September 1997 Vol. 25, No.9

CONTENTS

I Straight & Levell Espie "Butch" Joyce

2 AlC News

4 EAA Oshkosh ' 97 AlC Awards

6 ACNolunteers/Trish Dorlac

9 1956 Champion 7EC!Nancie Cummings

10 Vintage Seaplanes !Norm Petersen

12 Mystery PlanelH.G. Frautschy

13 Sowell' s FunkIH.G. Frautschy

18 The Old Rhinebeck Aerodrome's Nieuport 11 " Bebe"IH.G. Frautschy

20 Stinsoneers Convene at SSF/ John Underwood

23 J3-A Different Strut Fitting/ Norm Petersen

24 Pass It To BucklE.E. "Buck" Hilbert

26 What Our Members Are Restoring/ Norm Petersen

Page 9

Page 13

EDITORIAL STAFF

Publisher

Tom Poberezny

Editor"in-Chlef

Jack Cox

Editor

Henry G. Frautschy

Managing Editor

Golda Cox

Art Director

Mike Drucks

Computer Graphic Specialists

Olivia L. Phillip Jennifer Larsen

Mary Premeau

Associate Editor

Norm Petersen

Feature Writer

Dennis Parks

Staff Photographers

Jim Koepnick LeeAnn Abrams

Ken Lichtenberg

Advertising/Editorial Assistant

Isabelle Wiske

EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS

President Vice· President Espie "Butch" Joyce George Daubner

P.O. Box 35584 2448 Lough Lane Greensboro. NC 27425 Hartford. WI 53027

910/393-0344 414/673-5885

Secretary Treasurer

Sieve Nesse Charles Harris

2009 Highland Ave. 7215 East 46th St.

Albert Leo. MN 56007 Tulsa. OK 74145

507/373-1674 918/622-8400

DIRECTORS John Berendt Gene Morris

7645 Ec ho Point Rd. 115C Steve Court. R.R. 2 Cannon Falls. MN 55009 Roanoke. TX 76262

507/263-2414 817/491-9110

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

Lawton. MI 49065 Chicago. IL 60620 616/624-6490 3121779-2105

John S. Copeland 55 Ookey Av. Joe Dickey

28-3 Williamsburg Ct. Lawrenc eburg. IN 47025 Shrewsbury. MA 01545

812/537-9354 508/842-7867

Stan Gomoll

7724 Shady Hill Dr.

Dale A. Gustafson

1042 90th Lane. NE

IndianapOlis. IN 46278 Minneapolis. MN 55434

317/293-4430 612/784-1172

Jeannie Hill

1708 Boy Oaks Dr.

Robert Uckteig P.O. Box 328

Albert Lea. MN 56007 Harvard. IL 60033 507/373-2922 815/943-7205

Dean Richardson Robert D. "Bob" Lumley 6701 Colony Dr. 1265 South 124th SI.

Madison. WI 53717 Brookfield. WI 53005 608/833-1291 414/782-2633

S.H. 'Wes" Schmid Geoff Robison 2359 Lefeber Avenue 1521 E. MacGregor Dr. Wauwatosa. WI 53213 New Haven. IN 46774

414/771-1545 219/493-4724

George York

181 Sloboda Av.

Mansfield. OH 44906

419/529-4378

DIRECTORS EMERITUS

Gene Chase E.E. "Buck" Hilbert 2159 Cartlon Rd. P.O . Box 424

Oshkosh. WI 54904 Union, IL60180 920/231 -5002 815/923-4591

ADVISORS Steve Krog Roger Gomoll

930 Tara HL E 3238 Vicario SI. N Hartford. WI 53027 $I Paul. MN 55126

414/966-7627 612/484-2303

David Bennett

403 Tanner Ct.

Roseville, CA 95678

916-782-7025

30 Vintage Trader/ Membership Infor mation Page 26

FRONT COVER . .. This pretty Nieuport 11 "Sebe" wos brought to Sun 'n Fun '97 by the volunteers and stoff of Cole Palen's Old Rh inebeck Aerodrome. It's being flown by Gene DeMarco. the Aerodrome's operations directar/pilot . A replica project originally started back in the 1930's. it was completed after extensive rework and flown in 1991. It is powered by a 80 hp LeRhone rotary engine. which you can

••: ~~;::::3 plainly see whirling around with the massive oak propeller. See the story on page 18.

EM photo by Jim Koepnick. shot with a Canon EOS- l n equipped with an 80-200 mm lens. 1/60 sec. @ 1160n 100 ASA slide film.

SACK COVER ... EM Master Artist James Dietz has graced the EM Sport Aviation Art Competition with another of his beautifully rendered oil paintings. Currently on display in the Hansen Gallery. Jim's "Shooting Star" depicts a fictional aviatrix with her Curtiss Jenny. Sorry. it's not for sale. having been painted by Jim after being commissioned by a modern day aviatrix. You can contact Jim at 2203 13th Av. East. Seattle. WA 98102.

Copyright © 1997 by the EM Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA Antique/Classic Division. Inc. of the Experimental Aircraft Associalion and is published monlhly al EAA Avialion Center. 3000 Poberezny Rd.• P.O. Box 3066. Oshkosh. Wisconsin 54903-3066. Periodicals Postage paid at Osllkosh. Wisconsin 54901 and al add~ional mailing offices. The membership rale for EAA Antique/Classic Division. Inc. is $27.00 for current EAA members for 12 month period of which $15.00 is for the publicalion of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes 10 EAA Anlique/Classic ~ivision . Inc., P.O. Box 3066, Oshkosh. WI 54903-3066. FOREIGN AND APO ADDRESSES - Please allow alleast two monlhs for delivery of VINTAGE AIRPLANE 10 foreign and APO addresses via surface mail. ADVERTISING - Anlique/Classic Division does nol guaranlee or endorse any product offered Ihrough Ihe advertising. We invile conslruclive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged 10 submil slories and pholographs. Policy opinions expressed in articles are solely Ihose of Ihe authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be senllo: Edilor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh. WI 54903-3086. Phone 920/426-4800.

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and Ihe logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® regislered trademarks. THE EAA SKY SHOPPE and logos of Ihe EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks of Ihe above associalions and Iheir use by any person olher Ihan Ihe above associalion is strictly prohib~ed.

STRAIGHT & LEVEL by Espie "Butch" Joyce

Oshkosh 1997 is now in the history books, and the Convention this year was one of the best. All of the Antique/Classic volunteers worked together very hard to make the AlC area a great place to be. The A/C Red Barn had been really improved this year, with the addition of a new archway to welcome everyone to our comer of the Convention. Located at this archway are two new booths . One is for membership applications and Chapter information. The other is for those wonderful individuals who want to volunteer their time working on the flight line or anywhere else on the Antique/Classic Convention grounds.

This archway was constructed well before Convention over a period of several months by a number of individuals, and I want to recognize the three hard core persons who worked hard to make it happen: Bob Lumley, Bob Brauer, and third (but not least), Phil Blake for their year-round service to make the Convention time successful.

There are also a great many of other very important volunteers who have been presented within the pages of Vintage Airplane by Trisha Dorlac . As I was moving about on the Convention grounds, I had a number of people tell me how much they have enjoyed reading Trish's articles . It seems that as people come to Oshkosh year after year, they see individuals doing their volunteer work, and they wondered where these people came from, etc. By reading about these people in Vintage Airplane, it made them more comfortable to approach these individuals on a one-on-one basis.

As people have gotten more accustomed to our parking area extending further to the south, and with the transportation that is provided to this area, we heard fewer concerns from those people parked down south. In 1998 we expect that the show line we now have will move to the west (per the FAA), so we will be losing parking for somewhere around three airplanes per row. This does cause us some concern, but

we are already working to meet this challenge . We tried some new ideas at the Convention this year and they seemed to work well.

We really had some great airplanes on hand. All of the judges were having a hard time as the competition for awards was very strong this year as restorations are becoming better and better. We had some rare and unusual Antique airplanes; when they would taxi in, you could just see the crowd gather around to get a closer look. Some of the comments you could hear would be, "I don't think I have ever seen one of these ," or " I did not know there were any of these around anymore!" The Classics are just getting better and better as well, and the support of these aircraft from suppliers such as Univair is improving as time goes on.

We had almost 100 more Contemporary aircraft on the show line this year over last year's total. One of the most impressive Contemporary aircraft was the restored Howard 500, which was picked as the Grand Champion. There were also a number of specialty aircraft on hand in the Antique/Classic area including the two Mullicoupes, one owned by Jim Younkin and the other by Bud Dake. They were parked on each side of Mr. Mulligan, looking like a proud father and his two sons. These aircraft were parked in front of the Red Bam where Jim and Bud stood by and carried on a continuous question and answer session for the week of Convention. They're two great looking airplanes!

Parked across from the Mullicoupes was the Linco Taperwing Waco restored for B. F. Goodrich Corporation. They sponsored the rebuild, and also underwrite the operation of the airplane. This aircraft is flown by Bob Wagner. He and Pat Horgan of Goodrich stood by and carried on a question and answer session for the week of Convention, just like Jim and Bud.

The front area of the Red Barn has become a real education center for those at

tending Oshkosh. If you sat on our porch, which is open to anyone who would like to use it, you most likely found this area to be a welcome relief by midday. If you ventured inside the Red Bam, you found on the north side of this building some interesting items to look at in the mini-museum. Then you could pick up a photo of your aircraft placed in a participant plaque for you to carry home as a gift from the Antique/Classic Division in appreciation of your participation at Oshkosh '97.

When you went in the south side of the Red Bam, you found the sales area of this building. We had some high quality goods featuring the Antique/Classic theme - we hope you found something to your liking to carry home with you . Overall, Oshkosh this year was a great Convention and that makes me really proud to be part of this great event.

Now to pass along some good news, at least from the state of North Carolina . Maybe it will be helpful in your home state. In 1995, the North Carolina legislature ratified House Bill 100 I, providing owners of antique automobiles with a cap on value for property tax purposes. This cap is a taxable value of $500.00. After this had taken place, through the efforts of Paul Cash, with the help of General Larry Huggins (Ret.) and Jim Clevenger, working with Rep. Bob Hunter and Senator David Hoyle, they were able to get House Bill 1158 passed. It puts the cap of $5,000 on any aircraft manufactured before 1954 that meets the provisions of this Bill. This act is effective for taxes imposed for taxable years beginning on or after July I, 1998.

Your One-on-One membership campaign is doing well and with your continued support it should continue to help your Division grow. All you have to do is ask a few people to join us and they, too, can have FUN!

Let' s all pull in the same direction for the good of aviation. Remember we are better together. Join us and have it all! ...

VINTAGE AIRPLANE 1

A/C NEWS

ANTIQUE/CLASSIC ACTIVITIES

AT EAA OSHKOSH

What a week! Spectacular, cool weather, just right for camping and walking the flight line prevailed during the annual EAA Convention this year, with rain showers for the most part occurring overnight. A total of 987 showplanes were registered in the Antique/Classic and Contemporary parking areas . We were close to a record number of showplanes (poor flying weather kept many of our members from the far west coast from getting through), and many of the airplanes were rare or one-of-a kind.

Greg Herrick's collection of excellent, rare airplanes has grown by two with the completion of the Cunningham-Hall PT -6F and Buhl Air Sedan. Both were on display and drew admiring crowds each day of the Convention.

The Contemporary airplane that seemed to garner so much attention did so in the beginning just on sheer size alone, since it was a Howard 500. Dave Cummings of Portland, OR brought the big twin-engined beast to Oshkosh for all to enjoy, and went home with the Contemporary Grand Champion award.

The always hotly contested Classic awards were topped off with another of Joe Fleeman's terrific restorations. After finishing Delton Perry's beautiful Tri-Pacer a few years ago, Joe liked the airplane so much he thought he'd like to have one himself. So he and his partner, Ken Brown, built one up for themselves, and it was stunning. You never knew a Tri-Pacer could look so good!

The Antique award winner was also a

2 SEPTEMBER 1997

very close shave, with our 1996 Reserve Grand Champion, Tom Wright's Beechcraft Staggerwing, declared the winner of this year's top award.

Congratulations to all pilots and restorers! We'll certainly have more on many of these airplanes in future issues of Vintage Airplane.

At the Antique/Classic corner, big changes took place, thanks to the volunteer efforts by Bob Lumley, Bob Brauer and many other volunteers. A new pair of Information and Volunteer booths were built this past year, and they were placed flanking the newly paved walkway to the A/C Red Barn. "Aviation themed" flags line the walkway, welcoming you into the Bam, where you could check on the latest happenings in the NC area, or shop in the Red Bam store for NC merchandise.

On the comer, extending over the walkway is a new arch, welcoming all to the NC area with the words "Preserving Aviation History ... For Future Generations." Taking it all in could be a challenge!

Did you see: • the MUllicoupes. • all of the volunteers who put in hundreds

of hours of work so we all could enjoy a smooth running fly-in.

• the expanded Type Club tent, with 28 clubs attending and giving information to members who want to know more about their airplanes.

• there were a pair of J-2 Cubs on the field, including the Stewart family's airplane from Erie, PA. You'll have to wait until next month to hear the details on that airplane! The other pretty J-2, a copper

Compiled by H.C. Frautschy

and blue color scheme, was registered by Bob Rusky, Lake Geneva, WI.

• there were 26 Aeroncas that flew in en masse from Hartford, WI.

• the live broadcast by CNN from the Antique/Classic area, featuring Peter Sherwin's Waco SRE, Art Knowles' Command Aire and Densel Williams' Aeronca Super Chief.

• the beautiful Waco ATO Bud Kilbey had been working on for years was completed by Ted Davis for Bud's son, Mark.

• the Linco Aces Waco Taperwing restored by Barnstormers Workshop in Griffin, GA for B.F. Goodrich. For members and volunteers, it was a

Convention to remember, so plan on being here next year. The dates for EAA Oshkosh '98 are July 29 - August 4.

HEY, THE FLY-IN SEASON

ISN'T OVER YET!

Sure, the summer is over and a little snap is in the air, but there's plenty of good fly-ins to attend . You don't want to miss the 40th Annual Tulsa Regional Fly-In in Bartlesville, OK at Frank Phillips Field, September 19-20. Call Charlie Harris at 918/622-8400 for information.

For those of you out west, the Copperstate Fly-in, Mesa, AZ is approaching, October 9-12. Call Bob Hasson, 52012285480 for more information.

Also, in the hill country of central Texas, there is the Southwest Regional Fly-In, in Kerrville, TX. Call Stu McCurdy, 512.388-7399.

For more fly-ins, take a look at the FlyIn Calendar on page 29.

(Left) Members visiting Antique/Classic corner this year were greeted with a few changes. In the lower left of t he photo, you can see the two new Information and Volunteer booths built this past spring, and the new welcoming arch over the newly paved Red Barn walkway. If you're a volunteer, that small building to the far right is the Volunteer break shack, were you can get a lemonade to drink and a snack to munch on. The volunteers who take care of such an essential area of the Antique/Classic area are featured in this month's Volunteer article, starting on page 6.

(Above) The Grand Champion Antique, Tom Wright's Beech 0-175 5taggerwing.

(Above) The Grand Champion Classic, Joe Fleeman and Ken Brown's Piper PA-22 Tri-Pacer.

EAA Oshkosh '97

Top Ale Award Winnners

(Right) The Grand Champion Contemporary, Dave Cummings ' Howard 500.

ANTIQUE/CLASSIC ELECTION RESULTS

In elections held during EAA Oshkosh '97, the following were elected:

Vice President - George Daubner Treasurer - Charles Harris Directors: Bob Brauer

Stan Gomoll

John "Jack" Copeland

Dale Gustafson

Eugene Morris

Phillip Coulson

R.J. "Dobby" Lickteig

OSHKOSH AREA CODE

CHANGE

The 414 area code has been shrunk to include only the Milwaukee metro area. As a result, the local area code for Oshkosh is now 920. That change is effective immediately. Calls made to EAA Headquarters using the 414 area code will go through until October 25 , 1997 at which time the new area code of 920 must be used.

EAA MEMBERSHIP DUES INCREASE

Through the efforts of volunteers and staff alike, the cost of EAA membershi p has remai ned constant for members for over 7 years. Becoming more efficient and cost effective in business practices does have its limitations, and inflation inexorably marches on . During these pas t seven years, a number of initiatives and programs have been added whi le holding the line on costs, including the Flight Advisors an d Flying Start programs. Time seems to have its price, though, and the costs of doing business , outside services and the like have increased to the point where a dues increase is required.

Beginning January 1, 1998, EAA's annual membership dues will increase to $40.00 per year. International EAA memberships will increase to $52.00. Youth memberships for those under age 19 wi ll cost $23.00. Renewal notices mailed in September for memberships scheduled to expire in January 1998 will reflect the new dues rates.

TAXING SKYDIVERS? File this one under the heading "I can't

believe they even need a law for that!." In one of those stories you can't help

but laugh about, except they used to be serious, the new Taxpayer Relief Act recently voted and approved by Congress provides relief from the 10% passenger ticket tax for skydivers.

It seems that in 1993 an IRS inspector decided that skydi ving centers who flew larger a ircraft such as a DC-3 for use as jump planes would have to collect the pas senger tax from each skydiver, since they were flying on an "airliner." The U.S. Parachuting Association protested, and happily, Congress and the IRS agreed to specifically exclude skydivers from the tax. In a fit of common sense, even the IRS commissioner agreed that signing on to the new interpretation of the law was a "no brainer."

He was quoted as saying something to the effect of "They don't even finish the flight - they jump out halfway ," as he agreed to the new law. ...

VINTAGE AIRPLANE 3

tAA OJHKOJH '97

Antique/Classic Awards

AIiTIQUE. GRAliD CI=IAMPIOIi:

Thomas Vright, RU55ell. KY 1944 E:>eechcraftJtaggerving. (li40t)

Rt/E.RVE. GRAliD CI=IAMPIOIi: Jtephen Dyer and Jim Dyer. E:>righton. CO 1944 E:>eechcraftJtaggerving (liC9290M)

CI=IAMPIOIiJiLVE.R AGE.: Mark KilbeyJouth E:>end. II'i

1930 Vaco ATO (1'i11211) RUliliE.R UPJlLVE.R AGE.:

Greg Merrick. Jackson. VY 1929 E:>uhVport Airsedan (I'iC8451)

P.>ROliZE. AGE. CI=IAMPIOIi: Tim Talen.Jpringfield. OR

1939Jtinson MV75 (I'iC22548) P.>ROliZE. AGE. RUliliE.R-UP:

Geo R. Mindall. tnglewood. FL 1937 Fairchild 24GT (1'iC19173)

P.>ROliZE. AGE. OUVTAliDlliG OPE./i COCKPIT P.>IPLAliE.:

Roy Redman. Faribault. MI'i 1940 Vaco UPF-7 (1'i30143)

P.>ROliZE. AGE. OUVTAliDlliG CLOftD COCKPIT P.>I PLAIiE.:

Greg Merrick. Jackson. VY 1938 Cunningham-Mall PT-6F (1'iC444)

P.>ROliZE. AGE. OUVTAliDlliG CLOftD COCKPIT MOliOPLAIiE.:

Kent andJandy P.>lankenburg. Groveland. CA 1939Jpartan Executive (I'iC17667)

ClifTOMIZE.D AIRCRAfT OUVTAliDlliG: PeterJhervin.Jt. Louis. MO 1940 VacoJRt (I'iC20961)

TRAliJPORT CATE.GORY CI=IAMPIOIi: Continental Airlines. Mickory Creek. TX

1940 Douglas DC-3 (1'i25673) TRAliJPORT CATE.GORY RUliliE.R-UP:

Villiam Rme.Jouth P.>arrington. IL 1944 Grumman Gome (1'i600Zt)

VV-II E.RA MILITARY TRAlliE.R/LlAJIOIi CI=IAMPIOIi:

\.1\.1- 11 MILITARY TRAlliE.R/LlAJlOIi RUliliE.R-UP: Dennis E:>lunt. Rockford. IL

1943 Fairchild PT-23 (1'i60418) \.1\.1-11 MILITARY TRAlliE.R/LlAJIOIi OUVTAliDlliG:

John Friling. Lombard. IL 1944 Taylorcraft (1'iC46211)

\.IV-II E.RA CI=IAMPIOIi: Jtephen Johnson. E:>loomington. IL

1943 E:>eechcraft Dl7JJtaggerving (I'iC17985) \.1\.1- 11 E.RA RUliliE.R-UP:

David fagman. Lawrence. tV 1944 E:>eechcraftJtaggerving (1'i4417J)

VV-II E.RA OUVTAliDlliG OPE./i COCKPIT P.>IPLAliE.:

Curt Drumm. Manitowoc. VI 1943 E:>oeingJtearman (I'iC 1 0661'i)

\.1\.1-11 E.RA OUVTAliDlliG CLOftD COCKPIT MOliOPLAliE.:

James E:>ennett. Crescent City. FL 1943 Moward DGA-15P (1'i1335M)

ClifTOMIZE.D AIRCRAfT CI=IAMPIOIi Loel Crawford. LaFollett. TI'i

1941 Vaco UPF-7 (1'iC32084) ClifTOMIZE.D AIRCRAfT RUliliE.R-UP:

Tom Flock. Rockville. II'i 1941 Vaco UPF-7 (1'i32029)

CI=IAMPIOIi AliTIQUE. ClifTOM P.>UILT: Jim M055. Graham. VA

1938 MG2Jpeciai (1'i222MG)

CLAfflC

GRAliD CI=IAMPIOIi: Kenneth E:>rownlJoe Fleeman. Lawrenceburg. T I'i

Piper PA-22 Tri-Pacer.1'i2848P Rt/E.RVE. GRAliD CI=IAMPIOIi:

J. F. Fisher III.Jenoia. GA Piper PA-12 (1'i7885M)

CLAff I (0-80 I=IP): Larry Johnson. Anoka. MI'i

Aeronca Chief (I'iC9756t) CLAff II (81-150 I=IP):

D Vogernese. tau Claire. VI Alan and JackieJowell. tvergreen. CO 1943 Fairchild PT-23 (1'i60629) Funk F2E:> (I'iC16251'i)

4 SEPTEMBER 1997

http:Jhervin.Jt

CLAJJ III (1511=lP & UP): Valerie and jimJlocum, Mosco, T/'I

Ce55na 195b (/'I2158C) ClifTOM CLAJJ A (0-80 I=lP):

james butler, batesville, AR Piper j-3 (/'I6493H)

ClifTOM CLAJJ ~ (81-150 I=lP): Mark and judy Ohlinger, Akron, OH

bellanca Cruisair (/'186937) ClifTOM CLAff C (1511=lP & UP):

Gary black, Vero beach, FL bellanca Cruisemmter (/'I524A)

ClifTOM CLAff D: Kenneth Kinne,Jisters, OR

Ce55na 195 (/'I2171C) Best of Type

Aeronca Champ: 7bCM, Richard Charette, Wadsworth, IL, (/'184405)

Aeronca Chief: Duane Huff, Lawrenceville, GA (/'I3420t)

~eechcraft: ~onanza ~.

Richard Komn,Jan Francisco, CA (/'I5204C) ~ellanca: 14-13-2.

jeff Plantz, Madison, WI, (/'174424) Cessna 120/140:

140A David Lowe,Jacremento, KY, (/'I9499A) Cessna 170/180:

170, William Goebel, Hurst, TX, (/'114645) Cessna 190/195:

195b, Charles Webb, Ft. Worth, TX (/'I195CW) ercoupe:

415C, Jhawn jennings, Columbus, 1/'1 (/'I3530H) Luscombe:

8A james b . Zazas, Carthage, /'IC (/'145504) /'Iavion: /'Iavion A.

Pete, Kelli and Clay Heins, Arcanum, OH (/'I75PM) Piper j-3:

Howard brandon, Murray, KY (/'I7158H) Piper (Others): PA-12

Dan trnst, Maplewood, M/'I (/'15301 M) PA-20

William Cumberland, Woodbine, MD (/'I7403K) Jtinson:

108-3, joseph jacobi, Mexico, MO (/'IC6521M) Jwift: GlobeJwift,

Virgil Vetter, Plattsburg, MO (/'178184) Taylorcraft: ~C12D,

james Zangger, Cedar Rapids, IA (/'194953) Limited Productions:

Mooney Mite, Robert bone, Ft. Wayne, 1/'1 (/'14173)

~fJT AMPI=lI~IA/'I:

Grumman Mallard, William R. Rose, Jouth barrington, IL (/'Il00bR)

COtiTE.MPORARY

GRA/'ID CI=lAMPIO/'l: /'10. Pacific Management Corp., Dave Cummings,

Portland, OR

1960 Howard 500 (/'I5004P)

R~RVe GRA/'ID CI=lAMPIO/'l: joel Miller,Jolor, IA

1956 Ce55na 172 (/'I6910A) OUVTA/'IDI/'IG ClifTOMIZeD:

Darwin Terpstra, Phoenix, AZ 1960 Piper PA-24 (/'I6650P)

ClifTOM CLAff I (fingle engine 0-160 hp): john Van Lieshout, Toronto, Ont., Canada

1958 Ce55na 172 (CF-DGf) ClifTOM CLAJJ II (161-230 hp):

Paul Fulierton,Jt. Ignace, MI 1959 Piper PA-24 180 (/'I6014P)

ClifTOM CLAff III (231 and Up): jimJteier, Omaha, /'It

1960 beechcraft bonanza (/'I30Yj) ClifTOM MULTI-E./'IGI/'Ie:

Jummit Aviation, Middletown, Dt 1957 beech tHV (/'I57PF)

Outstanding in Type ~eech (fingle engine):

Don Gaynor, tnglewood, FL 1959 bonanza (/'I5337t)

~eech (Multi-engine): Ronald Hyde, Kenedy, TX

1959 t-185-9700 (/'I317MH) ~ellanca: /'lone Cessna 150: /'lone Cessna 170/172/175:

JheldonJoldwisch, bensenville, IL 1959 175 (/'I6702t)

Cessna 180/182/210: DaveJeymour, Plano, TX

1959 Ce55na 182b (/'17161 t) Cessna 310:

Dean Calian/HowardJchenck,Jouthlake, TX 1958 310/Riley Rocket (/'I6644b)

Champion: 19597tC Mike Foote, Olathe, IV (/'I8539t)

Mooney: /'lone Piper PA-18- /'lone Piper PA-22 Tri-Pacer: 1956 PA-22 (/'I4408A) Doug Galioway,Jandusky, OH

Piper PA-24: 1960 PA-24 (/'I47028P) Robert McGraw, Chalfont, PA Piper PA-23 Apache/Aztec: 1959 Apache (/'I4150P) james Craycraft, Amherts, OH Limited Production:

1956 Chipmunk (/'118048) William R. Rose, Jouth barrington, IL

VINTAGE AIRPLANE 5

VOLUNTEER HOSTESSES attd

SALLY'S ALLEY

.....___...JII_

When I think of hospitality and relaxation at Oshkosh, I think about the "Little Volunteer Building" behind the Red Barn. The greatest thing about this place is not just that volunteers in the Antique Classic division can go there for food and drink. It is not just that it is a great place in the dead of summer with its wonderful air conditioner. ..something I have not yet convinced my husband is a necessity in our tent. The best thing about our little place is that this is the place to visit and relax with other volunteers, especially Lorraine Eberle, Sue Eichman, and Lorraine Schram. These fine ladies are the three primary workers in this building. There are others who fill in from time to time and their work is greatly appreciated as well. These ladies make sure this "rest area" is operational practically all day every day during the convention. Not only do they make sure that we have coffee first thing in the morning, they also keep us supplied with cold drinks and sandwiches from Operation Thirst. As if that were not enough, I think they plant extra rows in their gardens earmarked "Oshkosh" as they also bring in their own fresh vegetables, wonderful home-baked goodies, and other assorted treats designed to spoil us!

Judi Wyrembeck is the "Volunteer Hostess" chairman and has been a full time volunteer for about fi fteen years. She is a cochairman at EAA Convention Headquarters and works during the Convention distributing vehicle passes and handling complaints and requests. She has been the Chairman of this classy hangout we volunteers like to frequent since its first year. She prepares the volunteer lounge ahead of time, cleaning and hanging up pictures and banners. Art Morgan approached Judi more than ten years ago when he came up with the idea of a place for the volunteers to sit and rest, get away from the crowds and heat, and enjoy

6 SEPTEMBER 1997

* by Patricia "Trish" Dorlac Lorraine Eberle, Lorraine Schramm and Sue

£ Eichman help feed the volunteers by running lil the Antique/Classic "Little Volunteer Building" ~ during the Convention. What a deal - you can o spend time volunteering for the Division, and

_______.:;:.(;lL.o;.....u.. I get a free lunch in air-conditioned comfort!

Seaplane judges and longtime volunteers Bill Schlapman and Owen Russell enjoy a break and a snack in the comfort of the Volunteer Break shack.

a cold drink and food before returning to their duties. Like everything else at Oshkosh, this became a team effort for the Antique Classic volunteers. Buck Hilbert donated the air conditioner and refrigerator. Bob Lumley did the carpeting and many others helped with cleaning the building. Formerly the Flight Line Operations building, there was some work required to transform it into the cozy place we have now! The benches were added and cushions were donated by the University of Wisconsin at Oshkosh! Stan Gomoll did the electrical wiring and Bob Lumley put in the sink and built the countertops. Judi says that the biggest challenge was trying to get the win

dow covering applied, but with much perseverance, this was done as well!

I love learning about the way things have come about at Oshkosh. One person, or a group of people have a vision and everyone pitches in to make it reality. gain greater respect and admiration for the men and women who have donated years of their life to our division to make it better for all of us. I am so proud to be a part of it. I am also very grateful that I can enjoy these wonderful benefits when I volunteer!!!

Judi , Sue and Lorraine each told me how much they enjoy being a part of the convention every year because of the peo

I

Mark Boles, Kyle Cooper, Eric Presten and Walter Bowe relax while watching the EAA aviation world go by. Stan Thomas (inset) demonstrates how relaxing a visit to "Sally's Woods" can be at the end of the Convention day!

pie! They are well placed as "volunteer hostesses." Every person I have ever met working in this building is outgoing and friendly, willing to listen and visit with all of us! This building has been a place for people to gather themselves if there is an emergency and even became an unofficial first aid station one of the very hot years. People were taken in to cool down and relax because of the building ' s proximity. This group of volunteers happily slipped

into the role of nurse very well! Judi can personally testify to the medical expertise of this group! One year she injured herself and hobbled to the Volunteer center. She was cared for by the volunteers, including Jeannie Hill who iced her injury while Karl Swig ley called for an ambulance , Don Toeppen helped her into it, and George York directed traffic so she could be taken

to the hospital! Talk about cooperation! I become more convinced every time I visit with someone about our volunteers that there are none like them!! What an awesome group of people!

Lorraine Eberle was originally recruited off the golf course to sew flags for the Convention. She started out cutting but was quickly recruited by the folks who work on the flower and plant displays around the convention. Judi asked her to work in the volunteer building and she has been there ever since. Besides her work during the Convention, Lorraine is a docent at the museum, still does the flowers, and helps decorate the EAA museum every year for Christmas. Some of the job benefits she enjoys include driving around in the John Deere "green machine" ... it reminds her of growing up on the farm . . . and being with all the people every year. Sue Eichman was a student of Lorraine's, and later taught with her! Now they both work at

Sally Ryan (left) watches as (right to left) Max Barbee, Bob Ziegenhals and Logan Boles get the portable grills ready for cooking fresh trout for the masses in the "Oaken Alley."

VINTAGE AIRPLANE 7

Here, Sally and Brian stand behind Walt and Trish Dorlac, active Antique/Classic volunteers from Enid, OK. The Division lost Brian just prior to Convention in an aircraft accident in Europe, but with the help of her many Antique/Classic friends, Sally continues the traditions started with her late husband.

With Sally's tent anchoring the corner, the open air " kitchen" and a variety of tents fill in the shade that bisects the AlC camping area. Sally's Woods and the service she unselvishly gives to all who ask, most of whom are volunteers, has become a beloved fixture in the Antique/Classic area during the annual EAA Convention.

(Below) Longtime camp host and friend, Brian Ryan, Sally's husband, pauses for a moment during cleanup at his last Oshkosh in 1996. Friends from all over the world have camped surrounded by the hospitality Sally and Brian gave to each.

the Museum, with the flowers, and in the vo lunteer building. Lorraine Schram is from Madison and has been a part of this group for many years as well!. Next time you are enjoying the company of these wonderful ladies, let them know how much we appreciate them!

SALLY RYAN is another great reason to keep coming back to Oshkosh! For 27 years she has been located in the same spot at Oshkosh, affectionately referred to by many as Sally's Oaken Alley. Because of the extended hours many of us work on the f1 ight line, Sally's has become the late night hang out for those of us who are hungry for food or great company. Both of these needs are taken care of in the Oaken Alley! Although Sally is not an "official" chairman, she has been the chief cook for 27 years. Her husband Brian has been the supervisor of clean up until this year when he died in an airplane crash shortly before Oshkosh, leaving us to mourn his loss. Although he is not here with us, we all feel his presence.

Sally usually arrives two weeks ahead of time to get things organized ... if you stop by, you can easily see why this might take

two weeks! She makes a run home for food about midway through the week to pick up more of the wonderful things she has prepared in advance. Some nights she might feed 50 people! Many of us who reside with Sally make frequent stops for snacks all day long! This is a place where you really feel as if you are at home. The easy chair has been replaced with lawn chairs and picnic benches, the refrigerator is an ice chest, and the lights flicker and' smell like c itronella, but the atmosphere cannot be beat. I have spoke to many people who have been welcomed into Sally's Alley and the comment I hear most often is how Sally makes everyone feel at home and as if she has known them a long time. What a great gift. Sally has created a place that we can call our home away from home! We think you are great, Sally! ...

8 SEPTEMBER 1997

N4J8JC, SN 409

. by . Nancle Cummmgs

The two place tandem tail wheel aircraft, the 7EC, was first built by Aeronca ; however, N4383C was built by CHAMPION AIRCRAFT Corporation of Oceola, Wisconsin in 1956. In all, a total of 776 7ECs were built, with 96 built by Aeronca and the remainder by Champion. N4383C was SIN 409. The 7EC was designed as the first of the Champion "7" series with an electrical system. The airplane was equipped at the factory with a 90 hp Continental engine, a radio and auxiliary fuel tanks. The 7EC was called the Champion, the Traveler and the Champion Deluxe. The 7EC was the predecessor to the tandem two place aerobatic aircraft, the 7ECA, commonly referred to as the CIT ABRIA.

Production on N4383C was completed on April 26, 1956 in Osceola, Wisconsin. The airplane spent her first year of life, 1956, as a training aircraft in Quartz Hill , California at the Ritter Flying Service. N4383C's first owner was Mr. Hank Coffin. During this first year, N4383C was flown about 850 hours.

In 1957, N4383C was purchased by Mr. Ken Johnson of Brawley, California who owned an agricultural flying service. The Johnson family owned N4383C from 1957 through 1992, using the aircraft solely for pleasure with 4383C being flown by the daughter, Denise, and also by Ken Johnson's wife. The aircraft was also frequently used to over fly many of the clients' fields to check out their condition. While in the ownership of the Johnsons, the current restoration of N4383C was begun in ·1984. The aircraft was completely recovered using Stits fabric, finished in white paint, a new light gray headliner installed, a new McCauley 7345 cruise propeller installed, and the engine overhauled. The recover was done at the Salton Sea Airport and the engi ne overhaul by Kuhn Aeromotive. The aircraft was maintained as original from the factory with no additions or modifications to the airframe or powerplant. A pull-to-engage type crank starter is used to start the engine. The 7EC, the first of the Champ series to have an electrical system, was fitted with Grimes navigation lights; the present ones are original and functional. During these 36 years, about 750 more hours were put on N4383C's airframe and powerplant.

In 1992, N4383C was purchased by Mr. Les Deline of San Diego, California who had restored many antique biplanes previously, especially Stearmans and Travel Airs. During this time, 1992-1994, N4383C was repainted white with the cowling done in Nashville Fleet orange and the fuselage trimmed in blue stripes,

with the numbers on the wings in blue. The original paint scheme used by the factory was straw and red. The pilot and passenger seat upholstery was replaced, a new radio (Val Com) and transponder (Narco AT50) installed (as the airplane was being operated out of a field with a tower), and the original wheel pants were installed, trimmed in blue to match the wings.

In 1994, N4383C was purchased by Nancie Cummings of Miami , Florida (a fisheries biologist and student pilot with about 32 hours of time) for the purpose of completing her Private License. The aircraft was flown from California to its present home in Miami by Nancie and an instructor, Mr. Pete Mason of Santa Paula, California. During 1996, new Hooker Sport Shoulder Harnesses and seat belt restraints, blue with orange trim, were installed on the passenger and pilot seats, interior side panels removed and repainted original gray as from the factory, passenger and pilot seat frames removed, sanded, primed and repainted flat black, interior floors were removed and varnished, and the glare shield removed and recovered in a flat black upholstery material. Baffles were removed and replaced new, and the original heater that had been removed was replaced new (it does get chilly in Miami). Since N4383C moved from her original home in southern California to south Florida in 1994, about 350 hours have been put on the airframe and powerplant. During Apri l of this year, N4383C reached the 2000 TT hour mark on the airframe while on a cross-country from Richards Field in Miami to Winter Haven on the west coast of Florida.

N4383C burns a little more than five gallons of fuel per hour (I usually flight plan for 5.5) with the 90 hp engine and cruises at about 95-100 mph, although on a good calm day, if trimmed up, one can get close to 105 mph . There are also many of those days when we see the tractors just pass the little Champ with a big smi le. Today N4383C spends her days in a big hangar keeping company with lots of other Aeronca Champs, Piper J-3 and J-5 Cubs, a Cessna 170, a Ryan PT-22, and even a clipped wing Monocoupe , just waiting to fly above the little grass strip at Richard 's Field in Homestead, Florida. ...

VINTAGE AIRPLANE 9

Vintage Seaplanes by Norm Petersen

Our roving VINTAGE AIRPLANE am bassador, Buck Hil bert, recent ly spent some time in Alaska and among hjs many adventures was a trip around the world's busiest seap lane base at Anchorage. The base is made up of Lake Hood and Lake Spenard with a large, man-made canal between. This barbell-shaped seap lane base is home to the world's largest collection of seaplanes and aircraft movements are directed by the Anchorage control tower, as the entire seaplane base is within Coming in for a landing at the Anchorage Seaplane Base is a DeHaviliand Beaver, the control area. N62197, SIN 56-0419, registered to Richard Guttis of Wasilla, Alaska. This Beaver uses

The waiting list for a spot to park a the two-bladed propeller and has the flaps and ailerons well down for landing. You can seaplane is very lengthy, w ith esti easily see the canoe paddle mounted on the right hand float - a floatplane pilot's best mated waiting time presently being 12 friend. Note the ropes hanging from the floats and the wing struts for dock handlers to

grab.to 20 years!

Climbing onto the step for takeoff is this DeHavilland of Canada DHC-2 Beaver, N340KA, SIN 1127, registered to Ketchum Air Service, Inc,. Anchorage, AK. The pilot is just about ready to roll the Beaver forward on the step as the bow wave has moved aft , almost to the po int where forward pressure on the yoke will put the floats on the step. Note the flaps are deployed for takeoff (about 20 degrees) and the ailerons are "drooped " about ten degrees to help the takeoff. This Beaver has a three-bladed propeller and the baggage compartment mod with the long window. There are presently 253 Beavers on the U.S. register of which about 105 are registered in Alaska.

On t he shore of the lake , this nice looking Grumman G-44 Widgeon with original 200 hp Ranger six-cylinder, inline engines and controllable Hartzell props is being washed. In addition to the fancy polished spinners, the Widgeon features a one-piece w indshield and a George Pappas designed anti- splash rail around the nose. The FAA records indicate there are still about 26 Widgeons with the original Ranger engines out of a total of 71 still on the register. It would be interesting to know the origin of the really large airplane float on the lot next door on the extreme right of the photo.

10 SEPTEMBER 1997

It is difficult to imagine the number of sets of floats that are used in the Anchorage area. These float racks are nearly full and the picture was taken when most floats were in service on their respective airplanes!

These photos, taken in 1936, were sent in by Holland Redfield of Cutchogue, NY, who owned this Waco QCF-2, NC11469, SIN 3554, mounted on a set of Edo L-2260 floats. According to Juptner Volume 5, this particular QCF-2 was the prototype airplane beefed up for Edo L-2260 floats and went into service in the upstate New York lake region. When these pictures were taken, Holland (whose nickname was Dutch) had only a few flights under his belt and learned later about retracting the water rudders! (See aerial photo.)

The photo of the same Waco QCF-2 on wheels was taken when the plane was chartered from Holland to photograph a flood in lower New York State. One can see from the picture it was a lousy day for flying and Holland was sweating out the return of the two company pilots attired in coveralls and his precious Waco. Note the deluxe appointments - Grimes navigation lights, Townend ring cowling on the Continental A70 engine of 165 hp and the beautiful metal wheelpants.

A very special "thank you" is extended to "Dutch" Redfield for contributing the beautiful photos. Besides authoring two fine books on aviation, he was a Senior Check Pilot on the Boeing 747 for Pan American Airlines before retirement twenty years back. His interest in aviation is as keen as it was when he started flying at the age of 19.

VINTAGE AIRPLANE 11

The June Mystery Plane brought back a lot of memories for many readers, especially those of you from the South. One of our first responses was from the far northwest, our regular participant Ralph Nortell ofSpokane, WA:

"In the u.s. Civil Aircraft Register for Jan. I, 1964, NR2950 is listed as: Huff-Daland "Petrel, ' SIN 54, mamljactured in 1925. As ofJune, 1946, the owner was listed as Delta Airlines, 1nc., Dusting Division, Monroe, LA. Probably originally jitted with a 200 hp Wright J-4 radial, the photo shows NR2950 with the improved 220 hp J-5 installed.

"As early as 1922, experiments had begun using airplanes for dusting boll-weevil infested col/on areas of the south. The HuffDaland Aero Corp., Ogdensburg, NY is acknowledged to be the first aircraft mamljacturer to show interest in the commercial jield ofaerial crop dusting, a jield that was almost unlimited at the time. 1n the robust 'Duster' biplane of 1924, HufJDaland had a very suitable airplane for crop dusting. But a dependable engine had to be found to provide enough power for the necessary maneuverability and safety. After various motors were tried, it was decided that the Wright 'Whirlwind' J4 200 hp radial was best for the job. After months of service under less than favorable conditions, the J-4s were reported to be pel/arming well with a minimum of maintenance.

"Two versions of the 'Petrel ' were produced along with the 'Duster' in 1924. Th e Duster and the Petrel Mod. 4 had tapered wings, while the Petrel Mod. 5 had straight wings. The tail assembly incorporated a small verticaljin with balanced rudder. So, the large rudder with no jin must be a later modification on the Petrel.

"In 1926, the HufJ-Dalandjirm became the Keystone Aircraft Corp., Bristol, PA. The HuffDaland dusting operations continued on, eventually extending into South America . ..

From Larry Beidleman of Granada Hills, CA we can add this:

.. . . . The logo on the side ofthe fuselage gives the whole mystery away. It is a most famous symbol. It is a large triangle with a face illustrated in the center. The face is bearded, wearing a winged helmet and the mouth is blowing blasts of wind - or dust. The words lettered on the left side ofthe triangle are 'Delta Air.' The word 'Corporation ' is lettered on the right side leg. Across

12 SEPTEMBER 1997

This month's Mystery Plane is from the co llection of Boardman C. Reed, Brownsv ille, CA. R.S. "Stan" Staples took the photo at Callies Flyers Airport in southern California back in 1928. Answers need to be here at EAA HQ no later than October 25, 1997 so they can be included in the December issue of Vintage Airplane.

George Townson, Willingboro, NJ sent us these two shots of our June Mystery Plane, the Huff-Daland "Puffer", which he took one afternoon in 1938 in Homestead, Flo The Dusters were flown all over the South, and later, in a effort to keep the company busy during the "off season," operations were expanded into Mexico and South America. George took the photos while in Florida when he was dusting with a Pitcairn PCA-2 autogiro. He is an indispensible resource when it comes to autogiros, and Pitcairns in particular, having worked for Pitcairn, Kellett and Piasecki among others. His expertise with regard to rotary wing flight made it possible for him to author one of the best books written on the subject, "Autogiro The Story of the Windmill Plane."

the base leg of the triangle are the words 'Monroe, LA . ' Afamous logo indeed. ..

".. . The Delta Laboratory in Tallulah, LA was influential in convincing HufFDaland to from the HuffDaland Crop Dusting Co. in Monroe, LA That started their aircraft development that lasted into the 1940s. "

Ray Dyson, Vero Beach, FL, pointed out that Delta maintained its dusting division until 1966, long after it had become a major ai r

line. Brian Baker of Farmington, NM mentioned in his note that he wrote his Master's thesis on earl y developments in agricultural aviation, and he continues to collect material on the subject for a book on the subject. You can write him at 1522 Santiago Av., Farmington, NM 87401.

Brian Bristol, Inver Grove Heights, MN,

Continued on page 28

by H.G. Frautschy

Michael Sowell keeps the Funk shining for his dad. He's pretty sure the Funk is his, just ask him!

Restorations of certain airplanes seem to get completed in bunches. In the past, Piper Cubs had their fling, and Super Cruisers, and lately, the Aeronca Chief has been high on the lists of nice restorations. Now, the Funk series of two-place cabin monoplanes seems to be getting its due . Just a couple of years ago we saw, among others, Orlo Maxfield ' s beautiful Funk restoration. Now, added to the fleet of great looking Funks we have Alan Sowell's EAA Oshkosh Class Il (81-ISO hp) Champion Funk F2B.

This particular Funk F2BC started out its aviation career as one of the darlings of the Funk factory - it was the factory demonstrator. One of the last Customaires to come off the factory line, it is SIN

40S , and they went up to about No. 438 . The Customaire was the most deluxe model Funk built, and according to Joseph Juptner in "U.S. Civil Aircraft," it sold for $400 more than the standard Cessna 140 of 1947.

With a Continental C-8S-12F spinning a wood prop at 2,3S0 rpm, you could expect a Funk to zip along at lOS mph. The Funk's looks belie its speed. Too many have judged their rather portly appearance incorrectly, and they expect them to perform slovenly. But the little monoplane with the big airplane feel has a maximum speed in level flight of 117 mph, and can climb around 800 fpm at sea level. Performance like that has meant those who are fortunate enough to already have Funks have developed a reverence for the aircraft that borders on being positively zealous! These guys and gals really love their Funks, and they're happy to tell you all about them, provided you don ' t point and laugh at its "chubby" belly.

Alan's Funk F2B, NCI62SN, is one of the classy models, a Customaire that was completed in the Coffeyville, KS Funk factory on January IS, 1947, just a few short months before the bottom fell out of the post-war light plane market. For several months, it stayed at the factory, being used by the factory pilots to give demonstration rides. Eventually, it was bought by the Chicago area Funk distributor. On the way there, Flying magazine did a feature article on the airplane written by Max Karant, Flying's "Check Pilot" at that time. He seemed to really enjoy his S90 mile flight in the Funk. " It is unfortunate that no more than 308 Funks have been built since the brothers started business in Akron, later moving to Coffeyville. This extremely rugged, very safe, conventional light plane should be better known," he is quoted as writing.

Flying's article would be something that would prove invaluable later on. Can you imagine how neat it would be to find out that the airplane you're restoring was depicted in photos splashed all over the pages of a major magazine? What luck!

VINTAGE AIRPLANE 13

NC1625N was flown by Flying magazine columnist Max Karant from the Coffeyville, KS factory to the Chicago Funk distributor, Ray Barber, and was written up in a fly ing review in th e April, 1947 issue of the magazine.

Alan Sowell demonstrates the plug-in landing light included with the Funk. If you planned on flying at night, you could plug a pair of these in and see where you were landing, and then when you were done, pull them out and put them in the baggage compartment. A clever electrical plug connected when you pushed the mount tube in and locked it in place with a twist.

The backlit instrument panel and dual yoke controls are complimented by wool upholstery and a new headliner.

Unfortunately, those could be tough times for light plane dealers, and the Chicago area Funk dealer, Ray Barber, wound giving the airplane to his bank, and the LaSalle National Bank got to try to sell the airplane. A fellow from Washington, D.C. bought the yellow and maroon Funk. He didn't keep it too long, and by the 1950s it was registered with the McKenzie family and later their Resort Air Service. It stayed in the family well into the early 1980s, when Alan saw the plane sitting in the back of the hangar. For years it sat in the hangar in Southern Pines, North Carolina, and Alan finally got up the gumption to ask for a ride the next time he saw the owner. She gave the young Alan a ride, and he really liked it.

Keeping his eye on it, the Funk was sold to another member of the owner's fam ily, but it sti ll didn't see much time in the air. Alan was a frequent visitor, so he kept looking after the tired looking Funk, and when he saw the owner one day, he gave him the standard " ... if you ever think of sell ing it, would you please give me a call?" The steerable Funk tail wheel can become

full swivel for ground handling by pulling request. Alan didn ' t let it just drop with that one request. He was the locking pin and lowering the yoke. earnest in his pursuit, and sure enough, after six months of "would

14 SEPTEMBER 1997

you consider .. . ," the owner called one Sunday night and asked ifhe was still interested.

The next day, he went out, bought it the next day and rinsed about an inch of accumulated dirt off of it. A check of the engine, new fuel and a good solid prime and the Continental was off and running, and running well. Happily, the Funk was in good shape, good enough that Alan flew it for the next seven years. He had a ton of fun with the airplane, but as the years passed, it was obvious the time was getting near when the Funk would need a restoration. The covering was a rather heavy Razorbackjob, and while it was holding up well, the wood formers underneath were not holding up their part of the structural bargain. It was time to do a rebuild.

The Funk was stripped of the fiberglass covering, and a close inspection of the wood revealed plenty of work to be done. In fact, except for the wing spars, all of the wood in the airplane has been replaced, including the wing ribs. Getting to see the airplane uncovered gave Alan a real appreciation for the ingenuity built into the Funk, not to mention its strength. The sheet metal was also due for some work. The nose bowl and lower cowling were good, and could be reused, and so were the fairings for the tail. A new set of cowl doors were made , and the crowning touch, an original pair of Funk wheel pants. In fact, as is typical of many restorations that result in very accurate airplanes, the more Alan researched, the more he realized he had a very original airplane on his hands. He even had a pair of original Funk landing lights that can be plugged into sockets bolted to the forward spar.

The interior of the Funk was also a lot of fun. The airplane originally came with a wool interior, complete with sunburst style stitching on the seat back cushion. Alan took great pains to be sure and have the original style cotton batting used to stuff the cushions as well, so they would have the same appearance as they did in 1947. Foam rubber, while easier to work with, can give an overstuffed look to the cushions. A new headliner, glass and a couple of new instruments helped finish it off. This airplane is Alan's first airplane and his first restoration, and for his efforts, he was awarded the Best Restored Classic (0-100 hp) trophy at Sun 'n Fun '97, and later the previously mentioned Classic

VINTAGE AIRPLANE 15

Jim Koepnick

The Old Rhinebeck Aerodrome's Nieuport 11 "Debe"

by H.C. Frautschy

The Old Rhinebeck Aerodrome and Museum are located in Rhinebeck, NY, north of New York City in the Hudson river valley. For information you can call 914/758-8610. Weekend air shows are held from mid-June through mid-October, and the Museum is open from May 15 -October 31. Saturday shows fea ture the Pioneer and Lindbergh era aircraft, Sunday's show stars the airplanes of WW I. It's one of the neatest places in the world to sit and enjoy the sights and sounds of early aviation, so if you live in the Northeast or are planning a vacation in that area , I'd put it in your itinerary. New grading for the spectator viewing area means there isn ' t a bad seat in the house, and a newly reworked runway gives th e pilots quite a bit more room. It 's certainly gratifying to see so many people are working to keep the heritage and vision of Cole Palen alive and well in Rhinebeck.

One of the neatest surprises for attendees of Sun 'n Fun this past Spring was the display put on by Cole Palen ' s Old Rhinebeck Aerodrome. As part of their program to reach more people with the excitement the Aerodrome and Museum have to offer, they've taken a couple of airplanes and displays "on the road" for the first time in many years. Aerodrome operations director/pilot

small feat , and there were many volun teers who made it happen. Larry Potter and John Barker drove the airplanes south from New York in a rented Ryder truck, where mechanic Tim Moore, Gene and local (Zellwood, FL) mechan

The cockpit of the Nieuport is spartan, ics and restorers Jim everything you need is there. In the far and Kevin Kimball right are both instruments, a tachometer assembled the airand a altimeter. The two silver tubes planes and put them extending from the tee in the center are

on display. Manningthe engine air intake tubes, and the fuel the display tent were tank can be seen just above it. Engine

controls are on the far left. Aerodrome Director

Gene DeMarco and a few volunteers brought a Fokker DR. I Trip lane replica and a Nieuport II replica to the Fly-In, and they took the time and made the effort to fly the Nieuport for our photo staff. It was the first time a rotary-engined airplane had flown at Sun 'n Fun , and Gene's flight in the airplane had everybody spell bound. The whoosh of the whirling engine as it spun in concert with the big oak propeller as it flew by made more than one "fly- inner" stop and drop his jaw in amazement!

Getting the biplane to Florida was no

Jim Hare , Museum staff member Karen Suchar, volunteer Lonnie Sue Johnson and Rotary Ramblings newsletter editor Lori Robishaw. Throughout the week they spoke with EAA members and the public about the Aerodrome and the unusual aircraft you can see fly during their weekend shows, as well as in the museum.

In addition to all of that effort, the team was able, though the courtesy of the U.S. Air Force, to participate in the 50th Anniversary ce lebration at Nellis AFB in Nevada after Sun 'n Fun. This time, the

18 SEPTEMBER 1997

The markings of the Nieuport are those of Victor Chapman, an American volunteer who flew for France during WW I as one of the first seven members of the famed Lafayette Escadrille. A local native of the Rhinebeck area, he was the first American killed in aerial combat in WW I.

Ryder truck wasn't needed , as the Air Force brought the airplanes to Las Vegas in a C-5! The airplanes were able to be left almost completely assembled (the rudders were removed) while in the belly of the big cargo plane. Both airplanes were flown during the Saturday show, off asphalt, no mean feat battling a crosswind with a fixed tail skid and no brakes! All the Aerodrome staff and volunteers expressed their appreciation to the Air Force personnel at AF HQ, and McDill , Nellis and Stewart Air Force bases for their invitation and help to show the public what Cole Palen had been presenting for over 40 years - the extraordinary aircraft and people who flew the early airplanes of early aviation.

The Nieuport replica flown at the Aerodrome was originally a 1930's era homebuilt project that Cole picked up as he collected items for the Aerodrome. It was first built to have a LeBlond radial engine for

power, but when Gordon and Kay Bainbridge started work on it in 1989, they built a new fuselage out of square steel tubing, braced with wire. (The original Nieuport II fuselage was built out of wood.) Cole and Andy Keefer had done some work on the project in Florida in 1984, Andy working on the wings in particular. Later, Gordon and Kay reworked those wings as the entire airplane came together, including a new landing gear, an 80 hp LeRhone and an engine mount. All the instruments (both of them!) are original, and so are the wheels (no brakes!) and the cowl.

The Aerodrome staff decided to use the aircraft markings of Victor Chapman, the first American to die in aerial combat in WW I. Chapman was one of the original seven members of what was to become known as the "Lafayette Escadrille." His family still owns the estate where he grew up on the Hudson River, not far from the

Rhinebeck Aerodrome. Originally an American serving in the French Foreign Legion as a machine gunner, he later was able to transfer to a aviation section as an observer, and later, in the fall of 1915, he started pilot training. Awarded his wings and posted to the newly-formed Escadrille N.124, he started flying his Nieuport II "Bebe." His brief but brave career came to an end on June 23 , 1916 when he was shot down when confronted by five enemy planes. The Aerodrome's Nieuport will fly as a tribute to their local hero, and in honor of all those who flew for France as the Lafayette Flying Corps.

By the way, if you happen to have any spare LeRhone parts, the Aerodrome staff would certainly like to hear from you - they are in need of a crankshaft for an 80 hp Le Rhone, as well as other spares. Call Gene DeMarco at the number listed at the beginning of this article if you can help. ...

(Above) Gene DeMarco, the Old Rhinebeck Aerodrome ' s operations director/pilot, after his photo flight. You can see the castor oil streaming back from the 80 hp LeRhone rotary engine. The engine is lubricated with castor oil in a "fu" loss" system - whatever oil is pumped into the engine will either be burned or slung off the engine as it rotates.

With the rotary turning 1250 rpm, the Nieuport 11 "Bebe" takes off from the grass and sand runway at Lakeland. Gene's flight demonstrations were captivating for most people in the crowd, many of whom had never seen a rotary engine running.

VINTAGE AIRPLANE 19

snNSONffRSCONVfNfAT

SSF

Brian Launder's 1937 SR9E, NC17144. It was the Grand Champion!

by John Underwood

The Southwest Stinson Club's four day (May 1-4) "Aerodrome Reunion" at Stinson Municipal Airport, San Antonio, may have been something of a disappointment to its organizers this year. They were prepared to feed, clothe (with massive stocks ofT-shirts) and otherwise cater to 500 Stinsoneers, but only about 50 aircraft showed up. There were 200 registered attendees.

Undoubtedly, weather kept many away who would have otherwise flown in, and, as a consequence, a whole lot of food was passed on to the needy and homeless shelters. Not everybody was kept away, for there was even a pilot who flew in from Alaska. Gene McMillan of Kodiak was present with his Stinson, and Kent Travis flew in from Portland, OR. From overseas, Heinz Bitterman of Germany was on hand, but since he flew in using an Airbus, he wasn't eligible for the "longest distance flown" award presented by the Stinson Greg Herrick's venerable SM-6000B, NC11153. Now back in Anoka , MN for a tota l Flight of the Order of Daedalians . Fortu restoration, including a return to a fabric covered fuselage, it was judged the Best nately, there was plenty of enthusiasm on Prewar airplane. behalf of the participants who did attend, as all of the polo and T-shirts were sold out! and wine to me. It was also a marvelous To some of us that word is almost sacred.

From this writer's point of view, it was opportunity to rap with and pick the brains Hey, when you ask the man who owns one, a big success. The local weather was great. of a whole lot of friendly folk kindred be prepared for a long discourse. The airplanes that participated, including spirits who get charged up and turned on Stinson Municipal Airport is large the only active L-l Vigilant, were as bread by the mere mention of the Stinson name. enough to accommodate all the Stinsons

20 SEPTEMBER 1997

domiciled on thi s planet. It date s from 1915 and the FAA identifier code, SSF, reflects upon its beginnings, namely , the Stinson School of Flying. Incidentally, the idea of manufacturing Stinson airplanes germinated at SSF. It may well have been the dream of the visionary Emma Stinson, who managed the business , than that of her brood - Katherine, Eddie, Marjorie and Jack.

SSF is on the banks of the San Antonio River which meanders north and south . It is adjacent to the Old Mission Cemetery, very likely the place where Eddie is said to have scrounged up an ornate coffin bolt to make temporary repairs to his disabled plane. One can easily imagine the young rascal abandoning his tasks as one of his mother 's grease monkeys and slipping off to wile away a sultry afternoon fishing along the shaded riverbank.

It was a distinct pleasure to meet and spend an evening, hosted by Col. Bill Stewart, USAF Ret. , with one of the few direct descendants of the "Flying Stinsons. " Mary Stinson Burton, the granddaughter of Jack Stinson, was on hand with her husband, Frank. Both are physicians. Mary has a brother who flies, so the tradition continues.

Mary's father was Eddie Stinson's namesake and nephew, Edward A. Stinson, 111, a Korean War fighter pilot well remembered for having parachuted into the sea near Yondok in the early days of that struggle. Ground fire had brought his F-51 down during a strafing mission. He was back in the air in another F -51 that same afternoon, pounding the North Korean tanks that had occasioned his morning dip in the sea.

Jack Stinson, the youngest and least visible of the famous siblings, co-produced the Stinson Greyhound biplane with Eddie at Dayton in 1920. It was a good airplane but a financial bust; only a few were sold. Jack later formed the Stinson School of A viation at Detroit which operated a fleet of Waco lOs. Branches were established at Cleveland, Chicago and Cincinnati on the eve of the Great Depression. An engineer and inventor, as well as a flying instructor, Jack once had Igor Sikorsky for a pupil.

Greg Herrick brought the most venerable, and by far the largest, aircraft bearing the Stinson label. His SM-6000B, NC 11153, built in 1931, spent its first year plying the airways for E. L. Cord's Century Air lines out of Chicago. Three seasons with American followed and two with Chicago & Southern. Thereafter it was in the business of barnstorming and hauling freight , which inc luded airlifting horses in the High Sierras.

With only a few hours experience in the trimotor, one can imagine the level of anxiety that prevai led in the cockpit after one of the outboards quit over inhospitable terrain on the trip south . Something in the carburetor came adrift. It could easily have resulted in a fi re, but the crew was able to get

Dave Smith's 1941 L-1 F Vigilant, NL1 ZS, is the only L-1 active.

John A. Gronemeyer's L-SE-1. John bought it as teenager in 1980. He intends to keep it the rest of his natural life. N7618B.

Richard and Shirley Martin 's AT-19 (V77) in Royal Navy colors. It was picked as the Best Military Stinson.

back on the ground safely and the problem was soon resolved.

Marcia Gietz and Chuck Gruby were the chief organizers of the event, w ith help from EAA Chapter 35, the National Stinson Club and the Antique Airplane Associ

ation, and sponsors Univair and the Southwest Stinson Cl ub (their web s ite is at: http: //www.aeromar.com/swsc.html).It was good to chat w ith former USN Red Rippe r-cum-B lue Ange l Jonsey Paul, an old Stinson hand, even though he was un-

VINTAGE AIRPLANE 21

http://www.aeromar.com/swsc.html).It

(Left) Here's the "Best Custom 108 Voyager", NC108WW. Familiar to Vintage readers, it belongs to the Bill Whiting family.

(R ight) William Gross of McAllen, TX V-77, painted red with a charcoal stripe was the winner of the People 's Choice Award.

able to conduct his program due to recent surgery. 10nsey was honored with the Antique Airplane Association's Lifetime Achievement award for his years of dedication to the historical preservation of Stinson information and aircraft.

The Brooks AFB Officers C lub was made available for the Saturday night dinner/dance, thanks to Col. Bill Stewart who also rounded up several fellow Daedalians to provide ground transportation . Bill is an a ll -aro und good fellow who did his tours in B- 17s and B-29s. He 's a Stinson buff, too, and has traced the clan back to the Civil War.

25 speakers gave 24 forums and workshops on everything from Stinson history to rebuilding an oleo strut. Lindsey Sammons, who was an AAF pilot in the Pacific theatre during WW II, showed film footage of Stinson L-5's , including the " Guinea Short Lines."

There are still historical photograph ic prints available, printed on Kodak acid-free paper. These prints feature early scenes of the Stinsons . Each are pr iced at $4.50. There are also tote bags available for $5.50, and videotape copies of "This Island Earth" a 1955 color sci-fi flick starring Rex Reason and leffMorrow (who?), which can be bought fo r $13.00 . The movie's real star is a brand new small-tai l Stinson 108, used as the vehicle of choice for a couple of Earthlings as they attempt escape from ali ens. You may reca ll see ing a short clip of the movie in the Steve Speilberg movie "E.T." (It's be ing show n on TV in the movie .) Lots of cheesy 1950's sci-fi special effects, and good interior and exterior detail shots of the Stinson too! You can get more information bye-mail from Ma rcia Gietz, stinsonv@concentric.net or gietzm.mbr@ asme.org or you can write her at Standby Power Inc., 2358 Bolsover St. , Houston, TX 77005-2648. Please send an SASE for your reply. ....

22 SEPTEMBER 1997

http:asme.orgmailto:stinsonv@concentric.net

Piper J-3

Cub by

Norm Petersen

Scottie Ogden 's J-3 Cub mounted on Federal A1500 skis ready to go flying. The "M .F. Corporation" strut modification has worked perfectly on this airplane since 1953.

A Different Strut Fitting ----------~~--------------------

A chance remark during a recent Air Academy session at Oshkosh by one of the longtime instructors, Hugh McKenna (EAA 24415, AlC 9910), of Oswego, NY, produced this interesting story of a wing strut modification on a Piper J-3 Cub that has stood the test of time. Always one to keep his eyes open and his ears tuned, Hugh stumbled onto the fact that at one time, many years ago, a "fix" had been developed to restore the lower ends of steel lift struts on 1-3 Cubs to comply with AD 52-7-3.

Being we ll aware of the who lesale discarding of all sorts of Piper wing struts under the present shower of "AD's" relating to rust and corrosion in the lower ends of the struts, Hugh decided to investigate this simple solution from 45 years ago.

Contact was made with Walter "Scottie" Ogden (EAA 389465) of Lake Ariel, PA, who has been actively flying his Piper J-3C-65, NC98568, SIN 18787, since May 16, 1953, with a set of modified struts. The lift struts on Scottie's Cub were modified by sawing off the lower four inches of each strut (which included the strut threaded barrel) and installing new steel strut ends that are threaded for the clevis on one end. The other end goes into the strut, where it is secured by bolts through the strut and fitting. The main strut uses four 114 inch bolts (AN-4) in double shear and the rear strut uses four 3116 (AN-3) bolts in double shear. (See enclosed photos.)

The entire kit for repairing one airplane was so ld by the M. F. Corporation of Lafayette, Indiana, and was approved by the CAA. The repair was handled by a Form 337 and required a Conformity Inspection by a CAA Inspector.

Scottie's Form 337 says, "The Lift Strut Fitting provided by the M. F. Corporation, Lafayette, Ind. for compliance with A.D. 52-73, has been fabricated in conformity with C.A.A. Approval Data on file in the Third Region Office, 185 N. Wabash Avenue, Chicago, Illinois. The completed installation must be inspected by a representative of the C.A.A. before the aircraft is released for flight." The Form 337 is signed by G. A. Barone, A & E 719840,20 I Dunmore St., Throop, PA, and dated 5116/53. The Conformity Inspection is signed by Paul Marsonueve (sic), D.A.M.I. No. 351.

The "fly in the ointment" in this whole affair is the composition of the Lift Strut Fittings. No record can be located (so far) of the M. F. Corporation of Lafayette, IN, from over forty years ago and

View looking aft shows the slight taper in the billet used in the the FAA is reluctant to dig through their files to locate the original larger front strut. paper work for the fittings . It is unknown if the steel fittings are

made from 4 130 chromoly steel, cold ro lled steel, or some other type of steel. The "AN" bolts are standard items and the threaded has given over 130 Young Eagle flights in the 1-3 Cub during the clevises are standard items, so the only m issing link is the steel fit last four years. The fact that the lower ends of the struts are open ting. Any suggestions? to the wind and don't collect moisture means the "fix" works very

Walter "Scottie" Ogden, who has been flying with the converted well. The number of Piper struts thrown out in just the last ten struts for 43 years, reports they have worked extremely well and he years is enough to make many oldtime aviators sit down and cry. ..

Modified strut ends looking forward. Note the four AN-3 bolts in the rear strut and the four AN-4 bolts in the front strut with the strut ends left open for air to circulate. The solid steel billets from the modification kit are drilled at the time of installation. This set has served well for 44 years since installation!

VINTAGE AI RPLANE 23

Here's a view of the prc~linIit Seql._'~" Jim Koepnick's m,lItllp!e-eJtpCll8UllW phot.._1iY

by E.E. "Buck" Hilbert EAA #21 Ale #5 P.O. Box 424, Union, IL 60180

I guess it's time. Time to write again about propellers and

hand propping. What I said in an article in the March

1990 iss ue holds true today , more than ever. 1990 doesn ' t seem that long ago, but there are a lot of new, younger pilots out there today and recent "taildragger" converts who just haven't been indoctrinated.

At the local airport a while back, I happened to look out the window and saw a young man trying to prop his dad's 1-3 , Hell ' s Angels style . He was winding up like a big league pitcher and swinging his leg way up almost to the height of the propeller, and putting all he had into it. I dashed out the door and put a stop to the whole thing while we had a session on the proper way to "Armstrong" start a 1-3. I apologized to the FBO after it was over. He graciously allowed that it had to be done and he was glad I'd done it.

An awareness of this so-called problem didn't really sink in until EAA Oshkosh '97. H.G. and I flew down to Hartford , Wisconsin to participate in the Aeronca arrival flight up to Wittman Field. There were 29 Aeroncas in the flock and thinking back , our Sedan was about the only one that had a starter. The assortment of preand postwar Chiefs, Champs, Defenders and the like were an invigorating sight. There were some really pretty ones, some utility vehicles and not a "tramp" in the bunch. I must have fallen in love at least 20 of the 29 times.

Time to depart. The lineup was complete , the briefing was over, and it was, "Man your planes and start those engines!"

I ran around and tried to help as many as I could by offering my services as an "Armstrong" starter. I got a couple going and then turned around to see a young man doing it all

24 SEPTEMBER 1997

PASSdh BUCK

wrong. Fuel was dripping and this young fellow was propping in a way that told me he was just a little too overcautious.

The "o ld instructor" in me took over. We had a lesson in propping rig ht then and there . It was also apparent that the man in the left seat wasn't too fami liar with his airplane either, since it was a recent restoration . His questions and his handling of the throttle were an indication of that. I tried to explain in a few words how that "Strom baby" carburetor worked, but we reall y didn't have time right then to go through the whole lecture. Much to his credit, he looked me up at Antique & Classic's Red Barn later and we went through the whole explanation.

The explanation of the old Stromberg NAS carburetors goes something like this. There couldn't be a more simple carburetor

in existence. These old "pots" are so simple even I can understand them, and that's a challenge for an illiterate like me who has to have his four-year-o ld granddaughter program his VCR.

One of the first things one needs to understand is that there is NO accelerator pump. You can pump the throttle all day long and it accomplishes absolutely nothing. You cannot "flood" your engine by pumping the throttle.

Most of the A65 and A 75 Continentals equipped with these "pots" have primers. They dump almost raw fuel into the induction spider where it gets sucked up into the cylinder only when the engine is turned over. It's there for cold days, or cold starts, and it makes starting easier. The excess fuel will dribb le out the carburetor air box. You'll tend to see any excess fuel drain and dribble

after engine shut down when the vaporized fuel in the spider and intake tubes returns to liquid form. We can minimize this if you follow my suggested procedure.

On the initial start, fuel on , carburetor heat co ld, throttle closed and switch off.

Make sure a qualified or properly briefed person is at the controls. That' s the best way to ensure nothing nasty will happen. A far di stant second is propping it yourself with no one in the cockpit. In fact , you'd better check your insurance - some policies will not cover a hand propping accident with no one at the controls.

If you're the only one there, and you 've got to prop it, TIE IT DOWN! One more time - BE SURE IT IS TIED DOWN BY THE TAIL! We still, to this very day, get stories about airplanes loose in the tiedown area wreaking havoc with people and airframes because people don't believe in tying the tail down! A fence post , tiedown ring , tractor or just about anything will do, as long as it is heavier than the airplane!

Wa lk up to the prop. Take a good look at it. Pause for a second and ponder about the consequences of how injury and mayhem can and will happen if you let a moment's inattention happen. Treat that chopper with respect. Always handle it like it's going to hurt, kill or even worse, maim you.

Don't be afraid of it, treat it with respect and you'll have no problem.

Clear the area. No spectators or interested observers in back of you or within range. Give the job at hand your absolute attention. NO idle chit chat, NO distractions! You have a task to accomplish here, so do it right.

You don't want anyone or anything in your way. If that engine fires inadvertently and your escape route is blocked, somebody is gonna get hurt. That spectator will have footprints right up one side of him and down the other ifhe 's in my way.

Using both hands , and preferably with gloves on, grasp the prop about one-third of the way out from the hub. Usually just inside of where the decal is or used to be. Pull the prop through as you step back away from its plane of rotation . Just pull it. Don't snap it or try to flip it. Listen while you're doing this. With the throttle closed, the engine will suck fuel through the idle

If you prefer, many lightplanes can be propped "seaplane style" from behind the prop. Propping a Cub works this way real well, since the door is in front of the struts, and it folds down out of the way, giving easy access to the cockpit controls. In addit ion to being tied down at the tail , you can see Buck's foot wedged in against the r ight tire and chock as he pulls the prop through. Most of you will spot our mistake when you look closely at the left t ire - yep, that chock managed to get kicked out of place - it should be snug under the tire.

passages and you'll hear a squishy-squishy sound from the area of the air filter. When it sounds a little like it has a runny nose, then it's ready.

Now the time had come. Call for "switch on" and brakes "on ." Grab the prop and pull against the brakes to make sure they are holding. Now we are ready.

We don ' t have to snap or flip the prop. Why? Because the impulse coupling on the magneto retards the spark and is set to kick out above 400 rpm. If you flip it so fast as to cancel the impulse, it could very easily kick back; you don't want that!

Use both hands and pull the prop past compression as you step away from the plane of rotation. It will start and it'll run, and it'll idle all day long with the throttle closed. It isn't necessary to run it at a high rpm; all that does is blast friendships away. Use some courtesy to the people behind and around you.

If the engine balks when you open the throttle to taxi, it ' s cold. Pumping the throttle will have the opposite effect from what your desires are . If it starts to die ,

Continued on page 29

VINTAGE AIRPLANE 25

WHAT OUR. MEMBERS ARE RESTORING---------------------------- by Norm Petersen A Busy Man - John Rice

This photo of veteran antiquer John Rice (EAA 49726, NC 1152) of Willmar, Minnesota, shown working on the engine in his current project, a Fairchild 24W41 A with a 220 Continental up front , was sent in by longtime EAAer, Pat Curry (EAA 37023) of Willmar. John , who is best remembered for his 15-year Waco HRE project (See March 1985 SPORT A VIA nON) has been busy restoring this beautiful Fairchild 24W-41 A, NC58180, SIN W4IA-800 , for the past few years . The original 145 hp Warner is being replaced with a 220 hp Continental W-670 swinging a McCauley propeller which should make the "24" a real mover. John always does top-notch work, which makes us all anxious to see the Fairchild when it 's finished. All the best to John Rice and his lovely wife , Mary Jane , who is also a pilot of many years experience.

John Mark's Turbine Otter on Wipline Amphibs

This beautiful photo of John Mark' s Turbine Otter, N64411, SIN 427, mounted on a set ofWipline 8000 amphibious floats, was taken at the Vette Seaplane Base by noted photographer, William Dougherty (EAA 444961) of Norristown, PA. Converted to a Turbine Otter with a 750 shp P & W PT-6 turbine, the big freighter will haul a really substantial load of fishermen and gear. In addition to this brightly painted workhorse (it's orange with a white stripe), John Mark (EAA 9866, NC 935) has two Canad ian registered turbine Otters and a reciprocating Otter in Canada, that operate between his Wilderness North fishing camps in the Albany River chain in Ontario.

26 SEPTEMBER 1997

Jack Haggerty's Brunner-Winkle Bird

This red and cream biplane was built by the Brunner-Winkle Aircraft Corporation of Glendale, Brooklyn, NY in 1929. Originally powered with an OX-5 engine, it was converted to a 100 hp Kinner K-5 in 1936, becoming a Bird BK. In 1962, the Continental W-670N of 220 hp was installed. A total restoration was completed in 1984 by longtime EAAer, Marcellus Foose (EAA 396), with help from the instructors and students of Willowbrook HS and Lewis University near Chicago. This B-W Bird, N9739, SIN 1002, is the oldest Bird flying out of approximately 220 that were built. Currently the pride and joy of lack and Karen Haggerty (EAA 284080, AlC 18650) of Skaneateles, NY, the pretty old biplane is operated from a 1200 foot grass strip and regularly makes the tenhour jaunt to Oshkosh.

I say, old chap!"

This pristine 1936 DeHavilland Hornet Moth with the pretty DH hubcaps and Dunlop tires is owned by David Wells of Great Offley, England, the tall, smiling gentleman in the photo. The two men in jackets, lerry Cutsforth (EAA 243453) on the left and George Meade (EAA 26579, A/C 8070) on the right are from AlC Chapter II in Milwaukee and were enjoying a trip through England and its many aviation museums. David, whom they met last year at the A/C picnic in Oshkosh, graciously escorted them around the area and had Dr. Mark Miller (the shorter gentleman with the necktie) take them for a ride in the Hornet Moth. lerry and George enjoyed the flight so much they presented David with an Antique/Classic Chapter 11 hat and made him an honorary member of the chapter. (The photo was taken at the presentation.) Dr. Miller is restoring a DeHavilland Rapide with his father and currently flies an Auster which is hangared at Duxford.

Pete Larson's Luscombe on floats

A rare machine indeed is this Luscombe 8F, N2149B, SIN 6576, owned and flown by Pete Larson (EAA 372833) of Sheboygan, WI, that features a 150 hp Lycoming installed under a Larson Industries STC and using a 72 X 53 metal prop. The Luscombe is mounted on a set of metal Baumann 1420 floats, the first ever installed on a Luscombe. With a 1420 pound gross weight, the seaplane gets off very quickly and cruises at 115 mph on 7.5 gph. The pretty matching paint scheme in white, dark blue and gold accent really perks up the airplane and the floats. Pete has logged over 700 float hours on the pretty Luscombe so far and admits it is a dandy machine for Wisconsin in the summertime.

VINTAGE AIRPLANE 27

SHARE THE FUN WITH A FRIEND AND HELP OUR DIVISION

GROW!!!

Huff-Daland "Petrel"

Help BAA's Antique/ClassicNEW MEMBER

CAMPAIGN Division Grow

Thanks to Leon Perry (shown in the cockpit), a retired Delta pilot and aeronautical engineer, we have this close up shot of the Huff-Daland duster after its restoration by the Delta crew. You can clearly see a portion of the logo featuring a giant blowing a cloud of dust across a field.

Continued on from page 12 pointed out in his letter that Delta founder C.E. Woolman left the agricultural extension service to be a part of Huff-Daland dusters in Macon, GA, and then Monroe, LA.

Gus Voltz, Jr., Alexandria, LA reminded us of one interesting feature of the Huff-Daland duster - it's lack of wing brace wires. The wing structure was built up with deep full length spars, with both wings stressed as cantilever structures. More than one reader

also mentioned the similarity of construction to that of the Fokker D. VII , including the "elephant ears" ailerons.

According to an article in the "Delta Digest," February, 1968,24 Huff-Dalands were built in 1924, and one of those 24 was restored and presented to the Smithsonian's Air and Space Museum, January 18, 1967. The old duster was rebuilt in Delta shops by Delta employees under the direction of lead mechanic Gene Berry.

Other correct answers were received from: Francis Rourke, Bartlesville, OK; Buddy Wehman, Summerville, SC; Lennart Johnsson, Eldsberga, Sweden; Ed Peck, Louisville, KY; Earl Swaney, Fresno, CA; Robert Kaelin, Riverhead, NY; Joe Woolslayer, Tulsa, OK; Kaz Grevera, Sunnyvale , CA; Gid Townsend , Ocala , FL; Vic Smith, Uxbridge, Middlesex, United Kingdom; Albert Aplin, Miami, FL; Charley Hayes, New Lenox, IL; Richard S. Allen, Lewiston, ID ....

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The EAA Antique/Classic Division is a person's best resource for information and stories about Antique, Classic and Contemporary aircraft and the people who fly them.

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