Vintage Airplane - Mar 1992

7/27/2019 Vintage Airplane - Mar 1992

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STRAIGHT LEVEL

by Espie Butch Joyce

For those of you who may have missedthe outstanding article by Jack Cox inFebruary's SPORT A VIATIONmagazine on Contemporary Airplanes,you need to pick up a copy and read thisarticle. It is a year by year review of theContemporary class of aircraft that theAntique/Classic Division has voted torecognize as another category within ourDivision. This category covers years1956 through 1960. I just can't sayenough good words about the time andeffort that Jack put into this article. Jack,you are to be commended for doing agreat job. On behalf of the Antique/Classic Division, thanksIn February, we held the winter meeting of the Board of Directors of theAntique/Classic Division. There were anumber of issues and concerns ad

May meeting as the final details areworked out.I received a letter in the mail fromDan Linn, Antique/Classic #16196.Dan wrote me in regards to how muchhe enjoys VINTAGE AIRPLANE andhow he loves flying. He is only 8 yearsold and owns a BC 12D Taylorcraft andsent me some photographs which youwill see next month in this magazine.His letter has prompted me to come upwith some ideas for a contest. Look for

more details in next month's VINTAG EAIRPLANE.Your Antique/Classic Board againvoted to lend our support to PioneerAirport at the EAA Air AdventureMuseum since Pioneer Airport displaysthe type of aircraft that we are mostinterested in. We will be talking aboutthis further at the next Board meeting,but it is our idea to possibly lend oursupport toward the flying aircraft of thePioneer Airport. We would like to seeas many of these aircraft as possible keptin flying condition, to be flown at thePioneer Airport on the weekends for theeducation and entertainment of thegeneral public. Also, the Board votedfor the Antique/Classic Division tofinancially support the ConsolidatedPT-3 project that is currently under wayby the EAA Aviation Foundation. Avery unusual aircraft, this aircraft wasdonated to the Foundation by Buck Hilbert, one of your officers of the Antique/Classic Division. We look forward

to seeing this aircraft flying at PioneerAirport in the near future.Just a reminder to all of the membershipthat this is the year that we will officiallyrecognize the Contemporary aircraft andpark those aircraft in the Antique/Classicshow plane area at EAA Oshkosh 1992.(Judging starts next year.) Pass the wordwe would like to have a good turnout ofthese aircraft so the public and those interested in this era of aircraft can review theseat the convention.As March goes along, we are fast approaching the Sun 'n Fun Fly-in atLakeland, Florida. I encourage all theAntique/Classic members who can, to attend this really good fly-in. I plan onbeing there all week and hope to see asmany of you there as possible. This is onefly-in that I am able to attend and not haveto be that concerned about the everydaymanagement of the event. It gives me an

opportunity to visit around the Antique/Classic area and talk one on one withour membership. I look forward to seeingyou there.During March a lot of people will bereturning their aircraft to the skies. As Imentioned in the last Straight Levelcolumn, I want to encourage everyone tobe especially safety conscious as we goback to the air in the Spring of 1992.Please be careful.Let's all pull in the same direction forthe good of aviation . Remember, we arebetter together. Join us and have it all.....


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EDITOR IAL STAFFPublisherTom Poberezny

March 1992 Vol 20, No.3Vice-President,Marketing and CommunicationsDick MattEditor-in-ChiefJack Cox

EditorHenry G. FrautschyManaging Ed itorGolda Cox

Computer Graphic SpecialistOlivia L PhillipAdvertisingMary Jones

Assciate EditorNorm PetersenFeature WritersGeorge Hardie, Jr. Dennis Parks

Staff PhotographersJim Koepnick Mike SteinekeCarl Schuppel Donna BushmanEditorial AssistantIsabelle Wlske

EAA ANTIQUE/CLASSIC DIVISION , INC,OFFICERSPresident VIce-PresidentEsple 'Butch' Joyce Arthur Morgan604 Highway S . 3744 North 51st Blvd .Madison. NC 27025 Milwaukee, WI 53216919 /427.0216 414 /422-3631Sec retary TreasurerSteven C. Nesse E.E. 'Buck' Hilbert2009 Highland Ave. P.O. Box 424Albert Lea, MN 56007 Union, IL 60180007/373-1674 815/923-4591

DIRECTORSJohn Berndt Robert C. 'Bob ' Brauer7645 Echo Point Rd . 9345 S. HoyneCannon MN 55009 Chlcago, IL007/263-2414 312/779-2105GeneCha$e John SCopeland2159 Carijon Rd. 28-3 Williamsburg Ct.Oshkosh . WI 54904 Shrewsbury , MA 01545414 /231 -fiJ02 508 /842-7867Phil Coulson Geo


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MAIL

BONUS MYSTERY PL NEHaving been a member of our Danbury (CT) EAA Chapter 130 for abouttwenty years and ofEAA for maybe ten,I come to you to seek some help andinformation. I can't think of a placewhich could be more able and willing totackle this.Enclosed is a photograph of myGrandfather, boarding his aeroplane,yet I know very little about it. It isAustrian for sure, south of Vienna, Isuspect before or during the first WorldWar. I have been unable to decipher theairplane wheel, resembling an actualsteering wheel. Note the landing gear,four wheels and a great amount of wire

bracing supporting the mono-wing.Looks like a lube-oil tank above and anenormous propeller up front.I would love to get all the informationI can on this airplane and possibly builda replica.Sincerely,Michel Fithian55 Oscawana Lake Rd.Putnam Valley, NY 10579

After Dennis Parks and I researchedthis in the Boeing Aeronautical Library,we were able to identify the aeroplaneas a Lohner-Etrich, probably around

YOUNGBLOODIt's a thrilling day when my EAA

magazines come in. I really enjoyVintage Airplane.I went flying with my daughter Jinaand as she was pre-flighting our PA-15


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Cessna Owner Organization receive an application or obtain moreP.O. Box 337 information on Air Academy activitieslola, WI 54945 and scholarship possibilities, contact715/445-5000 or 800/331-0038 the EAA Aviation Foundation's EducaFax 715/445-4053 tion Department, EAA Aviation Center,Magazine: Monthly P.O. Box 3065, Oshkosh, WI 54903I WScompiled by H.G. Frautschy

PIONEER NEWSAs detailed in the March issue ofSPORT AVIATION, EAA 1, PaulPoberezny is spearheading the buildingof a Consolidated PT-3 for the EAAAviation Foundation to be used atPioneer Airport. Our own Buck Hilbertgot the ball rolling a few years ago whenhe donated a set of wings, ailerons, tailgroup and center section of aPT-I . Forgotten by many over the years, the PT-land PT-3 were the primary trainers usedby the Army Air Corps in the timeperiod between the Curtiss Jenny andthe Stearman PT-17. A full size recreation of a PT-3, using many of theseoriginal parts donated by Buck, is nowin the process of being constructed.Since this aircraft is being built with theintention of being used at Pioneer Airport as a flying display airplane, thedecision has been made to power it witha 220 hp Continental, as opposed to thehard-to-obtain Wright J5 that originallypowered the PT-3. f any membershave a Continental R-670 on hand thatthey would be willing to part with,either to donate or sell at a reasonableprice, contact Paul at EAA Headquarters, 414/426-4800. To be useful tothe project the engine should at least bein good enough condition to be overhauled. The Antique/Classic Board ofDirectors voted during the last boardmeeting to donate $4500 towards theproject. Generous donations have alsobeen made by Gary Levitz of Park City,

Dues: $36.00 per yearPiper Owner SocietyP.O. Box 337lola, WI 54945715/445-5000 or 800/331-0038Fax 715/445-4053Magazine: MonthlyDues: $36.00 per year

These two organizations cover theentire spectrum of their respectivemanufacturers output, from the earlyCubs and 140s to the 206 and Malibu.

CULVER REUNIONATSUN'NFUN

f you have a Culver, and areanywhere near the Lakeland, Floridaarea during Sun 'n Fun, you may wishto take part in a Culver get together onApril 8th . Contact Dan Nicholson713/351-0114 for more information. 'PARKS AT EAA OSHKOSH '92As Parks College of St. Louis University nears its 65th anniversary, plans arebeing made to kick off the celebrationduring EAA Oshkosh '92 with a display

of every type of airplane that Parks hasused during flight training - a TravelAir, Stearman, J-3 Cub, Ercoupe,Cessna 150/152 and as their premieredisplay, a 1929 Parks P-l. An effort isnow underway to obtain the last remaining Parks P- l for permanent display atthe College and to also be the centerpiece of the celebration during the Convention. Special recognition is beingmade to donors of $50 or more. If youhave an aircraft that was flown by ParksCollege , are willing to allow your

3065 or call 414/426-4888 or 426-4800.The EAA Canadian Council will administer a $400 scholarship, providedby the AVEMCO Insurance Company,to help bring a 15-17 year old Canadianaviation enthusiast to the EAA AirAcademy '92. For more informationcontact EAA Canadian Council, e ~Walker, Chairman, 2348 Gamet St,Regina, Sask. S4T 3A2

EAGLES PASSINGTwo elder statesman of aviationpassed away recently - Ole Fahlin andBernard Wiplinger.Ole Fahlin (A/C 511), 90 years old,

passed away in Gilroy, CA. Ole enjoyed a lifelong career in aviation,learning to fly in post-WW I Germany,serving in the small Swedish Royal AirForce flying war surplus Albatrosses.After coming to America in 1924, Fahlin barnstormed around the Midwest.While barnstorming, he decided hecould make a better propeller, and acompany known for its fine props wasborn. After making props for a numberof years, Ole went to work for Lockheed, and retired in the late 1960 's .Renewed interest in wood props for theantique and homebuilt market resultedin Fahlin restarting his propellermanufacturing, and his props were onceagain sought after for their craftsmanship. Ole's propeller traditions arebeing carried on by Guy Watson ofWatson Mark Company of San Jose, CA. InOle's later years, he trained Guy in thefine art of propeller manufacture.

Bernard (Ben) Wiplinger, age 76,


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V I ~ T ~ 3 ~ L I T ~ l ~ T U l ~by [ ennis Val"k.s

I Libl"al"Y / .Al"chives[)il"ectf)1"

THE GUGGENHEIMSAFE AIRCRAFTCOMPETITION (Pt. 2 RESULTS

The opening date for receivingentries for the competition was September 1, 1927. Entries were fmally closedon September 1, 1929. The list ofentrants steadily grew until, when it wasfmally closed, no less than 27 entrieshad been received and accepted. In theend, 15 aircraft were actually deliveredto Mitchell Field to take part in thecompetition.It had been hoped that the entriesactually would be presented for testswell before the closing date for theirarrival, the end of October 1929. Indeed, it had been anticipated that itwould be possible to carry out most ofthe tests during the spring and summerof that year.In fact , only one entry (the HandleyPage) had been presented up to the endof August and it was well on into themonth of October before the majorityarrived. Several competitors had difficulty in delivering their entries by theclosing date and a number of airplanesthat were a few days late were allowedto have a try at the qualifying tests.The tests in the competition wereconducted by the Guggenheim Fund'spilots Thomass Carroll, former NACA

specified time limit, even after this wasextended. t was thus eliminated. Theentry of James McDonnell wasdamaged in a test flight while beingflown by McDonnell. His entry wasknown as the Doodlebug. The Curtiss Tanager was the only entry to passall of the qualifying requirements, thusis was not necessary for the Fund toholdthe final competitive tests which wereplanned to ascertain the winner on apoint basis.The January 11 issue of AVIATIONpraised the Curtiss entry: The passingof eighteen qualifying tests by the notunusually radical Challenger poweredTanager, is generally regarded a hightribute to Curtiss engineers and in particular Robert R. Osborn, the one mostresponsible for the design. Wing slotswere placed on the Tanager along bothupper and lower wings, and the trailingedges of both wings were equipped withflaps. These flaps were controlled by acrank operated from the pilot 's cockpit.Especially striking were the ailerons,offull floating type which were placed atthe tips of the lower wing. t is reportedthat the Curtiss company plans producing commercial craft with Tanager features.

GENERAL COMMENTS

the Curtiss and Handley-Page, approached very closely to the standarddesired.Certain features of the airplanescompeting proved themselves valuablefor specific purposes, but no opportunity was had to thoroughly investigatetheir effect on performance at altitudeeither in climb or level speed.It is believed that the followingdevices, all of which are to be found oneither the Curtiss or Handley-Pageentries, are worthy of incorporation onvarious types of aircraft or of furtherstudy: 1. Automatic leading edge slots.2. Flaps, either automatic or manuallycontrolled. 3. Floating ailerons. 4.Long stroke oleo landing gear. 5. Extreme range adjustable stabilizer. 6.Brakes.QUALIFYING REQUIREMENTS

Of all the aircraft which actually arrived at Mitchell Field during the lastfew months before the closing of thecompetition, only three met the requirements. These were the Curtiss, Handley-Page and Command-Aire entries.The following comments are quotedfrom the Fund's report.PERFORMANCE: The maximumspeed requirement (110 mph at fullload) rather surprisingly proved to be


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formance. The Curtiss, Command-Aireand Handley-Page passed this test.USEFUL LOAD: All aircraft carried the specified useful load of 5pounds per horsepower. On several ofthe entries it was necessary to increasethe useful load above this figure in orderto have sufficient fuel available for testing.ACCOMMODATION: Only oneof the airplanes submitted was considered unsatisfactory as regards accommodation for the pilot and observer.

tion in spite of failure to provide adequate accommodation for pilot and observer. SAFETY TEST ANDDEMONSTRATIONSMINIMUM FLYING SPEED :Both the Curtiss and Handley-Page

entries were able to maintain level andcontrolled flight at airspeeds below 35mph. The Command-Aire entry, theonly other airplane to meet the Qualifying Requirements failed on this test bymph, a very considerable amount.

Both airplanes met the requirements,the Handley-Page being superior to theCurtiss in this test, in spite of the factthat the brakes were more readilyoperated in the Curtiss entry.LANDING IN CONFINED SPACE:The Curtiss and Handley-Page entriesboth were tested. The Handley-Pagefailed to meet the requirements whilethe Curtiss was successful. One reasonfor the failure of the Handley-Page wasthe fact that the landing gear was notrugged enough to permit landing from


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too severe. For this reason the anglespecified was modified from 16 to 12degrees by unanimous approval of allCompetition officials.STABILITY: Both the Curtiss andHandley-Page entries were determinedto have reasonably satisified the conditions of longitudinal stability, althoughneither airplane was perfect under allconditions.The Curtiss entry passed the generalstability requirements, but the HandleyPage was only satisfactory whentrimmed at airspeeds of about 60 to 80mph. At other speeds a slight disturbance would cause the airplane to eventually go into a steep left-land spiralwhich gradually steepened with increasing airspeed.

CONTROLLABILITY: Whileboth the Curtiss and Handley-Pageentries were assumed to be controllableat all throttle settings and were probablymore so than any other types, neithercould be controlled perfectly at the stall.The Curtiss, due to the fact that the flapswere manually operated, was better thanthe Handley-Page in this respect.

When stalled under power, theformer would drop the nose, pick upabout 3-5 mph and again return to thestall, continuing this cycle apparentlyindefinitely. Lateral and directionalcontrol appeared good at the stall underany slot or flap adjustment.

The Handley-Page under powerwould, when stalled, do one of twothings. f completely stalled so that thenose dropped, the slots would close andthe flaps move up, which resulted in thespeed rising some 10-15 mph in a shortdive before sufficient control wasregained to again stall the airplane.

When flown steadily just abovestalling speed, a slight disturbance oftencaused the nose of the plane to swing,usually toward the right. After stalling,he Handley Page passes by one of the observation towers during performancetesting. You can plainly see the deployed flaps and slats in this view.


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-

- -

TABLE OF FINAL DATA

Mini- Landingini- over Steepest Full Wing Powerum Take Flattesraxi- Ilat e of mum obstruc- Take off over glide Empty Useful load Rated load ing loading1imo:lt hori gliding Land- glideum(de- weight horse (Ibs. peri on off run obs tacle (de- weight loadpeed 1000' zOlltal speed (Ibs'r,errun (Ibs.)eet) (feet) (feet) (feet) grees) (Ibs.) (Ibs.) power sq. I. ) h.p.)m .p.h. ) (m.p.h.) grees)ft / min) speed(m .p.h.)

. .. . 1,100 550 1,650 110 9.7 15.0. . . . . . .. . . . . . . . . . .. .. . .Alfaro . . . . . . . . . . . . 108.6 - . -. 7.1. . . . . - . 1,179 486 1,665 90 18.5. . . . . . . . . . . . . . . . .. . . . . .. Bourdon. 103.3 - .. - . .

. . . . 451 1,656 90 6.5 8 1. . . ' . . . . 1,205. Brunner Winkle . . 106.0 Fie ld b ut wi t hdrew. Burnelli red atppea

170. , . . . . . . . . 1,482 85 1 2,333 9.5 13.7. . . . .. Command-Aire. 114.8 900 46.0 " . . . . .1,773 8.7 19.7,303 470 90. . . . . 4 1.0. Cunningham.Hall . 94 .2 44.0 . " 13.2 880 2,859 176 8.6 16.37 .1 293 295 500 6 1,9 7900 30.6 90. Curtiss .. 111.6

r-500 1,600 90 8. 1 17 .3,100. Fleet. . . . . . 108.6 610575 2,125 115 7.3. - . . . . . . . . . . 1,550 18.52 1. Ford-Leigh . . . . . . . -. - . . .

Field b lit wit hdrew0. Gates .. . . . . Appea red at12.8 2,156 155.6 7.41 2,4 82 320 290 44 0 7.2 1,378 77 0 13 .930 39.71. Handley- Page . . . . 33.4

-n Righ ted in demon strat ioirpla ne eras2 . McDonnell . ... . . - .

13. Moth .. . . . . . , red at Field b lit wit hdrewppeatn ary Righ tirpla ne eras hed in prelim4. Schroeder-Wentworth ..

1,667. . . . . . . . . . . . . . . . . . . . 1,197 470 90 9.5 18.55.5 5 15. Ta ylor . . ... . . . . 10 8.5 . . .. .

like being a fiasco except for oneEnglish entry, the committee evidentlyrelaxed the most essential rule, namely,that if a machine was not ready in time,it must be put out. Consequently a number of aeroplanes which arrived a fewdays late were allowed to have a try atthe qualifying tests.Very soon the fact became evidentthat the only two machines which had ahope of passing the conditions of thecontest were the two machines withslots, the Handley-Page and the Curtiss.Between the two machines there wasthe important difference that whereasthe flaps on the trailing edge of theHandley-Page were interconnectedwith the slots, and so worked automat

This would have put the Curtiss outof competition altogether, and so apparently, to prevent the competitionfrom shutting down forthwith, the committee altered the rule to read that afterdiving the machine must right itselfwithout the controls being handled, except those operating the safetydevices.As there happened to be only oneentrant whom the rule could effect, thealteration had the unfortunate look ofhaving been altered especially for thebenefit of the Curtiss entry, whichwould otherwise have been put out ofthe competition.Obviously unless these rules hadbeen altered, the competition would

the face of Science.HERITAGESlots, flaps and floating ailerons, fundamental changes in wing design whichreceived marked attention during theSafe Aircraft Competition were conspicuous by their absence from production aircraft during the 1930s. TheCurtiss Company considered adaptingits floating aileron to commericalmodels but held up its plans.Some designers considered thedevices as just so many gadgets thatneeded maintenance to be kept in working order. Others felt they offered adistinct aerodynamic advantage but thatthe market was not ready.The impact was so small that the use


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Aircraft RestorationandFAR 21.303

The preparation of this article wascoordinated with the office ofthe AircraftMaintenance Division of the FederalA viation Administration. Our thanks tothe FAAfor helping us clear up what hasbecome a confusing issue for many res-torers during the past year.

A little over a year ago, an articleappeared in Aircraft Technician magazine written by an employee of theFAA in Washington, D.C. The contentsof that short article dealing with therestoration of an Aeronca Champ wingspar has caused a number of airplanerestorers quite a bit of trouble, as theyfound that the interpretation of FAR21.303 had apparently been changed.They were taken by surprise when theFAA appeared to reverse a long standing approval policy, and would notallow the restoration of a spar usingaircraft quality wood and the originalspar as a guide. As it turns out, FAAmanagement never intended to changetheir policy. Within this article, we willclear up the confusion regarding whatyou can and cannot do during the restoration of your aircraft.Within the FAR's, there are manyregulations concerning the maintenanceof a Type Certificated airplane, but to arestorer, nothing is more important thanFAR 21.303. To refresh your memory,

by H.G. Frautschy(2) Parts produced by an owner or

operator for maintaining or alteringhis own product. (Emphasis ours HGF)

The key part of that regulation isparagraph b Without exaggerating,that paragraph is the rule that makespossible the restoration of older aircraft.Without this FAR, it would be very difficult, if not impossible, to make replacement parts for antique and classicaircraft. When an aircraft is restored,there are times when the engineeringdata is simply not available, for a varietyof reasons - the company may not exist,copies are not available from the FAA,or the current type certificate holdermay not be willing to allow the drawingto be released. (These days, the currentholder of the Type Certificate generallywill claim they are unwilling to releasethe drawing based on product liability.)An interesting sidebar must be addressed at this point concerning the currency of an available drawing. Unlessan AD has been issued against the particular part in question, the individualrestoring that part is obligated to useonly the blueprint and any added notesthat were in effect t the time his aircraftwas manufactured. It would seem a bitridiculous to require a part to reflect allthe subsequent changes made to afuselage structure, for instance, that

that there was no proof available todetermine that the restored spar wasequal to or better than the original, unless the part could be compared againstthe manufacturer's blueprint, which atthat time was believed to be unavailable. FAR 43.13 requires that:43.13 Performance rules (general)(a) Each person perfonning maintenance, alteration, or preventive maintenance on an aircraft, engine, propelleror appliance shall use the methods, techniques, and practices prescribed in thecurrent manufacturer s maintenancemanual, or Instructions for ContinuedAirworthiness prepared by its manufacturer, or other methods techniques ndpr ctices ccept ble to the ad-ministrator except s noted in FAR43.16. (Authors note: Emphasis ours.For our purposes, 43.16 has little if noadditional impact.) He shall use thetools, equipment and test apparatusnecessary to assure completion of thework in accordance with accepted industry practices. If special equipmentor test equipment or test apparatus isrecommended by the manufacturer involved, he must use that equipment orapparatus or its equivalent acceptablet the Administrator.(b) Each person maintaining or altering, or performing preventive maintenance, shall do that work in such amanner and use materials of such


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ner equal to, or better than, the originalin a way that is acceptable to theFAA in accordance with FAR 43.13.That part of the FAR is the area that isgenerating the problem. For more than40 years, it has been acceptable for anaircraft restorer to use the old originalwood spar of his airplane as the patternto make a new one out of aircraft qualityspruce. Stating on the Form 337 that theold spar was used as a pattern, that thespar was made from aircraft qualityspruce meeting XYZ Spec and that allthe old fittings were cleaned and inspected was, in the past, consideredmanner that is acceptable t the Ad-ministrator. Regardless of the statements made to the contrary in the pastyear, it is still an acceptable method ofrepairing a wooden sparred lightairplane, according to Larry Kephart,Manager of the General Aviation andCommercial Branch.

If you use material that is sold to you asconforming to an accepted industry standard, say, for instance, a Military Specification Mil Spec) such as Mll..-S-6073, youare under no further obligation to ensurethat the manufacturer or supplier has indeed complied with that specification. Asa matter of personal information and in theinterestof self-preservation, you will mostlikely inspect your purchase as you do anyother part of your airframe, but you, as therestorer, do not have to certify that theproduct meets the Mil Spec, if it is soidentified. By using material that isaircraft quality by virtue of it meeting anaccepted industry standard, you have metthe major criteria for your part to be approved for a return to service by your AI .

Remember, however, that no onewithout a PMA can supply an individualwith a piece of wood described as aSpar . Unless the item was manufactured under a PMA, you simply have apiece of wood with which you may be

drawings, the original part, and anyother supporting documentation . Itshould be noted that one of the tests inquestion, a Brashness Test (a testdetermining the toughness of a sampleof wood), is currently included as a requirement within MIL Spec MIL-S6073. (MIL-S-6073 supercededAN-S-6 in 1950.) This test is called outin later Champion specificationsdetailed on the Champion, but notAeronca prints of the same part.

Supporting documentation can take avariety of forms, including the originalpart. Needless to say, the nature of thepart will determine if t can be safelyreproduced. It does not seem likely, forinstance, that anyone, even someone withthe knowledge, is going to be sandcastinga new crankcase for his or her 65 horsepower Continental. But based on the trackrecord of aircraft restorers for the past 40or more years, it does not appear to beunreasonable to expect that a new rudder,or a new elevator, could be constructedusing the old one as a pattern, using thesame materials as the original as defmedin the maintenance manual. The same canbe said for the wooden spar of an olderairplane. This type of repair has beensafely done on light airplanes for many,many years. No one s going to be moreconcerned with the safety of his or herown airplane more than an aircraft restorer, and his or her expertise coupledwith the knowledge of his or her AI has,for a number of years, been sufficient toensure the safe reconstruction of theseolder airplanes. Many of these airplaneswere hand-built, necessitating the individual fitting of an elevator, for instance, to a stabilizer. Certainly, asproduction methods became more sophisticated, parts were made that fit better andallowed interchangeability, but the basicfact that a human craftsman produced thepart has not changed for over a generation.

an AI to manufacture a part and then sellit to you for use on your plane - thatwould violate the FAR governing theissuing of Parts Manufacturing Approval. Paragraph (b) of FAR 21.303was put in place to all ow the restorationof an airplane, but not as a method toallow individual A&P's or AI's to circumvent the rules governing PMA's.An A&P or AI can, however, supervisethe work done by a owner/operatorduring the reconstruction of a part.Remember that if the work constitutes amajor repair, a Form 337 must beproduced and signed off by an AI.

There have also been questions concerning the legality of a partreproduced in this manner. In the past,the statement has been made that a partmade this way is a bogus part. Abogus part is one the origin of whichcannot be traced, or is not made in accordance with the FAR's. Since theconstruction and installation of the partwould have to be approved by an AI,and then subsequently by the FAA if aForm 337 was required, the part wouldthen be an approved part for installationon that particular model and serialnumber aircraft. The approval wouldnot extend to any other aircraft of thatmodel in the same manner as a PMA,since it is a one time approval, but otherrestorers could use the same information to present to their AI for an approval of a simi lar installation.

To put all this in perspective, it shouldbe pointed out that the ability to restoreour aircraft using FAR 21.303 as thebasis for restoring a part is a right thatshould be guarded by not abusing therule. By carefully producing a part foryour own airplane, and following appropriate FAA and industry standards,it seems reasonable that many parts foryour airplane can be safely restored.Remember that in the first place, these


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nd aneorgby H.G. Frautschy and

Mary Jones,NBA Executive Director

When George Bush was elected President in 1988, he became the second U.SPresident to have been an airplane pilot. (Dwight Eisenhower has the distinctionof being the first president to hold a civilian Private Pilot license.) Inspired byan article published in the "Naval Aviation Museum Foundation magazine,the National Biplane Association began a search for aircraft flown by thePresident during his first days as a Naval A viator. Six of the airplanes flown byMr. Bush have been located by the newly-retired Executive Director of the NBA,Mary Jones. Our thanks to her and NBA's Charlie Harris for providing thephotos and material for this article.

George Bush began his days as a WWII Naval A viatior training with primarytraining at NAS Minneapolis. As luck(and some would say bad timing!)would have it, he began his training inthe late fall of 1943, which meant heflew throughout most of the winter of1943-44. That must have been a chilling experience for anybody involved inflight training in open cockpit biplanesat that time!The National Biplane Associationhas located 6 of the biplanes that thePresident flew, 5 Stearmans and 1 N3N3 The N3N was flown on a short flightby Mr. Bush during his advanced training in the SNJ, and is currently ownedby Dr. Richard Schmidt and his wifeDebbie of Del Mar, California. Dr.Schmidt has all the logs to his airplanesince it left the Naval Aircraft Factoryin 1941. Two years later, George Bushand a Lt Hammer flew the N3N for ashort twenty minute flight.Before he flew the N3N, though ,

were flown prior to his successful completion of primary training after 82.5hours, with 61 flights under his belt.Enter the National BiplaneAssociation's Mary Jones. A biplaneowner herself, (she owns and flies anN3N), she began searching for theplanes that Bush had flown during thattime. A notice was put in the NBA'sBiplane News , and within a few

weeks, C.J. Alexander of Phoenix, AZgave her a call. "I think I found one ofBush's biplanes" was the opening Maryhad been looking for. It would not be aquick reference to the FAA register thatwould confirm it, though. The Navyassigned its own serial numbers to theirairplanes, even though the manufacturerhad also given the plane its serial number. Fortunately, Ken Wilson, theStearman Restorer's Association his

torian, had published a cross referencelist in the SR Outfit Newsletter thatincluded both the Navy Bureau numberand the manufacturer's serial numberWith additional help from the FAAAircraft Registry office in OklahomaCity, the National Biplane Associationscomputer database, and Larry Wilson ofthe National Air and Space Museum inWashington, five biplanes flown by thePresident were found listed on the current register. Here they are:N2S-3, N75032, Serial No. 75-6543,Navy Bureau No. 05369. Currentlyowned by retired TWA Captain John W."Jack" Parker of Essex, CT, the Stearman is flown all over the Northeast attending airshows.N2S-3, N1222N, Serial No. 756782, Navy Bureau No. 05369 hasbeen owned by the same individual


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President Bush looks over the Stearmanhe flew during his training in 1943 "Itbrings back a lot of cold memories Iflew it in Minnesota in January " Mr Bushrecalled. Later, he signed a copy of theairplanes logbook with the notation "49years later".

since 1946 - Charles Henderson of Junction City, OR. John has over 10,000hours in that particular airplane performing crop-dusting. The airplane hasbeen in storage since 1968, and he hasno definite plans concerning restorationof it at this time.N2S-1, N50061, Serial No. 75-1124,Navy Bureau No. 3347 is owned byRobert Hood of Carthage, MO.N2S-3, N75032, Serial No. 75-6543,Navy Bureau No. 05369 is owned by

c:og


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jill And Clair-e

by Nann Petersen

This is a story of a 22-year love affair- not with a woman, but with anairplane The man is William (Bill)Nutting (EAA 54248, IC 283) of Prescott, Arizona, and the airplane is WacoSRE, NC1252W, S N 5153 . Thewoman in his life is Bill's lovely wife of43 years, Claire, a true airplaneaficionado, just like her husband.This air-minded couple brought theirbeautiful yellow and black Waco Emodel cabin to EAA Oshkosh '91 tocomplete a trip that had its actual beginnings in 1988 Perhaps just icewas admirably served whenSRE garnered the Outstanding ClosedCockpit Biplane Award during the finalevening awards program at the Theater

Their first move was to the San Francisco Bay area where Bill worked forRheem Manufacturing. In 1953, theybought their first airplane, a 125 Swiftthat had landed on its belly and needed

Bill Nutting and his bride Claire sha re amoment with their aco SRE

came the family "hack" for trips up anddown the west coast and into Mexico.The three children were small enough tofit into the rear seat and still remainbelow gross weight. Claire took thewell-known "pinch hitter" course in thisMooney so she could land it in case ofemergency . Both have many fondmemories of this airplane and the manyexcursIOns.Other aircraft owned by the Nutting

family included a twin-engineCessna Skymaster (business purposes), a Lake amphibian (amphibiousinstruction) and a Slingsby Dart (singleplace sailplane). These varied types give usa good insight into the unusual abilitesand varied interests of Bill Nutting.


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Working feverishly over the next two coin-operated TV screen game .

came down hard in the Yerington,Nevada, city dump Bill was badlybanged up with head and facial injuriesplus two broken ankles. n this condition, he walked two miles to a farmhouse to summon help. He told theofficers the plane had crashed about 300yards away, however, they could notlocate the wreckage. Only when theywalked over two miles did they fmd itAfter spending time getting all thebones set in the hospital, Bill was oncrutches for several weeks before hecould get around properly . Threemonths later, he was back flying charteragain However, the accident hadstarted Bill and Claire thinking abouttheir purposes in life, so they flew toRedlands, California to explore the Missionary Aviation Fellowship (MAF)and its worldwide program. They spenta year learning the administrative end ofthe business and were assigned to theMAF in Nairobi Kenya as administrators from 1981 to 1985. BothBill and Claire admit this was a fascinating and extremely worthwhile experience for both of them.

n October, 1982, while on vacationfrom their African assignment, Bill wasflying the SRE with his son, Craig, outof the Redlands, CA airport. The driedseals had allowed oil to leak onto thewindshield and the active runway wasdirectly into the sun. Bill brought thebig cabin Waco in for a landing withforward visibility almost nil. The slight

>< crosswind caused the airplane to driftsideways, just off the runway. AtQ.8 touchdown, the left gear caught in a hole:.:E which sheared the gear off the airplane.=; The right gear went next nd the SRwent sliding down the runway apron onits belly Both lower wings werewrecked along with the propeller. twas not a good day.The Waco was stored in a hangar


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A VIAnON contributed the necessary


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finish on the Waco came out to a bril

One of the classiest Wacosever built the aco SR iselegant from every angle.

Ready to fly to the big EAA Conven

who quite frankly marveled at the stubbornness o this would-be pilot. Luckily, the heart attack was tempered byBill's excellent physical shape from tennis and golf, but best o all - he had quitsmoking some ten years previous Thedoctors told him flat out that this savedhis life Eventually, his third classphysical was reinstated (with a yearlystress test) and preparations were madeto attend the 1991 Oshkosh Fly-In.In late June o '91, Bill and Claireflew the SRE from Arizona to Ohio toattend the annual Waco Fly-In with allits historical pomp and circumstance.They readily admit it was a really fmeexperience and they met both old andnew friends. From Ohio, the SRE wasflown to Oshkosh and placed in DaveJameson's hangar until the time camefor the EAA Fly-In. (Blessings on you,Dave Jameson). Meanwhile, Bill andClaire toured northern Wisconsin andsaw country they really enjoyed beforereturning to the Heidel House at GreenLake, WI for the duration o the convention.During the fly-in, Bill and Clairefilled in the many details on the Wacoas it quietly posed among the manybeautiful antique airplanes on WittmanField. NC1252W was built in September 1941 as an HRE (Lycoming R-680engine) and was subsequently converted to an SRE with the R-985 enginein 1946. There are presently four SREWacos on the FAA register with a fifthbasket case in California. Only threeare flying out o the approximately 25that were built in the pre-war period.The normal cruise is 175 mph burning20/21 gallons per hour o 80 octane fuel.Bill also burns lOOLL when 80 is notavailable. To date, the Waco has about920 hours on the airframe and just over100 hours on the engine. (This is alowtime airplane for 50 years o age )


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Not if Jim Minor and the ContinentalAirlines Historical Society have theirway After the DC-3s were retired, thePresident and CEO of Continental, JoeD. Corr, called Jim Minor and asked ifhe would like to see something goodhappen to the airplanes. Mr. Corr feltthat a project like the DC-3 would be aneffective way to bring together and uniteall the various organizations that hadbecome Continental Airlines. As anFAA DC-3 designated examiner withover 7,500 hours in the type, Jim certainly was qualified to fly a -3, but morethan just technical expertise would berequired to meet the challenge of restoring and maintaining the airliner. AfterCorr's inquiry, Jim went to meet withcompany officials. He had no idea thathe would become the nucleus of theorganization, but he was their man, sooff he went to pick out three DC-3s aspossible subjects for restoration to theContinental configuration. While hewas down there, two of the three hechose were sold, so he wound up withhis third choice, NC25673. Manufactured in 1940 by Douglas in SantaMonica, it was delivered to AmericanAirlines and designated as Fleet Number 73. In honor of one of the cities itserved, the silver with orange and bluetrimmed Douglas was christened theFlagship "Big Springs". After a stintwith the U.S. Army from 1942 to 1945,the DC-3 was returned to American,who stored the Flagship until November24, 1947, when it was sold to a smallstart-up feeder airline then known asTrans-Texas Airlines. Jim Minor related an interesting story concerningairline operations in those days. WhenTrans-Texas started after the SecondWorld War, to support its growing fleetof DC-3's, it purchased 200 Pratt &Whitney R-1830s surplus from the WarAssets Administration, and stored them Preparing to depart on the photo mission during EAA Oshkosh 91, Tim Ruhl checks the


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engine work and a new tail wheel (theold one had been broken oft) but it wassoon airworthy and ferried from storagein Florida to Houston's Hobby airport.The exterior was stripped in New Iberiaand after some sheet metal replacementand other structural fixes were made, anew paint job was applied to match thelivery of Continental Airlines as theyflew them in the 1950s. It would be ayear before the silver and white Douglaswould fly again. That year was spentdedicating an enormous amount ofvolunteer time to restoring the Douglasairliner to show condition, a process thatcontinues whenever time and resourcescan be brought together.It was then on to the interior, alsodone in the style of the 1950s. All sortsof other mechanical work had to be doneto the airplane, including one of the

When we saw the DC-3 during EAAOshkosh '91, we were greeted by oneother lovely addition to the cabin, alsodecked out in 1950's airlines fashionSherrill Dickey, a current ContinentalAirlines Flight Attendant (She alsohappens to be Captain Minor's wife )Sherrill shares the enthusiasm of thecrew who brought the DC-3 to the Convention, and really enjoys sharing thehistory of the airliner with the throngsof admirers who climb the stairs toglimpse into the cabin. She also undertook the task of training current lineflight attendants to crew the airplane,and also would retrain members ofContinental's "Golden Penguin" club towork the airliner. The Golden Penquins? That's the association of retiredflight attendants from the airline. (Penguins can't fly, remember?) Many have

After participating in the Transport aircraftfly-by during EAA Oshkosh 90 Tim Ruhland Jim Minor taxi in with the big Douglas.Jim says it was one of the greatest thrills inhis aviation career to participate in theworld s largest airshow.

volunteers, and the efforts of one man inparticular, Tim Ruhl. Tim's donemore work on this airplane than anyother pilot, and that is why he is mynumber 1 Captain." Tim and Jim haveknown and flown with each other for anumber of years - when Jim moved upto Captain in 1964, he was assigned anew co-pilot, Tim Ruhl. They put a lotof time on -3's in the years that followed, and the years of workingtogether show. When it's time to fly,they communicate with a series of handgestures and finger movements thathave been honed by years of non-verbalexpression in a noisy cockpit. I'm notso sure that if you clamped a pair ofnoise-cancelling headsets on their headsand plugged them into an intercom, thatthey would quite know what to say toone another when flying the Douglas


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a."t:j louCruising serenely over the east side of Lake Winnebago, the Continental Airlines Historical Society's Douglas DC-3 reminds us all ofthe days when point-to-point transportation was done t an altitude when you could still m ke out the cars on the highways andthe cows n the barnyard.DC-3 school.Both Tim and Jim look forward to arestoration of the cockpit, but don't lookfor a major revision to the layout ordesign - they like it pretty much the wayit is, and I agree. When you climb intothe cockpit, you're immediately comfortable. Oh sure, there's a hydraulicfluid drop here, and a bit of chippedpaint there, but this isn't a fresh newautomobile, it's a DC-3, an airliner, aworking machine. You step back a fewyears, when it might have been the placeto hang your new hat with three stripes,waiting for the man with the four stripeson his sleeve sitting in the left seat togive you that shot at landing the bigtaildragger. You can sense the aura thatnew co-pilots must have felt when theywere assigned to their first airplane after

helpful in allowing us to sell thesethings under the wing of the airplane,which made it possible to bring it uphere," Tim said.Other organizations have helped theSociety with their bills, including agenerous donation of 20,000 gallons offuel from the British Petroleum company. The Society also enjoys strongsupport from the highest levels withinContinental Airlines, although financialsupport from the airline has had to becurtailed in recent months as Continental struggles with the aspects of Chapter11 bankruptcy. N25673 spent the wintermonths at the Lone Star AviationMuseum in Galveston, Texas, resting incomfort as the next airshow season approaches. It is hoped that this summerthe shiny Douglas airliner will again

when it was donated to the FordMuseum in 1975.)The Society has again been allowedto lease the DC-3 from the parent company for a meager amount of cash(how's a buck a year grab you?), and theex-Eastern Airlines aircraft will soon beleaving New Iberia to be tackled by acrew of enthusiastic volunteers.Will we see the Continental DC-3again at Oshkosh? If Jim Minor andTim Ruhl can make it happen, you canbet that they will be there . Perhaps Jimwill be able to visit Oshkosh with histwo sons, Mark and Cris. Both arepilots for USAir, Mark the Captain of aDC-9 and Chris a First Officer of a737-400. Jim's face lit up as he saidI've been an airline pilot for 32 years,and never in my life did I think that I


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uel Tank Testingy ruce PattenEAA37956RFD 2 Box 2980Oakland ME 04963

While attempting to pressure test myTaylorcraft wing tanks I was unable tofind a filler cap that would seal airtight.My solution was to install a surgicalglove secured with a rubber band overthe filler neck rather than pressurizethe tank through the outlet. The fittingshown here is a device I had madepreviously for blowing downautomobile cylinders. The pressuregauge you see on Bruce's fitting is notabsolutely necessary when using theglove.-HGF) The key part of it is atire valve brazed to a pipe bushing.The surgical glove is a cheap substitutefor a difficult-to-find sensitive pressuregauge and provides a very visibleindication at the low pressure necessaryto prevent damage to the tank. 2 to 3psi is all that is needed to leak check atank - any more and you risk deformingit. - HGF) seams by brushing on soapy water andThis system holds pressure for ample looking for bubbles. In fact it is tighttime to throughly inspect the tank enough that the glove will deflate when

the workshop cools down at night andreinflate itself when the woodstove isstoked up the next morning.

Readers are invited to submit entries to EAA Hints For Homebuilders Att: Golda Cox EAA Aviation Center P.O. Box3086 Oshkosh WI 54903-3086. Entries will be reviewed by a panel of EAA judges. Readers whose hints are published inany EAA magazine will be awarded one of three monthly prizes by Snap-on Tools - a 3/S Drive Socket Wrench Set a


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WI-tAT )UI2 , ~ , ( j ~ I 2 ~ A I 2 ~ 1 2 ~ ~ T ( ) I 2 I ~ f 3by ) r m Veteren

Dr. Ed Garber s Fairchild 22 C7BA recent addition to the flyable ranksof antique airplanes is this 1932 Fairchild 22 C7B, NC12670, S N 1500, restored by Dr. Ed Garber (EAA 38078,A C 162) of Fayetteville, NC. Finishedin an original paint scheme of BermudaTan and brown, the parasol Fairchildfeatures full length ailerons, 6:50 X 10wheels with mechanical brakes and aMenasco D4-87 engine of 134 hp pulling a wooden Sensenich propeller. Dr.Garber reports the project required eightyears (on and off) to complete and theentire cover job was done in StitsPolydope and Aerothane.NC12670 was the factory prototypeC7B with a Menasco C-4 engine of 125hp, the first of nine manufactured.There are five remaining on the FAAregister. This airplane had been converted to a 145 Warner engine and wasbeing flown by a young) Jim Franklin,who had the wing break loose in a roll.He had to bailout of the cockpit, and theresulting crash left few good pieces fromwhich to commence the rebuild. How-

John Frisbie 's Cessna 120 on floatsA most unusual combination is thishighly polished Cessna 120, N73034,S N 10242, mounted on a set of polishedEdo 1400 floats and flown by FAASeaplane Examiner John Frisbie (EAA109724, A C 2934) of Round LakeSeaplane Base at Hayward, Wisconsin.Discovered at Sky Harbor Airport onDuluth's Minnesota Point, the airplane

ever, Dr. Garber, along with the help of ber reports the Fairchild is a mosthis good friend, Giff Gillingham, stub delightful flying airplane, light on thebornly persisted for the eight year span controls and well worth every minute ofit took to complete the rebuild. Dr. Gar- the rebuild time.


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Dobby Licktieg's Piper SuperCub lOS SpecialPosing for its portrait in the morningsun is Piper Super Cub N197T, S N18-2311, recently restored by R. J

Dobby Lickteig (EAA71468, IC2433) of Albert Lea, Minnesota. Assisting Dobby in the two-year restoration was A & P (with AI) GaryUnderland of Medford, MN . This particular Super Cub was one of 79 105Specials that were built for the CivilAir Patrol in 1952-53 featuring toebrakes. t was built on January 7, 1953,and assigned to the South Florida CAP.

n the not too distant past, the Directors


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BY JIM HAYNESof the Antique/Classic Division gracedthese pages with short biographies ofinteresting members. It was a good feature and afforded the membership anopportunity to get to know those members who had some memorable experiences and backround that could beshared.L.W. Hammer is an interesting member. My wife Anne and I met thegentleman the first day of the 1991Convention, when we were on ourway to the Theater In The Woods"program that evening. He and PaulStevenson were putting the JohnDeere vehicles to bed by chainingthem together. After introductions,we fell into conversations, Anne withPaul and I with L.W. I first learnedthat he goes by "Mike".

Mike serves as a Judge in theAntique/Classic Division at the Convention, and is from Phoenix, Arizona.He owns a Boeing PT 17 Stearmanand a Golden Labrador that goes by thename "Gunder". The dog only understands commands spoken in Norwegian.To talk to Mike is to understand why. Heis of that background.Mike and Gunder set out on June 29,1991 in the Stearman from Phoenixbound for Oshkosh. His plans were tospend July helping prepare the Convention grounds for the big event. Whilecruising along near Oakley, Kansas thebottom piston on the engine parted company with the cylinder and a successful"off airport" landing brought them to astop in a plowed wheat field. Aftersecuring the plane at the closest airport,Mike and Gunder continued theirsojourn by other means of transportation, and after arrival, Gunder took upresidence in a local kennel and Mike inone of the dormitories at the Universityof Wisconsin, Oshkosh.

f. L..-....,.;:= _under with his master L W Hammer get setto fly off on another adventure. You can justsee a bit of the harness that secures underin the cockpit when he flies.

by for a quick take-out as well. Naturally , we would inquire as to the returntransportation situation and of the goodhealth of Gunder.

under cruising at 11 000feet seems to be enjoyinghimself as he and L W. flyover eastern Arizona.

to bed down. So devoted was Mike tohis dog, that he elected to sleep with himin the rental car. In stepped PaulStevenson, Mike's roommate, and per


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WELCOME NEW MEMBERSMilton B. AbercrombieApple Valley, CaliforniaScott Ackersen Bloomington, IndianaMark Albery Rivoli, Torino, ItalyDonald R. Alme Brooklyn, WisconsinMerl Aschenbach Bay City,MichiganJames W. Askegren Sterling, VirginiaRobert H. Ball Vienna, VirginiaGregory H. Bange Newark, DelawareW. C. BarkleyMartinsburg, West VirginiaLarry Bartlett

Pagosa Springs, ColoradoBruce M. Barton Henderson, NevadaBob Beecher Chicago, IllinoisGlenn Botsford Bellevue, WashingtonPhyllis Ackerson BowerGoshen, IndianaSponsor: Scott Ackerson)Shelby L. Bowles Waldorf, MarylandRandall C. BraddockSyracuse, KansasMike Brauer Ozark, AlabamaEarl R. Brightbil l Roswell, GeorgiaJ. R. Brown Jackson, MississippiSteven E. BrownPaynesville, MinnesotaMark Burns Ballwin, MissouriRobert S. Burton

Yankton, South DakotaJeffrey W. Byerhof Malta, IllinoisNeville L. CameronCoromandel, New ZealandScott Camp Snellville, GeorgiaGary W. CappsCumberland Gap, TennesseeCassa Rurale Ed Artuguana DiColombo, ItalyJames Cear, Jr.Long Beach, New YorkTodd Christensen Delta, UtahPeter ClarkKirbymoorside, Yorks, EnglandMark Clonts Sugar Land, Texas

Phil ip N. Dell Lincolnwood, IllinoisAllen Drozs Decatur, IllinoisBret Dunkley

Bakers Mills, New YorkJohn Durdin Ottawa, Ontario CanadaDavid DumanSommerville, MassachusettsJules Gilbert Engle Les Gray, FranceRudy Eskra Pueblo, ColoradoRussell L. FarrisCharlotte, North CarolinaRichard B. FergusonRedding, CaliforniaRobert FischerSpearfish, South DakotaJay Fisher Clark, New JerseySteve FordFayetteville, North CarolinaMark Freese Bonneterre, MissouriRobert L. GallMorgantown, West VirginiaJohn Goforth Salem, OregonFrank P. Haas Hollywood, FloridaCarl A HaglundPowassan, Ontario CanadaJames M. Hathley Linden, MichiganR. L. Hawks Durango, ColoradoJohn Henry HessManhim, PennsylvaniaDavid R. Hevia Westbury, New YorkRobert E. Hodges Houston, TexasArthur S. HollenbeckFayetteville, ArkansasLonnie C. Hood Beaumont, TexasGeorge R. Huff Rockwell City, IowaJohn A HurleyDrayton Valley, Alberta CanadaMalcolm R. Jantzen

Indianapolis, IndianaRoger W. Jaworski Mesa, ArizonaDavid F. Johnson Henderson, TexasAllan P. Jones Porter TexasWilliam M. JonesEllensburg, Washington

Andy Manganaro Xenia, OhioPaul D MannStinson Beach, CaliforniaJohn J. Mason Sargent, GeorgiaDonald P. Maynard Dallas, TexasJohn W. Mcarter CanadaWorden L. McCallumPeterborough, Ontario CanadaJohn N. McCulloughEtobicoke, Ontario CanadaArch McGregorCanoga Park, CaliforniaGeorge H. Melter Warsaw, KentuckyMetro Toronto LibraryToronto, Ontario CanadaRichard L. MillerLewistown, PennsylvaniaWilliam K. MillerHarrisburg, PennsylvaniaLee Frank MitchellRockwell City, IowaKeith J. Moody Oswego, New YorkGeryl L. Mortensen Dallas, TexasWarren M. NelsonWoodbury, MinnesotaN. H. NodwellBiggar, Saskatchewan CanadaEdward F. Nolan Palm Coast, FloridaTerence O Brien

Rancho Mirage, CaliforniaCharles A. O BrienFt. Jones, CaliforniaSteven F. Ondra Hammond, IndianaSponsor: Victor Casey)Capt. William J. OscroftExeter, New HampshireTom Patton Martinez, GeorgiaDean A. Phelps

Spencerport, New YorkSharon K PowellMinnetonka, MinnesotaKirk S. ReynoldsSkaneateles, New York


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5

WELCOME NEW MEM ERS(Continued from Page 25)

Lee Sprvill Parachute, ColoradoJames R. Streeter

Columbia, South CarolinaRichard E. StudebackerBow, WashingtonRobert S. Susman Midvale, UtahRolland SwansonBrooklyn Park, MinnesotaBill Terry Edmond, OklahomaMichael J. Tiano Westland, MichiganRichard F. Waldren Newberg,OregonHal E. WalterNew Bern, North CarolinaJoe Warnstedt Inverness, IllinoisJohn Weigel Natick, MassachusettsBarry Wells Vacaville, CaliforniaJack Wells Angie, North CaliforniaDonald Wendeln Kettering, OhioWilfried Werner Troisdorf, GermanyPhillip F. Wesner Ashland, WisconsinWilliam WestMammoth Lakes, CaliforniaBill Whelchel Auburn, AlabamaDavid Whitlock Monett, MissouriMark Wilkie Modesto, CaliforniaEric Williams Vandalia, OhioMichael WilliamsWest Carrollton, Ohio(Sponsor: John Estridge)Phil Williams Julian, North CarolinaRichard Dale WilliamsPanama City, FloridaRobert A WilliamsCorpus Christi, TexasWarren Wilson Bolton, MassachusettsDonald Winter Jacksonville, FloridaHerbert WoodPeterstown, West VirginiaJohn Wootress Seattle, WashingtonNorman F. WrightCochenour, Ontario, CanadaJoseph W. Yon, Jr.

>-.c;)o;;'QP SS T TOrJd

n information exchange column with input from readers.by Buck HilbertEAA 21 le 5P.O. Box 424Union IL 60180

It sure is nice to know that there arepeople out there willing and able to helpus with our antiques and classics. I havebeen pushing the type clubs for the pastseveral issues, as you well know, andnow I'm getting letters from individualswho are trying to render services in asimilar way but not necessarily withinthe type club framework. These peoplehave found that there is a need and theyare trying to fulfill that need.

As with any endeavor, there isdedication. Sometimes there is an expense involved and they have to pass iton to whomever they help. Just like ourown EAA Library. Dennis Parks has onfile reams of information of such variedand voluminous content that I can'teven begin to tell about it, but for him toanswer requests for historical and technical data takes research and the use ofthe copier along with the mailing expense. That is why there has to be acharge. It defrays the expense. You cancontact Dennis for historical and otherdata at the EAA Library, EAA Aviation

as she receives the request. They willalso come up with a list of owners complete with serial numbers, N numbers,etc. for most airplanes. Wanta knowwhere and who has all the AeroncaC-3s? Brenda has them. This may turnout to be a real service to the guy whowants to know something about hisairplane and doesn't know where to getthe information. Contact Brenda and AlFitzgerald at P O. Box 591, Panacea,FL 32346, phone 904/984-5190 or toorder 800/854-5575. FAX 904/9845460.Also, almost in the same mailing isJim Beisner who is starting OX-5 Partsand Service. For years there has beena need for this kind of service. As partsand pieces of Curtiss OX engines havebecome more scarce, it has become increasingly more difficult to pinpointtheir location. Now Jim has come upwith a newsletter and a catalog of services that will help those people whowant and need OX parts . Contained inthis little publication are stories, want

The following list of coming events is market, food. Trophies both days for


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furnished to our readers as a matter ofinformation only and does not constituteapproval sponsorship involvementcontrol or direction of any such event. Ifyou would like to have your aviation eventfly-in, seminars, fly market, etc.) listed,please send the information to EAA, Att:Golda Cox, P O Box 3086, Oshkosh, WI53093-3086. Information should bereceived four months prior to the eventdate.

April 5-11 Lakeland, FL - AnnualSun 'n Fun EAA Fly-In. Make yourplans to join us for the wann weatherFor more information call 813/6442431.April 25 Levelland, TX - EAAChapter 19 Fly-In Breakfast at Levelland Municipal Airport. Call 806/7937889 for more infonnation.May 1 - 3 Burlington, NC AnnualEAA Fly-in for Antique, Classic andContemporary Aeroplanes, sponsoredby EAA A/C Chapter 3. Majorspeaker, vintage films, good EAA fellowship; awards in all categories. Contact: R Bottom, Jr., 103 PowhatanParkway, Hampton, VA 23661

May 1 - 3 Camarillo, CA - EAAChapter 723 and CAF Wing 12th Annual Fly -In and aircraft exhibit.Homebuilts, classics, antiques, warbirds and more. Pancake breakfast onSaturday and Sunday, Dinner Fridayand Saturday with a band, seminars andmore . Contacts : Bob Koeblitz310/443-8056 or Larry Hayes,805/496-3750

May 2 - 3 Winchester, VA Winchester Regional EAA Spring FlyIn Trophies for winning showplanes.Pancake breakfast Sunday. Concessions and exhibitors. All welcome.Contact Al or Judy Sparks, EAA Chapter 186 Call 703/590-9112.

May 3 Bloomington, IL - Fly-In,

Coleman, 803/779-6562 or 657-5864,or John Gardner 803/796-2400 or 7965808.May 17 - Benton Harbor, MI EAA Chapter 585 6th Annual pancakebreakfast Fly-In at Ross Field. Classiccar show, aviation art and equipmentexhibits. Contact: Al Todd, 616/429

8518 or Randy Hunt, 616/428-2837.May 23-24 - Decatur, AL (DCU)EAA Chapter 941 and Decatur-AthensAero Service's fourth annual Reunionand Fly-In. Homebuilts, Classics, An-tiques, Warbirds and all GA aircraftwelcome. Balloon launch at dawn.Camping on field, hotel shuttle available. Contact: Decatur-Athens AeroService, 205/355-5770.

June 5 - 6, Bartlesville, OK - FrankPhillips Field, Sixth Annual NationalBiplane Convention and Expo. "OldTime Airshow", forums, seminars,workshops. Biplanes and NBA members free; all others pay admission fee .Contact: Charlie Harris, 918/742-7311or Virgil Gaede, 918/336-3976.

June 7 - DeKalb, IL - EAA Chapter241 28th Annual Breakfast Fly-In atDeKalb-Taylor Municipal Airport.Contact: 815/895-3888.

June 12 - 14 - Middletown, Ohio,Sixth Annual Aeronca Convention, including tours of the Aeronca factoryand the U.S.A.F Museum, Aeroncaforum. Banquet on Saturday night withspeakers and judged aircraft awards.Contact National Aeronca Association,Box 2219, Terre Haute, IN 47802,

Homebuilts, antiques, classics warbirds. Chapter 726, Orange MunicipalAirport, Orange, MA 01364.June 25 - 28 Mount Vernon, OH 33rd Annual National Waco Reunion

Fly-In Wynkoop Airport. Make yourreservations at the Curtis Motor Hotel1-800-828-7847 or (in Ohio) 1-800634-6835. For additional infonnation,contact the National Waco Club, 700Hill Av., Hamilton, OH 45015 or call513/868-0084.July 8-12 Arlington, WANorthwest EAA Fly-In. Info: 206-4355857.July 10 - 12 Minden, NE - 14thAnnual Stinson National Fly-In andmeeting. Pioneer Village Airport,Minden, NE. Call 303/744-8048 formore infonnation.

July 11-12 Emmetsburg, IA Fourth Annual Aeronca Fly-In sponsored by the Tail Dragger Club. Camping, Flight Breakfast on Sunday, withfree breakfast for pilot and copilot.Serving 6:30am til 12:30pm. Contact:Keith Hamden, Box 285, Emmetsburg,IA 50536.

July 25 -26 New Berlin, IL Flying "S" Fann. Midwest gatheringof Taylorcrafts. Contact: Al and MarySmith, 217/478-2671.

July 26 - 31 Marion, IA - 24th Annual International Cessna 170 Association Convention. Contact Lee Reedy,319/322-0665.July 31-Aug. 6 Oshkosh, WI - 40thAnnual EAA Fly-In and Sport AviationConvention. Wittman Regional Airport. Contact John Burton, EAA A viation Center, Oshkosh, WI 54903-3086,414/426-4800.August 22-23 Bloomington, IL Eighth Annual Air Show sponsored by


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MYSTERY PLANE

This month's Mystery is a rare onethat will require some extra effort by ourenthusiastic researchers. The photowas submitted by Owen Billman ofMayfield, New York. Answers will bepublished in the June issue ofVINTAGE AIRPLANE; deadline forthat issue is April 20 .The responses to the December 1991Mystery Plane set a record. There aremany World War I enthusiasts amongour readers. Ralph Nortell, Spokane,Washington sent a comprehensiveresponse. He writes:The Mystery Plane for December isthe Caudron G-III, one of the planeswith which France went to war in in1914. It strongly resembles the prewar

by George Hardie

G-IIB, appeared in 1915 with the 160 hpMonosoupape Gnome motor. It had aspan of 33 feet 9 inches and a top speedof 85 mph, but was otherwise similar tothe G-Ill.

Most G-Ills had been withdrawnfrom front line service by August, 1917,but continued on with trainingsquadrons. The type was widely usedfor training in England and Francethroughout the Great War. It was usedto train many U. S airmen in France,and a special clipped-wing version ofthe G-II was produced in which a student airman could lift into the air for hisfirst brief solo hop.Caudron G-III specs: Dimensions:Span 43 feet 5 inches; Length 22 feet 6

looked, as shown by the accompanyingphoto of two that made hard landings onthe same airfield at the same time. TheDecember photo shows an A. E Ftrainer with a LeRhone engine and rudder stripes in the American order withblue at the trailing edge. The Americaninsignia is on the upper surface of thewarping upper wing . Some also had theinsignia on the underside of the wing asused by French G-Ills. The crash photoshows an Anzani G-III with rudderstripes in the American sequence butunderwing French insignia calledCocardes.Answers were received from HenryHellert, Vincennes, Indiana; Leo Opdycke, Poughkeepsie, New York; Char

As part of his answer to the December


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- < l ( ) d l ' ( J ~ IlL

r ~ ( J ) n , I . . s ( ) . ' r \ c < . : p D ' o - + ~ 1

Mystery Plane, Henry Hellert of Vincennes,IN sent in this pen and ink rendition of theCaudron Gill

Peter Bowers was kind enough to sharethese two photos of the Caudron G IIINote how the wing failed upon impact thesame way on both the G Ill s in the centerphoto.


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Where The Sellers and Buyers Meet.per word, $5.00 minimum charge. Send your ad toThe Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-2591 .

AIRCRAFT" Now It's a Classic' Meyers 200A - Mfg.Dec . 1959.820 hrs. TT, 545 hrs. on zero timeengine. 15 hrs. on zero prop. Beautifully maintained. IFR plus lots of extras. Call 6 p.m. to 9p.m., 414/336-2356. (5-3)MISCELLANEOUS:CURTISS JN4-D MEMORABILIA - You cannow own memorabilia from the famous "Jenny",as seen on "TREASURES FROM THE PAST".We have posters, postcards, videos, pins, airmail cachets, etc. We also have R/C documentation exclusive to this historic aircraft. Sale ofthese items support operating expense to keepthis "Jenny" flying for the aviation public. Weappreciate your help. Write for your free pricelist. Virginia Aviation Co., RDv-8, Box 294, Warrenton, VA 22186. (cf5/92)SUPER CUB PA-18 FUSELAGES - Newmanufacture, STC-PMA-d, 4130 chrome-molytubing throughout, also complete fuselagerepair. ROCKY MOUNTAIN AIRFRAME INC.J . E. Soares, Pres.), 7093 Dry Creek Rd .,Belgrade, Montana . 406-388-6069. FAX406/388-0170. Repair station No. QK5R148N.Parachutes - Toll Free 1-800-526-2822, New& Used Parachutes. We take trade-ins, 5-yearrepair or replacement warranty, many styles instock. Parachute Associates, Inc., 62 MainStreet, Su ite A, Vincentown, NJ 08088,609/859-3397. (cf7/92)ANC-19 Bulletin - Wood Aircraft Inspectionand Fabrication, 1951 edition, now availableas reprint. Early aircraft Service Notes, riggingdata, other titles available. Send SASE forlisting and prices . John W. Grega, 355 GrandBlvd., Bedford, OH 44146. (c-3/92)VINTAGE AIRCRAFT AND ENGINES - Outof-print literature: history: restoration; manuals;etc. Unique list of 2,000+ scarce items, $3 .00 .JOHN ROBY, 3703V Nassau, San Diego, CA92115. (Established 1960) (c-10/92)

C-26 Champion Spark Plugs - New andreconditioned. New - $14.75, reconditioned $5.75 to $9.75. New wire ends, $4.75. Eagle Air,2920 Emerald Drive, Jonesboro, GA 30236,404/478-2310. (c-10/92)GEE BEE R-2, MONOCOUPE 110 Spl., Hall"BULLDOG", top scale rated model PLANSused by Replica Builders. Plus others by VernClements, EAA 9297, 308 Palo Alto, Caldwell,ID 83605. Extensive Catalog $3.00. (3-3)OX-5 Parts and Service - Free ads to subscribers. Subscription $18.00 yearly. P.O. Box134, Troy, OH 45373. (7-6)1930's Kollman "Bubbleface" compass, haveseveral, N.O.S., $225 each. Many other vintageitems - 44-page catalog, $5. Jon Aldrich, Airport Box 706, Groveland, CA 95321 , 209/9626121 . (c-12/92)Aeronca Champ/Chief wings, fully covered andpainted, with Grimes lights and aux. Fuel tank.$2400 for the pair. 414/727-9632.PLANS:Great Lakes Trainer Guru - Harvey Swackwill help you buy or sell a Great Lakes Traineror a Baby Lakes. The only source for CORRECTED and UPDATED ORIGINAL GreatLakes drawings. Welded parts available. Writeto P.O. Box 228, Needham, MA 02192 or calldays 617/444-5480. (c-10/92)WANTEDWanted - Serviceable Aeronca E113 engine.Wm . J. Rausch, R.R.1, Box 11 OH, Alex. Bay,NY 13607, 315/482-3558. (3-1)Wanted - Heath 16 x 4 wheels and brakes. Ed.Garber, 919/484-6316, 1810 Lake Shore Drive,Fayetteville, NC 28305. (3-1)~ . . . . .Wanted - Vol. 2 & 5, U.S. Civil Aircraft byJoseph Juptner, L.K. Gardner, 800 MadisonStreet, Apt. 6, Martinsville, Virginia 24112.

MEMBERSHIPINFORMATIONEAA

Membership in the Experimental AircraftAssociation, Inc. is $35.00 for one year,including 12 issues of Sport viation.Junior Membership (under 19 years ofage) is available at $20.00 annually.Family membership is available for anadditional $10.00 annually. ll majorcredit cards accepted for membership(FAX (414) 426-4873.

ANTIQUE/CLASSICSEAA Member - $20.00. Includes oneyear membership in EAA Antique-ClassicDivision. 12 monthly issues of TheVintage Airplane and membership card.Applicant must be a current EAA memberand must give EAA membership number.Non-EAA Member - $30.00. Includesone year membership in the EAA AntiqueClassic Division. 12monthly issues of TheVintage Airplane, one year membershipin the EAA and separate membershipcards. Sport viation llQ included.

lACMembership in the InternationalAeroba ticClub Inc. is $30.00 annually which in-cludes 12 issues of Sport Aerobatics. AllIACmembers are required to be membersof EAA.

WARBIRDSMembership in the Warb irds of America,Inc. is $30.00 per year, which includes asubscription to Warbirds. Warbird members are required to e members of EAA.EAA EXPERIMENTER

E membership and E EXPERIMENTER magazine is available for$28.00 per year (Sport viation not in-cluded). CUrrent EAA members mayreceive EAA EXPERIMENTER for $18.00per year.

FOREIGNMEMBERSHIPS


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974 pages of practical,provenconstruction technique sfor homebuildersBY: TONY BINGELIS

EXCELLENT REFERENCE SOURCEMAKE GREAT GIFTS FOR THENOVICE OR EXPERIENCEDBUILDER - DON'T BUILD

WITHOUT THEMInformation every builder needs, wth all the right answers at one 's fingertips. Prepared by Tony Bingelis spe ci fically for EM and SPORT AVIATION ,these publications ae profusely illustrated wth photos, cuta way drawingsand easy to understand descriptions that clearly resolve th e most complicated problem. Invalua ble material for an yon edesigning ,build ing ,restoringor maintaining sp ort ai rcraft. Order your copies today .SPORTPLANE BUiLDER . . S19,95IAircraft Construction Methods - 320 pagesl SPECIALFIREWALL FORWARD $19.95 OFFERIEngine Installation Methods - 304 pagesl ...order all three for justSPORTPLANE CONSTRUCTIONTECHNIQUES . . . . . .. .. . $20.95 $52.97IA Builder's Handbook - 350 pagesl Add S6.95 postage and handling .Send check or money order - WI residents add WI residents add 5% sales tax.5% sales tax. Add S2.40 postage and handlingfor each oublicat ion ordered .Order immediately by calling EAA's Toll Free Number 1.a00.843-3612or call (414)426-4800

Major t:n dR cards accepted.E AVIATION FOUNDATIONEM Aviation Center Oshkosh, WI 54903-3086

POLY FIBER COVERINGTHE BEST GETS BETTER WITH NEW HIGHSTRENGTH LOW ELONGATION FABRIC STYLES

OUTSTANDING QUALITIESLong Life Flexibte Coatings and Finishes Developed Espe cially for Aircraft Fabric. Will Not Support Combustion Proven Durability on Thousands of Aircraft World Wide Since1965. Easy Repairability. Lightest Coating System ApprovedUnder an FAA STC and a PMA Most Economical CoveringMaterials Considering Many Years of Trouble Free Service.

p.O. box 468madison, north carolina 27025(919) 427-0216

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Fly high with aquality Classic interiorComplete interior asse mblies for d o-it-yourself installation.

Custom quality at economical prices . ,INC.


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Aviation Underwriting AgencyP.o. Box 35289 Greensboro NC 27425

BeCOUle A Metnber f The BAAAntique/Classic Insurance PrograUl!


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"OllT OF THE CLEAR BLllE OF.THEWESTERNSKY, IT S.

Hundreds of thousands of pilots and aviationenthusiasts grew up knowing that famous l inemeant it was time for SKY KING Every week, SkyKing, Penny and Songbird fought for truth andjustice. Now, a nearly-forgotten friend from the"Golden Age" of television is back via your VCR ...SKY KING FLIES AGAIN!EAA, in cooperation with Flying Crown Enterprises, can now offer you more than 30 half-hoursof this unique television series. These shows, savedfrom a tragic fire and safely hidden away in vaults,have been unseen for more than 20 years! But now,you can own a piece of television-and aviationhistory.Action, drama, suspense and high-flyingadventure are all part of every Sky King episode.Kirby Grant stars in the title role along with hisbeautiful airplane "Songbird." Early episodes featurea Cessna Bamboo Bomber ; later programsinclude a Cessna 310.Each volume includes four uncut Sky Kingepisodes, complete with a word from Sky King s


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Documents

Vintage Airplane - Mar 1992