all!
Even with the load carrying abilities of the
180, it was no easy feat.
Best explained, "There is no way you
can go in a four place aircraft and carry the
required gear and four people. Even re-
moving the 30 pound rear seat, the 180 was
close to 200 pounds over gross. It was tail
heavy and landed like a dog."
On June 5, Best and Cooper departed
Louisville for the far north. The trip went
smoothly through Missouri and Iowa .
Whi le flying en route to Cut Bank, Mon-
tana, the weather began to tum bad. Being
unable to maintain the necessary 8,000 feet
en route, they returned to Lewiston, MT
for the night.
The next day weather had improved, so
they set out for Canada. Customs were
cleared in Edmonton, Alberta, which
turned out to be a brief affair.
The fo ll owing day took them to Daw-
son Creek, Canada, which starts the
Alaskan Highway. Only 1500 more miles
to Fairbanks!
Up to th is point, the worst part of the
trip was in filing flight plans (they are re-
qui red in Canada). Best hadn't fil ed one in
35 years!
Best recommends several sightseeing
excursions. He said, "If you fuel up at
Whitehorse, Canada, walk up the hill and
check out a DC-3 that is used as a wind
tee."
At Circle Hot Springs, Best encoun-
tered his first gravel runway which he elab-
orates on. "To minimize prop damage due
to the gravel, you can use black electrical
tape on the leading edges of the landing
gear, wing struts and stabilizer. I ordered
leading edge prop tape from Hi Lan Prod-
ucts, 859 Gapter Road, Boulder, CO 80303.
At $10.85 it's a good investment as props
are a high cost item."
"When flying off gravel, I advance the
throttle slowly on takeoff, yoke all the way
back with the mains in the air and the tail
wheel still on the ground . Check your
manual for the recommended soft field
technique. We had to use only four gravel
runways; otherwise you may want to re-
place or clean your air filter. "
Circle Hot Springs is only 135 miles
from Fairbanks and is highly recommended
by Best. It is an old mining camp with a
lodge and a hot spring. Most of the build-
ings date back to the 1920s and 1930s.
The people are real friendly. The rooms
The remains of this Beech 18 serve as the back (or is it the front?) room for this
home in Nome, Alaska.
are $60.00 a night, or you can pay $7.00 to
sit in a spring fed pool (98 degree water
temperature), eat lunch and go on. Ask for
Susan for reservations at (907) 520-5113 .
Flying to Northway, Alaska, Best stated
in his journal, "The lakes all have a pastel
green tint and are beautiful. We crossed
the straight line that is the east side of the
Alaskan and Canadian border. It was very
distinct since they cut a path through the
forest and mountain. The land is very
marshy with no place to land so I stayed
close to the Alaskan Highway. In North-
way I cleared customs again, which en-
tailed more paperwork and a $25.00 sticker
for the 180. Northway is a charming town
with a log restaurant, motel and bar."
The next stop was Fairbanks. Best re-
calls, "I had to land at Fairbanks Interna-
tional. We used runway IR. On final ap-
proach you drag it over 3,000 feet of snow
ski runway (gravel), then land on 3,000 feet
of paved runway. It must be 10,000 feet
long. Between the two runways is a water
runway for floatplanes."
For sightseeing Best rented a car in
Fairbanks and Anchorage and spent a cou-
ple of days. A rental car will also help in
shopping around for a less expensive mo-
tel. After June I, rates average $100.00
plus per night.
About 50 miles north of the Arctic Cir-
cle is Beetles, Alaska, population 55 . Here
Best related, "We fueled up and changed
oil to 20w-50 since we would be going
north. In leaving Beetles, it is best to fly
northeast for 15 minutes to pick up the
Alaska pipeline and follow it through the
Brooks mountain range in case the weather
gets bad."
"At Deadhorse, Alaska, food and rooms
are expensive. The rooms have no TV or
bath and resemble a walk-in c1oset- a real
doghouse. From here we could see the
Arctic Ocean which was completely frozen
over- it was strange to see. The morning
we left was flannel shirt time. We had
worn summer clothes until then with only a
jacket as temperatures in Fairbanks were
around 70-75 degrees . June seems to be
the best month to go; it has long daylight
hours and the mosquitoes aren't bad yet."
From Deadhorse the next stop was Bar-
row. Best explained, "Point Barrow was
now only a short hop away and the weather
was good except for a 30 knot head wind.
We flew over marshes and ponds for two
hours with nowhere to land. "
Arriving at Wiley Post Airport (Bar-
row), we parked in front of the FSS and
saw electric outlets at every tiedown for oil
pan heaters. It was 30 degrees, which was
unusually warm for that time of year."
" While eating an $8.00 cheeseburger
and a $2.00 glass of milk, the airport went
zero-zero. That is what they mean about
the weather changes- fast with no warning
in Alaska. We were forced to spend the
night in a condemned hotel called the Arc-
tic for $110.00. We sawall of Barrow in
15 minutes. Kids were playing ball in the
dirt streets at midnight since they had 23
hours of daylight."
"Needless to say, going to Prudhoe Bay
and Point Barrow you need only to spend
enough time to fuel up and get the heck
out. At Barrow I spent $55.00 for 20.4 gal-
lons of auto fuel plus an extra $25.00
charge for fueling us."
"We left Barrow the next day since by
noon they had 400 and one mile, so we got
a special VFR out to the south to cross the
Brooks Range. We broke out at 6,000 feet
and flew south for 100 miles until ground
contact. There were no landmarks between
Barrow and our next fuel stop, Kotzebue.
The GPS paid for itself again!"
Nome was a nice change from Barrow.
Best wrote in his journal , "It took us only
one afternoon of walking around Nome to
decide we needed two days there. It was
the nicest town we had been to. There are
still two working gold dredges and people
panning for gold on the beach along the
Bering Sea. The town is one street and five
blocks long."
"We heard of a guy who added a room
using an airplane. We got our cameras out
and off we went through the dirt streets of
Nome. We found the house with a twin
Beech sticking out of it."
"Nome had started to celebrate their an-
nual Midnight Sun Festival when we ar-
rived. The big parade was on Saturday, the
19th, the day we left. The Festival lasts all
week and is a celebration of their longest
day- 21 hours of daylight."
"At Nome, 100LL is average price since
cargo ships come in with supplies, but at
our next stop for fuel, McGrath, there are
no roads in or out. We knew it would be
bad, only to find out it was very bad-
$3.65 a gallon!"
"On to Anchorage I got on top of scat-
tered clouds at 11,500 feet. I took some
photos of Mt. McKinley and made good
Continued on page 25
VINTAGE AIRPLANE 23
The February Mystery Plane proved to
be a real st umper. The photos of it are
from the American Airman Collection in
the EAA archives of the Boeing Aeronauti-
cal Library. The airplane was identified in
the collection as the Hobart Edgren, circa
1920. Both Bill Woodall , Akron, OH and
Alexander A. Fasolilli, Herkimer, NY both
felt the little biplane was related to the Sop-
with 1- 1/ 2 Strutter. Both Bill and Alex
pointed out the "w" arrangement of the
center wing struts and the shape of the rud-
der and vertical fin, as well as the outline of
the stabilizer and elevators. Unfortunately,
other than name, we have nothing else on
this biplane. As Bill pointed out in his
note: "If my answer is wrong, the genesis
of t he airp lane in the pict ure must have
been influenced by the' Strutter'."
Other changes from the origi nal 1-1 /2
Strutter are an inline, water-cooled engine
instead of the 110 or 130 hp Clerget.
Alex pointed out one more si milarity to
the St rutter: "The top wing looks like it
24 MAY 1997
This month's Mystery Plane comes to us
from Samuel Myers of Lancaster, PA,
One of only a few built, it is nonetheless
a sharp looking low-wing job. Answers
need to be here at EAA HQ no later than
June 25,1997 for inclusion in the August
issue of Vintage Airplane.
by
H.G. Frautschy
The Hobart Edgren biplane, circa 1920.
had been fi tted with a machine gun mount.
Seeing someone in the rear cockpit , thi s
seems likely, as some British Home De-
fense Squadrons had their 1-1/2 Strutters
armed with Twin Lewis Guns on Foster
mountings above the upper wing center
secti on and were converted to be flown
from the (former) observers cockpit, in
which the pilot in your photo appears to be
located.
No other answers were received on the
February Mystery. We did receive a few
Frontier (Continued from page 23)
useofthechartsthe FAA in Alaska had
sentonarrivingatMerrill Field,sinceAn-
chorageisaclassBairspace."
"It'sgoodto rentacaranddrivetoLake
Hood,avery largeseaplaneoperation,and
also go through theaviationmuseumat
LakeHoodnextto AnchorageInternational
Airport. Alsoamustsee (unlessyourwife
is along), is to take in the Alaska Bushand
Co. Barsome lateevening! Aftertwo days
ofsight-seeing,weasked a bush pilot
which passto fly to Northway, Alaska. He
said thatsincethe ceilingwas coming
downwith lightrain, he would fly the
Chickaloon Passto theeast-northeast. It
wasa long pass,abouttwo hours, butwe
gotpicturesoftwoglaciers."
Northwayis asmallIndianvillageon
theAlaskanHighwaythatis anice placeto
stayovernight. It hasa motel, restaurant
(cookyourownsteakfor $9.50)and liquor
store,plusaFSS andautofuel.
Fromthere it was to Dawson, Canada
andtheirlastgravel runway. It is an old
miningtown from the late 1890s. Once
again,customswerecleared.
Bestremarked,"Wefiled a flight plan
andofftoWhitehorseagaintospendthe
$35.00nightoverthe hangaratShell. It
was onthis leg to Whitehorsethatween-
counteredtheworstweathersofar. The
weatherwas goodatDawsonand the FSS
saidWhitehorsewasVFRwiththeusual
afternoonthunderstormsen route. We
soonfound ourselvesin moderaterain with
two milesvisibilityandclearingthe moun-
tains by400to500feet. I told Bobafter
one and ahalfhours ofthisIwouldfly 30
minutes more,thenfind the AlaskanHigh-
wayand landon it. After20minuteswe
brokeoutin theclear."
"Afteranovernight,we decidedtofly
the White Passdown to Skagway,Alaska,
then backto Whitehorse,Canada. Follow-
inganarrowgaugerailroad, in lessthanan
hourwe were there. AgainU. S. Customs
metus in SkagwayandIrememberedthat
mypilot'slicenseand medical were in my
bagin the roomatWhitehorse. Whiletalk-
ingto thecustomsagent, heaskedwhere
wewere from. Itold himVirginiaandBob
saidKentucky. Thecustomsagentreplied
he had lived in Buchanan,VA and Isaid
that'sonly45 milesfrom my house. He
smiledandsaid Iwon'taskto seeyourli-
censeormedical ifyouknowyourlicense
numberformypaperwork. Iremembered
itfrom theFlightInstructordaysin the late
1950sandreplied 1465107 real quick. He
gaveus a ride intotown in his truckas he
had to meetacruiseship."
" Thenextdaywe fueled up andBob
mixedourusual iced tea whileI filed an-
otherCanadian flightplanandwe headed
on ourwaysouth, backdownthe Alaskan
Highwayto the lower48."
Beststatedthatasfarasflying in Alaskaor
Canada,hejustusedcommonsenseflying,the
sameasheusedflying inVirginiaandthesur-
roundingstates. "If yourun intopoorvisibil-
ity,eithermakea180degreetum andgoback,
orifknown VFRconditionsexistwhereyou
aregoing,slowdownandhavealleyeslook-
ingforwardforterrainortowersyoucouldhit.
Ifyouseesomethingyoucan'tclear,makea
180degreeturn,45 degreebankandadd
powerin thetumto preventastall. Youcan
toleratemountainturbulencebyreducing
powertosmoothoutthebumps. It'sbestto
getoffearlyin the morningandbeonthe
groundbyearlyafternoonduetoturbulence
andthunderstorms. June is probablythe best
monthtogo. AttimesMayis toocold. InJuly
andAugusttherearetoomanymosquitoes."
"IfyougobytheAlaskanHighway,most
airportshavecampingfacilities whichareex-
cellent. Youcanpurchasestripcharts that
coverjusttheAlaskanHighwaywhichare
handyandsavesoversectionals(whichcost
$12.50each). Northof theArcticCirclefuel is
veryexpensive,so it'sagoodideatocheckthe
priceswhereyouaregoing. Inthefarnorthan
oil panheaterandcowlplugsforthe intakes
andcarburetorheataredesirable."
VORstationsareoftenlowpoweredand far
apart,buttheyare all alongtheAlaskanHigh-
way. With limitednavigational facilitiesand
magneticvariationsas muchas30degrees,a
GPS andagoodADF isthewaytogo.
Bestexplained,"Alaskahasalotofbea-
consandyou will needanADFto fly the
mountainpasses. LORANdoesn'twork
sincetherearen'tanystations. Communica-
tions alsopresentaproblem. You mayfly
for two orthree hours beforeyoucantalkto
anyone. Any weatheryou getis onlyafore-
cast. Weatherchangesquicklyand is unpre-
dictable. I flew in weather up there I
wouldn'tfly in around here. Ifldidn't ,I
wouldstillbeup there."
In the end, Best'sCessna 180 performed
flawlessly whileconsuming848.8gallonsof
fuel during the 79 hoursand23 minutesof
flyingtime,covering 10,179miles.
Reflecting back,Beststated,"I'll never
forget the thingsIsawand the experiences I
had onthe Alaskan Highway. Icarriedalot
oftools,parts, survivalgear,etc. that Inever
used andgladIdidn' thaveto."
"Asaretiredairline pilot,the 80 hoursof
flying time didn'tpay much,butitbealthe
heckoutofa737 at35,000feet. Ihopeto
do it againsomeday andseesomething new
and differentonevery landing. Alaska is
trulythe lastfrontier." ...
more answerson earlierMystery
Planes, including a note from
Harold Andrews,ofWashington,
DC concerningtheCurtissBTand
a letterfrom FrankAbar, Livonia,
MI ,whocorrectly identifiedthe
ThomasMorseS-6.
Thanksagainfor yourparticipa-
tion. Ifyou have agoodcandidate
fortheMysteryplane, feel free to
sendit in. Obviously, ifit is in a
copyrightedbookorpublication,
we cannotrepublish it. Still, ifyou
run acrosssomethingobscure, I'd
certainlyliketotakea look atit.
Senditto: ...
Editor,VintageAirplane
EAA
P.O.Box3086
Oshkosh,WI 54903-3086
A c o uple more
snapshots of t he
Edgren biplane.
You can see the
shape of the rudder
c ould easi ly lead
you to believe it
bears some r el a-
tionship to the Sop-
with 1 -1/2 Strutter.
VINTAGE AIRPLANE 25
PASSdio
BUCK
by E.E. "Buck" Hilbert
EAA #21 NC #5
P.O. Box 424, Union, IL 60180
You know how your mom used to say "/
hope you have a child just like you!"? More
often than not, when you have kids, you'll
find yourself reflected in the little faces
looking up at you. My son Elroy, now all
grown up and a pilot out flying on his own,
has been babysitting the Champ this past
winter. Ifyou think / can be a smart Alec ..
Dad,
Your answering machine did not seem to
be working, so even though I am technolog-
ically challenged, I decided to type my mes-
sage on the computer and then fax it to you.
My therapist thinks it would be good for
me to expand my horizons.
The Champ is fine. Lew Moon and I
flew it up to Brodhead on skis. In addition
to the Champs there were two J-5s on skis.
My landings were excellent, but all the snow melted at Cotton-
wood while we were up north so we had to go into Rockford
where, by flying around the tower several times, we were able to
communicate to them that we had a problem, but they couldn't
figure out what it was until (as we found out later) Chip got to
work. He immediately recognized the situation and ordered the
runway foamed so we could land.
It would be turning into an expensive way to spend a Sunday
afternoon and hardly j ustifies putting skis on the airplane. On the
good side, however, both Champs got a bath and if you think: land-
ing on virgin snow is fun, try five feet of foam! It was great! I
tried to talk them into letting us do some touch and goes, might as
well get as much use out of something you know is going to cost
you a lot of time and money later, but they wanted us to do some
paperwork and clear the runway, so they made us stop. The pa-
perwork was really hard! Everyone knew what happened, b e c u s ~
we explained it to them. But no one could figure how to fill out
the blanks and check the boxes. It really wasn't a radio fai lure be-
cause we didn't have one. It wasn't a landing gear fail ure because
the landing gear was fine. There wasn't any icing. That was actu-
ally part of the problem. We didn't have any injuries, so we did
check that box. We were both current and had valid BFRs and
medicals. We filled out things like weather, date, time, origin of
flight, intended destination, etc.
But, the "incident" itself did not fit any of the descriptions that
they gave us to check. Lew and I spent 17 hours trying to figure it
out and thought for sure we would get in big trouble, but after
Lew Moon's Champ is on the far left, along with Lew, El roy Hilbert II , and Brian
Stukenburg standing in front of '01 84991 .
Brian and Elroy stamp down the snow in front of the Champ at
the airport in Brodhead, WI.
awhile they decided that since no one got hurt and since we really
didn't declare an emergency (we didn't have a radio), and since it
was kind of fun to watch - all that foam splashing up around a
pair of Classic Champs and all - they finally let us go on our
way, after we paid for the foam of course, and sat through a lecture
on anticipating unusual middle of winter unexpected thaws in the
upper Midwest whenever you put skis on your airplane and fly to
26 MAY 1997
Brodhead. Iam suretheFAAwill besend-
ingeveryoneapersonal letterwarningev-
eryoneaboutthistypeofsituationbrought
on by"poorjudgment"(a phrase theykept
repeatingduringourlecture). I am also
surethattheNASBwill berevisingtheir
form to includethis typeof"incident. " I
guessLewandIwereratherfortunate that
RockfordTowerwasableto help us. They
reallyareagreatbunchofguys. LewandI
invitedthemtogoforaridein theChamps,
afterwegotthe wheelsbackonofcourse.
Theysaidtheywouldloveto, butwouldn't
beabletogo forquite sometimesincethe
FAAhadassignedthemthetaskofrevising
theirproceduresmanual to includeproce-
duresfor dealingwith pilotswhowantto
fly onskis in northern Illinoiswhere itis
rarelypossibleandthereforefly intobig
airports sotheycanexperiencethe"thrill"
ofsimulatingsnowlandingsonfoam when
thereisn'tanysnowandcausingbigprob-
lems, and thenactstupidand inventwild
storiesinordertogetawaywith it.
It wasatthispointthatweknewthey
were onto us and leftas soonaswecould.
Wedecidednotto tell anyoneaboutour
Here's the Champ on skis, zipping along in the thick winter air.
greatideaforcuringthedesireto fly on What do you know about landing on
skis in thedeadofwinterin northernIIIi- steep inclines? Well I gotto go now,
nois. Oh,bytheway, didyou knowthat take care . ..
theyareableto"make"snowatskiresorts? Elroy
Faliric Covering Tips
~ ~ __ ____._______J
by Ted Baird
Like manyofyou Ihavebecomewearyoftryingtocutfabric
patternsfor flightcontrolswiththeproperoverlap usingthe meth-
ods suggested in booksandvideotapesonaircraftfabric covering.
NomatterhowcarefullyIam,mycutsareneverstraightand Iei-
therhaveapatternwithtoomuchornotenoughfabric to cover
whateverIam attempting. Eyeball engineeringdoesn'tworkfor
me.
Mypresentprojectis aPiperPacerandIhave coveredthe rud-
dertwice- anditstill isn'tright. Ihavemorefabric inplaces
thanthefinishing tapewill coverand less inplaceswhere more is
required. Determinednottoscrewitup again,oranyotherflight
control for thatmatter, Icarneupwithan ideathathadturned into
afoolproofmethod. Itworkedonthe tailsurfacesofthePaceras
wellasthe aileronsandflaps.
Imadeatrip to thegrocerystoreandpickedupabox in which
toiletpaperis shipped. These boxesarenearly5 feettall and I
knewtheminuteIsawthemIhadthe rightthing. Itookonehome
andcutitsoitwouldlayflatonmyworktable. Placingahorizon-
tal stabilizerontopoftheflatcardboard,Iverycarefullytraced its
shapeontothe cardboard. Afterputtingthestabilizeraside,Itook
agrammarschool type compassandopenedit to the appropriate
widthofthe suggestedoverlap. Placingthe pointedendofthe
compassatanangleonthetracedlines,Icarefullyscribeda line
onthecardboardgivingme the additionalrecommendedwidth.
Fromthereon,itwasall downhill. I cutthecardboardalong
thescribedlinewithscissorsandnow had a perfectoversized
shapeofthestabilizer. Iputthefabric onthe table, placedthe
cardboardcutoutontopofit, andusing itasaguide, traced a line
on thefabric in the shapeofthecardboardcutout. Iputthecutout
aside(carefully- so Icoulduseitfor the othersideandother
stabilizer)cutthefabricexactlyalongthescribedlinewithpinking
shears.
Oncethatwas done,I markedeachcorneraninchfrom the
edessothefabriccouldbeclampedtothestabilizerinexactlythe
rightplace. Thefabric wasthenattachedto theframe withtheap-
propriategluematerial. I letthatdryandthen ironedtheedgesso
theywouldfold overandaroundthe stabilizerframe. Gluingthe
overlap in place,Ifound itwastrulyperfect. Nomore squiggly
lines, nomoretoo shortortoo longfabric, in short, no moreprob-
lems.
Iwentbackto thegrocerystoreandprocuredtwo moreboxes
soIcouldmakepatternsfortherestofthecontrolsurfaces. Ispent
aboutanhourdrawingandcuttingtheotherpatterns. The flatsur-
faces oftheflapsandaileronsprovedtobeno problem,butthe top
surfacesofbothare camberedwhichrequireda slightlymodified
approach. I solvedthatproblembyclampingthecardboardse-
curelytothe trailingedgeswithaboutthreeinchesofoverhang.
Turningthesurfacesoversothecurvedsidewasdown,Ibentthe
cardboardandhelditagainstthe leadingedgeswhileItracedits
pattern. OnceI hadthosebasiclines, I putthecompassto use
againandcameoutwithaperfectpattern.
Cuttingthesepatternshassavedmehoursandhoursofwork
andrelievedmeofmoretensionandfrustration thanIcantell you
about. Althoughthisprocessworkedwellfor me, Iwasstillalittle
skepticalaboutitsuseby others. Ididnotwantto advocateany-
thingthatwouldbeoflittlevalueandwastimeconsumingto boot.
So,to confirmthatit wouldreallyhelp in theprocessofturning
outareallyprofessionaljob,Iaskedafriendtogiveitatryonone
ofthetail surfacesofhisPietenpolAirCamperproject. I didn't
offerto help himorshowhimhowIdidit,Isimplyexplainedthe
procedureoverthetelephone. Happily,Icanreportthathiswork
turnedoutasprofessionallookingasyouwillfind anywhereand
heis nowaconvertto this method.
Ifyou'rerebuildingaprojectorifyou'rebuildinganairplane
thatrequiresfabriccovering,you mightwanttogivethislittletrick
a shot. It hasmade myprojectlookmoreprofessionalandwill
certainlypassthescrutinyofthemostdiscerningexpert.
Now,backto thatdarnrudder! ...
VINTAGE AIRPLANE 27
SHARE THE FUN WITH A FRIEND
AND HELP OUR DIVISION
HelpBAA's
Antique/Classic
NEW MEMBER
CAMPAIIiN
DivisionGrow
SHARE THE EXCITMENTOF EAA'S
Usethenewmemberapplicationform
ANTIQUE/CLASSICDIVISIONWITH AFRIEND
enclosedwithinthisissueofVintageAirplane
tosignupyournewmember.
Ifyoulovetheairplanesofyesteryear,chancesare
Don'tmissthischancetoenrolla friend!
youknowotherpeoplewholovethemtoo. HelptheAn-
tiqueClassicDivisiongrowbyrecruitingnewmembers.

The EAAAntique/ClassicDivisionisaperson'sbestre-
sourceforinformationandstoriesaboutAntique,Classic
andContemporaryaircraftandthepeoplewhoftythem.
RECRUITNEWMEMBERSANDWIN
---SOMEGREATPRIZES
Recruitjustone e ~ memberandreceivea
stylishcapfeaturingtheAntique/Classic
Divisionlogo.
Recruittwonewmembers- inadditiontothe
cap,getanfJi.7C jacketpatchanda free
videotape.
Signupthreenewmembersandyou'llalso
receivea FREE oneyearA/CDivision
membershiprenewal.
GROW!!!
WELCOME
NEW MEMBERS
Bill A. Austin... .... .. .... ....... ... ................... .....Danville,CA
Stephen L. Black.... ..... ......... ....... ........ .. ... ..Urbandale, IA
Theodore A. Blane..... .... .... ........................Lancaster, CA
Ralph Boyer..................................Dearborn Heights, MI
MarkChapman.................. ...... .......... ... Centersburg, OH
William L. Conn.............................. .. .........Fairfield, OH
Hal E. Davis............................................Phenix City, AL
JeremyM Edis.Edgbaston, Birmingham, United Kingdom
Raymond Fiorette..........................WilloughbyHills,OH
Garry E. Fowler...........................................Post Falls, ID
Bob Frear ........................... .. ................Huntersville, NC
John George..........................................Los Alamos, NM
JeffreyGoulter...........................Bolton, Ontario,Canada
Bernard Groceman......................................Avenue, MD
HerbertC. Hilchey..................... ...... ......Long Beach, CA
Calvin Hunziker..........................................Sumner, WA
Ralph N. Isabella........ .. .... .. ... ....................Delanson,NY
C. PeterJorgensen......... .. ........ .. .. ........ ......Tunbridge, VT
William R. Kroeger...... .. .............................Padillion, NE
Glen E.Krohn.................. .........................Brookfield,WI
RobertA.Leisses ................................Portola Valley,CA
WilliamC. Lindley................................Beach Wood, NJ
MarkMasters.............................................Auke Bay, AK
FrederickW.Walter...........................FlowerMound,TX
Lloyd Moore.............. .......... ....................PortArthur, TX
John Noone......... ... .... ... ..... .. .................. .... .. Camden, NJ
Steve H. Olsen........................... ......................Napa, CA
BruceOverson..................................... .. Granite Bay,CA
HenryPenner..........Kelowna, Briti sh.Columbia,Canada
ScottQuartuccio....................................Millinocket,ME
Carl H. Riese .............. .. ..............................Newnan,GA
AlbertoSantori...... ...... ........... ......... .. .... ..... ... Fermo, Italy
Toshiki Satori..............................................Tokyo,Japan
ChuckSchleich.................... ............ .........Cupertino, CA
Bernard Shadoan ................................WalnutCreek, CA
GaryW. Sullivan........................................Santa Fe,NM
Ted Tsucalas...............................................Littleton, CO
MarkK. Understad .......................... .... . Chanhassen, MN
Hans Vandermeer........................... .. .......Ridgewood, NJ
GlenWatson.............................................. ... Portage,WI
Lee Whatley.. ........ ...... ........ ............................Dallas,TX
Lee Whatley................................................Roanoke, TX
C. M.Wiliiams................ ........ ....................Marietta, GA
MikeWilliams............... ...... ........................... Joshua,TX
David E. Zigmont..........................................Rockton, IL
Fly-In
Calendar
or J. . M N ~ __
"f
The following list of coming events is furnished to our readers as a matter of infor-
mation only and does not constitute approval, sponsorship, involvement, control or
direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the infor-
mation to fAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086.
Information should be received four months prior to the event date.
REGIONALFLY-INS
JULY 9-13 - ARLINGTON, WA - Northwest
Regional Fly-In. 360/435-5857.
SEPTEMBER 6-7 - MARION, OH - Mid-
Eastern EAA Fly-In (MERFI). Call Lou
Lindeman, 513/849-9455.
OCTOBER 9-12 - MESA, AZ - Copperstate
Fly-In. Call Bob Hasson, 520/228-5480.
OCTOBER 10-12 - EVERGREEN, AL -
Southeast Regional Fly-In. Call Harold
"Bubba" Hamiter, 334/765-9109.
OCTOBER 10-12 - WILMINGTON, DE-
East Coast EAA Fly-In. Call Andrew
Alvarez, 302/738-8883.
OCTOBER 17-19 - KERRVILLE, TX -
Southwest Regional Fly-In. Call Stu
McCurdy, 512/388-7399.
MAY 18 - ROMEOVILLE, IL - EAA Chapter 15
Fly-In breakfast, 7-11 a.m. at Lewis
Romeoville Airport (LOT). Info: Frank Goebel
815/436-6153.
MAY 18 - WARWICK, NY - EAA Chapter 501
annual Fly-In at Warwick Aerodrome (N72) in
Warwick, NY. 10 a.m. - 4 p.m. Food, tro-
phies, judging closes at 2 p.m.. Unicom
123.0. Info: Harry Barker, 201/838-7485.
MAY23-25- WATSONVILLE, CA - 33rd annual
West Coast Fly-In and Airshow. This years
theme "Quest For Speed . ..Air Racing
Through The Ages." Info: Call 408/496-9559.
MAY 24 - DECATUR, AL - (KDCU) EM Chapter
941 9th Annual Fly-In. Food, fun, aircraft judg-
ing. For more information contact Dick Todd,
205/971-4060 or 205/961-4540 (work).
MAY 25 - ZANESVILLE, OH - Riverside Airport.
EAA Chapter 425 Annual Memorial Day Fly-
In/Drive-In. 8 a.m.-3 p.m. Pancake breakfast all
day. Sandwiches, snacks 11 a.m.-3 p.m. EM
Chapter 425 hats to the first 25 PIC. Please regis-
ter. Info: Don Wahl 614/453-0003.
JUNE 1 - DEKALB, IL - DeKalb-Taylor Municipal
Airport. EM Chapter 241 Fly-In Breakfast. 7 a.m.
- noon. Info: Bemie Simuuich, 815/758-8434.
JUNE 6-7 - BARTLESVILLE, OK - Frank Phillips
Field. 11 th Annual National Biplane
Convention and Exposition. For info call
Charlie Harris, Chairman, 918/622-8400, Virgil
Gaede, Expo Director, 918/336-3976.
JUNE 6-7 - MERCED, CA - 40th Merced West
Coast Antique Fly-In. Info: write the Merced
Pilots Assoc., PO Box 2312, Merced, CA 95344
or ca ll Virgina Morford, 209/383-4632 or for
concessions, Bud Holck, 209/722-8323.
JUNE 6-8 - SUGAR GROVE, IL - Aurora
Municipal Airport, EAA Chapter 579 Annual
Fly- In and Open House. lAC Chapter One
Heuer Classic aerobatic competition will be
held at the same time. AntiquEfCIassic aircraft
displays, and EAA B-17 tours are scheduled.
Lunch available on Friday, breakfast and lunch
on Saturday. For info: Alan Shackleton,
630/466-4 193, Bob Rieser, 630/466-7000,
David Monroe, 847/639-6490.
JUNE 7-8 - ELKHART, IN - EAA Chapter 132
PancakeBreakfast. Call 616/699-5237 for info.
JUNE 8 - TOWANDA, PA - Towanda Airport
(N27) Fly-In Breakfast. All you can eat, includ-
ing 100% pure maple syrup! 7 a.m. - 1p.m. For
info, call Carl Lafy, 717/265-4900.
JUNE 8 - ROCK FALLS, IL - Whiteside County
Airport (SQ/). 15th Annual EM Chapter 410 Fly-
In/Drive-In pancake breakfast. 7 a.m. - noon.
Call Bill Havener for info: 815/626-0910.
JUNE 13-14 - CAMARillO, CA - Camarillo
Airport. EAA Chapter 723 Father's Day
Airshow. Pancake breakfast for early birds.
Info: Gary Stucker, 805/985-4058.
JUNE 13-15 - GAINESVILLE, TX - Gainesville
Municipal Airport (GLE) - The Texas Chapter
of the AAA's 35th Annual Fly-In. New
Location! For info: jim Austin 817/429-5385,
Roy Skelton, 817/430-4018, Penny Richards
817/482-6175.
JUNE14- ANDOVER, NJ - Aeroflex Airport (12N)-
NC Chapter 7 Fly-In. Authentic WWI planes.
Young Eagles, great food. Rain date: june 15.
Info: 201-786-5682 or 201-361-0875.
JUNE 14- ALLOVERTHE WORLD - INTERNA-
TIONAL YOUNG EAGLES DA Y. Fly a Young
Eagle on this day, and join the thousands of
other pilots who will be doing the same to
further the awareness of sport aviation. For
info call the EAA Young Eagles office at:
414/426-4831.
JUNE 14- 1 5 - ANDOVER, NJ - Aeroflex-
Andover Airport (12N). Olde fashined fly-in
sponsored by EAA NC Chapter 7. Authentic
WWI birds, good eats. Info: 201/786-5682
or 201/361-0875.
JUNE 15- ANDERSON, IN - Anderson Municipal
Airport. EM Chapter 226 Father's Day Fly-In
breakfast, 7 a.m. - 11 a.m. For info call Larry
Rice, 317/649-8690.
JUNE 15 - LACROSSE, WI - Fathers Day Fly/Drive-
In Breakfast. 7am-12 pm. $4.50, PIC free. Cakes
by Big jakes, displays by Harley Davidson,
Skipperliner, aviation vendors. NC fly-bys and
static displays. Check NOTAMS. Info: Steve
Schmitz, 608/781-5271.
JUNE 15-21 - MORIARTY, NM - Southwest
Antique and Classic Soaring Rally. Info:
George Applebay, 505/832-0755.
JUNE 19-22 ST. LOUIS, MO - Creve Coeur
Airport. American Wa co Club Fly-In.
Contacts: Phil Coulson, 616/624-6490 or j erry
Brown, 317/535-8882.
JUNE 21 - WALWORTH, WI - Bigfoot Airfield
(WI05) Fly/Drive- In Breakfast. Young Eagle
rides, airshows at 9 and 11 am. Rain date:
6/22. Info: Bob Kirkpatrick 414/736-4201.
JUNE 21-22 - FOWLERVILLE, MI - Maple Grove
Airport Chapter 1056 Fly-In. Sat. pilot events,
camping, Sun. breakfast. Info: Ron, 517-223-3233.
JUNE 22 - NILES, MI - j erry Tyler Mem.
Airport. 10th Annual Fly- In Breakfast/Lunch.
6 am - lpm. Carbon's Malted or Healthy
Gourmet pancakes, real orange juice. $3.95,
kids under 5 free. Luch is Chicago style Hot
Dogs, chip and soft drinks. Tropies for first
arrival and 7 categories. Proceeds to benefit
EAA Chapter 865 hangar project and their
safety and young peoples programs. Info:
Ralph Ballard, 616/684-0972.
JUNE 22 - ZANESVillE, OH - Municipal
Airport. FAA Air Awareness Day Fly-
In/Drive-In. 8 a.m.-3 p.m. Pancake breakfast
all day. Sandwiches, snacks 11 a.m.-3 p.m.
10 a.m. FAA Safety Seminar by Hayden
Decker, followed by Pilot Flight Reviews.
Plane rides available from Southeastern Ohio
Air Service. Info: Don Wahl 614/453-0003.
JUNE 26-29 - MT. VERNON, OH - 38th
Annua l National Waco Reunion Fly-In.
513/868-0084.
JULY 6 - NAPPANEE, IN. - EAA Chapter 938
Ice Cream Social Fly-In. Info: 219/453-4364.
JULY 7 - MICHIGAN CITY, IN - Municipal
Airport (MGC). Michigan City Aviators EAA
Chapter 966, Fly-In, Drive-In pancake break-
fast, 7 a.m.-l p.m. Info: Dave, 219/778-4117
or Ruth 219/325-0133.
JULY 12-13- GAINESVILLE, GA - EAA Chapter
611 28th annual fly-in. Saturday breakfast
and lunch. Trophies. Info: 770/535-0816.
JULY 27 - ZANESVILLE, OH - PARR Airport.
FAA Air Awareness Day Fly-In/Drive-In. 8
a.m.-3 p.m. Pancake breakfast all day.
Sandwiches, snacks 11 a.m.-3 p.m. 10 a.m.
OSH bound pilots encouraged to stop in.
Info: Don Wahl 614/453-0003.
JULY 30-AUGUST 5 - OSHKOSH, WI - 45th
Annual EAA Fly-In and Sport Aviation
Convention. NOTE DA Y CHANGE - Now
Wednesday through Tuesday. Wittman
Regional Airport. Contact John Burton, EAA
P.O. Box 3086, Oshkosh, WI 54903-3086,
414/426-4800.
AUGUST 2 - EllSWORTH, KS - (9K7) EAA
Chapter 1127 Fly-In breakfast and Cowtown
Festival. Info: 913/472-4113.
AUGUST 9-10 - RICHMOND HEIGHTS, OH-
Cuyahoga County Airport. Wings & Wheels,
to benefit the Crawford Auto-Aviation
Museum. Info: 216/721-5722 or the web site
at www.whrs.org
AUGUST 16 - LITTLE FALLS, MN - Morrison
County Airport. Charles A. Lindbergh 70th
Anniversary fly-in celebration. Young Eagles
flights, EAA Spirit of St. Louis replica, static
displays. Info: call the airport at 320/632-
2413 or Karl Kiefer 320/632-1978.
AUGUST 30 - MARION, IN - 7th annual Fly-
In/Cruise- In Breakfast sponsored by the
Marion High School Band Boosters.
Antiques/Classics/Homebuilts, as well as
Antique/Classic cars welcome. Info: Ray
johnson, 317/664-2588
AUGUST 31 - ZANESVILLE, OH - Riverside
Airport. EAA Chapter 425 Annual Labor Day
Weekend Breakfast. 8 a.m.-3 p.m. Pancake
breakfast all day. Sandwiches, snacks 11
a.m.-3 p.m. Restored Antique/Classic air-
planes on display. EAA Chapter 425 hats to
the first 25 PIC. Please register. Info: Don
Wahl 614/453-0003.
SEPT. 13 - ZANESVILLE, OH - Riverside Airport.
Arthritis Foundation and EAA Chapter 425
Second Annual Hog Roast 11 a.m.-6 p.m. Fly-
In, Drive-In. EAA Chapter 425 hats to the first
25 PIC. Please register. Info: Don Wahl
614/453-0003.
SEPTEMBER 18-21 - ST. LOUIS, MO - Creve
Coeur Field. Monocoupe Madness III.
Monocoupes, Darts, Velie Motorcars, owners
and enthusiasts invited. For info: Monocoupe
Club, 6154 River Forest Dr., Manassas, VA
20112. Call 703-590-2375 for info.
SEPTEMBER 19-20 - BARTLESVILLE, OK - Frank
Phillips Field. 40th Annual Tulsa Regional Fly-In.
For info call Charlie Harris, 918/622-8400.
SEPTEMBER 19-21 - SELMA, CA - 15th annual
West Coast Travel Air Fly-In. Old fashioned
fly-in where aviators do what comes natu-
rally. Flying events, memorabilia auction,
great food. In fo: j erry Impell ezzeri,
408/356-3407 or Bob Lock 209/638-4235.
VINTAGEAIRPLANE29
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental Aircraft
Association,Inc.is$35foroneyear,including 12
issues ofSPORTAVIATION. Familymembership
isavailableforanadditional$10annually. Junior
Membership (under 19 years ofage) is available
at$20annually. Allmajorcreditcardsaccepted
formembership.
ANTIQUE/CLASSIC
Current EAA members mayjoin the Antique/
Classic Division andreceive VINTAGE AIR-
PLANEmagazineforanadditional$27peryear.
EAA Membership, VINTAGE AIRPLANE mag-
azine and one year membership in the EAA
Antique/Classic Division is available for $37per
year(SPORTAVIATIONmagazinenotincluded).
lAC
CurrentEAA membersmayjoin the Intemational
AerobaticClub,Inc. DivisionandreceiveSPORT
AEROBATICS magazine for an additional$40
per year.
EAA Membership, SPORTAEROBATICSmaga-
zine and one year membership in the lAC
Division is available for $50 peryear (SPORT
AVIATIONmagazinenotincluded).
WARBIRDS
Current EAA members may join the EAA
Warbirds ofAmerica Division andreceive WAR-
BIRDSmagazineforanadditional$35peryear.
EAA Membership, WARBIRDS magazine and
oneyearmembershipin the Warbirds Division is
available for$45 peryear (SPORTAVIATION
magazinenotincluded).
EAAEXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTERmagazineforanadditional$20
per year.
EAA Membership and EAA EXPERIMENTER
magazine is available for $30peryear (SPORT
AVIATIONmagazinenotincluded).
FOREIGN
MEMBERSHIPS
Please submityour remittance with a check or
draft drawn on aUnited States bankpayable in
United States dollars. Add$13 postage for
SPORTAVIATIONmagazine and/or$6postage
foranyoftheothermagazines.
EAAAVIATIONCENTER
P.O. box3086
Oshkosh, WI54903-3086
WEB SITEhttp://www.eaa.org
E-MAILVintage @eaa.org
PHONE(414)426-4800
FAX(414)426-4873
OFFICEHOURS:
8:15-5:00mon.-fri.
1-800-843-3612
MEMBERSHIPDUESTOEAAAND
ITSDIVISIONSARENOTTAX
DEDUCTIBLEASCHARITABLE
CONTRIBUTIONS.
Something to buy, sell
ortrade? An inexpensivead
in the Vintage Trader maybe
just the answer to obtaining
that elusive part. .40; per
word, $7.00 minimum
charge. Send your ad and
payment to: Vintage Trader, fAA Aviation Center, P.O. Box 3086, Oshkosh, WI
54903-3086, orfax youradandyourcreditcardnumberto 414/426-4828. Adsmust
bereceivedbythe20th ofthemonth for insertionin theissue thesecondmonth fol-
lowing(e.g., October20th for theDecemberissue.)
AIRCRAFT
1946 C-140 - 1687 TTAF, 328 SMOH (0-200),
auto gas STC,TXP/ ENC Loran, Com, Cleveland
brakes, wheel extenders, Scott tail wheel , annu-
ailed 9/ 96, original logs(originalownerwasSteve
Wittman),$16,500, 330/ 667-2760. (0088)
1941 AeroncaTC-65- Augustannual;goodcon-
dition, but not a show plane. Hangared since
rebuild in 1976 by Western Michigan University.
Must sell, have new RV-3. $13,OOOOBO.
(313)439-7717. (0249)
1933 Waco UBF-2 - 100 hours since mint
restoration, 220 Cont. H/ S 5404. Wheel pants.
Speedring. JohnBussard,9081782-3280.
ForSale - 1949 PA-16 PiperClipper. 305 hours
on 2d OH. 3118 total hours on engine and air-
frame. Airplane totally rebuilt in 1988. Call for
photos and complete listing of parts replaced in
restoration ifseriously interested. $19,000.
Firm. 3091772-2067.
Seeking bidsforrare 1944DH89AMkIV Rapide
with overhauled Gypsy 6 Series III engines.
Aircraft disassembled and in need of extensive
restoration. Organization lookingtosell aircraftto
collectorwhowill return ittofl yi ng status. Please
contact the EAA Aviation Museum Director at
414/426-4842.
MISCELLANEOUS
SUPER CUB PA-18FUSELAGES- New manu-
facture, STC- PMA-d, 4130 chromoly tubing
throughout , also compl ete fuselage repair .
ROCKY MOUNTAIN AIRFRAME INC. (J. Soares,
Pres.), 7093 Dry Creek Road, Belgrade, Montana
59714, 406/388-6069,FAX 406/ 388-0170. Repair
station No.QK5R148N. (0274)
FREE CATALOG - Aviation books and videos.
Howto, building and restoration tips,historic,fly-
ing and entertainmenttitles. Callforafreecata-
log. EAA,1-800-843-3612.
EAA Aircraft Finance Program. We finance
most types ofaircraft including experimentals.
No aircraft age limit. Call 1-800-999-4515, FAX
941 /646- 1671 E-mai l eaa@airloans .com
Homepage http://www.ai rshow.netleaaloan.
administeredbyNAFCO. (1626)
Biplane fever? - Join the Nat'l Biplane Assoc. ,
quarterly Biplane News, annual convention, fine
people, fun times, annual membership $25.00.
National Biplane Association, P. O. Box 470350,
Tulsa, OK 74147-0350, 1-918-665-0755, Fax
918-665-0039. (0182)
Aeronca C-3 Data Plate Only - Serial Number:
A662; Model : C3; Date Mfd: 6/12/36; Engine:
Aeronca E113C; Plate Number 9957. Contact:
Hubie Tol son, PO Box 12912, New Bern, NC
28560, Voi ce:919-638-4215, Fax:919-638-7456,
Email :tolson@coastainet.com (0419)
EAA/SPORTAIR
WORKSHOPS
Co-sponsored by EAA and AlexanderSportAi r, these Workshopsoffer
weekend programswith awiderange ofbasic andadvanced aircraft
fabricationand restorat ion skills.
Reno, NV
Chicago, II
Atlanta,GA
NorthHampton,NH
Dallas,TX
Chino,CA
Atlanta,GA
FtMyers,FL
May17-18
May31-June1
August23-24
September6-7
Octover4-5
November1-2
November22-23
December6-7
PleasecontactSportAirforlocation informationand
registration. Call 7-800/967-5746,Fax770/467-9473.
30 MAY1997
End the Oil Mess

",.
, /'7,' L
-;',
Grumman Mallard
July25-27. 1997& precedingdays
The AnnualReunionfor
FloatplanePilots,Owners,
Fly high with a
quality Classic interior
CleanIOt
NORSEMAN FlOATPlANE
FESTIVAL
4 'fl/'"
D-17Siaggerwing Beechcratt
For Round Engine Classics
Any Size Radial From PT's to
Constellations
Over 300 Clean KitsTM on Custom engineering is oor specialty. Cleon Kit'"is
radial engines worldwide;
bIe for IreIdoppr"",1 using sIondord 337 process lor all
cofe9Oriesaloircroft.
including antiques, classics,
warbirds and transports. Darlon Intemational, Inc.
264 TrodeStreet. #101
CMr proptielary eiectrk oil "'"""'9ing and sIwtaffsyslem
SonMlrcos. CA 9'JJX:R
is 100% IooIproaIand sale. This kit is cackpi_.aIIed.
800-713-2786
guarded swilches and 12- and
619-471-9304 FAX
24w1t S)'iemsCMJifobie.
1),000 Intematianal.lnc. 1996.
Mechanics, & Enthusiasts
Activitiesforthe f n tOl a"
wholefamily!! U
KEDLAKE,ONTARIOCANADA
Formoreinformationcontact:
NorsemanCommittee
Box131
RedLake,Ontariopov2MO
CANADA
Phone:(807)727-2809
Fax:(807)727-3975
Complete interior assemblies for do-it-yourself installation.
Customqualityateconomicalprices.
Cushionupholsterysets
Wattpanelsets
Headl iners
Carpetsets
Baggagecompartf\lentsets
Firewattcovers
Seatstings
Recoverenvelopesanddopes
Freecatalogofcompl eteproductline,
Fabric Selection Guide showing actual sample col ors and
stylesofmaterials:$3,00,
1j8
!
I I
INC.
259LowerMorrisvilleRd" Dept.VA
Fattsington,PA19054 (215)295-4115
A;r c
Spiral-BotUld
ClassrooDl.
Ournewmanual isn' t It'll
justareference- it's a show
coveringcourse in a you
book. It's the clearest, just
mostthorough, and howeasy itis to
mostfun-to-read coveran airplane
step-by-step with Poly-Fiber,
bookofits and howmuch
kind. Itwill fun itcan be.It
guideyou all includesourentire
the way catalogoftools,
throughtheentire products, and other
Poly-Fiberprocess in goodies, too.All you
plaineasy language need to make ithappen
and with adel ightful is ournewmanual.. .
sense ofhumor. andadream.
Order Yours!Just $10.00!
Plus Shipping& Handllng
808-362-3490

E-mail: lnCo@poIyfiber _com
r a ft CoaHngs FAX: 909-684-0518
VINTAGEAIRPLANE31
Gr
P. Douglas Combs
'ndineVillage,NV
Foundedthe
Luscombe Foundation.
Restoreda Luscombe
Phantom forthe purpose
oftouring the U.S., dis-
playing the construction
anddesign forthe public
to experience this eraof
aviation history.
Tour ran from 1988to
1993, covering 0/1 areas
ofthe U.S.
AUAis
~ ~ -
~
~
approved.

To become an
EAA Antique &
Classic Division
Member, call
800-8433612
"AUAinsuresthis veryrare Luscombe
Phantom 272Y. Service has alwaysbeen
responsive and competitivelypriced. I
hadthe misfortune oftesting the true
value ofmyinsurance in October 1995
when a landing accidentremoved the
landing gearandseverelydamagedthe
airplane'stail. AUAhandledthe claim
wonderfully. From an insurance stand-
point, the aircraftwasa total loss, and
paymentwasmadeto me promptlywith
little argument. Because ofAUA, an his-
torical airplanewill berebuilt."
- DougCombs
The bestis affordable.
GiveAUAa call - it's FREE!
800-727-3823
Fly with the pros.. .fly with AUA Inc.
AUA's Exclusive EAA
Antique/Classic Division
Insurance Program
Lowerliabilityand hull premiums
Medicalpayments included
Fleetdiscounts formultipleaircraft
carryingall risk coverages
Nohand-propping exclusion
Noagepenalty
Nocomponentpartsendorsements
Discountsforclaim-free renewals
carrying all risk coverages
Remember,
We're Better Togetherl
AVIATION UNUMIrED AGENCY
COMAY, working with AVA Inc., has the broad knowledge it takes to cover the specialized needs of antique
and classic aircraft pilots. COMAV coverage is backed by SAFECO Insurance, one of America's most trusted
companies, with an A++ rating from A.M. Best. For more about our unique programs, contact your aviation
specialist. Or, if you're an EAA member, call AVA at 800-727-3823. Remember, we're better together.