Vintage Airplane - Dec 1990

8/12/2019 Vintage Airplane - Dec 1990

1/36


2/36

8eason's Greelin8s

& t d ~L 1lV l 0-6e/'Dvy

i ) id j{ OLbYokk Com .Iffa{YJMl.9CJl. g - / Y l U ~ flomv l etmrc/v

3,fa6e UJirb td Caotiv


3/36

PUBLICATION STAFFPUBLISHERTom Poberezny

VICE-PRESIDENTMARKETING & COMMUNICATIONSDick MattEDITORHenry G. Frautschy DECEMBER 1990. Vol. 18, No. 12

MANAGING EDITORGolda CoxART DIRECTORMike DrucksADVERTISINGMary Jones

ASSOCIATE EDITORSNorman Petersen Dick CavinFEATURE WRITERSGeorge A. Hardie, Jr. Dennis Parks

EDITORIAL ASSISTANTIsabelle WiskeSTAFF PHOTOGRAPHERSJim Koepnick Carl SchuppelMike Steineke

EAA ANTIQUE/CLASSICDIVISION, INC.OFFICERSPresident Vice-PresidentEspie "Butch" Joyce Arthur R. Morgan604 Highway St. 3744 North 51 st Blvd.Madison. NC 27025 Milwaukee. WI53216919/427-0216 414/442-3631Secretory TreasurerGeorge S. York EE "Buck" Hilbert181 Sloboda Ave. P.O. Box 424Mansfield. OH 44906 Union. IL 60180419/529-4378 815/923-4591

DIRECTORSJohn Berendt Robert C. "Bob " Brouer

7645 Ec ho Point Rd. 9345 S HoyneConnon Falls. MN 55009 Chicago. IL 60620507/263-2414 312/779-2105Gene Chase John S. Copeland2159 Carlton Rd. 9 Joonne DriveOshkosh. WI 54904 Westborough. MA 01581414/231-5002 508/366-7245Philip Coulson George Daubner28415 Springbrook Dr. 2448 Lough LoneLawton. MI 49065 Hartford, WI 53027616/624-6490 414/673-5885Char les Harris Stan Gomoll3933 South Pearia 1042 90th Lone, NEP.O. Box 904038 Minneapolis, MN 55434Tusla. OK 74105 612/784-1172918/742-7311

Dale A. Gustafson Jeannie Hill7724 Shady Hill Drive P.O. Box 328Indianapolis. IN 46278 Harvard. IL 600333 17/293-4430 815/943-7205

Copyright 1990 by the EAA Antique/Classic Division, Inc. All rights reserved.

Contents4 A/CNews6 Letters to the Editor7 The Chief's Logbooklby H.G. Frautschy8 Vintage Literaturelby Dennis Parks

10 Eagle Watcher's Flyoutlby Carl Pederson11 NC28961 & I Find The EAA Spirit! Page 15by Fr. Tom Rowland13 About Biplaneslby T. D Harnish14 A Status Symbol- Then and Now/by Ray Brandly15 The Family Fairchildlby Mark Phelps19 Members Projects/by Norm Petersen21 OH-CUB!lby Norm Petersen23 A Fancy Spar Splice Is Revealed/

by Norm Petersen24 Edna's Postcard25 Interesting Member - Pete Covington/

by Dale Gustafson26 Pass It To Bucklby E E "Buck" Hilbert28 Side Tripslby Dick Hill29 Hurrying to the Funlby Robert Thomas30 Vintage Trader Page 2333 Propping Revisitedlby Don Wiley34 Mystery Planelby George Hardie, Jr.FRONT COVER Harry Whiting's Stinson 108 was the Classic CustomCloss C Award winner at EM Oshkosh '90. Look for on article on thisfine restoration in a future issue of VINTAGE AIRPLANE(Photo by Carl Schuppelj


4/36

Compiled by H.G. Frautschy& Norm Petersen

MORE TYPE CLUBSAs we promised last month, those

Type Clubs that we did not have in ouryearly listing would be added as theymade their organizations known to us.Here's one of them:Culver PQ-14 Assoc.Ted Heineman, Editor29621 Kensington DriveLaguna Niguel , CA 92677714/831-0173Newsletter: AnnuallyDues: Donation

Ted tells us that there are curentlyonly 16 of the former drones left. Anybody else who is aware of a PQ-14 andis not in contact with this Associationshould write to Ted.

The Aeronca Sedan Club has alsohad some changes . Dick Welsh is nolonger running the club , and has soldsome of his Supplemental Type Certificates to Richard Koepplinger ofDual Controls Aircraft, Inc. 7465 Ferden Rd ., Chesan ing, M I 48616 Phone517/845-2845. The newsletter is nowedited by:

had poor weather, so they were pastdue for something nice to happen . Theclear and mild weather didn't allowanybody to use the meteorological conditions as an excuse not to show up. Atotal of 552 airplanes showed up, andthey just about ran out of places to parkeverybody The number and variety ofaircraft was spectacular; 36 Luscombes , including the finest Sedan andthe only flying Luscombe Phantom, 14Globe Swifts , 30 Cubs, and the listgoes on and on . Here is a list of theantique and Classic winners:GRAND CHAMPION ANTIQUE:1928 Travel Air 3000, N3947 , Ownedby Dennis Trone of Galena, II , and restored by Franny Rourke, Bartlesville,OK. This airplane also won the OldestAntique AwardGRAND CHAMPION CLASSIC:1949 Cessna 170A, N9599A, D J .Bud Sutton, Newcastle, OK

LADIES' CHOICE ANTIQUE/CLASSIC: 1928 Kreider-Reisner C-2Challenger (KR-31), NC7780 , BillWatson, Collinsville, OKCHAIRMAN'S AWARD: 1934 Luscombe Phantom, N272Y, DougCombs, Incline Village, NV Thisairplane also won the Texas ChapterChoice A wardBEST POLISHED AWARD: Luscombe 8E, N2038K , Owen Bruce andJames Rushing, Allen, TXKANSAS CITY CHAPTER CHOICEAWARD: 1931 American Eaglet,N548Y, Gene Morris, Roanoke, TXOAKLAHOMA CITY CHAPTERCHOICE AWARD: 1935 Monocoupe90A, N11767, Jerry Ferrel, Temple,TXCUB CLUB MEMBER ' S CHOICEAWARD: 1937 Taylor J-2 Cub,N17837, DJ. Short, Warrensburg,

Swift N2415B. Congratulations toChapter 1 for a resounding success ,and to the winners who took home thehardware

HORNET NESTThis completely intact Pratt & Whitney R-1690B Hornet engine of 525hp (at 1900 rpm) has recently come tolight in Amana, Iowa . Owner JohnThompson acquired the engine withthe airport and wouuld like to sell it(reasonable) to someone who has agood use for it. t appears ready to runand uses an 40-spline hub. The tag saysit was accepted by the U.S. Air Corps .on January 20, 1931 and stamps on thecase go up to about 360 hours. Youmay contact John at Thompson AeroService, 302 1st Street, Box 450,Amana , Iowa 52203 - phone 319/6223251 . The Hornet was used on a variety of "Golden Age" era aircraft, including the Bellanca Airbus, and theH-47 Hamilton Metalplane (see thephoto on the opposite page), but is apretty rare find these days . If someoneuses this in a project, make sure youget word to us here at Headquarters


5/36

MAIL

A Northwest Airways Hamilton etalplane loads up with mail from the Rock Island Railway

DUTCH TREATSDear Sirs,

For your information, we're operating two aircraft in our museum, a DC-3and a Beech D-18S . Apart from thatwe have another DC-3 under restoration . She's to be the best DC-3 everseen when we have the 75th anniver

I ve asked Coert to send us more information on their project. I ll pass alongany new information that comes ourway. - HGF

AVRO SLIPHello Mark,

with this one. The 504K, powered bya J10 horse e Rhone was considereda well mannered training airplane init s day . We should have spotted it sdistinctive landing gear skid betweenthe mains. - HGF

LINDBERGH LORE


6/36

landed near Biscay, damaged i s landing gear , got it fixed , gave a few ridesand it was then he met Heston . Heasked farm boy Heston to comealong and be his gopher.

I tried getting in touch with Heston,who now lives in Glencoe and that wasa job itse lf. He is retired and spendshis summer months in Minnesota . Hewas reluctant to talk about his dayswith Lindbergh but he did tell me afew stories.

George and Max were kind enough tosend along this picture of Mr. Bensonand a Canadian built IN-4C Canuck. HGF

INTERNATIONAL NOTEDear Mr. Phelps:

I hope you had a good and succesfulOshkosh 1990. I promised myself toattend the 1991 convention.

bought the plane in drums and in crying condition (for my wife) about twoyears ago. r have pictures since the begining, and some documented historystarting at the delivery of the plane tothe Army in Texas , until the sale by abroker in Houston, Texas in 1947, thenI suppose the importation as crop duster into Mexico (still looking for documents) .

If you want, I can make this as extensive as you like with pictures of all


7/36

BY H G Frautschy

TH CH IEF SL O G B O O K

i f e is always ready with a few surprises, and with any luck, most of themwill be on the positive side. That's justhow I feel after my fitst two weeks asthe Editor of your magazine, VINTAGE AIRPLANE. I am just thrilledas can be that I have been given thisopportunity to serve my fellow members of the Antique/Classic Division ofEAA. The legacy left behind by GeneChase and Mark Phelps has given mea good place from which to start. Withyour input, I hope to continue to makethe magazine the one you can't waitfor, until the next issue arrives in yourmailbox. As it was explained to me byTom Poberezny and Jack Cox, thismagazine and its companion, SPORTAVIATION, are your primary meansof communication with Headquarters,and amongst yourselves. We all enjoythe benefits of this type of communication, in enjoyable and interesting articles , and in the detailing of proceduresthat can be of benefit to all. Please feelfree to submit material on any subjectrelated to antique or classic airplanes.Here are a few guidelines for you budding authors out there:

I) Try , if you can, to type your material, double spaced. you don't havea typewriter, go ahead and neatly printyour material.

2 If you have access to a Macintoshcomputer, just bang it out in MacWriteand send us the 3.5 inch disc. If youcan do this, you'll make Isabelle

before you stack all the pictures together to send to your local magazineeditor.4) Any type of picture will work the key is to keep it sharp. Higherspeed films, say above 200 ASA , donot reproduce well and should beavoided if you can . Have you everwondered what the pros here in ourphoto lab use when they shoot anairplane? I did too , and here it is: forreproduction in the magazines, they

shoot Kodachrome 64 slide film. Theyhave dabbled in a few other speeds andbrands, but have generally found thatKodachrome 64 meets their needs. Iteven reproduces well in black andwhite here in the magazine .For black and white, a film speed ofabout 100 ASA seems to work great.

Color prints are OK too, as long asthey are sharp - the pnnting processinvariably causes a little loss of detail ,so I need as sharp a picture as I canget when I start my picture selectionfor each issue.5) Call for help If we can help you

in any way with guidance or suggestions for your material, call or write ushere at Headquarters.6) Let me know if you need the pictures returned after we publish theitem.7) Enjoy yourself Seeing a picture

or an article you have written in printfor the first time is a real thrill. You

newsletters as we can, and when possible , pass some of that informationalong to all of you. When you can ,send along pictures and descriptions ofyour Fly-In. We'd all like to see them .We all enjoy articles of personalitiesand local Fly-Ins, plus a bit of historynow and then , but one of the biggestneeds within the Antique/Classic community is the distribution of technicalinformation. As a 33 year old classic

owner , I know how frustrating it canbe to learn, after the fact , of a betterway to maintain my Super Chief. Justas my private license has always beena license to learn, so is my A&P. TheType Clubs are certainly the strongestleaders in this area, as they should be,for some airplane peculiar items . Forcommon items, however, please feelfree to send in your write-up and pictures along with any drawings. Any ofthe information that we publish isscreened, but it is up t the individualt determine what is right for his ownaircraft with the concurrence of hismechanic. There are a bunch of wellexperienced owners and mechanics outthere keeping these airplanes in the air.Let's hear more from youA few notes about this issue and future issues . You may have noticed thatMember's Projects is in color thismonth - many times I have seen a greatpicture in areas other than a feature article within the magazine and wondered how it would look in color. Weare fortunate that we do get some terrific color shots of members aircraft,such as the Tri-Pacer you see in this


8/36

by )ennis Va ksU Lib a y A cl1ives)i ect )

FIRST ISSUESAIR SERVICE JOURNALOn April 6, 1917 the United Statesdeclared war on Germany , thus enter

ing the battle that had been raging inEurope since August 1914.0nJuly 2 ,1917 the first issue of A[R SERVICEJOURNAL appeared making it the firstUS aviation publication to start afterAmerica entered the war.A[R SERVICE JOURNAL waspublished by the Gardner Moffat Company of New York which was alreadythe publisher of AV[AT[ON. [n theforward to the first issue it was statedthat the single aim of the publicationwas "To give as completely as warconditions will permit all of the newsof the Army and Navy Service . Theexpansion of the aeronautical branchesas provided by the organization measure now pending before Congress willbe rapid. The new Air Service willcontain more will contain more officers and men than were included in theentire regular Army before the war."

The forward concluded that , "Theair branch will soon become of moreimportance than any other branch ofthe Army or Navy is the prediction offarseeing strategists both here andabroad. Jt will be the duty of the A[RSERVICE JOURNAL to record theprogress and achievements of this

Chanute Field un er construction in Rantoul Illinois in July 9 .air field at Selfridge in Michigan.Other new fields were being built atDayton , Ohio; Rantoul, Illinois; andBelleville, Nebraska.

A report on the increased scale ofArmy aerial operations showed that thebudget for aeronautics had increasedfrom $450 ,000 in 1915 to $47,000,000in 1917. Among the purchases authorized were: over five million blankets, two million cots, 45 million yardsof olive drab, cotton cloth.

There was also a warning againstprofiteering that was directed towardsthe Council for National Defense towhich the Aircraft Production Boardreported. "The tendency of the Councilto take the law into their own handsdeserves the immediate and stern attention of the President. These commit

100 aircraft compared to Germany's300 but that by the end of 1915 Francehad produced more new aircraft thanGermany. He also complained that notall of these new aircraft were availablefor French use as many were going tothe English and Russians.He also describes the use of aviationfor scouting. "The aviator is the eye ofthe army. The aviation service can, intwo hours , go 100 miles back of enemylines and return, bringing important information. The aviator sees everything . [n open warfare he can tell hisgeneral of the movement of the troops,of their position, and of the strength ofthe attacking columns. He is the eyeof the artillery, too. [n flying overenemy lines he can see where the shellsof his artillery are falling and send back


9/36

The Burgess seaplane.

America s first dirigible, the DN 1. It was so overweight, that in order to fly, it was necessaryto remove one engine.fights for the sport of the affair, if forno other reason. Very wisely, he is nothampered by strict rules, and as a ruleis allowed to conduct his own affairs.

The enemy pilot, on the other hand,is of a gregarious nature from long national training, and often seems to be

bound by strict rules, which cramp hisstyle to a great extent. The enemypilots are often uneducated men, beinglooked on simply as drivers of themachine, while the gunner or observeris considered a grade higher than thepilot.

DVERTISEMENTSThere were 2 pages of advertising

in the first issue. In an era when therewere few full-page ads, this issue hadthree advertisers with two-pagespreads . The companies were the AeroStandard Corporation, a parts fabricator, the Aeromarine Plane & MotorCompany and the Moto-Meter Company, an instrument maker. No doubtall trying to catch the attention of AirService purchasing agents.A dozen companies had full-pageads. Six were aircraft manufacturers,three were engine companies and therest were parts suppliers . The aircraftmanufacturers were Curtiss, Burgess,LWF, Wright-Martin, Thomas-Morseand Connecticut Aircraft. The latterwas the manufacturer of the Navy'sfirst dirigible, the ON-I. The enginesadvertised were a Sturtevant, a HallScott and a Gnome. The Sturtevantwas touted as being one of the lightestengines built in America at 3.5 poundsper horsepower. Actually this is aboutthe same as a Curtiss OX-5, a designthat was seven years old in 1917.

CURRENT NEWSAmong the sections of current newswas one called Air Service Promo

tions and Assignments . Found in thenotes was the following: Sergt. Quentin Roosevelt, Signal Enlisted reserve,has passed his R. M. A. test. He hasbeen transferred as a sergeant to theFirst Aero Squadron pending the receipt of his commission from the Secretary of War. Quentin, the 19 yearold son of former President Roosevelt,was to lose his life in aerial combatduring the summer of 1918.Another note: Great AirplaneFlight by Squadron in West reported


10/36

EagleFlyout Watchers January 14, 1990EAA Antique/ClassicChapter 11 & The Waukesha

Aviation Clubby Carl N. Pederson (EAA 49282,AIC 8219

The morning of Sunday, January 14,dawned bright and clear and calm , justwhat 1 had been praying for. The pre-ceding three days had been so windythat not even the birds were flying. Ashad been arranged, pilots and their pas-sengers were gathering at both CapitolDrive Airport and at Waukesha County

Just a word about why the eagles areat this location . These birds will onlymigrate as far south as is necessary tofind open water in which to fish forfood. The water just below the dam onthe Wisconsin River at Prairie du Sacremains open throughout the winterand thus is a natural habitat for thelarge birds.The flight over to Sauk Prairie Air-port went as smooth as glass. Since a

the restaurant. 1 know of at least threetrips with the bus full, and there mighthave been a fourth.Because of the unexpected influx ofhungry flyers to an already popular eat-ing place, the service was understand-ably slowed . However, all participantswere eventually satisfied with a sur-prisingly good menu. The major disap-pointment of the day was the almostabsence of birds of prey, since they


11/36

NC28961 and IFind The E Spirit

''c0.E

By Father Tom RolayIn 1983, hoping to honor FredWeick, one of the great gentlemen ofgeneral aviation and one of aviation ' s

eminent designers , I donated my 94Ercoupe, NC 28961, to the EAA AirAdventure Museum. After severalyears of being on outdoor display during the annual Fly-Ins, 961 was givena place in the museum when space was

in the camping area. This year I hadmy own show plane , a 94 Ercoupe.I had purchased 28961 the year beforein Wisconsin and had brought it toOshkosh . It had been painted in theauthentic colors and markings of a 4model. t had the forked landing gears ,both the nose and mains, completewith Ercoupe tires. However, it also

point, I taxied on in and found aplace in the back row , right where thepeople would be walking by . After all,I wanted them to see my airplane. Iwas, and am, a great believer in theErcoupe . I had shut down the engineand was getting out of the plane whena man came over and suggested, Thatis such a pretty plane - why don't you


12/36

Father Tom and his 'Coupe cue up to join the Antique/Classic Parade of Flight during M OS KOS '83.

coupe. The judges, being more knowledgeable than the man who moved usup to the front Classic parking line,knew that 961 was an Antique and sowas judged as such . Thus it did notqualify for the Best Ercoupe award an odd quirk that still exists in the judg-ing rules. So we left Oshkosh with abit of a bad taste in our mouth.

After RONing at Capital Airport inMilwaukee, I stopped to see an Ercouper in Marengo , Illinois. 961wasn t running right, there was somekind of a vibration. The Ercouper I hadthought might help me was off doinghis airline thing, so I decided to go on.Less than 1 minutes after takeoff, aloud bank up front had me turning

around and coming back to the field . Iwalked back and picked up the exhaustmanifold that had fallen off when Ilanded. While trying to figure out whatto do, I remembered that Union, Illinois was close by and that is wherethat Buck Hilbert whom I had met several times lived . So I called his houseand he was home . An EAAer in distress? No problem Within 15 minuteshere comes Buck ' s Champ.

A week later, Buck ' s daughter Alicegets her room back; 961 has a carburetor rebuilt for an Ercoupe and tworebuilt magnetos , the parts taken fromsome factory fresh mags for 5-cylinderKinners that Buck had on the shelf: thelittle 65 Continental started easily and

ran up to full static RPM without avibration; a friendship that has continued growing to this day had begun.So, it was off for Texas . Sunday morning, over the Texas panhandle we encountered heat rise turbulence and thevibration became pronounced again. Aquick landing at Tradewinds inAmarillo and a phone call to the localEAA chapter resulted in an invitationto Buffalo Field, 12 miles south ofAmarillo. Everyone in the chapter getsinto the act but, just as I can find nothing wrong with their hospitality, theycan find nothing wrong with theairplane . So , after two days of puzzling , we decided to fly south and goaround the mountains , a route onwhich most airports are only about 50miles apart . A couple of weeks later,while visiting with Ray Hegy - someof you may remember Ray as the designer and builder of Chuparosa and avery popular propmaker hesuggested that I bring down my prop.Sure enough , there is water in one endThis desert rat didn t know about keep


13/36

by T. D Harnish(EAA 120145, AIC 13043)

/f you have been around vintageairplanesfor any length of time, you veprobably been fo rtunate enough tohave met someone like T D . Harnish sf riend Cary Myers . Heres a nice tri-bute to all who enjoy th e company ofround engine biplanes and the peoplewho come along with th em . . .

Biplanes, they ll te ll you, are abouto ily round eng ines, about crosswinds,about ground-loo ps if you don' t watchout.

They ll te ll you that biplanes are

ti ve, more than in verted thrills, morethan a forward slip down final so youca n see around the eng in e, people arewhat biplanes are all about.

The flight in structor that co urageously moved into the front coc kpitwhere there s no brakes so you co uldstomp on them in the back, screec hingand swerving all over the first pavedrunway you landed on, is one of thepeople.Your wife, when she pulls off herleather helmet and goggles, shakes outher hair, and smiles at you after aflight , is one of the people.

The swee t youn g thing that kissedyou right on the lips out of shee r joyafter her first biplane ride is one ofthem .

up. Wanted something his new pilotwife co uld enjoy too, he sa id .

How spec ial he was is measured bythe fact that we first met him after flying a 60 year o ld biplane 900 miles toSun ' n Fun , one of the premier av iation event s in the world , and the highlight of the trip wasn' t the fli ght downdodg ing snow and ra in . It wasn t theshow . It was the time we spent withhim there and the time fl ying hometogether .

How spec ial he was is measured byhow important it is to us that hewatched those old Army Air Corps primary training movies we sent later , andlike we did he thought it was a littlesad when a s tunt pilot wrecked a Stea rman like his for the sake o f demon stra


14/36

tatus ymbolThen and Now

Dan Jernigan takes delivery of a Waco UI purchased by the Texas Oil company.

By Ray BrandlyIt all started back in the days of the WacoNine. The Waiting for Waco Club was

formed in 1925 at the old Lollis Hotel inTroy, Ohio. The waiting list was compiledbased on the order the customers hadchecked in at the hotel - first come, firstserved . Many times a customer would payanother customer several hundred dollarsto be first in line. Wacos were being usedsuccessfully on many airmail routes andwere setting records in coast to coast racesas well as the Ford Air Tours. Waco production and sales were double those of itstwo closest competitors combined. Thencame the Taperwing Waco in the hands ofFreddie and Bettie Lund, Len Povey,

Stan Gomoll s Wa co EQ -6.Republic Steel, Culver Aircraft Corp.,Jacobs Aircraft Engine Company, TexasPipe Line Company, Stokeley Bros . Company, Transcontinental and Western Air.

propellers, wheels, paint schemes and colors are among the many items that Wacoowners consider necessary to keep theirWaco looking as if it has just rolled out of


15/36

THE FAMILY FAIRCHILDWayne Boggs is an FAA tower con

troller in Tampa, Florida. When he snot looking out the big windows atairplanes, he s probably flying one,usually hi s neatly restored FairchildPT -19, Susy-Q . The vintage trainerusually stays at or below I ,000 feet agland Wayne finds the low-and-slow flying a welcome respite from the pressure of playing traffic cop to airlinersat Tampa International. Based off thebeaten path at Tampa s Peter O .Knight Field, the PT-19 seems to enjoyits role of pet airplane and ride-giveras well as Wayne enjoys flying it.I first met Wayne at EAA Sun n

by Mark Phelps

Corps, four as an infantryman and sixas an air traffic contro ller at MarineAir Station Cherry Point, NorthCarolina and MAS Pendleton, California. He earned hi s private pilot slicense in 97 and currently has morethan 2,500 hours logged. Hi s careerwith the FAA has taken him , first toChicago O Hare and most recently toTampa, a climate more in keeping withhis roots .

The Fairchild is the first and onlyairplane that Wayne has ever owned.He found it in a basement in Andover,Massachusetts in 1983. The trainer hadbeen sold as military surplus in 1954and, unfortunate ly, its prior service asan Army Air Corps airplane is a mystery . No military logs followed it intocivi lian life. TWA bought it from th eu.S. Government and it was used atone of the airline's schools. As withmost of the thousands of ex-militaryaircraft that sold for pennies on the dol-


16/36


17/36

The fuselage is chrome-moly steel tubing with wooden stringers to form theshape and a metal-covered turtledeckaft of the seats. Most of the fairingsare also hammered out of sheetaluminum.The rest of the fuselage is fabric covered and Wayne selected the Stits process. He used the regular weight fabricon the fuselage and the light-weightfabric to cover the plywood on thewings. They consist of a woodencenter section that incorporates the twofuel tanks and two tapering outer sections It s a conventional two-spar con

figuration with spruce spars, sprucegirder ribs and plywood covering.Surplus PT-19s were often relegated tositting outside and this Jed to weakenedcenter sections as fuel would leak fromthe tanks and co llect at the bottomalong with water to set up dry rot.Prospective PT-19 owners should bewell aware of this tendency. Paying topdollar for an airplane with a weakenedcenter section can ruin your whole day.The main landing gear is a single-legcantilever arrangement with fittings attached to the front spar. Hydraulicbrakes are fitted and the cylinders ridealongside the fuselage next to thecockpit.

The seats are stock military withprovision for seat-pack parachutes.They adjust vertically. The rudder pedals incorporate toe brakes. A stock military panel included airspeed indicator,compass, engine gauges, altimeter,turn-and-bank indicator, tachometer ,artificial horizon and a directional gyroas well as the usual controls, switchesand levers . There was even an intercom for inter-cockpit communications,although many students will contendthat , when the flight wasn ' t go ing asplanned, hi s instructor' s voice neededno amplification. Between the two

Carolyn Boggs pays for the less than dignified pictures she took of her husband ywinning this fun stripping jospa ns almost 36 feet and the airplaneis 27 feet, eight inches long . It standsseven feet, nine inches tall with a wingarea of 200 square feet. Empty weightis about 1,750 pounds and maximumgross weight is 2,450 pounds. Withfull tanks carrying 45 gallons thatleaves 430 pounds for crew and baggage. The Fairchild has a maximumspeed at sea level ofl35 mph andcruises at 120. Landing speed is adocile 48 mph and it can remain aloftfor four hours .Corporate hi story dates back to 1925when both the Fairchild Airplane Manufacturing Corporation and the

Kreider-Rei sner Aircraft Companywere formed. By 1935 , a series of acquisitions and mergers drew the twoconcerns together under the monikerof the Fairchild Aircraft Division of theFairchild Engine and Airplane Corporation . Head offices and factories werelocated in Hagerstown, Maryland andSherman M. Fairchild was Chairmanof the Board . In 1940-41 , the production facilities were doubled in capacityto speed production of PT-19s for themilitary build-up preceding World WarII . U.S. Army Air Corps orders forPT -19s were filed to the tune of some10 million . Other PT-19s were sold


18/36


19/36

(Above) This immaculate 1951 Piper PA-22Tripacer, N661A, SIN 22-64, was totally restored from a basket case by Lyle Goskesen EM 120574) of Austin, Minnesota,under the watchful eye of the late JohnLafferty (see VINTAGE AIRPlANE February,1990). Upgraded to a 150 hp Lycoming andprop from a 57 Tripacer, N661A was givenall new glass and a Stits cover job finishedoff in Aerothane.The pretty four-placer hassince been sold to three flyers in nearbyBlooming Prarie, Minnesota, where it isflown regularly from a grass strip.The three


20/36

Jeff and Bernie Fiscus EM 303830, AlC160421) of Berlin, Connecticut are justifiably proud of their newly restoredAeronca 11AC Chief. Jeff reports theynow have about 40 hours of time onthe restoration, and that the perkyAeronca flew fine with no rigging alterations

Gracing this Canadian snow scene isAeronca 15AC "Sedan," C-FRYB, on Federal 2000 skis. Owner and restorer DonWither EM 255260) reports that hisSedan will cruise at 105 mph. Total timeon the airplane is only 941 hours. Donbases the Sedan at Birds Hill, Manitoba.

This bright yellow 1946 Ercoupe 415 -0is the proud possession of Jack Compere EM 356616) of Paso Robles, CA.Jack is physically challenged frompolio at age 17, and flies the little twoplacer all over the western U.S Jackand his wife Marie had the proudestmoment of their lives at the Merced Antique Fly-In, where they were awardedthe Ercoupe Special Award in June,1990.


21/36


22/36

The interior shows attention to detail. The cream faced instruments with the Piper Cublogo on the airspeed and al timeter look very sharp. Note the wrapped fuel line comingdown from the lefthand tank. All instruments are fastened with brass screws includingthe center mounted compass.

ported from Switzerland. The original registration was USAAF 44-80024, then HBOBT in Switzerland, then D-EFIL in Germany and now, OH-CUB in Finland. Afterthe deal was made, the seller told the Finnsthere were now only seven J-3 Cubs in Germany and the group had been criticized forselling such a rarity abroad.After several difficulties and stand-byproblems brought on by bad weather, theCub was flown north from Germany andtied down at the Finnish border in Marchof 1986. The following night was one ofthose "once in a century" storms and thewind blew at over 60 knots. Despite theplane being tied down to concrete blocks ,the wind turned it upside down, followedby the concrete blocks This was the endof D-EFIL (please read as DEVIL).

However, the resourceful Finns decidedto attempt a total rebuild from the remains.They began by selling the mostly Germaninstruments and the beaut iful Hoffman propeller. The sad remains of the fuselagewere slowly rebuilt and repaired until it wasready for assembly. On ly 13 of the wingribs were useable and the spars did not meetsample tests, so they were discarded. Allnew parts were ordered from the U. S. except the spars, which were built up fromlocal wood and tested to 60% stronger thanoriginal (and 35 lbs. heavier) . The originallreplica cream faced instruments were ordered through Smokey Mountain Airpartsand the wooden propeller came from Sensenich.

When the trio started the restoration,they had planned to fly the Cub in 12months - the spring of 1987. They havesince discovered how things can go wrongwith schedules and budgets. They hadmixed up the meaning of REPA IR and RESTORAnON. They now admit the mix-uphad cost them triple the time and money.(After listening to others and readingstories of restorations, this seemed to beabout norma l )When new, the L-4 had weighed 729lbs. During its stay in Germany, it hadgrown to 875 Ibs. empty and the Finns weredetermined to take off some of the excessweight. During the build up, they tried to


23/36

A Fancy Spar Splice Is Revealedby orm Petersen

Some months ago, I talked my friend,Bill Brennand, into buying a Piper PA12 "Super Cruiser" project. The PA-12had bounced around the Dakotas andMinnesota for a number of years beforeAntique/Classic Advisor, John Fogertybegan the rebuild a number of years ago.John put his heart and soul into theextensive rebuild - going the "bush"route of balanced elevators, externalPA-18 type landing gear and 150-hpLycoming powerplant. In addition,John had completely redone the baggage compartment, seat storage andfish pole tube in the aft fuselage.Reluctantly, John decided to sell theproject when the years began to creepup on him, so Bill Brennand bought '' Ieairplane with the idea of making it "full-blown bush plane, which includedplans to add flaps. In addition to the flapconversion, Bill installed the STC toincrease the max gross weight from1,750 to 1,935 lbs.Both wings had been covered withStits cloth but only a few coats of PolyBrush had been applied. When Billdecided to go with PA-18 flaps, heremoved the Stits cloth from the wingsso the internal changes could be madeto include the flap operatingmechanisms. It also gave Bill's chiefmechanic, Jack Wojahn a chance tolook over the entire internal wing structure.

The big surprise was a rather substantial spar splice on both the front and rearspars - inboard of the strut attach pointNeither Jack nor Bill Brennand had everseen such a splice in their 40-plus yearsin aviation. A check of the logbooksrevealed the two splices were madeMarch 14, 1953 by Albert Trone, A &E mechanic from Mobridge, SouthDakota. The FAA 337 form reads."Repaired front and rear spars on rightwing using special spar splice kit fromThe Kratz Corporation, Kratz Airport,

Looking att on the rear spar splice with it s 'Ie aluminum plates and steel channels onthe two spar caps. These photos are taken from the boltom i d . ~ the longer steel channelis used on the top spar cap

St. Louis 21, Missouri. The location offront spar repair is 109 in. from butt endand rear spar repair is 103 in. from buttend."Bill Brennand says that Piper has hada spar splice kit for many years thatallows a splice outside of the strut attachpoint, but he had never seen a spliceinboard of the strut end. This was a first.The workmanship on the two splicesis very good with the rivet lines accurately measured and the rivets welldriven. The main web plates are 1/8inch aluminum on each side of the sparfastened in place with more than 100rivets through the front spar and 88rivets through the rear spar. In addition,both splices employ steel channels on


24/36

Edna s PostcardT he article by Dennis Parks in theSeptember VINT GE IRPL NEreviewing the aviation magazines in theEAA Aviation Foundation's BoeingAeronautical Library prompted a lookat a collection of old picture postcardscontaining flying machin es ofyesteryear. Especially interesting isthis one taken in August 1911 during theInternational Aviation Meet held inChicago, Illinois.This particular card was mailed fromChicago on September 11 , 1911 to aMiss Edna Melberg . The writer wasleaving the following Monday to attendthe University of Illinois. He wrote anote on the front of the picture saying hehad seen the airplane and that it wassome class. The line in white says it

Scamehorn describes the circumstancesof the International Aviation Meet he ldin Chicago and supports Villard's statement.

Harold McCormick, a Chi ca gobusinessman, conceived the idea tobring together an event that , "wouldattract the best aviators and airplanesavailable. The Aero Club of Illinois,with the cooperation of a group ofChicago businessmen, directed theMee t. McCormick formed the Intern ational Aviation Meet Association toraise $100,000 for a program to takeplace in Grant Park. Lasting nine days,it included such events as durati onflying, altitude and cross-country racesin addition to passenger carrying andtrick contests. Drawing almost a ll th ewell-known Amiercan aviators and five

during a hi gh speed stunt and trickflyin g. Alm ost at th e same time, St.Croix John stone's a irplane plunged intoLake Mi chigan about a mile offshoreand he sank with the wreckage. HughA. Ro bin so n , th e s ubj ect o f th epo stca rd, was over the lake in theHydroplane and raced to th e scene andrema ined to mark the site until a salvageteam arrived. Actually, Robinson flewtwo planes in the mee t: the Hydroplaneand a standard Curtiss Pusher.Robinson didn ' t do badl y moneywise as he earned $611.70 flying thestandard Curtiss and $3,500 with th eHydroplane. t is not know if he wascredited with the time spent aloft duringthe Jo hn s to ne sea rc h . In a ll ,$101 ,119.87 in pri ze ea rnings wereawarded with T. oM. Sopwith in both
http:///reader/full/101,119.87http:///reader/full/101,119.87http:///reader/full/101,119.87http:///reader/full/101,119.87http:///reader/full/101,119.87http:///reader/full/101,119.87


25/36

by Dale A. Gustafson

A Dean of Judges.This is about a gentleman from themiddle southeastern states whom I haveknown for at least 15 years. He has been

By now a lot of you members haveguessed that the Interesting Memberis C W. Pete Covington of Spencer,

lover drool. Pete has his own J-3 Cubat the front ready to fly. In the back areseveral airframes (too many to list here)waiting for Pete's attention. Also, thereare no mice in the hangar; Pete and hiswife love cats.Pete is supposed to be retired, havingsold off his road construction businessseveral years ago . However, you wouldnever know it He said he goes own tothe shop about 8 :00 a.m., comes back uto the house about 11 :30, takes an hourfor lunch, then back to the shop till 5:00p.m. He said he takes a nap now in theafternoon, having admitted to slowingdown some this year. Pete told me heperforms this routine seven days a week,but admitted to not getting too muchdone on weekends because of a lot ofvisitors coming by. I haven't figuredout yet where he finds time to keep thegrass mowed, but the time my wife andI stopped by, his place was immactulate.To me, Pete's knowledge of the oldaircraft is unsurpassed. This is onereason have him as my co-chairmanat Oshkosh. Whenever we have newjudges come on board, I attempt to pairthem off with Pete or some of the othersenior judges so their firsthandknowledge can be passed on to the newcomers. Every year Pete attempts tolook at every antique aircraft that isoffered for judging . A couple may slipaway (too-early departure), but theyare very few. He takes pride in thisaccomplishment.

My wife, Faye, who has helped out inthe Antique/Classic judging trailer the

ling me all about building a hangar and


26/36

P SS T1]n information exchange column with input from readers

by Buck Hilbert(EAA 21, A C 5)

P. O. Box 424Union , [L 60180-0424

Le Blond VacationBuck ,After reading your column last month(last issue) , J realized I'm one of those thatuse the phone more than the pen (a lotmore!). But, anyway , I'm going to try .

[ regret to tell you that while flying backfrom the Last Ditch Fly-[n out n Minnesotathis past fall , the crankshaft in the old LeBlond decided t would take a vacation . Thecrank broke at rear of the master rod jour

parts , magna fluxing, zyglowing, etc.Hope to be in the air by Mayor so. ['II letyou go . [f you can get up this way, stop nat Brodhead . Quite a bit going on .Best regards .

Sincerely,Ted Davis(EAA 89935, A /C 12403)

Hello Ted!I'm a little late n answering, [ know ,

working on his Pietie. Would like to seethe whole ballgame as you guys play it.

Thanks for thinkin ' of me , Ted . Sorry [can't be of more help.

Over to you.

C-85 Break inDear Buck:Thanks for the good stuff in the columneach month! Keep t up.

Please answer this one: ['m about to lightoff my completely rebuilt C-85-12F in myCorben Jr. Ace, for the first time . I've hadas many answers to the question "How do[ properly start and run a rebuilt Continental for the first time (and the first fewhours)?" as Carter has pills. Once and forall - give t to me straight! First start - firsthour of running - first batch of oil and gas- HOW?

Also, what was the name and address ofthe outfit you mentioned in a recent " Passt . . ." column that does silk screening oninstrument faces - I lost it.Thanx ,

Brian C. AmatoHello Brian,

Sounds like you've gotten some conflicting advice in breaking in your C-85 . Thereare so many ways of doing t that [ hesitateto give you another. It's sort of like raisingyour kids; they grow up n spite of you andusually tum out just fine despite all yourintrepidations .

Take a couple minutes to think aboutwhat you're going to do. Basically we wantthe bearings to seat with as little wear aspossible, and the rings to do the same thingas quickly as possible . We need to asksome questions first. Are the barrels (cylinders) steel or chrome? This can determinehow long t will take for the rings to seat.Steel s fairly easy . Chrome may take 30hours or more before oil consumption stablizes. The procedure s similar, in fact thesame, but the chrome s slower to take because of its slippery aversion to wear.

To begin, use a good grade of singleweight oil. The new compounded oils are

800 rpm. Run it five minutes while you Your ground run time should be about 45 Oshkosh. I attended Oshkosh '87 and '88,


27/36

monitor the temps Then shut it down andlet it cool while you check it all over foroil leaks , etc . You should have adjustedthe carb , too , before you shut it down.If all is well, when it has cooled down,run it again for five minutes at 1000 rpm.Again shut down and cool and inspect. Runit again, but this time at 1100. Each timeafter the engine warms up and runs aboutfive minutes, and if all the pressures andtemps are decent , increase the running rpmanother 100.Finally, after about 45 minutes of groundtime, and if all is well, take it out and flyit. Run it at full throttle and watch the oilpressures and temp. It will be a little on thehigh temp side. As long as it is withinlimits , stay close to home and run it at fullthrottle for about 15 minutes. Bring it backhome, cool it down and then check it out.Remove the oil screen and inspect for metalparticles. Some little bearing and possiblyaluminum particles in minute quantity canbe expected and is normal.

Check your oil quantity and see that itisn ' t diluted or breaking down. Feel it between your fingers and make sure it 's stillgood and pure. Pull the plugs. Check thegaps, look at the porcelain and see how thevarious cylinders are burning. Soot is acceptable. Oil soaking a no no Look in theplug holes with a light or a scope and checkthe cylinder walls for scoring or abnormalities . Finding NONE, put the plugsback in, re-safety the oil screen and withthe switch off, rotate the prop for a poorman 's compression check. Pull it past compression and count the cylinders . Makesure they are all more or less even. Theymay not be very strong at this time , butthey should be there Add enough oil tomake up for pulling the screen and take itout and fly it again.The first indication that the rings haveseated and that all is getting into properperspective will be a temperature break.It'll suddenly drop a bit towards normal.

minutes before you fly, and you can fly thefirst time at full throttle for 15 minuteswhile you monitor the gauges. Anytime itgets hot , come in and land and let her idlefor a few minutes before you shut it downand let it cool. Again, do your poor man'scompression check after it cools and checkfor uniformity of that compression. Afterfour or five runs you should have a normalrunning engine and then treat it normally.If there is any question, do the screen plugand bore check again. Change your oil afterthe first temperature break and then go to50 weight.Actually , you can't go wrong, Brian ,following the C-85 Overhaul Manual. Theonly thing I stress is that ground run doesn ' tprovide the adequate cooling your engineneeds, so watch those temps. Flying it isthe proper way to break it in.Good Luck and it's over to you I

Another Editor s Note: For help withrestoring instruments, we have the namesof two outfits - For repairing the instrumentitself, contact John Wolf and Co., 4741Sherwin Road, Willoughby, Ohio 44094,tel. 216/942-0083. They can recreate anyin strument face you have, and can repairoil temperature and fuel gauges. For metalplacards or instrument faces, you can dropnote to Noel Allard, 1964 Mabel Ct.,Chaska, MN 55318612-448-5047.

If anyone else out there has a favoriteinstrument shop to do work on their vintageor antique flight and engine instruments ,drop us a note here at VINT GE

IRPL NE and we will pass the information along to our readers .- H.G.FLeRhones Rangers

Dear Buck:Could you help me find an address orphone number for Steve Hay Sons? Theyregularly have their old engine tent" at

but was working in Alturair's tent andmissed seeing Steve.

I have an 80 h.p. LeRhone now and amlooking for carburetor parts , a magneto andsome plugs . SPORT AVIATION for February '88, page 58, shows a carburetorexhibited at Oshkosh by Steve . Any helpyou could give me would be greatly appreciated.Editor s Note: In a follow-on note fromBob Higgins, he answered some ofhis ownquestions. Here's what he found:

I found an address for Steven Hay andsons (Steven Hay, Highway 36N Box 7 ,Lake Geneva, Wisconsin 53147; 414/248-2485) and talked with him briefly. Here isa real craftsman He and his sons restoreand run vintage engines. They are now restoring a Ranger 6-3900 engine - and willrun it i they can find: two magneto couplings, Part No. 6474.I know of a store of LeRhone parts only for trade for a marine conversionHisso. There is a tough one This vintageengine hobby has become pretty interesting.

Best regards,Robert E Higgins(EAA 150695, AIC 54237963 Represa CircleCarlsbad, CA 92009-9148

Hello Bob,I don't know of any WW-I enginepieces, but we ' ll print your letter in VINT GE IRPL NE and maybe one of ourmembers will have some info for you andwill be kind enough to drop you a line.Are you building an airplane to go withyour LeRhone? Sure would be nice to havean article in VINT GE on whatever projectyou are working on.Meanwhile, it' s great to hear from youand it.Over to you.

r . ~ ( , H O ' T E H D I ' ~ SIi19;-TR V ~ 871 . . ,5 eNG/lYe

they were not acquainted with the


28/36

ideTripsCockroach Corner

by ick HillSome recent magazine articles havementioned the old Cockroach Corner

- which once was part of the International Airport at Miami, Florida. Thisstorage area was host to many of theairplanes that were left idle by changesin technology.As the airlines updated their equipment and as planes became unwantedby their owners, they drifted to thenorthwest corner of the airport. Somewere cannibalized to keep others flyingwhile some were cut up for scrap thenmelted down for pots and pans. Occasionally one of these planes would bemade airworthy and flown away to beused in some new adventure.

4s DC-6s DC-7s DC-8sConstellations and almost every otherplane that wasn't of much use at thetime.I wandered around these old hulks forquite some time before locating a DC-3with the numbers N28342 on the side.This was my ride home, after someminor duties that isFirst, it was necessary to round upsomeone in charge of the place. Duringthis meeting some of the other problemswith the operation started to surface.The owner had given me some idea ofthe job by saying that there were certainjudgments held against the plane. He

ailerons. The blast had broken thebicycle-type chains that connect thecables to the wheels, and the aileronswere both in the down position .Many other small jobs were necessary to prepare the plane, like findingbatteries, several instruments had foundnew homes, tires needed air and theplane was a long way from an air compressor. Each of these problemsreduced the stack of checks and eachtime it would appear that problems wereat an end, another pickup truck wouldarrive with another lienholder andanother check would be on its way.

Soon it was time to try the engines.Faithfully, the old Wrights popped rightoff and the plane was lost in a cloud ofoily smoke. Now everything was roses.Well almost, there was the bill for gasand oil. That took another check.With all systems turned on, a checkof the radios proved nothing. Nothingwas working, but no matter. A call tothe tower was all that was necessary inthose days. Transponders were stillknown as Surplus IFF Equipment fromWorld War II and with all of that sunshine, who needed anything more thana wet compass to navigate a short hop tonorthern Illinois? I had found just thatvery type of compass in an airplaneparts store near Cockroach Corner.At that time, I was a DC-3 captain forone of the up-and-coming airlines .When I left a week earlier, I had askedmy current copilot if he would like anadventure. He thought it would begreat, so when the plane was ready, Igave him a call.Early one morning we taxied out ofthe Corner. The hydraulic pumpsworked, giving us brakes that squealedfrom the accumulation of dirt and sand,but they responded properly . Everything checked out, both generators, allfour mags, dozens of plugs sparked,

tioned at Navy Atlanta while in the ser The plumbing of the fuel selectors the airport near where we lived, plan


29/36

vice during the 1940s. t had becomeknown as Dekalb Peachtree Airportunder civilian use and I wanted to landthere.

Our first sign of a problem had surfaced about mid-point of the ride. Thefuel gauge was s tuck at full, in all selector positions. After landing, I asked thefueler to fill the tanks and give me areading how much on each tank took.We had kept track of the time andwanted to check fuel consumption.You can imagine my surprise whenthe fue1er showed me the results. Thetotal amount was just about right, but allthe fuel was added to only two tanks.We had carefully switched tanks so thatthe fuel bum would be even. We used400 gallons and that meant we landedwith the selectors turned to empty tanks.

was scrambled so that by using fuelfrom Left Main and Left Auxiliary tothe left engine, Right Main and RightAuxiliary to the right engine, only twotanks were actually used .

Thinking that we had only burned100 gallons from each of four tanks, wewould have been quite surprised by thesilence if we had made a go-around.This would have been one of thoseDumb Pilot Error" accidents, because

who would have gone to the trouble ofchecking to see where the fuel linesactually went. "Some dumb pilot ran aplane out of gas, with two fuJI tanks ,"would have been our epitaph. Needlessto say, that was a major write-up whenwe turned the plane over to the owner.

A smooth ride followed to Illinois. twas getting late, so we elected to stop at

ning to complete the delivery the nextday. The morning brought heavy frostand no spark to the left engine. Theignition vibrator would not work. Myfriend who operated the shop at the airport had been a mechanic working onB-24s during the war. He knew justwhat to do.

Climbing onto the wing, he peeledthe cowling back. While I cranked theengine, he pressed the points of thevibrator and the engine belched into life.Holding on with one hand he snappedthe cowl in place and slid off the wing,hastened by the prop wash.

After a short flight, the plane was inthe new owner's possession and wewere on the way to the Big-Time Airport to catch our regular trip

HURRYING TO THE FUNby obert Thomas

t started Friday night after an evening hop in my Cessna 170. Backhome, I finally got around to stuffing my

get fuel and since this would probablybe the last unleaded car gas for up to 20hours of flying, I had to top her off.

cables, anything, but it won't even takea jump start if the relay doesn't click."Wait a minute Didn't I hear a click?"I ran back to the plane. "Yeah, it clicks.I can hand prop it."

I re-tied the tail wheel, set the magsoff, mixture rich, prime three times, setthe throttle, turned the prop twice to agood compression point, Master ON(click) mags on, and one more heartytug . CHUG CHUG, COME ON,CHUG CHUG, LET'S GO, CHUGCHUG, COME ON . The engine settledinto a low mutter. I untied the tail,pulled the last 2x4 chock and taxied off.I thought, This is just like flying in the1930s."

t was a great trip. Who couldn'tenjoy about one hour of springtimeTexas scenery at 800 to 1,000 ft. agJ.The weather cleared in Louisiana where


30/36

MEMBERSHIPINFORMATIONEAA

Membership in the ExperimentalAircraft Association, Inc. is 35.00 forone year including 12 issues of SportA viation. Junior Membership (under 19years of age) is available at 20.00 annually. Family Membership is availablefor an additional 10.00 annually. Allmajor credit cards accepted for membership. FAX (414) 426-4873.ANTIQUE/CLASSICS

EAA Member - 20.00. Includes oneyear membership in EAA Antique-Classic Division. 12 monthly issues of TheVintage Airplane and membershipcard. Applicant must be a current EAAmember and must give EAA membership number.Non -EAA Member- 28.00. Includesone year membership in the EAA Antique-Classic Division. 12 monthly issuesof The Vintage Airplane, one yearmembership in the EAA and separatemembership cards. Sport Aviation Q Q1included.

lACMembership in the InternationalAerobatic Club, Inc. is 30.00 annuallywhich includes 12 issues of SportAerobatics. All lAC members are re-quired to be members ot EAA.

WARBIRDSMembership in the Warbirds ofAmerica, Inc. is 30.00 per year, whichincludes a subscription to Warbirds.Warbird members are required to bemembers of EAA.

EAA EXPERIMENTEREAA membership and EAA EXPERIMENTER magazine is availabletor 28.00 per year (Sport Aviation notincluded). Current EAA members mayreceive EAA EXPERIMENTER for18.00 per year.

Where The Sellers and Buyers Meet. ..Super Cub PA18 fuselages repaired orrebuilt - in precision master fixtures. All makesof tube assemblies or fuselages repaired or fabricated new. J.E. Soares Inc. , 7093 Dry CreekRoad , Belgrade, Montana 59714, 406/3886069. Repair Station 065-21 . (UFN)

MISCELLANEOUS:CURTISS NJ4-D MEMORABILIA - Youcan now own memorabilia from the famous"Jenny," as seen on "TREASU RES FROMTHE PAST". We have posters, postcards,videos, pins, airmail cachets, etc. We alsohave R/C documentation exclusive to thishistoric aircraft. Sale of these items supportoperating expense to keep this "Jenny"flying for the aviatin public. We appreciateyour help. Write for your free price list. Virginia Aviation Co., RDv-5 , Box 294, Warrenton , VA 22186. (c/11-90)

Radial Engine Starters - Like new, 12-volt,electric inertia, $450.00. 619/565-2404. (12-2)Nostalgic Airline Poster Art - Colorfulpublicity of the Airlines of the World ! FREEDETAILS Gerard, 3668-VA Hilaire, Seaford,NY 11783. (12-4)

HANGARS:Quonset Style Steel Buildings - Ideal forairplane hangars, equipment, andworkshops. Easy to erect and disassemble.Buy factory direct and save up to 40 percent.U.S. ARCH BUILDINGS CORPORATION ,National 1-800-527-4044. (-5/91)AIRPLANE HANGARS/STEEL ARCHBUILDINGS - Made in USA, factory direct.Compare prices and options, then see. Somebuilding companies distribute buildings thatare made in Canada or Japan. Ours is 100%American made. (We will not be undersold .)ATLAS STEEL BUILDINGS CORPORATION 1-800/338-8457

. --

-

VI TlON RT by Robyn ClarkCol. Lindbergh 's 934Monocoupe bears sameregistration number(NX-2 ) as it's famouspredecessor Spirit of St. Louis.S30 CA rcs idenls pi caseadd 6 )pillS S3.50shipping .

Lindbergh's 'Coupe Satisfaction GuaranteedLambert 0145 Monocoupe
http:///reader/full/Member-$28.00http:///reader/full/Member-$28.00http:///reader/full/Member-$28.00http:///reader/full/Member-$28.00http:///reader/full/Member-$28.00


31/36

Where The Sellers and Buyers Meet .. .Anewclassified ad section inTHE VINTAGE AIRPLANE

per word , 2 word minimumSend your ad and payment to .THE VINTAGE TRADEREM Aviation Center,POBox 3086, Oshkosh, WI 549033086'iii-COPY OF ORI GINAL'NW I RIGGING MANUAL

. CURTISS JN4D (JENNY). THOMASMORSE S4C (SCOUT). DeHAVILLAND4 (LiBERlY ' 12')(photoplate Printed Copies)

GENERAL TECHNICAL 52 PagesCURTISS JN4D . . . . . 26 PagesTHOMASMORSE S 4 C 26 PagesDeHAVILLAND4 . . . . . . . 33 Pages GEN TECH + 1 PLANE (3 c al Photos) $39.95 GE N TECH + 2 PLANES (6 c al Photos) $49.95. GEN TECH + 3 PLANES (9 Actual Photos) $59.95SEND CHECK OR MONEY ORDER(Calif. Residents add 6. 75% Tax)ART STRAHM, INC.6943 ST NISLAUS PLACERANCHO CUCAMONGA, CA 91701

Fly high with aquality Classic interiorComplete interior assemblies for do ityourself nstallation.

Custom quality at economical prices. Cushion upholstery sets Wall pane l sets Headl iners Carpet sets

Baggage compart ment sets Firewall covers Sea t slings Recover envelopes and dopes

Free catalog of complete product line.Fabric Selection Guide showing actual sample colors andstyles of materials: $3.00.

Q i r t ~ R O D U C T S INC .259 Lower Morrisville Rd ., Dept. VAFallsington, PA 19054 (215 295-411 5

p.o. box 88madison, north carolina 27025(919) 427-0216

r ,I ITITS POLY FIBERI THE MOST POPULAR II IRCR FT COVERING MATERIALS II IN VI TION HISTORY~ HERE'S WHY! * Proven Durability on Thousands of Aircraft. I~ * FAA-STC for Over 660 Aircraft Models. * Over 23 Years Service ~~ History. * Superior Quality Coatings Developed and Manufactured ~

Under the Quality Control of an FAA-PMA especially for Polyester

I Fabric on Aircraft, Not Brittle Automotive Finishes, Modified Short Life ~Water Borne House Paint, or Tinted and Relabeled Cellulose Dope.I * Will Not Support Combustion. * Lightest Covering Approved ~Under FAA-STC and PMA. * Most Economical Covering MaterialsI IAWWAMEMBER


32/36


33/36

roppingRevisitedby Don WileyThe techniques involved in proppingyour engine seem to have a few different twists. Here are more thoughts onthe subject. The author holds an A Pcertificate, as wel as all the availableFlight Instructor tickets . -HGF

Hand propping all started a longtime ago when airplanes had round engines, long propellers, and were considerably taller than pilots. The onlyway you could swing a prop was tostand in front of it and move the bladeacross the bottom of the circle. Radialengines are always pulled throughwhen cold to check for excessive oil inthe bottom cylinders that could causehydraulic lock and break things whenturned with the starter.

Airplanes have changed , but manyof our flight instructors are teachingtheir students hand propping the waythey were taught without ever considering the logic of what they are doing .Today about the only aircraft enginethat needs to be propped from the frontis the left engine on a twin and this canusually be avoided by starting the rightone first (if not contra-rotating).

Here are the things to consider beforeyou touch the propeller on an aircraft:

1. Anytime you move the propeller ,you are propping the engine. If fueland an ignition source are present inthe cylinder that is on the compressionstroke, it will fire .

2. If you are standing in front, theprop can get you by merely operatingas it is designed to do. If you are behind it, the worst that can happen is abackfire will hurt your fingers.

ports where one can be found. Kind ofmakes bush-piloting and seaplanesuseless , doesn't it?Many of you have attended a safetysem inar and seen the FAA film of theone that got away . Their message isdon't prop, NOT how to do it safely.

Since we all know that in the realworld you are going to do it even ifit 's just priming and pulling it throughto save your battery on a co ld morning .Here ' s how :I. Have your tiedowns , chocks,brakes, competent person inside, throttle cracked and locked - or as manyof these as you can. (If you can't havea competent person inside, MAKESURE you have the tail tied down -HGF)

2. TURN OFF THE FUEL. Youmay have to prime it first , but be surethe fuel is off before you touch theprop.3. If you are just pulling it throughand don't intend for it to start, LEAVETHE MIXTURE AT IDLE CUT OFF,FUEL AND IGNITION OFF , and becareful - it may still fire.

4. If you want it to start, check ignition on BOTH, or if only one mag hasan impulse use that mag (see operationmanual) . The impulse is the click youhear, which triggers a spark past topdead center. Mags without impulsecould give you an early spark and sorefingers. Check MIXTURE RICH,THROTTLE CRACKED , ANDFU L OFF.5 . Before you start be sure you areready to go. Loading passengers andbaggage with the engine running is adeadly practice.

you. Repeat until it starts. When itstarts retreat back to the door - overor under the wing , reach in, tum onthe fuel, and check your oil pressure .

Starting with a weak battery may beaccomplished in one or two ways byusing the starter and a competent person at the controls.

First - most engines have a strongand a weak cylinder. Often the starterwill not tum the engine past the strongone. The trick is to set it up so that thestarter gets a run at it by starting withthe weak one. You can set it up bypriming and pulling it through by hand.Then get inside , cross your fingers,and hit the starter.

The second way takes two competent people. It will work on any cylinder , but is best to set up on a strongcylinder that is followed by one or twoweak ones. The person inside hits thestarter as you pull the blade down. Youhelp the starter get past that first compression stroke and it will usually continue to crank long enough to start.If the engine doesn't start, primesome more and try again until you'resure it's flooded . Now tum OFF THEIGNITION. Put MIXTURE on IDLECUT OFF , check FUEL OFF, andOPEN THROTTLE WIDE. Next carefully tum propeller backwards at leasttwo revolutions for each cylinder.Then reset throttle , mixture, and ignition for GO and try again. (FUEL ISSTILL OFF.)

The foregoing is primarily for carbureted engines. If yours is fuel injected,you may have to modify the procedure.If you have shower of sparks magnetos or automobile ignition, you can't


34/36

Here 's another rare one to stump theexperts. There are several clues thatshould make it easy. The photo is fromthe EAA archives. Answers will bepubli shed in the March, 1991 issueVINTAGE AIRPLANE Deadline forthat issue is February 10 .

Another record was set by thenumber of responses to the MysteryPlane for September. T. C PappyWeaver, who submitted the photo,writes: This is indeed a rare one, theCessna CR-2A racer. The photo wastaken on the first or second day of theChicago International Air Races heldat Curtiss-Reynolds airport on September 1-4, 1933 . t also could havebeen shot on August 31 as Roy Li gge tthad departed Wichita at 4:30 P.M. on

by George Hardie

Roy had no problem qualifying andon September I he ran second in the550 cu. in. event. Roy Minor in aHoward won, Art Chester and GeorgeHague in the Kieth-Rider finished 3rdand 4th. September 2 brought highgusty winds as Roy Liggett took theCR-2A out for speed da shes . Then ina heartbeat , Roy was gone and theCessna racer destroyed. Traveling atnear 200 mph at about 300 feet, theracer snapped into a vicious roll, diving into a cornfield. Several causeshave been suggested. Many believedthe cowl or part of it came loose, hitting the leading edge of the wing andcausing the wing to fail. But othersthought perhaps the gusty windscaus ed overload. Oddly, the racer had

flown only once to my knowledge withEldon Cessna at the controls. The racerwas very short with a small wingspan.This fli ght was in December , 193 1. Itwas back in the air. modified and testflyin g by May , 1932 . Th e original engine was 422 cu. in. 110 HP Warner.which was used through the 1932 season. t bore racer numbers 23 , 33 , 34,35 and just maybe 77 in its career.

As mentioned , this is the onlyphoto of the CR-2A I have seen andI've been searching for others for 37years with no results . If anyone hasothers, I'd like to hear from you. Writeto T. C Weaver, P. O. Box 707 , NewBaden , IL 62265.

Other answers were received fromCharley Hayes, Park Forest, Illinois ;Jeff Shafer, Fond du Lac, Wisconsin;Lynn Towns, Brooklyn, Michigan;Bob Nelson , Bismarck, North Dakota;Elmer Cunningham, East Alton, Illinoi s; R . G. Beeler, Lakeland,Florida; Joseph Tarafas , Bethlehem,Pennsy lvania; Glenn Buffington, EIDorado , Arkansas; Herbert deBruyn ,Bellevue, Washington; Frank Pavliga,Alliance, Ohio; Hal Swanson ,Shoreview , Minnesota; Cedric Galloway, Hesperia, California; John Warren, White Lake, Michigan; LesEverett, Jr. , Crawfordsville, Indiana;Jack Langenfelder , Lawrenceville,New Jersey; and Merle Veverka, Fre


35/36

SPECI LOFFER

Order the two-tape video package and saveBOTH FOR JUST 59 95 plus 3 shipping/handling


36/36

Documents

Vintage Airplane - Dec 1990