Vintage Airplane - May 1992

7/27/2019 Vintage Airplane - May 1992

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EDITORIAL STAFFPublisherTom Poberezny

May 1992 Vol. 20, No.5CONTENTS

ContentsStraight & LeveVEspie "B utch Joyce

2 AeroMaillC News

5 Sun 'n Fun Results6 Vintage LiteraturelDennis ParksIO Mike Araldi's Lockheed 12A Electra Jr.H.G. Frautschy14 What Our Members Are RestoringNorm Petersen16 Vintage Seaplanes/Norm Petersen18 For Five Months, 50 Years Ago/James Dillion Page 1622 Hornet Moth/Connie and Ed Clark24 Pass t To BucklE.E. Buck Hilbert25 Snap-on's Hints For Restorers26 Mystery Plane/George Hardie27 Calendar29 Welcome New Members

Page 220 Vintage Trader

FRONT COVER Class from nose to tail describes Mike Araldi"srestoration of this Lockheed 12A Electra Jr. EAA Oshkosh '91 photo byJim Koepnick. shot with a Canon EOS-1 equipped with an 80-200 lens.1/250 sec. at f8. EAA photo plane flown by Buck Hilbert.

Vice-President ,Marketing and CommunicationsDick MattEditor-in-Chief

Jack CoxEditorHenry G. FrautschyManaging EditorGolda Cox

Art DirectorMike DrucksComputer Graphic SpecialistOlivia l. Phillip

AdvertisingMary JonesAssciate EditorNorm PetersenFeature Wr itersGeorge Hardie. Jr. Dennis Parks

Staff PhotographersJim Koepnick Mike SteinekeCarl Schuppel Donna BushmanEditorial AssistantIsabelle Wiske

EAA ANTIQUE/CLASSIC DIVISION , INC.OFFICERSPresident Vice-PresidentEspie 'Butch" Joyce Arthur Morgan604 Highway SI. 3744 North 51st Blvd.Madison. NC 27025 Milwaukee. WI 53216919/427-0216 414 /422-3631Secretary TreasurerSteven C. Nesse E.E. "Buck' Hilbert2009 Highland Ave. P.O. Box 424Albert Leo. MN 5tflJ7 Union.IL60180507/373-1674 815/923-4591

DIRECTORSJohn Bemdt Robert C. "Bob" Brauer7645 Echo Point Rd . 9345 S. HoyneCannon Falls. MN 55009 Chica8.0' IL507/263-2414 312177 2105Gene Chase John SCopeland2159 Carlton Rd. 28-3 Williamsbur8 Ct.Oshkosh. WI 54904 Shrewsbury. MA 1545414/231-5002 508/842-7867Phil Coulson Daubner28415 Springbrook Dr. 2448 ough LoneLawton. MI 49065 Hartford. WI 53027616/624-6490 414/673-5885

Charles Harris Stan Gomoll3933 South Peoria 1042 90th Lone. NEP.O . Box 904038 Minneapolis. MN 55434Tulsa. OK 74105 612/784-1172919/742-7311Oale A. Gustafson Jeannie Hill7724 Shady Hill Dr. P.O. Box 328

I n d i a n a p o l ~ IN 46278 Harvard. IL 60033317/293-4430 815/943-7205Robert UCkteig Robert D. 'Bob' Lumley1708 Boy Oaks r. 1265 South 124th St.Albert Lea. MN 5tflJ7 Brookfield. WI 53005
http:///reader/full/Union.ILhttp:///reader/full/Union.IL


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I

STRAIGHT LEVEL

by Espie Butch oyceFor those of you who were not able toattend the Sun n Fun EAA Fly-In this yearat Lakeland, Florida, you really missed agood event. There were more people in at

tendance this year than ever before .Airplanes were in good attendance. Theweather was very nice with the exception ofa thunderstorm Friday night that damagedseveral airplanes, but the damage was relatively minor in nature. There were winds inthe 65 mph range and in the report that I got,it rained three and a half inches in 30minutes. Quite a storm, but other than thatthe weather was excellent for the event.There were quite a number of very wellrestored antique airplanes in attendance, aswell as classic aircraft. Also, they wereparldng the Contemporary class of aircraft atSun n Fun with a good turnout of thiscategory. I received a note from Roy Wickerfrom Georgia after the fly-in, commenting

Monocoupe. John had donated his original"Little Butch" to the Smithsonian Instituteand had dropped out of flying for some time.Then he later acquired a D-145 Monocoupe(that I had owned at one time) and rebuilt thataircraft, selling it when he started his Clipwing Monocoupe 110 Special project. Thisaircraft is really outstanding; everything isfmished just right. I understand that whenJohn picked up his aircraft from JimKimball's shop in Florida, there were a number of individuals who came up to witnessthe first flight. Among those were Bud Dakeand Jim Younldn, as well as other wellknown antique airplane people. Consider

.E ing the condition the Clipwing was in when

.. the project started, it it a remarkable jobAnother outstanding airplane is the antiquereplica Gee Bee R-2 that was flown dailyduring the air show by Delmar Benjamin. twas amazing to see this aircraft fly and dosuch a nice aerobatic routine. In watchingthis replica fly, it struck me and a lot of otherantiquers that the purest antique people inthe past have not supported recognition ofreplica aircraft. They wanted the aircraft tobe an original product and that still holds trueto be true antique; that's the way it shouldbe. But, on the other hand, if it weren't forthose enthusiastic people who have builtreplicas of different aircraft, such as the Mr.Mulligan and the Travel Air Mystery Shipby Jim Younldn, the Gee Bee Z by BillTurner used in the movie "The Rocketeer",and Jim Clevenger and Budd Davisson'sreplica of the Wedell Williams "44" racer,the people of today such as myself would notbe able to see this type of aircraft flown. Ireally would like to extend my appreciationto those who have endeavored to build thesereplicas so that the young people of todaycan see this type of aircraft fly.Those of you who did not attend Sun nFun, you really missed a spectacular event.There were many improvements and the

and during that part of the practice, that Ifound it difficult to handle the aircraft.appreciate your comments, Jim, and I amglad that you are enjoying VINTAGEAIRPLANE. I also received some correspondence from Cliff Tomas indicatinghow much he enjoyed the VINTAGEAIRPLANE magazine, and I certainly appreciated your comments, Cliff.As you read this Straight Levelcolumn, we will be having, or have had, ourspring Antique/Classic Board of Directorsmeetings. This will be our final planningsession for the Oshkosh Convention. Don tforget, we will be parldng the Contemporaryaircraft this year in the showplane area at theOshkosh Convention. Those of you whobring your Contemporary aircraft to EAAOshkosh, please remember to fill out anddisplay the "prop card" that you will beissued when you register and park. That willhelp everybody from the public to those whowish to learn more about your airplane.Dean Richardson, one of our advisors forthe Division, has accepted the Chairmanshipat Oshkosh this year to form a committeecharged with setting up judging guidelinesfor the Contemporary class to be used at the1993 Convention. To help set up theguidelines, the committee will tour the Contemporary aircraft present at the 1992 Convention. Dean said that I had really givenhim some job, for when he started puttingtogether a committee to accomplish this requirement, he sent a request to the FAA toget a computer run of the U.S. aircraft thatare registered with manufacturing datesfrom 1956 through 1960, and found thatthere are greater than 22,000 aircraft in thiscategory. He also had them print out onlythose for the state of Wisconsin, (the statewhere Dean lives). In Wisconsin there are585 aircraft in this category, so you can seewe will be tapping a great source of newaircraft and members for the Division. I am


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FILL ER UP ANDCHECK THE OIL

Dear Experimental Aircraft Association,

with a fresh restoration in Lebanon, TNin November of 1990. According to thelogbooks it spent most of its life in theChampaign, IL area.

MAIL

next day was on to the trauma of landingat Oshkosh . The tower radios went outwith us and a large number of other airplanes in the pattern. The radios came


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ENGINE THEFT

3 ~compiled by H.G. Frautschy

EAA AVIATION FOUNDATIONSWEEPSTAKESSince the early 1960s, the annualEAA aircraft sweepstakes has been

sponsored and organized by EAAChapter 22 of Rockford, Illinois. Chapter has put together a wonderful arrayof prizes with first prize being a beautiful Beech A23-19 Musketeer. Thisaircraft has a fresh overhaul by Mattituck Airbase, a new Imron paint job, 2Nav-Coms, 1 ADF and a transponder.Other prizes include a Bose AviationHeadse t, Harley-Davidson HeritageSoftail Classic Motorcycle and a Slickaircraft ignition system.Sweepstakes coupons were includedwith the February issue of SPORTAVIATION or can be obtained by sending a self-addressed, stamped businesssize envelope to: P.O. Box 738, Rockford, IL 61105 Please make your checkor money order out to: EAA AviationFoundation Sweepstakes. (Sweepstakescontributions are tax deductible underIRS Section 170. Minimum $1.00donation per ticket is recommended.Larger donations are encouraged, but nodonations are required.)

PIONEER AIRPORTASSISTANCEAircraft that are stored in the hangarsat the EAA Aviation Foundation'sPioneer Airport are kept indoors in re la tive comfort year 'round. To keep them

Aeronca Champ owner Dick Love has had a restorer's nightmare come true during the night of March 14th, someone stole the engine right of f his airplane,as it was hangared at Bermudian Valley Airport in Kralltown, PA. Dicks mintrestoration was performed by Aeronca expert Bill Pancake, and is very original.The complete Continental A65-8, including Eiseman AM-4 magnetos and newHanlon-Wilson mufflers, was removed from the airplane, and may have sustained some damage during the theft. The engine is original looking in everyrespect, including pal-nuts for locking all nuts on the engine, and a gray withblack cylinders paint job. A specially made Sensenich 72-CK-42 5-ply prop,with decals saying Made especially for Aeronca by Sensenich was also stolen.The engine serial number is: 5338168. The prop serial number is : AB 0907

If you have any information about this crime, please contact Dick Love, at717/432-4079 or Pennsylvania State Trooper Paul Semler, 717/848-6355.these two Wisconsin corporations fortheir generous contributions.

MUSEUM HELPThe EAA Air Adventure Museumneeds your help in cataloging the collection of aircraft, aircraft parts and aviation memorabilia. An ongoing programto document everything in the museumcollection has been in progress for almost 3 years. The museum has a limitedstaff available to do this work, and soCarl Swickley, Museum Director, andRon Twellman, Collections Manager,are interested in hearing from potentialvolunteers who are willing to make acommitment in helping complete thisproject. The individual interested involunteering should be willing to makeat least a two week commitment (twoweeks prior to or after the EAA Convention would be acceptable), or longer ifat all possible. Since the project willrequire some training, a minimum oftwo weeks is needed. The ideal personfor this volunteer position should besomeone with an interest in seeing our

formation on how you can help the EAAA viation Foundation Museum.SPECIAL AIRLINE DISCOUNTSA VAILABLE FOR EAA

OSHKOSH '92American Airlines, Delta Airlines,Northwest Airlines and Midwest Express have agreed to provide discountedround trip airfare for those who will betraveling to EAA OSHKOSH viascheduled airline service, EAA Convention Chairman Tom Poberezny hasannounced. We sincerely appreciatetheir efforts to provide this special discount program, he added. This is thesecond year that airlines have offeredreduced fares for travel for the EAAFly-In Convention. Contact each of theairlines or your travel agent for specificfare information, and reference the appropriate airline reservations code whenyou are making your travel plans. Hereare the reservations codes:

American Airlines: refer to star fileS-EAA ConventionDelta Airlines: refer to star file


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support of the Fabric CoveringWorkshop. Workshops play an important role in the Fly-ln Convention andgive builders and restorers a chance tolearn by doing, under the supervision ofknowledgeable instructors. We maynever know how many projects werecompleted - or started - because of theWorkshop opportunities availableduring the Fly-ln. Ray Stits and otherslike him have made this possible. Aplaque recognizing Ray Stits and pastrecipients of the award is on displaywithin the Air Adventure Museum.Congratulations Ray

PIPER OWNER SOCIETYFLY-IN SEMINAROn June 20th, the Piper OwnerSociety will be sponsoring a Fly-Inseminar at the EAA Aviation Center atWittman Field, Oshkosh, WI. Seminartopics will include "Making the Most ofYour Annuallnspection", Parts, Parts,Parts .. Where Can I Find What I Need?Fast ", "lnsurance Doesn't Cover Accidents" and "The Use of Auto Fuel inGeneral Aviation Aircraft". For moreinformation and a registration form,contact the Piper Owner Society, P.O.Box 337, lola, WI 54945.

CESSNA 120/140ASSOCIATION NOTEBill Rhoades, the editor of the120/140 Newsletter, dropped us a noteto point out that the phone number forthe association is 612/652-2221. n ourtype club listing in the November, 1991issue, the area code was incorrectlylisted.

CHAPTER ACTIVITIESMembers and guests of AntiqueClassic Chapter 13 (southern Minnesota and northern Iowa) pose in frontof a BT-13 Vultee Vibrator, while on atour of the CAF hangar (Southern Minnesota Wing) at Fleming Field, SouthSt Paul, MN on January 18, 1992.Leading the group was chapter president, Tim Steier, kneeling in the frontrow with the P&W cap.

Later, Bill Steier, kneeling next tobrother Tim s left, took the entiregroup on a four-hour tour of NorthwestAirlines' Overhaul facility at Minneapolis/St. Paul airport. (Bill has

been an NWA mechanic for six years.)Included in the tour were trips throughan A320 Airbus with 11 hours totaltime( ), and a Boeing 727 and 747,both in for an overhaul.

That evening, at the BurnsvilleHoliday Inn, Norm and Loretta Petersen (EAA HQ) presented a slide program on the EAA Convention and "Seaand Ski" flying.

The next morning, January 19, thegroup completed a tour of the Planes ofFame East hangars located on FlyingCloud Field in Eden Prairie beforeheading for home, weary but excitedabout airplanes.

spring of 1929, according to JosephJuptner' s "U.S. CiviIAircraft".SENTIMENT AL JOURNEY 1992The family oriented Fly-In known

throughout the country as "Sentimental

ber of years, will be relocated, startingthis year, to Frank Phillips Field inBartlesville, OK . Charlie Harris,Senior Chairman for the Tulsa Fly-In ,points out that the Tahlequah airport sitehas been a very fine location for the past


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SUN 'N FUN 1992 AWARD WINNERSANTIQUES CLASSICSAirc raft N Number Owner s) Aircraft N Number Owner(s)

GRAND CHAMPION Culver Cadet N29272 John Karlovich BEST 120/140 Cessna 140A N7838B Lee AlexanderNC 11323) CESSNA NC 14400Kingston, GA Ft Lauderdale, FL

RESERVE GRAND Monocoupe N101H John McCu lloch BEST CUSTOM J-3 N87881 Lyle WheelerCHAMPION 110 Spl NC 1020 CLASSIC NC 9443Nap les, FL Under 85 hp Sarasota , FLGOLDEN AGE American Eagle N5235 Jon Brown BEST CUSTOM Tri-Pacer N2660P Sonny Rogers1927 -EARLIER Winter Haven, FL CLASSIC NC 16680

8 hp to 165 hp Summerville, SCSILVER AGE Travel Air 4 N9917 Bill Plecenik1928-1932 NC 7802 BEST CUSTOM Swift N80371 Jack NagelErwinna, PA CLASSIC Homer,LAOve r 165 hpCONTEMPORARY H-2 Cub N15672 Phil Michmer-AGE 1933-1945 huizen NC 581 BEST CLASSIC C-120 N2460N Scott CoxHolland , MI Under 85 hp Gainsville, FLBEST CUSTOM Monocoupe N1 1760 Robert Eicher BEST CLASSIC C-140 N140PD Pat Dave Eby

NC 10002 Over 165 hp NC 16735Daytona Beach, FL Wichita Falls , TXBESTWWII ERA Stearman N68238 Chris and BEST CLASSIC Stinson Voyager N389C Butch WalshLyle Wheeler NC Over 165 hp NC 1198816626 9443 Arrington, VABoca Raton andSarasota, FL SPECIAL AWARD Texas Bullet N78852 Robert BrownMarietta, GABEST BIPLANE Stearman N555 Clifton Lowe

NC 17679 BEST CESSNA 170B N611C J. KovaleskyCadiz, KY Ellicott City, MDBEST MONOPLANE Stinson N17154 Gerald Stevens OUTSTANDING C-170B N1650D Ken CobbDetroiter NC 7273 AIRCRAFT NC 6824Boca Raton , FL Naples , FLBEST OPEN Arrow Sport N804M Dean Tilton OUTSTANDING Beech E-18 N929DV Ben AirCOCKPIT Lakeland, FL AIRCRAFT Frostproof, FL


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~ ennis V a k sI Lib. a / .A.-chives Ui. ect .

Dani lGuggenheim InternationalSafe Airplane Competitionart 4

McDONNELL DOODLEBUGThough not successful in the Guggenheim competition, the Doodlebugbecame one of the best known of the

entrants due to its coast to coastdemonstrations. It was also importantas McDonnell s first aircraft, though he

spinning a two-bladed metal propeller.For good low speed performance as required by the competition, the wing wasfitted with full span automatic slots onthe leading edge and large slotted flapsalong two-thirds of the trailing edge.Good landing and ground performance

the Doodlebug. This was an excitingflight as the takeoff was made at duskand the test flying done in the dark withMcDonnell landing by moonlight afterabout an hour of flying. The next dayhe took off for Long Island.A leaky gas tank forced him down at


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when he was again airborne towardsLong Island where he arrived atMitchell Field late that afternoon. Withall his experiences along the way, McDonnell was confident that the aircraftwould win the 100 ,000 first prize in theGuggenheim Competition.McDonnell was able to give his firstdemonstration flight on SaturdayNovember 23. He demonstrated stalls,tail spins, loops, and brought the aircraftdown in a high vertical descent androlled about 15 feet after touchingdown . Unfortunately on his secondflight, after coming out of a steep dive,the hori zontal stabilizer collapsed andthe craft plunged earthward at a terrificspeed. Through the use of the slots andflaps, McDonnell was able to brake thespeed and level off, bringing the planedown n a nearby field where he hit aconcrete block, knocking off the rightwheel, which in tum caused a groundloop, resulting in a damaged right wing.The repairs were estimated at two orthree weeks. Guggenheim officialsgave McDonnell until December 23 tohave the plane repaired and back toMitchell Field for tests by the officialcompetition pilots. The Doodlebug wasshipped back to Milwaukee for repairs.The day of the deadline, McDonnell andhis mechanic were in the air heading forMitchell Field on Long Island. Furthertrouble struck as the engine broke aconnecting rod and they were forceddown near Waukegan, Illinois . Thelanding resulted n a broken landinggear strut and the loss of McDonnell'shopes of winning the GuggenheimCompetition .

TOURThough discouraged by the problemsthat kept him from pursuing the Guggenheim prize, McDonnell was happywith his design and embarked on a

he fuselage frame of the McDonnell Doodlebug showing the construction using duralshuts and tie wires.

A front view of the Doodlebug after having been modified with an NACA cowl. heAerol landing gear struts made especially for McDonnell by Cleveland PneumaticTool Co. helped soak up the loads imposed during a forced landing tha t resulted fromthe failure of the horizontal stabilizer.


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DoodlebugIn an interview in the May, 1931issue of POPULAR A VIA TION, JamesMcDonnell recounted on how he cameto name his airplane the Doodlebug.Well, I had to name it something ina hurry before entering the National AirRaces last August. When you look atmost airplanes, you think of birds, butthere's something about mine - theway it hops off and the way it lands that suggests an insect.Besides, I d built a flivver plane,you know, and flivvers are supposed tobe a sort of insect pest. Words likecricket and grasshopper seemed tootame and common. I wanted one with akick to it and a little humor, too, ifpossible. So I called my ship the Doodlebug because it acts like a doodlebug,if there were such a creature .Despite the interest shown in theaircraft, McDonnell was not able to obtain the funding necessary in order toplace it into production. In 1931 he soldthe Doodlebug to NACA which woulduse it for experiments on the effects ofslots and flaps. It became one of the firstaircraft to be tested in the new bigmouthed wind tunnel at Langley, Virginia. A report on the experiments wasgiven in NACA Technical Note No. 398of November 1930.

NACA ReportIn 1930 NACA reported that it considered one of the most importantproblems facing aeronautical engineerswas improving the airplane in such amanner as to increase the safety offlight. Of course, this was the impetusbehind the Guggenheim Safe PlaneCompetition. To this end NACA, in1930, became engaged in an extensiveprogram of research, including bothwind tunnel and flight testing, for theexpress purpose of increasing the safety

N A C A. Tec hn i cal Not e No . 460 F ig . 2

I 35 '0

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II

12 0 'U Il ~21 liz ' "1.16 liz

C=68 =.j- - 2 1' 440F i gur e 2 . Three-view 3 .5i nc i dencedr aw ing oft he Donnellairp l ane .

slot behavior; and performance data, including minimum speed, high speed,glide angles and climb characteristics.The results were obtained with fourcombinations of slot and flap settings;slots open and closed , with flaps

The wind tunnel tests showed that withthe proper application of wing-fuselagejunction fillets, the buffeting could beeliminated . These studies werereported in NACA Report 482 and TechNote 460.


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design and construction ofMcDonnell's entry for the GuggenheimCompetition. Afterwards he enteredthe graduate program at Marquette foradvanced work in aeronautics. Later hebecame a professor at Marquette.Smith begins his article, Airplanecrashes have had so much publicity thatit is probable the public is not getting atrue picture of the safety of moderncommercial air travel. The number ofcrashes is very small when the greatnumber of miles of commercial air service is considered.The average man is still very skeptical about the prospects of travelingabove the surface of the earth. He maybe glad when his country's airmen setnew records and may be interested inreading of flying exploits. He probably

regards with mild resentment thereported superior aeronautical progressof other nations. But in the back of hishead there lurks a deep-seated reluctance to trust that most elusive of theelements - air. The fury of tornadosashore and of typhoons at sea holds lessterror for him than the paradoxical business of defying gravity with heavierthan-air machines. Though he sends hisletters by airmail, he prefers to let someone else do the flying.He then provides a short descriptionof the purposes of the Guggenheim SafeAircraft Competition for which theDoodlebug was conceived. The McDonnell entry met these requirements(of the competition) as favorably as anyplane entered, and some of the specialdesign features will be noted.The powerplant was a Warner

Scarab. This is a radial, air-cooled,seven-cylinder engine that develops110 hp. In general, the more cylindersan engine has, the smaller each may befor the same horsepower. This resultsin a more uniform torque and a conse

The McDonnell Dood lebug in the NACA full scale wind tunnel. Note the large fillets atthe wing root. The NACA engineers found that tail buffet could e eliminated y theincorporation of a fillet of this configuration . This photo is from NACA Technical NoteNo. 460airfoil and a trailing edge flap. Themain spars or beams were made of duralsheet and the bulb angle had the generalcross section of a widened I. Flangeson these spars varied as to the bendingmoment. The ribs were made of duraltubing bent to shape, and the compression struts were made of steel tubingwelded to shape.The whole was covered with fabric,which was doped and painted. Theleading edge airfoil or Handley-Pageslot was a composite construction ofwood and dural. The trailing edge flapwas of ordinary dural tubing controlsurface construction.Landing gear and wing struts weremade of steel tubing. Because of thesevere landing tests, special shock absorption was used. Aerol struts, with 14inch travel , were specially made. This

HIGH LIFT DEVICESSmith continues his article with a discussion of the aerodynamic devicesused on the aircraft's wing. Airplanesare judged by their performance. Oneof the hardest requirements to fulfill wasto have a low speed of 35 mph and a highspeed of over 110 mph, a ratio greaterthan three to one. Most commercialplanes of today have a top speed of only2 1 2 times their landing speed. With afixed airfoil as ordinarily used, it is practically impossible to better this ratio.Ordinary fixed wings do not haveenough variation to meet the speedrange. To obtain maximum range, anairfoil would have variable coefficients.A basic section with low drag was therefore chosen to meet the high speed. Thesection chosen was similar to an M-6.To this were fitted a leading edge airfoil


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by H.G. FrautschyIIn the last day of Sun ' n Fun'9 , Jack and Golda Cox and I werewalking the Antique/Classic flightlinefor the last time when we came uponthe twin tails of what appeared to bea great looking Lockheed, sitting inthe middle of a circle of concrete asthough it had been neatly depositedthere by the gods. No one was aroundthe area , and no airplanes crowdedthe intimidating presence of such a


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heed e nthusiast from the word go ,Mike has alway had a soft spot in hiscareer for the type - he currently fliesa Lockheed Jetstar for Bernie Little ,

a distributor of Anheuser-Buschproducts. He started flying a Lockheed Lodestar in high school with hisfather, who also earns his living as acorporate pilot. To Mike , the Lockheed is th e "Cadillac" of airplanes ,and he set out to restore his Lockheed to elicit the oohs" and "ahhs"that a well restored automobile willget. The road to all that admirationwas full of potholes, though With the parts and pieces to oneElectra Jr. at his home already, Mikeheard about a Lockheed 12A thatneeded a lot of he lp from his friend ,Frank Moss , who also owned a 12A.Buzz Hale, an America West pilot ,owned the Lockheed , having obtained it from the estate of PaulPfoutz, who originally had no intentions of restoring the Electra. Paulfirst bought the 12A to obtain the engines, so he could use them on hisBT-13. On the ferry flight home,though , Paul fell in love with the oldcorporate airplane, and decided thatit would have to be restored someday. As a result , it sat at the field inWest Alexandria, Ohio and deteriorated. When Buzz Hale obtained it,it was looking pre tty sad. Buzz hopedto ferry th e airplane, but while hepoured fuel in the wing tank, the levelneve r seemed to rise - when helooked under th e wing, he discoveredwhy. The fu e l was leaking outthrough the corroded wing tanks.Mike was able to search out Buzz ,and went up to Ohio to have a look atth e airplane. After arriving in themiddle of the night in the dead ofwinter, they he ad e d out to the airport. Sitting frozen to the ground,with no wheels on it , was a forlornlooking heap in three feet of snow.Fortunately, through th e years, a occasional coat of plain old latex house

paint was put on the Electra, so Mikewould later find practically no corrosion in those protected areas. Mikeclosed the deal , swapping a Stampebiplane and some cash, and headedon back home , leaving the Lockheedin West Alexandria. He had his Electra As it turns out, Mike had justbought the last civilian Lockheed12A Electra Junior ever produced ,serial number 1294. t had been manufactured in 1942.Getting the beast ready to ferryhome was the start of a new adventure . With the parts that he alreadyhad at home from the disassembledLockheed , he made up QuickChange Units" for various components , such as brake assemblies andwheels. Five trips would be neededto get the airplane ready to ferry,many of them with Mike s friendJerry Van Winkel and his dad Joe.One of the first problems to tacklewere the engines. Neither of themhad been overhauled since 1955, butthey both would turn when rotatedby hand. All was not rosey though zero was the compression reading inall cylinders when they were checked.In fact , Mike said you could havespun them like a child's toy if youwere so inclined (they weren ' t). Thecylinders, feathering pumps and oiltanks were all filled with Marvel Mystery Oil. Each time one of themwalked by an engine, they would turnthe prop one blade. Bit by bit , thevalves and rings loosened up , and theengine began to feel a lot better.During the five trips , one elevatorskin would be replaced due to rodentresidue, and he changed the elevatortrim cables. the rest of the primarystructure was good, except for thefuel tanks - they would all be replacedlater. During the course of the ferry


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The flight deck is set up for basic V R flight, with a Nav-Com, transponder with encoder and a loran.flight preparations, Mike and his crewchanged out 64 oil and fuel lines, including new AN fittings.

There was one other thing to fightgetting ready for the ferry flight. Allof the work in Ohio was done out-doors. Not too bad, you say? In thesummertime, you'd be right, but Mikeand his crew did this during the winterof 1990. Mike kept telling himselfthat it would be OK to leave the air-

plane sit until spring (after all , it hadbeen sitting there for almost 20 years) ,but each time he saw the winterstorms plowing trough the Midwest,he just couldn't stand it. He just hadto get it back home, safe from the elements. But freeing the frozen massfrom the Ohio countryside was noeasy task for Mike and his friends.The entire electrical system wasworked over. When the electrical

system was first checked, the onlyfunctioning item was one cylinderhead temperature gauge. Being a 12volt airplane, a lot of amps would becarried for major items like the land-ing gear motor. Each of those hugehouse-style fuses and copper contactshad to be cleaned of the green corro-sion that accumu lates on copper. Alot of CRC cleaner and contactlube went into the circuits too


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Some of the neat l i tt le touches thatmake this airplane a winner include themud fenders and the polished 28-30props

Finally, the moment of truth ar rived. Mike had run the engines, obtained the ferry permit, and when itcame time to ferry the old Lockheedout of West Alexandria , Ohio, mostof the town showed up to watch, including the students of a schoolhouseup on a hill overlooking the airport.The Electra had been sitting on theairport so long, it had become a locallandmark. With overhauled carburetors, feathering pumps , starters andmags, as well as new push rod tubesand seals, he fired her up and headedout to Cincinnati, Ohio. Creepinga long at 135 mph, the engines gaveMike his first surprise - they ran justlike sewing machines Ju st prior todeparting, the compression checks onthe engines showed that the worstcylinder was showing 68 over 80 onthe differential compression gauge.Each landing was an adventure fora few uninvited passengers. Aftereach touchdown, field mice that hadmade their home in the Lockheed

of the Brandis brothers, two fellowsout of Taylorville , Illinois , who alsohave a shop in Lakeland, Florida.Bob and John Brandis primarily dowork on Lear Jets, but the Lockheedwas a special project. Mike and therest of the crew started at the noseand changed every nut, bolt and wirethey could put their hands on. Mikeestimates that 1800 nut plates alonewere replaced on the airframe. Thepleasant surprise came as the latexpaint was stripped off the sheet metal.After resting for nearly 20 years, theairframe was very straight, and thecowling was virtually dent free. Neatlittle details came along with the project, including the fancy mud guardsmounted just above the main landinggear tires. The beautiful balloon tiresmounted on the Electra Junior are ofnew manufacture from the AntiqueTire and Rubber Company of SanDiego, CA. At nearly $3,000 apiece,Mike prefers to land the airp lane onthe grass to save the tires. (He figuresa landing on concrete costs 20 to 30bucks each time )Even though the engines had runwell during the ferry flight , the cylinders were sent out to Dumont in Se

the origina l scheme was still visibleafter a ll the latex paint was strippedoff. Ear ly in its career, the Lockheedhad been the corporate transport ofthe Haliburton Oil Company of Duncan, Oklahoma. In the companyarchives in Duncan, Mike locatedsome nice clear photos of the aircraftas it had appeared almost 40 yearsago. After some good-natured ribbing from his friends about not polishing the Lockheed (most had polished sheet metal with color trim),Mike decided to follow the Haliburton color scheme, with a few modifications to show off the beautiful sheetmetal. The spectacular polished aluminum "trim" on the nose of the 12As quite appea lin g. The paint on therest of the airplane is thepoluyurethane ename l Awlgrip, withDupont Imron used for th e trim.Is Mike pleased with the final resu lts? Very much so. As mentioned

before, he thinks of the Lockheedline as "the Cadillac of airp la nes".The cu lmination of all of his and hisfriends efforts to put to old co rporatetransport back in the air have resultedin a spectacular recreation of the earlier days of twin-engine corporate


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WHAT OUR MEMBERS RE RESTORINGb y N o r ~ Petersen

Bud Buchholz's Aeronca ChampThis photo of a nice looking AeroncaC hamp , N84171 , SN 7AC-2589, was

sent in by owner Melvin Bud Buchholz (EAA 126686, A/C 6230) ofGreenleaf, WI who has owned the neatlittle tandem for nearly 20 years . Stillpowered with the original ContinentalA-65 engine , the Champ is flown onwheels in the summer and Federal skisin the winter. t was originally ownedby Beverly Butler (EAA 334176), former manager of the Nicolet Airport atDePere , WI , and author of the book ,P IPER CUB ERA at Nicolet Airport.

The Champ was then purchased byDick Martin (EAA 62813, A C 3099) ofGreen Bay , WI, and Bud Buchholzbought in with Dick on a partnership since. t was recovered with Stits in strip on the farm and enjoys flying thebasis . In 1973, Bud bought out Dick's 1971 and still looks good today . Bud Champ whenever he has a few spareshare and has owned the airplane ever has his own nice ly mowed N-S grass moments.

The J-5A was purch ase d by Allan 'suncle in 1944 and used in flight training at Tomah, WI , under the name ofBloye r Flying Service until approximately 1970.

Allan reports the a ircraft has beenrebuilt twice, once by his uncle in theearly sixties and once shortly prior tohis purchase from a relative . It is nowpowered with a Continental C90-8Fand requires the usual hand cranking .Allan , who is a qualified tailwheel instructor, took his very first flying lesson from his uncle in this very airplanein 1964 and looks forward to flying itinto Oshkosh for the 1992 convention.Allan RooPs Piper J-SA Cruiser 5A Cruiser, N30379, S N 5-184, is the Note the original Grimes navigation

Finished in the traditional Inter pride and joy of Allan Roof (EAA lights on the wingtips and the top ofnational Orange color , this Piper J 3865999 A /C 17193) of Sparta , WI. the rudder.

1949 Luscombe 8FThis photo of Luscombe 8F,


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Royal Flying lub PA llThese photos of Piper PA-11 ,N4642M, SIN 11-150, were contributedby Don Kinneberg EAA 222420, IC8559) of Spring Grove , Minnesota.Manufactured on May 6,1947, the PAII was purchased new by the 10-membe r Royal Flying Club of SpringGrove, of which Don Kinneberg was amember. Gradually over the years ,the membe rs have left the club for onereaso n or another , until Don Kinneberg is the so le owner of th e airplane, 45 years later

The airplane is still painted in theoriginal blue and yellow PAolI colorsas it came from the factory. t was recovered using Stits process in 1978 andfinished in Aerothane . At the sa metime, th e Continental C85-8 enginewas majored by the A P class ofWinona Tech School at Max ConradField, Winona , MN. The total time onthe plane is about 2200 hours sincenew.

Don loves to fly the PA-ll on Federal1500 skis, howeve r, getting fromthe hangar to the runway was a problem until he develop ed th e auxiliaryaxles and 4:00 X 8 sidewheels whichslide on the skis and are held by a hairpin clip. The airplane is rolled out ofth e hangar and onto the snow whereDon uses a board to lift the ski and remove th e wheel on ea ch side. H e isthen ready to go ski flying. At the e ndof the day, the wheels are re-installedand the pl ane is rolled into the hangar.

About the only changes made to thePAolI in the past 45 years have bee nth e switch to the C85 engine from a


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Kenneth Buck Carter's PA llThis photo of a Piper PA-l1,N4855M, SN 11-372 mounted on a set

of Edo 1400 floats, was sent in byowner, Kenneth "Buck" Carter (EAA154155) of Drummond Island, MI.Painted blue and white, the P A 11 ispowered with a Continental C90-8 engine and features a large baggage compartment, 36 gallons in two wing tanks,6 qt. oil sump and spray rails on thefloats . (The 6 qt. oil tank is a necessitywith long range tanks )Buck reports he has a Long Rangerloran to aid the navigation and a handheld STS radio for communication when necessary . His 1400 floats wererebuilt by Eddie Peck in Bear River ,Nova Scotia, and are n top condition.Having done most of his flying with"stick" controls - Aeronca, Porterfield,Interstate , Luscombe and 75 hoursthrough aerobatics in a N3N biplane,

Buck likes his PAolI and the performance. He formerly owned a J-3 Cubwith a C90-12 engine on Edo 1320floats. The engine was fully cowledlike a PA-ll and had the 18 gal. wingtank lik e a PA-11. Buck admits heshould never have sold that airplaneLiving on Drummond Island, Buckis a close friend of Willie Ropp (EAA12331) who was named the SeaplanePilot of the Year by the SPA. Theyshare the same joys of flying on floatsand have been known to spend timetelling about the large fish they caughtThe enclosed aerial photo of BuckCarter s place shows his PAolI on thewell-protected ramp , his lakeshorehome and a very nice seaplane hangar.


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Travel Air SA 6000 AThis photo from back in the 1930's

of Travel Air SA-6000-A, NC81l1, S N883 , mounted on a set of Edo J-5300floats was contributed by GarlandBernhardt of Baudette, MN who retrieved it from the owners of Oak Island Resort on the Minnesota/Canadian border of Lake of the Woods.Powered with a 450hp P W Wasp ,the Travel Air was a large airplane,weighing about 3600 lbs. empty andgrossing 5500 lbs. With a 54 ft.wingspan, the aircraft could haul up tosix people or 90 cu. ft of cargo.

One of two SA-6000-A Travel Air 'sbuilt, NC8111 saw service for a numberof years , flying out of Warroad , Minnesota, and serving the communities onLake of the Woods that were accessibleonly by air or boat. In the winter, thehuge Edo floats were exchanged for alarge set of wooden skis that used thewheels for cushioning as pictured in thenext photo. Note also that a Townendring cowling was added in the winterphoto. In the lower corner of the photo,someone has written - 1931.

The sign on the side of the Travel Air says, Lake of the Woods Air Service , Passengers and Transport, Warroad , Minn. This same aircraft is pictured in Juptner's Volume Two for A.T.C 175.

Stinson Junior SR


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A kaleidoscope of thoughts and emotions was sweeping through me as Icaught my last glimpse of Alaska sKetchikan harbor. Once again I was apassenger n the cabin of an airplane,instead of the pilot n the cockpit. I wasgazing out the window of the AlaskaAirlines jet as it climbed above theclouds and fog of a typical southeastAlaska September morning. Twentyfive years ago I had accomplished myfirst airplane solo flight. Today, after afive month aviationodyssey, I was return

y James Dillon Ale 14676good challenge. The last two years ofmy six year job flight engineering andpiloting for a major airline had beenparticularly interesting. But twomonths had passed since completing mylast flight on the Great Silver Fleet andI was hungry to fly. By chance I spotteda business card and brochure I had tucked away n the bookcase the previoussummer after returning from a weeklong cruise of the Inside Passage. Mymind flashed back to a flight seeing

floatplane tour of the Misty Fjords myand wife and I had taken in a de Havilland Beaver. I picked up the telephoneand made the call.Four days and as many phone callslater, I was talking across four timezones to the owner of Ketchikan AirService. During a four day break fromairline flying the previous June, I haddriven to Jack Brown s in WinterHaven, Florida and added the singleand multi-engine seaplane ratings tomy Commercial Pilot s

License. My lack of


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stay that would suit my needs for thesummer. I rented an upstairs room at asmall bed and breakfast overlooking theharbor. My hosts were kind andgenerous people and I was often invitedto share in their evening meal.Throughout the summer I continued tomeet and make friends with some of thefriendliest most helpful and hard work-ing people I have ever encountered.There was a lot to learn about thelocal area and flight operations. Ilearned by doing working and flying 15days in succession before taking myfirst day off. I took only one day off aweek for the first two months. Reflect-ing back I should have taken more timeoff in the beginning. I made up for itthough in August when my wife ~ m eup for a fantastic two week flying vaca-tion celebrating our 10th wedding an-niversary .Most of the flying was scheduledcommuter air carrier freight and pas-senger flights to logging camps andfishing villages around the Prince ofWales Island area. The camp cooksvillage store operators and private in-dividuals would send in their orders tothe Ketchikan stores. For an arrangedfee the stores would package the goodsfor shipping and transport them to thepost office. From there after being

A Labouchere Bay Logger limo re dy to he d b ck on the return trip.

weighed and postage assessed the con-tracting commuter air carriers wouldpick up and deliver the goods to theseaplane dock of the camp or Village. Aperson designated by the post officewould receive the goods which wereheld for the consignee. Often the con-signee was the logging camp cook whostood on the seaplane float and helpedthe pilot unload the camp s groceries.Of course passengers outside mail and

outside freight would complete the load.Competition and ability to performestablishes the contractual mail andfreight rates which are a poundage feecharged according to air distance flown.A carrier must fly a scheduled route aminimum of one year in order to beeligible to bid for a mail contract on thatroute. The difference between the con-tractual mail rate and the U. S postage

charge to the shipper can be substantial


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and provides an economic basis foryear-round scheduled operations . Thisdifference is the mail subsidy youread about in the airline history books.Due to the remoteness and sparsity ofpopulation in Alaska, the mail subsidyis still very much alive and necessary inthe last frontier. The original Alaskanpostmen were, of course, the famous

dog mushers in the colder regions.Today, in virtually all remote areas, themodem day pony express rider is still- you guessed it - the bush pilot.Charter flights of all types, flight

seeing nd recre tion l wildernessflights, brought a tremendous variety tothe summer season. I averaged fiveflight hours during a duty day usually

lasting 3 hours. One-hundred and fiveflight hours a month worked out toabout 315 landings each month, due tothe short route segments. I got to knowthe country and terrain faster than expected. My training was excellent, as Ih d nother pilot long for routefamiliarization during my first 50 hoursinside southeast. I really was thank


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ful for the thorough check-out when theweather turned marginal, which occurred frequently.I was determined to fly conservatively and made no attempt to cover up myinexperience in seaplane flying andbush operations. The seasoned "sourdough" bush passenger sometimeswould muse out loud about the competence and experience of a pilot whohad to "look at a map" to find where hewas going. I let the comments go, orelse kidded them right back. As Igained experience, I loosened up andtried different techniques. Sometimes Iwould gain proficiency, and sometimesI would learn NOT to do something.Thankfully, I survived the latter.

Ketchikan Air currently operates theonly two turbine powered amphibianplanes available for charter inKetchikan. One is a stretched turbineBeaver and the other is a turbine conversion of the Otter. The KTN Air Otter isbeing converted to wheel/skis as longrange ferry tanks are installed in thefuselage for the 1100 mile journey toAntarctica. Long-time bush pilot DanBaldwin is planning the trip, scheduledto depart October 10th. Once in the Antarctic, the aircraft and pilot will be partof the Adventure Network support team.

Wildlife is abundant in southeastAlaska, both the furry and mechnicalkind. Ketchikan is home port to thelargest fleet of DHC-3 Otter float planesin the world. At last count there werean even dozen of the beautiful old roundengine Pratt & Whitney R-1340powered behemoths. "Two PoppaMike" - ProMech Air's flagship recently joined the fleet after 30 years ofdistinguished service with the Burmesemilitary . Approximately two dozenDHC-2 Beaver floatplanes callKetchikan home. Not as many asaround the Lake Hood area in

Iron ike Salazarshows his talent forcutt ing k ing c rablegs. That's not all hecan do , and so as asalute to his bossand the crew thatworked with hi mduring the summerof '91 , James Dillonwrote the followingverse

IRON MIKE"Iron" Mike and "Bald Eagle" Dan,True Bush Pilots from Air Ketchikan;Add "Wilson Creek" Dave and "Full" McRee,Moving Mountains of freight by air and sea.Larry and Terry, Ken and Ron,Are turning wrenches from dusk 'till dawn.

There's plenty of work for mechanics to do,"Prop Bender" Jim makes employment for two.Rob, Terry and Anette;Dispatchers that make Pilots Sweat.The loads, the weather, the fear that grips,If it weren't for them we'd fly no trips.

I've seen Travel Agents make Customers Flirt,Check Chris or Jill in her mini-skirt.Down at the Waterfront, Howard and Ed,Haul up the bags, the Low Tides they Dread.Dick and Mark pump the gas and drive the "gator",But watch out when Trevor hits the Tug Accelerator.All in All it's a pretty tight crew,Everyone's doing the work for two.


24/36

The Clark'sdeHavilland Hornet Moth

by Connie and Edmund Clark Jr.Last year I wrote to the owners of rebuilding the engine and making new der with Mode C, hidden n the luggagethe few deHavilland Hornet Moths that flaps to once again allow the wings to locker behind a sliding door. With the

are registered here in the United States. fold. The interior did not require an door closed, she can still look like theSurprisingly only the Clarks responded extensive restoration, but we redid cer antique airplane that she s .to my request for a photo and more in- tain details with brown leather and wal More Info On the Interiorformation. The Hornet Moth features a nut wood grain. We bought a propeller The interior was done in brownnumber of uniquely deHavilland fea- from Australia made especially for the leather, including the door panels andtures including the main landing gear Hornet Moth. She s comple te ly origi t rim, as well as the seats. An originalstrut fairings - with the flick of a lever nal, even down to having Demec navi lacing over the Y-shaped yoke wasthe fairings rotate as much a 90 degrees gation lights, which have all three col copied. There is a window shade10 act a speed brakes allowing a steeper ors n one unit. One light s on the top type shade that can be pulled forwardapproach . This airplane has always and one s on the bottom of the cabin. over the skylight, and a rearview mirbeen one of my favorites - my thanks 10 As a tribute to her heritage, she carries ror. The fuel tank s behind the seats,the Clarks for sharing their Hornet Moth her original South African registration with a baggage area over it. The gas bywith us - HG number. Being hangared in the Los gauge s located at the back of the seats,Angeles area, however, we also have a at seat level, between the seats . The

Our Hornet Moth was imported by 720 channel radio, VOR, and transpon- brakes on the Hornet are also unique


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. -. .

- the brake lever is on the door ; youpull the handle and step on the pedals.Finally, we were done. . .The roll-o ut date was September 20,1986. Our home airport, Hawthorne,has an annual Air Faire. I'm sure thatwas the reason that the Po lice Depart

ment cooperated with our request totaxi the airplane , instead of tow it, tothe airport from Ed's shop, a distanceof about one mile. This was with thewings ou t , not folded . We had threepolice cars as escorts at 6 AM that Saturday morning. They seemed to enjoyit as much as we did . We reached theairport car gate, sh ut down the engine,folded the wings, restarted the engine,and the n after all that - it seemed sostrange right at that moment - Ed hadto get on the radio to be able to moveagain. An exciting morning and weekend.

Other ActivitiesOn Memoria l D ay weekend , May1987, we participated in the 50th An

niversary celebration of the Golden

The folding wings on the deHaviliand Hornet Moth are demonstrated in these twophotos. One of the last DH.B7B aircraft built, th is example was manufacturedin1938. Owner Ed Clark below) is pleased with his ritish antique.


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P SS T TO1]An information exchange column with input from re ers

I'm ImpressedAttending the Casa Grande Fly-In'92, I was impressed with the lineup ofairplanes and the people I met. Onefellow, though, I didn't meet, but I surewould like to. A look at the picture willtell you why.The airplane it was hanging on was aneat little Stinson lOA or Model 105,just like I flew when we used them for

y Buck HilbertEAA 21, le 5P.O. Box 424Union, L 60 180

ride " I would surelike to meet thispilot. I want toshake his handHere is a guy thatis putting into action what all the alphabet groups,EAA, AOPA,CAP, NAA and all


27/36

FUSELAGE HANDLING FIXTUREJohn H Parker SrEAA 129210)P.O. Box 282Sciota, P A 18354

When sand-blasting the fu selage of my Colt , I fo und thatcalling my wife to help me turn it over on the two horses itwas o n was leading to pr e liminary discussions of divorce .Dec iding th at th e re had to be a be tt er w ay to handle thi sproblem (that of turning the fusel age, of course ) pictured ismy solution.

Th e mate rials use d consist ed of two o ld truck whee ls,some scraps of2 " and 1-112 pipe, 1" pipe flange , a coupleof pi eces of 4 stee l plate and a bolt and nut for lockingthe fu selage in pl ace .The bea uty of this is that I can change the front and rea rho ok-up to accommodate any type of a irplane. I 'm evenlooking forward to covering and painting the pl ane now.

Th e stand is made up of 2" pipe with one hole at the topinto which is inserted a piece of 1-112 pipe drilled with a series of holes to allow adjustment up and down. On the topof the 1-1 /2 pipe is welded a pi ece of 2" pipe to be used tohold the 1-112 nipple which is a tt ached to the airp lane. Ichose to use a piece of 2x4 wood to bolt to the frontplane and the pipe ange to fit to the stand.

where parts were used to build a second


28/36

M Y S T E R Y P L A N Eby George Hardie

With the help of a number of ourreaders, we're able to present some in-teresting aircraft designs in our MysteryPlane series. This month's Mystery is agood example. Sent in by Earl F StahlA/C 11013) of Yorktown, Virginia, theview shows the airplane in the finalstage of construction. Answers will be

published in the August issue ofVINTAGE AIRPLANE. Deadline forthat issue is June 20.A record 18 answers were receivedfor the February Mystery Plane Evi-dently our readers do theirhomework." Emil Cassanello of Hun-tington Station, New York sent a con-cise history of the airplane. He writes:"The Mystery Plane is the Lockheed

on board . As 20,000 onlookerswatched, Bromley rolled down theramp. But then fuel bubbled up fromthe tank breathers on top of the fuselagein a steady stream. The windshieldfogged, so Bromley peered over theside, only to have his goggles coat upwith fuel. Brushing them back, thestinging spray of gas blinded Bromley.The ship wobbled from the runway,swerved, and the right landing gearcrumpled. The wing followed and theship stood on its nose. Thankfully therewas no fire."The plane was returned to Lockheed

'City of Tacoma.' Vultee designed abalanced rudder, droppable landinggear and metal belly on this design. Onits first test flight, tail flutter was en-countered, and when the pilot flew at alow altitude to show the engineers onthe field, the rudder fell off, followed bythe fin Test pilot Herb Fahy came outof the crash with a broken elbow andbruises."A third 'City of Tacoma' was built.At its first test flight at Muroc with 900gallons of fuel on board, it flounderedthrough the air after takeoff, half rolledand crashed on its nose and burned.Test pilot Ben Catlin came walking outof the flames a human torch only ahundred feet from the horrified Brom-ley who was watching the takeoff a miledown the runway from where the planestarted. The test pilot died that even-ing."Other answers were received fromCharley Hayes, Park Forest, Illinois;Glenn Buffington, Eldorado, Arkansas;Marty Eisenmann, Garrettsville, Ohio;Robert Richardson, Broken Arrow, Ok-lahoma; Robert Wynne, Mercer Island,Washington; Jack Lengenfelder,Lawrenceville, New Jersey; John Un-derwood, Glendale, California; FrankAbar, Jr., Livonia, Michigan; JamesBorden, Menahga, Minnesota; JimBoettcher, Enon, Ohio; Ed Byars,Clemson, South Carolina; WilliamBledsoe, Montgomery, Alabama;Wayne Van Valkenburgh, Jasper, Geor-gia; Paul Schuldt, Hastings, Nebraska;Mike Rezich, Chicago, Illinois; andCedric Galloway, Herperia, California,Lynn Towns, Brooklyn, MI, BobLouderback, Cincinnati, OH.

.....

Lockheed Explorer


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The following list of coming events is furnished to our readers as a matter of informationonly and does not constitute approval , spon-sorship, involvement, control or d irection ofany such event. If you would like to have youraviation event fly-in, seminars , fly market, etc.)listed, please send the information to EAA, All :Golda Cox, P.O ox 3086, Oshkosh, WI 530933086. Information should be received fourmonths prior to the event date.

May 15-16 - Colorado Sp rings, CO - 3rdAnnual e.A.L./NX-211 Collectors Society Symposium. Hied at the Pioneers Museum. Contact:Dick Hoerle, 727 Youn-K in Pkwy. South, Columbus, OH 614/497-9517.May 16 - MI. Vernon, TX - EAA Chapter 834Spring Fly Market at Franklin County Airport.Event will be held rain or shine. Contcat: JimMankins, 903/725-6674, Ted Newsome, 903/8565992 or the Franklin County Airport, 903/5372711.May 15-17 - Columbia, SC - EAA Chapter242 2nd A1mua l Spring Fly-In at Owens Field.Contact: Feaster Coleman, 803/779-6562 or 6575864, or John Gardner 803/796-2400 or 7965808.

May 17 - Benton Harbor, MI - EAA Chapter585 6th Annual pancake breakfast Fly-In at RossField. Classic car show,aviation art and equipmentexhibits. Contact: AI Todd, 616/429-8518 orRandy Hunt, 616/428-2837.

May 22-24 - Watsonville, CA - 28th AnnualWest Coast Antique Fly-In and Airshow. Contact: Gene Cox, 408/263-1616 or Susan Weil,408/735-8238May 22-24 - Atchison, KS - 26th AnnualFly-In of the Kansas City Chapter of th e AAA.Contact: Stephen Lawlor, 816/238-2)61 orGerald Gippner, 913/764/8512.May 23-24 - Decatur, AL (DCU) - EAAChapter 941 and Decatur-Athens Aero Service'sfourth annual Reunion and Fly-In. Homebuilts,Classics, Antiques, Warbirds and all GA aircraftwelcome. Balloon launch at dawn. Camping onfield, hotel shuttle available. Contact: DecaturAthens Aero Service, 205/355-5770.June5-7 -Merced,CA - 35th MERCED West

Coast Fly-In. Contact Merced Pilots Assoc., P.O.Box 2312, Merced, CA, 95344 or call Don Nolte209/384- 1144June 5-6 - Bartlesville, OK - Frank Phillips

Field, Sixth A1mual National Biplane Conventionand Expo. Old Time Airshow , forums, semi

Fly-In/Drive-In Picnic . Starts at 1l am. Call414/787-3030 for more information.J unc 7 - Lebanon, TN - EAA Chapter 863 3rdAnnua l Fly-In/Drive-In. Call 615/452-1205 formore information.June 12-14 - Middletown, Ohio - Sixth An

nual Aeronca Convention, including tours of theAeronca factory and the U.S.A.F. Museum,Aeronca forum. Banquet on Saturday night withspeakers and judged aircraft awards. Contact Nationa l Aeronca Association, Box 2219, TerreHaute, IN 47802, 812/232- 1491.June 13 - Ne wpor t News, VA - EAA Chapter

156 20th Amlllal Colonial Fly-In at NewportNews/Williamsburg Interna tional Airport. Contact: Bob Hamill, 123 Robinson Rd., Hampton,V A 23661, 804/928-0 I07June 14 - Aurora, IL - EAA Chapter 579Fly-In/Drive-In Breakfast and Airport/FBO OpenHouse. Aurora Municipal Airport. 7AM toNoon. Contact Alan Shakleton, 708/466-4 193 orBob Rieser, Airport Manager at 708/466-7000.June 13-14 - Coldwater, MI - NOTE THEDATE CHANGE 8th Annua l Fairch ild Fl y- ln .Branch County Memorial Field. Contact: Mike

Kelly, 22 Cardinal Dr., Coldwater, MI 49036, orcall 517/278-7654June 27-28 Orange, MA - New England

Regional Fly-In with antique steam and gas engine show, f1ea market, food. Trophies both daysfor Homebui lts, antiques, classics warbirds.Chapter 726, Orange Municipal Airport, Orange,MAOI364.June 25-28 Mount Vernon, OH - 33rd An

nual National Waco Reunion Fly-In WynkoopAirport. Make your reservations at the CurtisMotor Hotel 1-800-828-7847 or (in Ohio) 1-800634-6835. For additional information, contact theNational Waco Club, 700 Hill Av., Hamilton, OH45015 or call 513/868-0084.June 28 - Anderson, IN - EAA Chapter 26

Annual Fly-In breakfast. Call 317/759-523 1 formore information.

- 24th Annua

nual Aeronca Fly-In sponsored by the Tail DraggerClub. Camping, Flight Breakfast on Sunday, withfree breakfast for pi lot and copi lot. Serving 6:30amtil 12:3Opm . Contact: Keith Hamden, Box 285,Emmetsburg, IA 50536.July 12 - Michigan Ci ty, IN - EAA Chapter966 Pancake Breakfast. Michigan City Municipal

Airport. Call 219/872-5248 for more information.July 25-26 - New Berlin , JL - Flying SFarm. Midwest gathering of Taylorcrafts. Con

tact: AI and Mary Smith, 217/478-2671.July 25-26 - Bemidji , MN - Bemidji-BeltramiCounty Airshow, Antiques and Classics welcome.

Fish fry. Hangar parties, Sunday breakfast andaerial demonstrations . Contact: LeRoy Johnson,1-800/458-2223 or 218/751-5423.July 26-31 - Marion, IA - 24th A1ulUal International Cessna 170 Association Convention.

Contact Le e Re edy, 319/322-0665.July 28-August 6 - Valparaiso, IN - PorterCounty Municipal Airport. EAA Chapter 104 is

sponsoring a Trave lers Fuel and Food Stop .Contact Oliver Lacy ant 2 19/843-5481 (evenings) .July 31-Aug. 6 - Oshkosh, WI - 40th Annual

EAA Fly-In and Sport Aviation Convention. Wittman Reg ional Airport. Contact John Burton,EAA Aviation Center, Oshkosh, WI 54903-3086,4) 4/426-4800.

August 1 - Oshkosh, WI - Blackllawk TechA&P and Avionics Reunion at EAA Oshkosh. Onthe east side at Novak' s hangar. For reservations,contact Mary Mills, 613 Wisconsin Av., Beloit,WI 535 11. 608/364-4741.August 1-2 - Shiocton , WI - Annual Fly-In.Food served daily. Free camping to EAA members. Contact: Joyce Baggot, 414/986-3547.

August 10-14 - Fond Du Lac, WI - 23rdAnnual International Aerobatic Club Championships. Five categories of competition - Basicthrough Unlimited. Fond du Lac Cup, SundayAugust 9th. Contact Louis J. Drew, ContestDirector, 414/921-6000.

August 16 - Brookfield, WI - EAA Antique/C lassic Chapter II O ld-fashioned IceCream Social . Noon unt il 5 pm. . Vintageand amateur-bui lt aircraft on display, as wellas a disp lay of radio-colltro lled model pl anes .Contact: George Meade, A/C Chapter IIPres. , 414/962-2428.

August 22-23 - oomin gton , IL - EighthAnnual Air Show sponsored by the Prairie Aviation Museum . Contact: P.O . Box 856,


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,INC.Aviation Underwriting Agency

P o Box 35289 Greensboro NC 27425

BeCOllle Metnber f The BAAAntique/Classic Insurance Progralll!


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WELCOME NEW MEMBERSM. S. Mitchell Dunwoody GAMorris M. Mountjoy Hanover, PARobert H. Monahan St. Paul , MNRay L. Murphy Brooklyn, NYClisten V. Murray Mascoutah,ILJohn W. Nagel Post Falls, IDNicholas J. Nappi Elbridge, NYStuart L. Natof Rockville, MDDouglas T. Nelson Page, AZRaymond R. Newhouse Tucson, AZBarbara Nichols Madi son OHPat C O Neal Tupelo, MSThomas L. Olson

Inver Grove Heights, MNJoseph E. Palko Schenectady , NYGreg J. Papendick Corunna MIWalt Parker San Jose, CAArthur R. Parth Davison, MIJohn H. Payne Fort Lauderdale, FLDavid Peckins Tunkhann ock, PAMark L. Perkin

Kitchener, Ontario CANADAJames M. Perrin Barrington, ILKeith A. Plendl Hinton, IAJim D. Pogue Big Bear Lake, CARobert J. Pollard Tomah, WIKen Polzin

Bahrain SAUDI ARABIAWilliam E. Poole Cary, NCWalter Powell Kenly NCShane Ramsey Fairba nks, AKWilliam B. Reavis Yadkinville, NCJohn F. Rebolt Fairborn , OHDon M. Renton Troy, MIBernhard Rindlisbacher

Bulach SWITZERLANDCharles Rostron Coshocton, OHSteven Rotsart San Di ego, CA

Peggy BatyAllyn BeaverMark BelserKarl R. BeutnerCraig BeierGlen Blevins

John C. Atterbury Greers Ferry, ARLuis Alvarado APO, AARobin Bacon Fayetteville, TNTerence R. Barron

Maldon, Essex ENGLANDAlan D. Basham Clarksville, TNHobart C. Bates Ft. Leavenworth, KS

Joe CasellaScott R. ChannerJack W. ChapmanRobert F. CharlesHarris K. ClarkKevin M. ClarkRonald L. ColemanJames N. CraigJohn S. Craig, Jr.Billie CurtisPeter G. Depledge

Cheshire ENGLANDTed Dixon Beverly, OH

Cahokia, ILNoblesville, INWestlake,OH

Suisun, CAHomer, AKBatesville, AR

Newcastle, OKSan Antonio, TX

Fairbanks, AKMidland, TXLincoln, NE

Stuart , FLWichita Falls, TXKernersville, NC

Derry, NHMarion, OH

Mark A. Blusiewicz Lafa yette, COCharl ie R. Boese St. Paul, MNRobert Boyer Southbury CTWarren B Bradshaw Vero Beach, FLDavid W. Bruce Dunwoody, GAAndrew Bucki Harston,

New Grantham ENGLANDRichard Buell St. Paul, MNMark A. Burka Louisville, KYWilliam H. Byrne, Jr. Radford , VAMarion E. Caldwell Waterboro, SCChris Carman New Freedom, PA

Oakland, CABellwood NEHouston, TXMadison, NJ

Salina, KSSanta Cl ara, CA

Casstown, OHWilmington, DE

Bangor, MEVancouver, WAMacClesfield ,

Larry D. HallCharles HarnessAllyn L. HaynesPaul D. HeyrothAlan illWalter C. HillDugg HolmanT.J. HoodRobert M. HoughAlan J. Hughes

A. H. Gettings Blue Springs, MOJeff Gideon Park City, UTWilliam L. Gottenberg Plano, TXGary L. Greenland Three Springs, PAFay Gregory Kenosha, WIArnold A. Griese Fairbanks, AKCharles D. Haggett Sherm an, CTWalter B Halaberda Boca Raton, FL

Gerald N. JohnsonScott JohnsonDavid L. KegebeinWayne I. .KellerMike A. KelteschFrank W. KernerPhillip L KielyMichael R. KizerGordon La CombeFred L. LangstonHarold LausenDouglas LeedomSid LittleFelix LoCiceroGerry LorenzWinnepeg, Manitoba CANADAKatherine B Macario Malvern , PAFrancis Maclntire Acton, MABen R. Margerum Elizabethville, PA

Charles M. Jamieson De Land, FLCharlotte, NC

Elmira, NYWatsonville, CA

Nashville, TNNew Holstein , WI

St. Louis, MOEvansville, IN

Cottont own, TNKenosha, WIHouston TX

Spirit Lake, IAQu een City, MOBrownsburg, IN

Hopewell, Va


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NEW MEMBERSContinued from Page 29)

Joel P. Silverman Las Vegas, NVJ ames Skogen Blue Earth, MNForrest A Slief Wichita, KSCharles Slinger Randolph, WIFloyd E. Slye, Jr Liverpool, NYJames S. Smith Muskegon, MILeigh T. Smith Knox, INRichard E. Smith Olympia, WAWalter Sobralske Berlin, WIThomas A Sowell Evergreen, COCarl H. Spehnjak Las Vegas, NVJanice Stanfield Mansfield, TXRessler J Stater Jerseyville,ILLawrence E. Stegna, Jr

Walpole, MELouis S Stengel, Jr Underwood, NDGary Stofer Concord, CAMichael P. Stupey San Jose, CAR. Francis Sussey Constantia, NYRobert B Tanney

Rocky Comfort, MOEdgar R. Tennyson, Jr

Baltimore, MDWilliam L Thornberry Westfield, INMary A Trent Jonesboro, GAGreg TuckerBathhurst, N.S.W. AUSTRALIAClaude C. Underwood Wichita, KSGreg Vana Newark,ILVince Van Heuveln Willmar, MNRaymond Vecchie Taylorville,ILFrederick Vernon Ozark, ALRobert D Vogel Mesa, AZPeter Wallace Framingham, MARobert L. Watson Bowie, MDChristian G. Weeber Villas, NJRobert Weese Quinlan, TXJames F. Wellman

Where The Sellers and Buyers Meet35 per word, $5.00 minimum Charge. Send your ad to

The 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. n ,545 hrs. on zero time engine. 15 hrs. onzero prop. Beautifully mainta ined.I FR plus lots of extras. Call 6 p.m. to 9 p.m. , 414/336-2356. (5-3)Curtis-Wright Junior Replica Project - for particulars, SAS envelope. Fly-About, P.O. Box 51144, Denton,TX 76206. (6-2)Cessna 140A - Nl40AB - This airplane has everything. Oshkosh award winner. Must sell. Best offer. Call orwrite Angelo Fraboni, 5801 Monona Drive, Monona, WI 53716, 608/222-1464, 7 a.m. to 11 a.m. or after 5 p.m.(6-2)

MISCELLANEOUS:CURTISS JN4-0 MEMORABILIA - You can now own memorabilia from the famous "Jenny", as seen on"TREASURES FROM THE PAST". We have posters, postcards, videos, pins, airmail cachets, etc. We alsohave R/C documentation exdusive to this historic aircraft. Sale of these items support operating expense tokeep this "Jenny" flying for the aviation public. We appreciate your help. Write for your free price list. VirginiaAviation Co., RDv-8, Box 294, Warrenton, VA 22186. c/5/92)SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d, 4130 chrome-moly tubing throughout,also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC . (J. E. Soares, Pres.), 7093 Dry CreekRd ., Belgrade, Montana. 406388-6069. FAX 406/3880170. Repair station No. QK5Rl48N.Parachutes - Toll Free 1-800-526-2822, New & Used Parachutes. We take trade-ins, 5-year repair orreplacement warranty, many styles in stock. Parachute Associates, Inc., 62 Main Street, Suite A, Vincentown,NJ 08088, 609/859-3397. cI7/92)Fly -About Adventures and the Ercoupe - Full color, 130 pages, $17.95. Fly-About, P.O. Box 51144, Denton,TX76206

VINTAGE AIRCRAFT AND ENGINES -Out-of-print literature: history; restoration; manuals; etc. Unique listof 2,000+ scarce items, $3.00. JOHN ROBY, 3703V Nassau, San Diego, CA 92115. (Established 1960)(c-l0/92)C-26 Champion Spark Plugs New and reconditioned. New- $14.75, reconditioned - $5.75 to $9.75. New wireends, $4.75. Eagle Air, 2920 Emerald Drive, Jonesboro, GA 30236, 404/478-2310. (c-l0/92)GEE BEE R-2 , MONOCOUPE 110 Spl " Hall " BULLDOG ", top scale rated model PLANS used by ReplicaBuilders. Plus others by Vern Clements, EM 9297, 308 Palo Alto, Caldwell, ID 83605. Extensive Catalog$3.00. (6-3)OX-5 Parts and Service - Free ads to subscribers. Subscription $18.00 yearly. P.O. Box 134, Troy, OH 45373.7-6)1930's Kollsman "Bubbleface" compass, have several, N O.S., $225 each. Many other vintage items - 44-pagecatalog, $5. Jon Aldrich, Airport Box 706 , Groveland, CA 95321 , 209/962-6121. (c-12/92)Aeronca Champ/Chie f wings, fully covered and painted, with Grimes lights and aux. Fuel tank. $2400 for thepair. 414/727-9632.

PLANS:


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974 pages of practical. provenconstruction techniquesfor homebuilders

BY : TONY BINGELISEXCElLENT REFERENCE SOURCE MAKE GREAT GIFTS FOR THENOVICE OR EXPERIENCEDBUILDER - DON 'TBUILDWITHOUT THEM

Information every builder needs, with all the rig ht answers at one 's fingertips. Prep ared by Tony Bingel is specifically for EAA and SPORT AVIATION,thes epublications are profusely illustrated with photos, cutaway drawingsand easy to understand descriptions that clearly re solve the mo st complicated problem. nvaluable material for anyone designing, building , re soringor maintaining sp ort aircraft. 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 iustSPORTPLANE CONSTRUCTIONTECHNIQUES_ . . . . . . . . . . . . .$20.95 $52.97IA Builder's Handbook - 350 pagesl Add $6 .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 Dublication ordered .Order immediately by calling EAA's Toll Free Number 1-800.843-3612or call (414) 426-4800

Major credH cards accepted,EAA AVIATION FOUNDATIONEM Avialion Center Oshkosh. WI 54903-3086

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OUTSTANDING QUALITIESLong Life Flexible Coatings and Finishes Developed Especially 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.FAA STC Approved for Over 690 Aircraft Models.

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The Golden Age of Air Racing1929 1939It was a decade of Champions. Names like Turner, Wittman, Wedell andGranville were synonymous with speed. The airplanes they flew werejust as famous-"Mr. Mulligan," the "Super Solution" and the Travel Air

a : : : : : : : = ~ ~ "Mystery Ship."Now, the exci tement o f this era is captured ina video from the EAA Aviation foundat ion.l 1 l i r ) l ~ features first-hand accounts ofair racing through newsreels, racing programs andrare footage of local air meets. In addition, you'llhear comments from the pilots and builders whomade this a decade of aviation innovation.

Steve i t tmanThe Golden Age of Air Racing comes alive in this 30-minute retrospectiveof the National Air Races of the 1930s. You'll witnessthe famous Bendix cross-country races and Thompsondosed-course contests, where speed and distancerecords were set-and broken-throughout the era.

The Golden Age of Air RacingRoscoe TUl nel1929-1939


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'As a flying club manager I hear from allthe insurance companies . I was glad Istuck with AVEMCO. When I made aclaim they i it right. A = n ~ ~ ~ ; ; n ~

It seems like insurance companies have been bouncing prices allover to get my business saidCody, but I want to stick with a

pay the loss quickly .Even if you're not in the

business of training students orrenting airplanes, you want to be

and pilots than any other insurance company. AVEMCO is alsoproud to be rated A+ by A.M.est Company. A.M. Best rates an


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Documents

Vintage Airplane - May 1992