Vintage Airplane - Aug 1998

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August 1998  Vol.  26, No. 8 
CONTENTS 
Straight &  Level/Espie "Butch" Joyce 
2  A/C News 
3  Experiences With Jr.lGeorge Crum 
6  Remembering Tony LeVier/ 
John  Underwood 
8  Setting The Float On A 
Stromber g NAS-3INeal Wright 
12  Deb Snavely' s Stinson  lOA! 
H.G.  Frautschy 
17  Bristol  Boxkite Replica Part III 
Sam Burgess 
21  The Worthington Collection! 
John  Underwood 
25  Pass it to Buck/Buck Hilbert 
26  Mystery Plane/H.G.  Frautschy 
28  Membership Information/ 
Classified Ads 
29  Welcome New Members 
30  Calendar 
Page  17 
FRONT COVER ... This  is  Debbie Snavely's 1941 Stinson  lOA.  picked as the Best 
Monoplane of the 1998 Sun  'n Fun  EAA Fly-In.  Debbie and her husband Bill  run 
the Notional Stinson Club (108 Section).  EAA photo by Jim Koepnick.  shot with 
a  Canon EOS I n equipped with on 8O-200mm  lens.  1160 sec. @  f20  on Fuji  Sensia 
....
100 ASA slide film. EAA Cessna 210 plane ftown by Bruce Moore. 
BACK COVER ... "Captain Eddie" is  the  of this Jock Moses watercolor poinffng, 
awarded on Excellence ribbon during the 1998 EAA Sport Aviation Art Compe-
tition. Jock can be reached at 7320 N. W.  19th St.,  Bethany. OK 73008-5670. 
See AIC News for more information. 
Copyright  ©  1998  by the EM Antique/Classic  Division Inc. All  rights reserved. 
VINTAGE AIRPLANE  IISSN  0091·6943)  is  published  and  owned  exclusively  by  the  EM Antique/Classic  Division. Inc. of  the  Experimental 
Aircraft  Association  and  is  published  monthly  at  EM Aviation  Center. 3000  Poberezny  Rd  .• P.O.  Box 3086.  Oshkosh.  Wisconsin  54903·3086. 
Periodicals Postage paid at Oshkosh. Wisconsin 54901  and at additional mailing offices. The membership rate for EM Antique/Classic  Division. 
Inc.  is $27.00 for current EM members for 12 month period of which $18.00 is for the  publication of VINTAGE AIRPlANE.  Membership is open 
to all who are interested in aviation. 
POSTMASTER: Send  address  changes  to  EM Antique/Classic  Division. Inc.• P.O.  Box  3086. Oshkosh.  WI  54903-3086. FOREIGN  AND  APO 
ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. 
ADVERTISING - Antique/Classic  Division  does not guarantee  or endorse  any  product offered  through  the  advertising. We  invite constructive 
criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. 
EDITORIAL POUCY:  Readers are  encouraged to submit  stories and  photographs.  Policy opinions expressed in articles are solely those of the 
authors.  Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. 
Material should  be sent to: Edrtor. VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI  54903-3086.  Phone 920/42&-4800. 
The  words  EM, ULTRAUGHT, FLY  WITH  THE  ARST  TEAM,  SPORT AVIATION,  FOR  THE  LOVE  OF  FLYING  and the  logos of EM, EAA 
INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AiEROBATlC CLUB, WARBIRDS OF AMERICA are 
® registered  trademarks.  THE  EAA  SKY  SHOPPE  and  logos  of  the  EAA  AVIATION  FOUNDATION. EAA  ULTRALIGHT  CONVENTION  and 
EAA Air Venture are trademarks of the aboveassociations end their use by any person other than the aibove association is strictly prohibrted. 
EDITORIAL STAFF 
Publisher 
Tam Poberezny 
Editor-In-Chief 
Jock Cox 
Editor 
He nry G. Frautschy 
Managing Editor 
Golda Cox 
Contributing Editor 
John Underwood 
Computer Graphic Specialists 
Nancy Hanson  Olivia L.  Phill ip 
Pierre Kotze 
Staff Photographers 
Jim Koepnick  LeeAnn Abrams 
Ken Lichtenberg 
Advertising/Editorial Assistant 
Isabelle Wlske 
EAA ANTIQUE/CLASSIC DIVISION, INC, 
OFFICERS 
President 
Vice-President 
Espie "Butch" Joyce  George Daubner 
P.O.  Box 35584  2448 lough Lane 
Greensboro,  NC 27425  Hartford. WI 53CJ27 
910/393-0344 
414/673-5885 
Secretary  Treasurer 
Steve Nesse  Harris 
2009 Highland Ave.  7215 East 46th St . 
Albert Lea. MN  51:1XJ7  Tulsa. OK  74145 
507/373-1674  918/622-8400 
DIRECTORS 
John Berendt  Gene Morris 
7645 Echo Point Rd.  5936 Steve Courf 
Cannon Falls. MN fS:X:R Roanoke. TX  76262 
507/263-2414  817/491-9110 
Phil  Coulson  Robert C. "Bob" Brauer 
28415 Springbrook Dr.  9345 S. Hoyne 
Lawton. MI 49065  Chicago. IL 60620 
616/624-6490  3121779-2105
Joe Dickey 
John S. Copeland 
55 Oakey Av. 
1A Deacon Street 
Lawrenceburg. IN  47025 
Northborough. MA 01532 
812/537-9354 
 
StanGomoil 
7724 Shady Hill  Dr. 
1042 90th Lane. NE 
Indianapolis. IN  46278 
MN 55434 
317/293-4430 
Dale A. Gustafson 
612/784-1172 
Robert Uckteig  Jeannie Hill 
1708 Boy Oaks Dr.  P.O. Box 328 
Albert Lea.  MN 51:1XJ7  HaNard.  IL 60033 
507/373-2922  815/943-7205 
Dean Richardson  Robert D. "Bob" Lumley 
6701  Colony Dr.  1265 South  124th St. 
Madison. WI  53717  Brookfield.  WI 53005 
608/833-1291  414/782-2633 
S.H. 'Wes" Schmid  Geoff Robison 
2359 Lefeber Avenue  1521  E.  MacGregor Dr. 
Wauwatosa. WI 53213  New Haven. IN  46774 
414/771-1545  219/493-4724 
George York 
181  Sloboda Av. 
Mansfield. OH 44906 
419/529·4378 
DIRECTORS  EMERITUS 
Gene Chose  E.E. "Buck" Hilbert 
2159  Rd.  P.O.  Box 424 
Oshkosh.  WI  54904  Union. IL 60180 
920/231-5002  815/923-4591 
ADVISORS 
Steve Krog  Roger Gomoil 
1002 Heather Ln.  321-1/2 S. Broadway 
Hartford, WI 53CJ27  Apt. 3 
414/966-7627  Rochester. MN 55904 
507288-2810 
Alan Shackleton  David Bennett 
P.O.  Box 656  403 Tanner Ct. 
Sugar Grove.  IL 6D554.Q656  Roseville. CA 95678 
630-466-4931  916-782-7025 
STRAIGHT & LEVEL 
by ESPIE "BUTCH" JOYCE
This issue of VINTAGE AIRPLANE is
printed just before the EAA Convention
at Oshkosh and we are able to have a
number of August issues to share with
new members who join during the Con-
vention. If you're one of those new
members reading this column for the first
time, welcome!
If you're reading this while at the Con-
vention in Oshkosh, be sure and visit the
Air Adventure Museum, and take in the
display of the collection of art created by
Jim Dietz, one of the EAA "Master Artists"
in the annual Sport Aviation Art Competi-
tion. It's quite a show, located just to the
right at the base of the stairs as you walk
in the museum. Don't miss it!
Over the years the EAA has in fact
grown to become a very large organization
encompassing many different aviation in-
terests. Because of these, there have been
special interest groups formed that cater
to a particular segment of the overall
EAA membership. I am proud to say that
the Antique/Classic Division is a very
good example of an aviation special inter-
est group. If my memory serves me
correct, the International Aerobatic Club
was the first group to come under the
wing of the EAA, with the Antique/Classic
Division and Warbirds of America fol-
lowing shortly thereafter. You only need
to look over the airport at Oshkosh during
AirVenture '98 to see how diverse indi-
vidual aviation interests have become. Over
the years, when these speciality groups
were formed, there was a lot of work to
do, and to help give each an identity, logo,
name, merchandise, and other products
came about through the leadership of the
individual groups such as the Antique/
Classic Division.
I guess by now you are wondering
where I am going with all of this informa-
tion. Well, several years ago, as all smart
corporations must do, you have to think
about your future and also clean up some
past work. The EAA Board formed a
committee to put together a strategic plan
for the future of the EAA and all of its
speciality groups. It is just this past year
that you as a member have started to see
the results of this effort.
The new EAA logo was one of the
first visible signs of this ongoing effort,
and the next item that you may have no-
ticed is that the official name of the
annual EAA Convention is now EAA
AirVenture '98. A good deal of this has
been made possible by bringing highly
qualified individuals on board to fill
some areas on EAA's staff. In the past,
areas such as marketing and merchandis-
ing were handled by people who often
had to wear a couple of hats in their vari-
ous areas of responsibility on EAA's
staff. Now, people are in place to help the
special interest areas.
Please keep in mind that the Boards of
Directors are very much involved in what
is going on with the changes you will be
seeing as they filter down throughout the
speciality groups and your Antique/Clas-
sic Division . The strategic planning
Committee was formed out of directors
and membership (volunteers) and a few
people from the staff.
As president of your Division, I have
been able to see in advance some of the
improvements that are coming down the
road, and I personally feel that as a mem-
ber, you will be as pleased with them as I
am. All of the membership will benefit in
the future as we continue to promote Vin-
tage Aircraft and Vintage Aviation.
What can you do? I'd ask you to help
us grow by asking your friends to join the
Antique/Classic Division. By supporting
your fellow members in this way, we will
all benefit.
One thing that has changed is the way
that EAA bills for membership renewals.
The renewal system now being used has
aligned your renewal date for all of your
EAA related memberships. For instance,
when you receive your renewal notice, it
now includes your EAA membership dues
as well as your Antique/Classic dues.
There have been a few members who
were concerned about having to pay this
total amount at one time. For them, they
can choose to pay via a credit card, and
then pay as they wish. If you find this re-
newal process a hardship, r would
appreciate it if you would let me know
about how this change is effecting you, as
we continue to listen to our members.
This issue of Vintage Airplane has a
very interesting article about two individ-
uals' relationship with a Curtiss-Wright
Junior. "Experiences With Jr." gives us
the unique perspective of what it was like
to build your own airport and fly from it
as a teenager before WW-II.
This month we've got a technical arti-
cle on setting the float on a Stromberg
NAS-3 , thanks to the work done by the
Cessna 1201140 club. We try to bring you
as much of this type of technical informa-
tion as we can in Vintage Airplane. You
just won't find this type ofinfornlation in
all ofthe other magazines!
There is a great deal of talent in the
field when it comes to working on our
older aircraft. If you know of an individ-
ual who has information such as this
NAS-3 article, please encourage them to
share this information with us to pass
along to others. From Sun 'n Fun is a
great report with beautiful photos of Deb
Snavely's Stinson lOA for all to enjoy.
Deb- nice airplane! In the article "The
Worthington Collection" by John Under-
wood, there's a photo of one of our
members, one taken a long time ago.
Captain Johnny Miller (retired Eastern
Airlines) is shown as a young record-set-
ting aviator. Today, Johrmy continues to
fly his Baron and Bonanza and he's 93
years young. Check out the "Welcome
New Members" page to see if someone
you asked to join has done so. Hope you
all had the chance to enjoy AirVenture
' 98. Be careful out there, let's all pull in
the same direction for the good of avia-
tion. Remember we are better together,
Join us and have it all !!!
Butch ....
VINTAGE AIRPLANE 1
A/C NEWS 
compiled  by  H.G.  Frautschy 
"CAPTAIN EDDIE"
Jack Moses of Bethany, OK created thi s
watercolor painting based on a black and
white photo of Captain Edward V. Ricken-
backer taken in Nove mber of 1918 in
France. At the time, EVR was commander
of Aero Squadron 94 and was America's
"Ace of Aces," with 26 confirmed victories.
Jack was born in Oklahoma City, OK in
1925, and as a child growing up, he read of
Rickenbacker's exploits in the air and as a race
car driver. Naturally, Jack admired him and
in tribute to EVR, he has done this painting.
Jack can't remember when he didn't
draw. He says that after he grew out of his
cowboy suit in grade school, he drew noth-
ing but airplanes. He was a tail gunner on
Navy patrol bombers with squadron VPB-
201 in WW-I1, and whil e working on hi s
masters degree in art at Oklahoma Univer-
sity, he was recalled to active duty for the
Korean war. After Korea, he worked as a
commercial illustrator for the next 42 years,
retiring in 1995.
He's continued to draw airplanes all that
time, and during the last reunion of the
Lafayette Flying Corps in 1983, he was
made an honorary member (# 19) for hi s
contributi on of hi s artwork to the reunion
held in Colorado Springs that year.
Jack does have 8x I 0 color photographs
of this painting available for $10 each - you
can write to him at the address shown on the
Contents page.
APRIL SOLOS J-2
Members may reca ll the story we pub-
li shed in the January 1998 issue of Vintage
Airplane about Robert Stewart, Sr. and the
Piper J-2 Cub he restored, the same Cub he
and his brother Don had owned and learned
to fly back in 1939. That was quite a story in
itself, and now there's another chapter to
add to the story. Mark Stewart, one of
Robert 's two sons, has flown the J-2, and
now his daughter has as well. April Stewart
(Below), who tumed 16 this past may, soloed
the J-2 during the evening of June 26, 1998
at Sentimental Journey in Lockhaven, PA at
Wi ll iam T. Piper Memorial airport.
April had accumulated 13 .6 hours of
dual instruction prior to her solo from in-
structor Al Murray of Albany, NY. As
April taxied out for her solo flight , a crowd
of 150 onlookers crowded the flight line to
witness the event. In the crowd were her
grandparents, her dad, uncle Bob and many
CFII's, the FAA, airshow announcer
Ro scoe Morton, and man "old pros" to
check out the latest Cub pilot. The crowd of
spectators didn 't faze April at all , as she
performed her three terrific full stop land-
ings. April made three-point landings and
made the pros envious by "greasing it in"
and rolling out in less than 300 feet. The J-2
has a 37 hp Continental A-40, with a singl e
mag and no brakes.
After the fli ghts, April was greeted by a
huge round of applause and 25 or more peo-
ple signed her logbook, including Bill Piper,
Jr.. Needless to say, April was just delighted
with her newly acquired flying skills and
Grandpa and Dad were equally thrilled. Her
grandfather's advice after her solo? "Now
it' s just a matter of practice. For the rest of
your life - every time you go up-you're
going to learn something new."
Congratulations, April!
10n1 CAMPAIGN
We'd like to add out thanks to members
Jerry McKnight and John Pickney for being
the latest additions to the Antique/Classic
Divisi on's lonl campaign honor roll. Both
have each sponsored a new member and
helped our Division grow, and at the same
time, made themselves eligible for some
great prizes to be awarded During EAA Air-
Venture '99. Prizes to be awarded include a
Garmin GPS 195, an aviation handheld trans-
ceiver and an aviation headset, along with
other Antique/Classic merchandise.
For your first recruited new member, as a
sponsor you'll receive a stylish collector's
cap featuring the A/C logo. Recruit two
members, and you'll receive an AlC jacket
patch and a free videotape. Sign up three new
members and you'll also receive a FREE
one year AlC Division membership renewal.
Use the enclosed insert to send in your
sponsored memberships, or you can call 1-
800-843-3612 to join the Division. Be sure
to give your sponsored member your EAA
number and have them mention your name
and number as your spon sor in the An-
tique/Classic Ion I campaign.
Thanks for helping your Division grow!
EAA ANTIQUE/CLASSIC
CHAPTER29SCHOLARSmPS
EAA Antique/Classic Chapter 29 in Liv-
ermore, CA will be awarding $1 ,000
scholarships to support outstanding students
pursuing knowledge in aviation technolo-
gies. Pl anned to be an annual scholarship,
thi s year's awards will be presented during
the Hayward Air Fair '98 at Hayward air-
port over the Labor Day weekend,
September 4-5.
For information, call 1-925/455-2300
and ask for the Scholarship Coordinator.
120/140 CONVENTION
This year's International Cessna 1201140
Association's convention will take place in
Chino, CA. September 24-27 are the dates
for the event, based at Chino airport, (CNO).
Fly-outs, fOlUms, shopping and jUdging will
all be part of the fun. If you're interested in
the littlest Cessnas, and need more informa-
tion, contact the local hosts, John and Eloise
Westra, Ontario, CA 909/947-4456.
-Continued on the inside back cover-
2 AUGUST 1998
by George Crum
"Grumpy" from "Snow White and the Seven Dwarfs" adorned the nose of George and Bob Crum's Curtiss-Wright Junior, a li ght plane that
gave them a couple of summers of unforgettable memories.
It
was in 1935 that brothers Bob
and George Crum became in-
terested in learning to fly .
World War I had advanced aviation
and resulted in substantial public and
private interest in flying. It was the era
of the Ford Tri-Motor airplane, the
crop duster, the Piper Cub and increas-
ing commercial air transportation. Bob
and I were caught up in this increased
interest in flying and decided to learn
to fly and see where it would lead us.
We took lessons at the Sacramento
Airport trom instructor Vic Russell. Af-
ter eight hours of instruction we soloed
in a Piper Cub. We earned a solo pilot's
license. Some 10 years later, Bob joined
the Army Air Force, earned his wings
and became a flight instructor during
World War II. I went on to qualify for a
private pilot's license.
Back to the story. Having learned to
fly , we decided to see if we could ac-
quire an airplane. Seems like a tall
order since these were depression
times, but it turned out to be relatively
easy. We learned that a Mr. Tabor of
Esparto had a Curtiss-Wright Junior
for sale. I jokingly referred to as the
third model the Wright brothers made.
Actually, it was a Class I aircraft.
There were two open cockpits, dual
controls, with the engine located be-
hind the single wing making it a pusher
type aircraft. It was powered by
a three-cylinder Szekely engine. The
VINTAGE AIRPLANE 3
engine designation was SR03 . The S
stood for Szekely, the engine manufac-
turers name, the R stood for radial
engine, the 0 stood for overhead
valves, and the 3 stood for three cylin-
ders. Cruising speed was 65 miles per
hour. We had between us $375; how-
ever, Mr. Tabor wanted more. So in
order to make the deal, we had to in-
clude our boat, outboard motor and
trailer. The purchase was made and
now we had an airplane.
But where do you find an airstrip
when your father has all-orchard prop-
erty? Well, we had a neighbor, Teddy
Heinz, who grew mostly grain and had
a 160 summer fallow field that he
kindly let us use. With our father's
land preparation equipment, we
smoothed down runways, taxi strips
and tum circles.
From the air, the field had the out-
line of an airport. Aircraft flying over
this area would discover what looked
like an airport pattern that did not ap-
pear on their maps. Often-times they
would circle to get a better look and
occasionally they would land.
One pilot who landed his plane was
flying a WW-I Jenny. He discovered he
had a two foot by six inch tear in the fab-
ric on his biplane's wing, so he decided
to fly to Sacramento and get it repaired.
Walter Jorgensen, the local Shell
Oil Company distributor, supplied us
with aviation gasoline in 55 gallon
drums. Aviation gas was cheaper than
gas for autos, since there was no high-
way tax on aviation gas!
Walter also gave us a Shell Oil
Company windsock to indicate wind
direction for landing and taking off.
When we installed the windsock we
really felt like we had an airfield.
Our Curtiss-Wright Junior was a lot
of fun to fly. It would become airborne
after a short run and take very little
runway to land. Instrumentation con-
sisted of a gas gauge and an oil pressure
gauge. There was no altimeter for de-
termining altitude, no airspeed indicator,
no radio, no rate of climb and no com-
pass. As the saying goes, we had to fly
by the seat of our pants.
We asked our aunt Martha, who was
an artist, to paint on the nose of the plane
a color likeness of Grumpy, one of the
4 AUGUST 1998
dwarfs in the Disney production, "Snow
White and the Seven Dwarfs." We
were proud of that insignia.
Our mother didn't worry about our
flying as long as we would fly over the
home after we took off. I guess she fig-
ured so far, so good. She had plenty of
spunk and brother Bob took her up.
After a flight over the local area, Bob
landed. When asked how she liked the
flight, she replied, "Just fine," and con-
tinued by saying "next time I go up I
plan to keep my eyes open."
Besides flying for the fun of it, we
did one useful thing with our airplane.
A grain farmer contacted us and told
us he was missing two dumps of grain
sacks released from his harvester. You
see, in those days, grain was not bulk
handled, but rather sacks were filled
with grain on the harvester, sewn
closed and dumped down a slide to be
released when the slide held about
10 sacks.
We agreed to fly over his field and
see if we could locate two dumps of
sacks. We flew for some time and saw
nothing. Then all of a sudden we spot-
ted a dump of sacks. This gave us the
correct perspective regarding the size
the sacks would appear from the alti-
tude we were flying and immediately
spotted the second dump of grain sacks.
We gave the grain farmer the loca-
tion of his two dumps of sacked grain
and he was happy, and we felt pretty
good about it too!
After a summer of flying, we realized
we would have to store the Curtiss-
Wright Junior for the winter since our
runways became mud. We removed
the wings and stored them along with
the fuselage in a bam.
The next spring we assembled the
wings on the fuselage and we were off
flying again. We noticed, however, that
the fabric covering on the wings looked
rough. Fortunately, the aeronautics in-
structor of the Sacramento Junior
College agreed to replace the fabric on
the wings at no cost to us in order to
give his class experience in aircraft
maintenance.
When we picked up the recovered
wings, the instructor said, "You don't
mean to say that you flew your plane
with mud in the wings?!"
This surprised us, but upon reflec-
tion we realized it was possible since
Putah Creek had overflowed its banks
that winter. This silt in the wings veri-
fied that the floor of the barn had
flooded, depositing silt in the wings. I
guess our guardian angel flew along
with us.
We put the recovered wings back on
the Curtiss-Wright Junior and had
many happy hours of flying that sum-
mer, and some not so happy.
A teenager with a solo pilot's li-
cense and a few flying hours under his
belt is about as dangerous as a teenager
who has his first driver's license and a
few miles under his belt. So it was
with me. I thought of myself as a dare-
devil pilot.
One fine Saturday morning I de-
cided to take our Curtiss-Wright Junior
up. Naturally, I set a course for Davis,
where my best girl resided on the north
edge of town - the corner of eighth
and B streets. I located her residence
and flew over the house and found she
was riding her horse, Tony, on the
field north of her home.
Being a daredevil pilot, I flew low
over the field, cut the throttle and
called out, "Hi Jo, hi Jo." Tony didn't
think too much of the antics of the
daredevil pilot and became a little hard
to handle. Little did I know that Jo 's
father, Professor Robert F. Miller of
UC Davis, who I hoped would some-
day be my father in law, was also
taking a very dim view of the antics of
the daredevil pilot.
Jo heard me call to her and waved. I
thought the field below looked fairly
level so I circled around 'til I was
headed north, cut the throttle and
landed. Tony lost his fear of the air-
plane since it was not moving and the
engine was not making noise. Jo rode
Tony to the plane and we had a nice
conversation.
When it was time to take off, I no-
ticed the ground was a bit soft. There
were power lines at the end of the field
to clear, and there was a strong north
wind. But what the heck, this is no
problem for a daredevil pilot! I was
slow in gaining speed due to the soft
dirt and the headwind from the north,
but at last was airborne. However,
there was a problem. The power lines
at the end of the field were getting
close and I figured I couldn't gain
enough altitude to clear them, so I de-
cided to abort the takeoff and land. I
cut the throttle, and the strong north
wind stalled the plane, which dropped
about 50 feet , breaking off one of the
two landing gear wheels.
Well , needless to say, the daredevil
pilot was disgraced, mortified and hu-
miliated in front of his best girl.
Joe rode Tony over to the plane. I
was uninjured physically but destroyed
mentally. She asked ifI would like a
ride on Tony to her home so I could
call the ranch for help. So I climbed on
Tony behind Jo and left the field feel-
ing exactly like the part of Jo's horse I
was riding on!
Oh, and the Curtiss-Wright? We
came back with one of the flatbed
trucks from my dad's ranch, took the
wings off and hauled the airplane
home. Fortunately, all I did was break
the landing gear tubing on the right
wheel, so a good welding job took care
of that problem. And Jo and her father,
the professor? Well , he and I got to be
pretty good friends after I graduated
from UC Davis and had become a
Naval officer. I guess he felt there was
enough substance in this young man
that he could overlook his daredevil
pilot antics and grant him permission
to marry his daughter. Jo and I have
been happily married for 54 years and
have raised three great sons.
The Last Flight of the
Curtiss-Wright Junior
It was in the summer of 1936 my
brother Bob and I decided it was time
to sell our Curtiss- Wright Junior air-
plane. This was a hard decision to
make because we loved to fly. How-
ever, we needed to concentrate on
getting an education and earning some
money. Flying and caring for an air-
plane took too much time and money.
Our sale price was $375. A man
from Fairfield agreed to our price so
we arranged for him to come to our
makeshift airport and take possession.
That day we were putting in as much
flying time as we could. After all, we
were going to part with an old friend.
The buyer of the airplane arrived at
the airfield in mid-afternoon while
Bob and our mechanic friend, Jeff
Davis, were taking the last flight of the
day before turning the airplane over to
the new owner.
They were flying over Dixon at
1,500 feet when the three-cylinder ra-
dial engine mounted behind the wing
failed. The slip rings that hold the con-
necting rods to the crankshaft failed,
leaving the pistons disconnected. The
top piston moved down in the crankcase
until it was part way in the cylinder
and partway in the crankcase. The
crankshaft, turning at several hundred
revolutions per minute, suddenly
stopped turning when the crank throw
encountered the top piston, causing the
propeller to shear its key in the pro-
peller shaft and un sc rew the nut
holding the prop on the shaft.
The propeller, now free of the prop
shaft, was still turning. On its down-
ward flight, it cut a foot and a half
section out of one of the four control
tubes that form the fuselage, and it just
missed the control cables. A Dixon
man watering his lawn and observing
this strange aircraft watched the pro-
peller descend and land some 60 feet
away from where he was standing.
Back to the Curtiss- Wright Junior
without a propeller several hundred
feet in the air. Jeff panicked and pulled
back on the stick. Bob realized this
was wrong since the plane would stall
and spin to the ground, so Bob pushed
forward on the stick. Jeff pull ed back
on the stick and the plane was describ-
ing a wave motion through the air.
Finally, Bob pushed the stick for-
ward and held it there. Jeff let go. Now
Bob was in control and looked for a
suitable field north of Dixon in which
to land. He saw Sievers ' alfalfa field
just ahead and figured his glide angle
was just right for him to make and
landing on the firm ground between
the rows of baled alfalfa hay.
Bob executed a perfect dead stick
landing. Then he called the ranch. Our
dad and I left the ranch for the scene of
the forced landing on Sievers Road.
We thought we were going at a fast
clip when a car passed us, going even
faster and with a propeller sticking our
of the rear window! Did this mean that
other parts were scattered around the
countryside?
Just a little further down Sievers
Road, we spotted the plane in Sievers'
alfalfa field. It looked as it always did
except there was no propeller and there
was a hole a foot and a half in diame-
ter in the fuselage. Thank goodness
Jeff and Bob were unhurt thanks to
Bob's skilled handling of the controls.
Much later, while Bob was a flight
instructor in the Army Air Force, he
experienced power failure in both en-
gines of an AT-II upon takeoff. He
attempted to start both engines,
moved the personnel from the nose of
the plane to a safer position, and exe-
cuted a perfect dead stick wheels up
landing from which all personnel
walked away without injury. The
Army Air Force examining board hear-
ing indicated that he had followed all
prescribed procedures to bring the
plane to a safe landing.
Needless to say, the buyer from
Fairfield was happy he wasn't the
one at the controls when the engine
blew up!
We ended up selling our Curtiss-
Wright Junior for $75 to a fellow in
Marysville who wanted it for parts.
Whatever the cost, the experience
and knowledge we gained from our
Curtiss-Wright Junior adventure was
well worth it.
Bob joins me in expressing the ad-
miration we have for our parents, who
allowed us to spread our wings and fly.
Postscript: I did continue to fly for
a while after we sold the Junior, earn-
ing my Private Pilot 's license in
the Civilian Pilot Training Program
(CPTP) . Bob, as I mentioned, served
in the Army Air Force, and then later
in the Air Force Reserve. In later
years, we found we had difficulty
making time for flying, with the de-
mands of our new families and our
farming enterprise, but we've long
cherished the lasting memories that
Curtiss- Wright Junior gave to a cou-
ple of neophyte aviators. ....
VINTAGE AIRPLANE 5
Then  and  now-Tony LeVier and t he  Schoenfeld  Firecracker.  In  this shot  from  1939, taken  during the Nati onal Air Races  at Cleveland  over 
Labor  Day  weekend,  Tony  shoehorns  himself  into the tiny cockpit  of the  Menasco-powered  racer.  The  young  man  in  the  knickers  and  cap 
seems just as  interested  in the photographer!  John UndElfWood Collection 
REMEMBERING 
Tony LeVier 
He was one of my icons, beginning c.
1939, when I attended my first National Air
Races at Cleveland. We lived in Erie, Penn-
sylvania, which was, in California terms,
just up the road. I got to go to the races with
my Dad in an American Airlines DC-3,
which I like to think was piloted by Ernie
Gann. I don ' t actually remember much
about the races, only the military presence
and all the war talk. Anyway , that year
Tony finished second in the Thompson,
which was the main event insofar as the
spectators were concerned, and that's where
he first shows up in the scrapbook I kept.
I didn' t get to know LeVier until I went
to work for Lockheed in the '50s. They as-
6  AUGUST  1998 
by Jo hn  Underwood
signed me to F-104 engineering, which was
for me the best of all possible places to
work, even for the guys at the bottom of the
pecking order. LeVier, Lloyd Stearman,
Fish Salmon et al were frequently on the
premises and very often the talk was about
air racing, because my section was near
where all the old racing hands congregated.
We also had a bunch of ex-Luftwaffe jet pi-
lots, so the coffee breaks were always
entertaining.
In those days I had a half interest in a
Monocoupe, N6730, which subsequently
caught LeVier's eye. One day he walked
pass the hangar, stuck his head in the door
and hollered, "Hey, that's myoid airplane!"
It wasn't, but he had flown it more than he
had his own Monocoupe, which was
NC6724. They were sister-ships, both based
at old Alhambra Airport when Tony was
flying anything he could get his hands on.
Hey, LeVier's logbooks were a delight
to peruse. There was never an airplane that
intimidated him to the extent that he would-
n't try to fly it if the opportunity came his
way. Indeed, LeVier's confidence was such
that he came to believe early on that the air-
plane he couldn't handle had yet to be built.
There was, for instance, the time he per-
suaded the Schmuck brothers that they
needed another test pilot for their new Kinner
powered Sportster, which they hoped would
soon be coming off the production line by
the dozens, if not the hundreds. It was still
an experimental airplane, but had already
been sold to a gentleman named Dessieux.
One day Tony took the Sportster up for
an airing with Dessieux ensconced in the
back seat. He wanted to take a tum at the
stick, so LeVi er relinquished the controls
and they climbed away from the field at an
angle which see med excessive and in-
creased with each passing moment until the
Kinner quit cold. LeVier grabbed the stick
and got the nose down, but the Sportster
was sinking too rapidly to clear power lines
at the end of the field. The wires arrested
all forward progress and the plane plum-
meted nose flfst to the road below. Luckily,
it didn' t bum and neither occupant was in-
jured. As far as I know, that was Tony's
first prang of any consequence. He was to
have many more in practicing hi s profes -
sion, some of them very nearly fatal.
When Tony retired in 1973, he decided
to breathe new life into N6730. The Mono-
coupe was by then sadl y in need of a full
measure ofTLC and it took him several
years to make it airworthy again, even with
a considerable amount of help from the
aforementioned brothers Schmuck.
Unfortunately, NC6730 turn ed out a
whole lot heavier than it had been in 1930, as
was Tony himself. He'd added brakes, a tail
wheel and a beefier spar for the wing, plus a
few pounds of personal avoidupois. It was
too overweight for passenger work and only
hi s daughter, Toniann, got a ride before it
was donated to the National Air and Space
Museum, which gave it to the California Mu-
seum of Science & Industry in Los Angeles.
In his career as a test pilot, which proba-
bly lasted longer than anyone else's, LeVier
flew more than 260 types of aircraft. The
heaviest was the C5A and the smallest was
the V J-24 hang-glider, which weighed
about 80 pounds.
Tony once told me his favorite airplane
was the Schoenfeldt "Firecracker," which
carried him to fame in 1938 when he won
the Greve Trophy Race. UnfOltunately, on
the landing roll-out the tiny wheels tripped
him up when he tried to taxi from the turf
to the cement, which was raised several
inches. The result was a broken spar. That
cost him his very good chance of also win-
ning the Thompson Trophy. The following
year he fmished second in the Thompson,
but was having cooling troubles he had not
had in ' 38.
LeVier had other favorites, too, depend-
ing on who he was addressing and as a
speaker he was very good. Listening to
LeVier was always entertaining, even if
The post-war period was
a busy one for Tony. The
classic post-war Goodyear
racers, the "Cosmic Wind"
series, were built by Tony
LeVier and Associates.
Tony himself flew SIN 101,
N20C to a forth place fin-
ish in the first Goodyear
race in 1947. This photo
was taken in 1949.
EAAlGeorge Hardie Collection-
Pete Bowers photo
you had heard the story before. Anyway, I
think he was equally fond of other air-
planes, bei ng intensely loyal to Lockheed
and Kelly Johnson, but the "Firecracker"
was such that he often spoke of wanting to
write a book about it. Incidentally, the racer
survi ves, thanks to Ed Maloney, and is
domiciled at Chino at The Planes of Fame.
LeVier was a Lockheed test pilot for 33
years. Before that he made hi s li ving as a
fli ght instructor and racing. LeVier had a
LeBlond-Porterfield in 1935, but things
were pretty slow until he came up with the
idea of the 5-minute lesson. Five minutes
was what it took the Porterfield to fl y the
pattern at old T&A (Telegraph & Atlantic),
fro m takeoff to landing, and it was time
enough to run a student through the basic
maneuvers, except spins. The 5-minute les-
son cost 50 cents and it brought in enough
customers to stay in business, just barely.
Eliminat ion of the stall-spin acc ident
became LeVier's great crusade. He himself
very nearl y augered in with a passenger in
NC6730. He was turning onto final at the
old Monrovia Airport when the passenger
got hi s long legs entangled with the control
stick, which was easy to do in such a
cramped cockpit. Hi s buddies watched in
horror as the Monocoupe disappeared be-
hind an elevated railroad embankment, then
reappeared making a wobbly climb-out.
LeVier's recovery had been too low to be
seen from the airport. His legs were a little
wobbly, too, when he heaved himself from
the cockpit a few minutes later.
In later years, havi ng formed an organi-
zat ion known as SAFE, which was an
acronym for Safe Action in Flight Emer-
gencies, LeVier lobbi ed for better training
standards. To him the notion that it wasn't
necessary to learn spin recovery technique,
because modem airplanes are mostly spin-
proof, was asinine if not criminal when
applied to the training syllabus.
He almost made it to hi s 85th birthday,
but a long battle with cancer finally con-
cluded, and Tony left us with only
memories and photos of a Golden Age of
Aviation icon. ...
This shot was taken during EAA's "Golden Age of Air Racing" program, a highlight of the
1991 EAA Convention. Thanks to Ed Maloney of the Planes of Fame museum, EAA members
could see Tony and the Firecracker reunited once again. The racer is part of the Chino, CA
museum's collection. John Underwood Collection
VINTAGE AIRPLANE 7
STROMBERG 
CARBURETOR TOOLS 
by  NEAL  F. WRIGHT 
From the  Cess na  120/140 Newsletter 
Vintage A irplane Editor's Note:
While it's not generally recommended
that carburetor overhauls be done by
owner/operators, these additional tips,
used in conjunction with the
Bendix/ Stromberg Carb Overhaul
manual, can help you and your AI or
overhaul shop do an overhaul on your
Stromberg NA-S series carbo These in-
structions are not a complete description
ofthe overhaul and testing procedures,
nor do they replace any procedures in
the Stromberg manual. Be certain to
checkfor applicable Service Bulletins
as well. They may include SB's 71,
73,  74,  76,79 and 84.  After overhaul,
be certain to check the "float drop"
sometimes referred to as "needle lift ..
perSB 84.
Finally, a reminder concerning the
various needles used in the carb during
its service life. Originally, the NA-S3
series used a stainless steel needle rest-
ing in a sharp-edged seat. When that
combination didn't proved to be very
durable, they went to a synthetic rubber
needle tip resting in a new, radiused
seat. The rubber used on the tip was
not neoprene, contrary to what has
been commonly written. Later, after-
market versions ofthe needle, not made
by the original manufacturer, were
made with neoprene at the tip, and
they were the subject ofa service bul-
letin issued in 1963.  At that time, the
needle was replaced by the original
manufacturer with one tipped with
Delrin®, a plastic impervious to aro-
matic fuels. None of the neoprene
tipped needles should be used-and
the older Bendix produced parts with
the correct rubber tipping should have
been scrapped years ago, due to age.
Only the Delrin® tipped needle is cur-
rently produced by the manufacturer
who has the rights to the Bendix line of
carburetors, Precision Aeromotive.
CARBURETOR  FUEL HEIGHT-SETTING 
TOOL  FOR  THE  STROMBERG  NA-SlA1 
When  the  Stromberg needs  some old-fash-
ioned  know-how to  accomplish an overhaul, 
these  tips  and  tools will  help  you  and your AI 
to do  the job. Note that some artistic  liberties 
are  taken  in order to  make the  sketches under-
standable rather than accurate as  to  relative 
sizes of the parts. 
The  tool  illustrated here  is  made from  a 
piece of aluminum angle and  the  dimensions 
shown are  what came of using  a piece about 
that size-the only critical dimensions are 
those of the  length of the  "fingers." The  ideal 
distance from  the top  edge of the  bottom half 
of the  carburetor to  the fuel  level when the 
thickness of the gaskets under the  inlet seat is 
13/32" (0.406), from  the  Stromberg books and 
service  letters. Without a tool  like  this,  it  is 
very difficult to  properly assess the  fuel  level 
because there  isn't much space,  not much "see-
ing" space, and the fuel  "JUMPS." 
One  of the  nice words taught in physics is 
"meniscus," and  it  means  the arched interface 
of any fluid  to  the  wall  of its container. How 
FIGURE 1 
NOTES 
1. MATERIAL IS 0.125" ALUM. ANGLE.
2. BREAK ALL EDGES.
3. SEE TEXT REGARDING LEG CUTOUTS.
4. THE CENTER LEG IS 13/32 (00406").
THE SHORTER LEG IS 0.374" AND THE LONG LEG IS 0.430".
EACH OF THE END LEGS IS SHORTER OR LONGER THAN
THE DESIRED LENGTH BY 2164" (1/32").
8 AUGUST 1998
KEEP TOOL 
CENTERED 
BETWEEN 
CARB  BODY 
AND FLOAT. 
FUEL 
FIGURE 2 
FLOAT 
float, and the carburetor body. Un-
less there is a gap between the tool
and the wall of the carburetor as
shown, two things can modify the ap-
parent depth, and these are: 1) the
slight radius of the tool corner can sit
up on the edge of the carburetor,
making it easy to misjudge the height
of the fuel, and 2) that bugaboo of
the action of capillary action by fuel
between the wall and the tool will
force the fuel to climb a surprising
amount. There isn't much play room
between the wall of the carburetor
and the float, so we are talking here
about a 1116 or 1/8" separation of
tool to wall.
The four scenes of Figure 3 illus-
trate the four possibilities of the fuel
level - much too low, next, deep
enough to touch the finger which is
2/64" (2/64ths are used here because
the tolerances of the level and the
thickness of the gaskets under the
seat are discussed ill 64ths by
Stromberg, so I have stayed with
their convention), and then what ap-
pears to be about the right depth
since both the too-long and the just-
right fingers are immersed in the
fluid, but the too-short finger is not.
Finally, the other extreme of having
all three fingers in the fuel, indicat-
ing that the fuel level is too high by
at least 2/64".
CARBURETOR 
NOZZLE TORQUING  TOOL 
The tools shown in Figure 4 al-
lows torquing the nozzle; without a
tool such as this, a secure attachment
to the nozzle during tightening is im-
possible unless one has a deep, deep
socket wrench which will fit the noz-
zle. The tool shown here is easy to
make if one has access to a torch
since the wrenches can be easily bent
in the vise once made red hot. If you
are really good at buying wrenches,
you could get a combination wrench,
with the box end for the nozzle and
the open end the correct size to fit
your torque wrench, normally 3/8 or
112" - if the open end is not exactly
the size needed to fit the torque
wrench, the open end can easily be
VINTAGE  AIRPLANE  9 
CARB  BODY 
NOTE: NOT TO  SCALE. 
THIS VIEW IS INTENDED TO SHOW THE RELATIONSHIP 
OF THE  FUEL,  DEPTH TOOL,  FLOAT AND CARB  BODY. 
extreme the meniscus is is a function
of its viscosity and the cleanliness of
the wall where the top of the fluid
touches it- for gasoline, with a low
viscosity, there is a significant menis-
cus formed at the interface of the
fuel and whatever tool is used to
probe its level. Because the fuel
seems to jump as the tool touches the
surface of the fuel, it is difficult to
determine the actual level of the fuel
as closely as you would wish when
considering the range of tolerance
Stromberg specifies, but this tool
makes it easier because it has a fin-
ger which is just right, a little long,
and a little short of the ideal 13/32".
Note that there is a separation be-
tween the fingers; if you assume that
a stair step arrangement for the fin-
gers would be easier to make and
would be just as good, be forewarned
that the meniscus which forms on the
long finger as it dips into the fuel
will lead to a capillary movement of
the fuel which makes it appear that
the shorter finger(s) is the actual
depth, but when you make the tool as
shown with the separation, there is
no capillary action between fingers
and so you get the best assessment of
the level. The usual caveat of: "break
all edges" is included on the sketch,
and it is important to make sure that
are no burrs on the bottom ends of
the fingers because any little projec-
tion would start the climb of the fuel
on the finger.
To Make The Tool , see Figure 1,
plus remember:
1. The cutouts between the legs
are necessary to prevent the gaso-
line from "jumping" from one leg to
the other.
It is important, whatever tool is
used to measure the depth of the fuel,
to make sure the measurement is
made away from the wall of the car-
buretor. Now take a look at Figure 2.
This illustration shows the relation-
ship of the fuel, the depth tool, the
FIGURE 3 
USING THE  FUEL LEVEL TOOL 
(See text for complete description) 
CARB BOWL
CARB BOWL
WITHIN 2/64" OF CORRECT DEPTH - FUEL JUMPS TO
FUEL LEVEL TOO LOW - FUEL DOES NOT TOUCH
FORM MENISCUS AT LONGER TOOL FINGER.
TOOL FINGERS.
CARB BOWL CARB BOWL
FUEL LEVEL IS CORRECT - 0.406" (13/32") FROM TOP FUEL LEVEL IS AT LEAST 2/64" TOO HIGH - FUEL
OF BOTTOM HALF OF CARB BOWL TO FUEL SURFACE. JUMPS TO SHORTEST TOOL FINGER.
FUEL JUMPS TO CENTER TOOL FINGER AT FUEL LEVEL.
10 AUGUST 1998
opened to the correct size with a mill
or simply a good file and some pa-
tience. It is important to torque the
nozzle, just as it is critically neces-
sary to torque the needle valve seat.
In order to be able to properly
tighten and torque the nozzle, we
took a box end wrench and bent it
such that it could fit down in the ven-
turi on the nozzle. The end without
the hex opening was shaped such
that the torque wrench can get a pur-
chase, and this was made easier by
cutting a 3/8" slot in that end.
The fuel inlet needle seat, made of
brass, looks something like the one
shown in Figure 5.
FIGURE 4 
I
"--\.:_-
  - - - - - - ~ = = ~ = = ~
OFFSET 
"  I 

NOT TO SCALE 
A COMBINATION OR  BOX END WRENCH  IS  HEATED AND BENT TO ALLOW 
THE BOX END TO TORQUE THE FUEL NOZZLE IN THE VENTURI.  THE OPPOSITE 
END OF THE WRENCH  IS SHAPED TO ALLOW A 3/8" OR 1/2" TORQUE 
WRENCH TO ENGAGE THE TOOL. 
•  REMEMBER TO CALCULATE THE TORQUE VALUE OF THE FUEL NOZZLE 
WITH THE OFFSET DIMENSION OF THIS SPECIAL TOOL TAKEN  INTO ACCOUNT. 
FIGURE 5 
It has two portions of a wide slot
which are to be used to install and
torque or remove the seat. Screw-
drivers the size necessary to properly
fit in the slot remainders are few and
far between, but it is important to
use something with a wide enough
and thick enough blade that there
will be no tear-out or burring.
CAUTION: Don' t use the wrong
size screwdriver bit - trying to in-
stall the seat with a regular
screwdriver or by only engaging one
side properly will most likely result
in a burr or distortion of the needle
seat, requiring its replacement.
We recommend the following
tool. This tool (see Figure 6), a bit
made to be used with a socket
wrench, is just the ticket for in-
stalling or removing the needle seat
since the size of the blade ensures a
snug fit in the split slots of the seat.
Tools like this are readily available
from all socket manufacturers - we
believe it is necessary because of the
importance of properly torquing the
seat - if you don't do that "little"
step, there will be an insidious leak
via the threads of the seat which will
defy a search.
We hope these tips will help you
and your AI and/or overhaul shop
perform a long lasting, accurate
overhaul of your Stromberg carbure-
tor. They're very good carbs, but
they can be deceptive - simple in
concept, they need accuracy when
work is performed on them. ....
PARTIAL CROSS SECTION-
STROMBERG  NEEDLE SEAT 
FIGURE 6 
3/8 OR 1/2" DRIVE 
FLAT SCREWDRIVER BIT 
VINTAGE  AIRPLANE  11 
THE  FIRST VOYAGER 
by H.G. FRAUTSCHY
Debbie Snavely,  A&P 
Lake  Placid,  FL 
National Stinson Club (108 Section), and
between the two of them, the 108 series of
airplanes is very well covered in the type
club world. She really appreciated the ag-
gravation and everything else he put up
with while she rebuilt the little lOA. "Men
have a tendency to want to help, and then
they do it." (Rats - we've been busted,
guys- HGF.) "Bill let me do it, so I really
want to say thanks a lot to him," Deb re-
The  three-place  Stinson  lOA Voyager  was  a  popular  pre-WW-II  airplane,  with  500  examples 
built before the war preempted production in Wayne,  MI. 
called with a grin. 
She's owned the project for eight years,
ever since Rusty and Melinda Barnes passed
along the lOA to her. With the exception of
a couple of small items, it was a complete
airplane, and was in pretty good repair. The
wooden horizontal stabilizer had been com-
pletely replaced. The elevators on the lOA
are steel tube with pressed steel ribs, as is
the rudder. There was a little repair work to
be done on the tail structures, but nothing a
general and thorough cleaning up and re-
painting couldn' t handle. Debbie did all this
work as the airplane was restored, putting
her A&P skills to work in a practical mode.
She earned her A&P license in 1989, having
spent time with George Heinley, who used
to work for the Franklin Motors Company.
Deb and Bill, who had been an A&P for
many years, bought their home from George,
and Deb spent a lot of time bugging George
when she was a youngster. "How does that
work?" and "Why do you do it that way?"
were all questions she used to ask the older
man. She learned a lot from him, and later fig-
ured that an A&P would give her a certain
amount of independence from having to rely
on others when it carne to maintaining her air-
planes. She's got her own hangar, complete
with a white floor that her husband says is as
bright and shiny as the neatest shop of a corpo-
rate FBO. The hangar is guarded by five real
watch-peacocks. Deb says they let her know
very quickly with a lot of screeching, as only
a peacock can, if anyone is near her hangar.
Being married to Bill as another A&P
(he has his LA.) with great welding ability
was certainly an asset, as Deb imposed on
his skills for the repairs needed on the fuse-
lage. There were a few spots on the
fuselage that did need a little work, but
nothing unexpected - they were of the
"rusted out lower aft longerons" variety.
The fuselage on the 1OA is a steel tube
truss with a set ofwood formers and stringers
added to fill out its shape. That much wood-
working can be a formidable challenge for
some restorers, but Deb dove right in, re-
Bill Snavely, husband of restorer Debbie Snavely, flies the lOA (Debbie had to return to Lake Placid
to attend to business) in the early morning hours east of Lakeland. Debbie's restoration of the
Voyager was honored with its selection as the Best Monoplane of the 1998 Sun 'n Fun EM Fly-In.
placing what she needed, and using much of 108 series. "Most people don't understand
what was available. She feels the wood- them ... so most people buy a Continental or
working can be intimidating for some Lycoming and are perfectly happy with it."
people, as can dealing with the Franklin en- Deb enjoys working on the Franklin, and in
gines that power the lOA and its later kin, the fact it's all she flies behind these days. An
14 AUGUST 1998
Arnold Greenwell
interesting sidelight is the installation of a
McCauley controllable propeller, originally
used by the factory as test prop for one of the
options available on the lOA.
Deb's work running the National Stinson
Club (108 Section) has helped her and Bill
knock out some misinformation about the
airplanes and their power plants. It also
helped while she was rebuilding the lOA.
One day a fellow in the club called and told
Deb he had a 6 inch Grimes landing light
Arnold Greenwell
(the type that are motor driven into position)
but what he really needed was a 9 inch ver-
sion of the same light. That was just what
Deb needed to hear-she had a 9 inch, and
was willing to trade. The little Voyager got
its correct landing light.
On another occasion, Deb was keeping
watch in the Type Club tent at the Sun 'n Fun
EAA Fly-In when another member asked her
if she was still looking for the distinctive
etched, stainless steel decorative emblems
used on each side ofthe fuselage forward of
the door. "Why, yes," was her reply. The
member told Deb where they were, so Deb
scooted right over only to find the vendor
closed. A return the following morning met
with di sappointment, as the emblems had
been sold. Crushed, she returned to the Type
Club tent, and within the hour the member
returned. "Still need these?" he said. The
thoughtful man had bought them to be sure
Deb got them, and made them available to
her for a reasonable price.
Deb set out from the beginning to restore
the airplane as original as possible, and to
help accomplish that goal, she started with
the headliner. It turned out to her satisfac-
tion, so she redid the interior upholstery in a
ribbed whip cord that duplicates the Laid-
law broadcloth used in 1941. The Stinson
logo was embroidered on the aft bulkhead
access hatch, and on the side pockets up for-
ward in the cockpit. The center instrument
panel woodgrain was duplicated by Bennie
(Left) The clean landing gear of the Voyager
can trace its heritage to the larger Reliant
series. The landing shock loads are handled
by a pair of "Springdraulic" shock absorbers
mounted in the fuselage. The original plane
came equipped with Hayes hydraulic brakes.
Debbie has chosen to replace them with
Cleveland drum brakes, due to the difficulty
in maintaining the Hayes brakes.
VINTAGE AIRPLANE 15
Estes and Brad Hindall using the original
process. A couple of concessions were
made in the fitting out of the instrument
panel. An RST Nav/Com was installed,
along with a Narco transponder. Deb also
added an original factory option - brakes
for the right side pilot.
In the center of each control wheel is an
original Stinson factory salesman lapel pin.
The lOA was a pretty advanced airplane
for its size and market. Many big plane fea-
tures trickled down to the littlest Stinson
from the "big boys," including three-position
 
flaps, a fully cantilevered tail structure, full
cantilever landing gear acting on "Spring- .E
draulic" shock absorbers, and hydraulic  
brakes. The deluxe version came with a full  
electrical system (starter and generator), ra-  
dio bonding and a parking brake. To the  
uninitiated, the lOA looks practically the $
same as its predecessor, the 105 or HW-75,
But if you look closer, you can see the revi-
sion to the fuselage, particularly the nose.
The cowling and engine mount are six inches
shorter, giving the pilot a better view over the
nose. The windshield has a different contour
to minimize drag a bit better, and the interior
was spruced up a bit with the instruments
flight grouped and some had the battery relo-
cated to just aft of the cabin bulkhead,
making it easier to work upon. The biggest
change is the installation of the 90 hp
Franklin 4AC 199 engine, giving the airplane
a top speed of 115 mph. The engine installa-
tion also moved the exhaust stack over to the
right side of the airplane, providing some
noise relief for the pilot, and all the flight
controls rode on ball bearings.
Debbie has installed a 100 hp Franklin 4
A4 100 B3 , which has the exhaust exiting
through dual exhaust pipes.
The model lOA was pretty popular- in a
production run that barely covered two years
(production stopped in 1942 due to the de-
mands ofWW-II) 500 copies were built by
the Stinson Division ofVultee Aircraft lo-
cated in Wayne, MI. It was even popular as a
mount for the Civil Air Patrol's coastal sur-
veillance. Even the Army Air Corps found
the lOA of use, as they had 20 of the air-
planes in their inventory, designated L-9A
and L-9B.
With the structure complete and ready for
(Left) An RST Nav/Com and Narco transpon-
der are mounted in the panel behind the
dual control yokes. The lOA cabin is other-
wise just as it would appeared in 1941, when
it was finished out in Laidlaw broadcloth.
(Far Left) The third seat for the other passen-
ger is turned sideways in the aft cabin.
cover, Debbie choose the Blue River
process, using Ceconite with Randolph dope
for the fmish on the fabric and enamel on the
metal parts. She liked the Blue River process
for its lack of smelliness, avoiding some of
the mess from a solvent-based system. The
factory Stinson yellow and Bonnet Blue
color scheme was used, highlighted by the
stylish chrome trim on the cowl openings
and wheel pants.
With only a couple of hours on the air-
plane, Deb flew the completed Stinson lOA
Voyager to the 1998 edition of the Sun 'n Fun
EAA Fly-ln. These models of the Stinson of-
ten gather a crowd, simply because they look
so cute. You just want to pick it up and take it
home, and it was easy to see Deb was thrilled
to have completed the project. What's next on
her list? The other Stinson lOA they have
waiting at home. Having a complete restora-
tion signed off in her logbook, she can tackle
the next project with increased confidence,
knowing she can "do it myself." ...
STINSON 10A VOYAGER
16 AUGUST 1998
O
n I November, 1997, the Boxkite,
constructed By Roger Freeman for
the Hong Kong Historical Aircraft
Association, was disassembled, crated and
moved by a rental van from San Antonio,
Texas to LAX, then via Cathay Pacific air-
lines to China. For more on the construction
of the Boxkite, please see Part I of this arti-
cle published in the November 1997
VINTAGE AIRPLANE magazine. We're
sorry for the delay between the two articles,
but there was quite a delay in the opening
of the airport, and things didn't go exactly
as planned!
Under the new control arrangement with
mainland China, Hong Kong is now known
as the "Special Administrative Region."
Roger Freeman of Vintage Aviation
Service, Inc., 6658 Gin Road, Marion, TX
78124, 830/914-2219, (Fax at the same
number) , soon followed to reassemble
the aircraft.
The new airport at Chek Lap Kok was
not ready for operation and the assembly
was completed at the then-present airport,
Kai Tak, with the help of Government Air-
craft Services personnel.
To facilitate construction of a framework
around the Boxkite for transportation by
barge to the new airport, the outer wing
panels were not installed. The voyage took
five hours over the 40 mile distance, navi-
gating around bays, inlets and bridges. Then
the Boxkite was lifted by crane onto the tar-
mac that is now the new Hong Kong airport.
A series of press interviews and taxi
demonstrations were conducted prior to the
official acceptance ceremony and initial
test fl ight.
This flight was completed as scheduled
on November 15, 1997 with much fanfare
and congratulations all around by everyone
responsible for making a complete success
out of a rather challenging project.
The entire aircraft was sprayed with fire
retardant paint to comply with local fire
regulations. While waiting for Check Lap
Kok to officially open and for the new
terminal building to be completed, the Far-
man Boxkite was completely disassembled
and placed back in the shipping crates for
safe keeping.
On April I, 1998, Roger and his brother
Chris flew back to Hong Kong to again re-
assemble the Boxkite and install a dummy
rotary engine. It was made with Plexiglas®
tubing for the cylinders, with round discs
for the cooling fins, and was painted silver
and gold to add a bit of authenticity. From
the viewer's distance it is difficult to tell the
dummy engine from the real thing.
The Farman Boxkite now rests in its per-
~ : I I I I
    ~   ...-.
Part II
by SAM BURGESS
manent berth, suspended from the ceiling of for all visitors to their island to enjoy. Roger
the terminal building. There's even a bal- Freeman and his company deserve much
cony erected for eye level viewing. credit for taking on an aircraft building pro-
Thus the HKHAA and Vintage Aviation ject with many historical problems to solve,
Services have accomplished a monumental not to mention the hazards involved in test-
task by preserving the aviation history of ing an ancient aircraft design of unknown
Hong Kong with this replica aircraft display flight characteristics.
(Above) This commemorative flight duplicating the same flight at SHA-TIN, Hong Kong, China in
1911 is seen here taking off from the newly constructed airport at Chek Lap Kok. Piloted by Roger
Freeman, the Farman Boxkite replica was the very first aircraft to make this inaugural flight dedi-
cating their new airport. In remembrance of the first flight by Charles Van Den Born, the antique
design biplane now hangs from the ceiling on permanent display in the new terminal building.
VINTAGE AIRPLANE 17
It took eight crates to ship the Farman replica to Hong Kong. The box in
front contains the Lycoming engine for the test flight and the dummy
rotary to be installed when the Boxkite is permanently displayed at the
new airport. Shown here is the Government Flying Service hangar that
houses two Beech King Airs and two Sikorsky S-76 choppers. The
Lycoming was shipped back to Texas to power another replica.
The 747 of the Hong Kong based airline that transported the Farman to
China from LAX, a 15:30 hour, nonstop flight. This is a late model 747
with the extended upper deck. In front is a replica of the very first air-
craft to fly in Hong Kong and the very latest aircraft to fly from there.
Never in the wildest dreams of Charles Van Den Born, who flew the f irst
aircraft in Asia, did he ever imagine this 86 years of aviation progress.
(Above) The final assembly was augmented by a group of English heritage citizens
dressed up in the garb of 1911 to create an atmosphere of that day and age. Roger
Freeman is on the far left dressed in the pilot motif when the Boxkite was first flying.
(Above, right) Roger Freeman, owner of Vintage Aviation Services, plays host to
Hong Kong newspaper reporters. The press conference covered the history of the
Farman and the idea behind its replication.
(Right) With the Farman keep in the hold of this ocean going barge, it was navigated
through several estuaries and narrows to the new airport.
(Below, right) Here the outer wing panels were removed and a frame built around
the Farman for transport aboard the barge to the new airport.
(Below) The Farman was assembled with the help of Government Flying Service
mechanics who were very knowledgeable on antique aircraft. As the new airport
and hangars were still under construction at Chek Lap Kok, the Boxkite was fitted
together at the present airport at Kai Tak.
18 AUGUST 1 998
Shop foreman Tommy Anderson of Vintage
Aviation Services accompanied the Farman
Boxkite to Hong Kong and is seen here with
the head of the dragon used during Chinese
New Year celebrations.
Shown here is the logo for the Hong Kong
Government Flying Service with the flower
that replaces the British queen's profile on
the local coins. They use dollars for their
monetary exchange at 7.5 Hong Kong dol-
lars to one u.s.
A view of a typical Hong Kong intersection. Note the double-decker streetcars. Public trans-
portation is utilized by most, as just renting a space to park your car is cost ly. Note the
McDonald's arches. A hamburger is $17.00 . . . U.S.
(Below) Hong Kong is located
on an island and is the brightest
lit city in China . Kowloon on
mai nland Ch i na can be seen
across the bay.
(Above) Here the dragon per-
formers do their dance to exor-
cise away any evil spirits and
gremlins that may have stowed
away in the crates from Texas.
(Above) Ted Prior, Chairman of the Hong Kong Historical
Aircraft Association, congratulates Roger Freeman on the
fl ight of the Farman Boxkite at the new airport location,
which was built primarily on reclaimed land.
(Above) While waiting for the new terminal building to open, the Boxkite was
sprayed with fire retardant paint to comply with a local fire rule. Note the dummy
rotary engine in the left lower corner of the picture. The Farman replica was test
flown with a Lycoming 0-290 engine and the dummy rotary was installed when
the aircraft was put on permanent display.
(Above) Roger's brother Chris is making some final adjustments to the tail prior to
hoisting the Boxkite to its permanent display position in the new terminal build-
ing. SHA-TIN was the site of the first aircraft to fly in Hong Kong in 1911.
(Below) The Farman Boxkite in its final position in the new terminal building appears
to be actually in flight with its pilot and streamlined ailerons. The mannequin is
looking down at the viewers from his lofty perch. This has to be one of the most
impressive displays of an antique aircraft to be viewed anywhere.
(Above) Personnel of the Hong Kong Aircraft Engineering
Company, who were helpful in the assembly of the Boxkite,
prior to suspending it from the ceiling of the new termi-
nal building. They are aircraft apprentices. Yes, even
today they do have old world ways in Hong Kong. Shown
here are Lit, Kenny, Sam and David.
(Above) With the beautifully crafted mannequin of a pilot
of 1911 in the seat of the Farman, Gordon Andresson of
the HKHAA gives us an idea of just how large an aircraft
the Boxkite is compared with our light planes of today.
This lifelike replica of Charles Van Den Born (below),
first to fly an aircraft in Hong Kong in 1911, adds a bit of
reality to the display. Note the dummy rotary engine
installed at the rear of the seats and tanks gondola.
20 AUGUST 1998
The Worthington
Collection-Part II 
by JOHN UNDERWOOD (EAA 1989, AC 1653)
An in-fl ight shot of Fokker F-l0, NC8047,
later in use with TWA and among those
scrapped after the Knute Rockne disas-
ter. Poor Fokker; for once in his life he
couldn't convince anybody that his wood-
en wings were safe. My dad, an engineer
with business on the west coast, would
fly from Erie, PA to LA on the Fokkers. In
those days it sometimes took longer to
fly than to take the train, due to weath-
er delays. The idea of flying over the
stuff was unheard of then, and 5,000
feet was about as high as you got.
VINTAGE AIRPLANE 21
22 AUGUST 1998
A windy day in Los Angeles, CA, June 1931 sees a
Packard Eight named " Cactus Kate's Kid" parked
in front of a remarkable sight-the very first
autogiro to be seen on the west coast. Johnny
Miller (EAA37635, AlC 1054) was the pilot of this
first-ever coast-to-coast 'giro flight. The autogiro
is a Pitcairn PCA-2, NC10781 . That' s Johnny shak-
ing hands while dressed in a suit and his helmet
and goggles next to the Packard's fender. In the
mid-1930's Johnny would loop this same auto-
giro when he flew with the American Ai r Aces
air show. Johnny is still an active pilot, flying his
Beech Bonanza and Baron.
The Scenic Airways Ford was the first try
at the tourist trade around the Grand
Canyon. According to William T. Larkin's
book, "The Ford Tri-Motors," this Ford is
a 4-AT-B, SIN 22 built in June of 1928
and delivered to Sceni c that same
month. Look closely at the wing engine
exhausts-see how they exit the top of
the cowling and then poke up to the
top surface of the wings? A sister ship
of the "fleet" was 4-AT-24, specially
built to handle the high density alti-
tudes of the desert with a wing extend-
ed to 78 feet. Both were sold in the last
quarter of 1929. SIN 22 was sold to a
succession of owners, including Col. Reg
L. Robbins, who was going to use it as
the refueling airplane for a planned
Seattle-Tokyo flight by the Lockheed
Vega "Fort Worth." The airplane met its
end in a power dive at West Orange, NJ
on June 10, 1942.
We don't know the names of the men
with the airplane, nor the donkey. In
later years, the donkeys where let loose
in the area. Since they were not native
to the Grand Canyon they've since
become a big problem for native species.
VINTAGE AIRPLANE 23
Lindbergh is shown at Rogers Field, LA
with Keystone K-78, X-7962, on demon-
stration tour, March 1929. CAL flew it to
Oakland, CA. A female stowaway got
aboard at OAK, no doubt thinking CAL
was her pilot to SLC, but he'd gotten off
at OAK. The guy who looks a little like
Oliver Hardy is Harold "Cupid" Lynch,
who took CAL on a barnstorming tour
to Montana as his mechanidparachute
jumper in 1922. Lynch was an instru-
ment instructor at Glendale at the time
this shot was taken. He was killed in a
weather related accident the following
year. the fellow in the white suit and
glasses looks like Edgar Gott, Keystone
CEO, and Capt. St. Clair Street, the pilot
in command, is having a smoke.
24 AUGUST 1998
by  E.E.  "Buck" Hilbert 
EAA #21 Ale #5
P.O. Box 424, Union, IL 60180
I never cease to be amazed at the members
we have in our Division. The Antique/Classic
Division has always been a gathering place for
some of the most talented and dedicated men
and women in aviation. Just reading the re-
sumes of nominees for the Board is an
indication, but hardly scratches the surface. Our
volunteer group is comprised of talent no one,
not even Donald Trump, could afford to hire.
And they' ll work their hearts, hands and heads
out, just for the Division, and that means for
you and me. I'm glad to see you get those prox-
ies in, guys and gals, and extend a hand and a
word of thanks to each and every one of these
volunteers. Their reward is in what you see
when you come to OSHKOSH and what you
read in Vintage Airplane, and a word of praise
and a pat on the back wouldn't be out of line.
We see some of that talent in Vintage Air-
plane. Roger Gomoll's Vintage Airplane Safety
in the June issue is great. Roger spends a lot of
time and considerable effort to support Pioneer
Airport, attends the Board meetings, and is al-
ways there when needed. He's following in his
Dad, Stan's, footsteps and is a real credit to our
group. His amplification of the hand propping
problems shows how concerned he is for mem-
bers to do it right and safely.
He also pushed my button with his Sounds
of Silence in regards to engine failure and
forced landings. Right on, Roger, and I'd like to
add a few things.
Several things come to mind immediately
when considering an engine out condition or
even a partial power failure.
One ofthe most important things is to main-
tain control. Fly the airplane! Don't just chuck
your brain and commonsense out the window
because the engine quit. You still have controls,
and with those controls you have command of
the situation. Just keep your cool and take the
advice of that imaginary instructor or guardian
PaSSitto 
Buel{ 
angel sitting alongside of you.
When you took your flight test, you shot
precision landings. Now that you are a pilot,
and if you are a good conscientious one,
EVERY landing should be a precision landing.
It should be to a predetermined spot, and if it is-
n' t it should result in a go-around and another
try until you have it down pat.
I'm a fmn believer in the 180 degree power
off side approach. That base leg and the key po-
sition are so ingrained in me with my base leg
INTO the wind with the proper glide speed, that
I' m aghast every time I see someone drag it in
from miles out, cross the fence way too fast,
float for a thousand feet and then panic stop in
the last couple hundred feet.
Let's take a look at the traffic pattern and do
a couple of ordinary 180 degree power off side
approaches to land. With the proper cockpit set-
up, proper glide speed, and playing the drag, the
idea is sort of like bowling. You want to set the
ball (your airplane) down in the same place
every time so as to get a strike. The only way to
accomplish this is practice. Be spring loaded to
the disaster position. Don't be complacent. You
only have that one fan out there and if it quits,
the only way to keep your cool is to be prepared.
There are any number of ways to hit that
spot, but let's get back to the basics. The traffic
pattern. The old rectangular pattern with the pre-
planned turns is your starting point. You did that
in the very beginning of your training, probably
not realizing that it was the basis for all your ad-
vanced maneuvers. The "S" tum, the "85," were
also there to give you awareness of wind drift
and its effect on ground reference maneuvers.
Practice, practice, practice, and when that
time comes, and we hope it never happens,
your practice will payoff.
If the failure occurs at pattern altitude, all
you have to do is tum downwind or cross wind,
pick out a field, fl y the base and final, and land.
If it happens at altitude. Again, plan your
glidi ng pattern to that base leg, fly back and
forth on that base leg until you get down to the
altitude you need for a final to land in that field
you picked out. The bit about sticking with the
field you picked out holds true. Don't change
your mind, and if the engine does start to run,
don't use it to get into a position where you
have to rely on it. It has a bellyache and it may
go out again when you most need it. The best
place to analyze the problem is with both feet
and the airplane on the ground.
While we are close to the subject, what
about partial power? Have you explored slow
flight with various power settings? Do you
know what the minimum rpm is to maintain
level flight, to extend your glide path? Can you
make the field if you can only get 1,800 rpm? If
not, how far can I get? Better to use that re-
maining power to position yourself for a safe
landing than try to extend the flight.
Pilot in Command responsibility is just that;
you must avai l yourself of every advantage to
assure your own safety as well as the safety of
your passengers and the people on the ground
who may be affected. Use every asset you have,
and practice for what might happen.
Fly the airplane. Don't give up and let it fly
you. The airplane knows how to fly, but it
needs YOU to guide it to a safe place to land.
Do that, and the airplane wi ll take care of you.
If, heaven forbid, the engine fails on takeoff,
the old "straight ahead" applies. You can mod-
ify that some by turning cross wind to avoid
objects directly in your path. I know you can
land cross wind cause you proved that when
you got your ticket, so angle away from obsta-
cles, and if you hit something, let the wings, not
the nose, take the hit. They'll crunch and absorb
a lot ofthe energy. Better to "bust" the airplane
than your butt. Your wallet may hurt, temporar-
i   y ' but it'll recover a lot quicker and more
easily than your butt.
Land on a road? Not me! Think a moment.
What's your wingspan? Most of us fly 36 foot-
ers; the average road set aside is 33 feet with
the paved area about 20 to 22. Not only are
there many man-made obstructions within the
proximity of those roads/signs, wires, poles, but
the traffic can be a factor too. I was out in the
San Francisco area a few years back and a
Cessna 150 did an engine out on the Bayshore
Freeway. He landed wit h the traffic, got it
down fine and was home free, until that little
old lady saw him coming up behind her in the
rearview mirror and jammed on the brakes. His
150 didn' t fit in that Buick's trunk too well.
A field, once it's been cultivated, gives you a
lot more room for error. That road, tempting as it
is, requires a lot more precision than most of us
have. Sure, Army aviators did it in the Liaison
machines, but it was usually after a walk around
and clearance of obstructions for aclear path.
No way can I emphasize the importance of
practice. I guarantee that when and if the engine
quits, you'll be all thumbs and the situation will
never be one from the book, but fly that air-
plane, and fly it safely!
Over to you. rr 3t(ck.
VINTAGE AIRPLANE 25
Our Mystery Plane for this month
August Mystery 
comes to us from Bob Richardson
of Broken Arrow, OK. Its odd tan-
dem cockpit configurations is
certainly distinctive, along with
the forward swept rudder hinge
line. To be included in the November
issue of Vintage Airplane, your
answer needs to in to the Vintage
Airplane office no later than
September 25, 1998.
May MysteryPlane
Our May Mystery Plane was recog-
nized my a number of members,
including Larry Knechtel , Seattle,
WA. He writes:
"The May Mystery Plane is the Sky-
craft Model 445 twin boom, four seat
pusher. The SI.'Ylark Manufacturing
Company of Venice, CA produced sev-
eral versions of the Skycraft Model
445 from 145 to 1948. Prior to that
timeJrom 1937 to 1940, they built the
Skylark two seater. "
"Keep up the good work and keep
us guessing! "
The aircraft has been listed under
two model designations, the most re-
cent being the "447," so that's what we
will use.
tenrPlane
by H.C. Frautschy
The most astounding new regard- the Funny Farm Airport in Knightsen,
ing the Mystery Plane came from CA. It is available for sale, including
Gene Cou lter, 4603 Balfour Rd, the 190 hp Lycoming 0-435 engine.
Trlr.2, Brentwood, CA 94513. He The sale includes the drawings, jigs
tells us the Skycraft 447 is located at and design manuals!
Other correct answers were re-
ceived from Jim Ostern, Spring
Grove, MN; Owen BlUce, Richard-
son, TX and Robert L. Taylor,
Ottumwa, IA. Our thanks to mem-
ber Chester Miller, Elhart, IN for
sending in the materials that
pointed us to the Skycraft as a po-
tential Mystery Plane.
Kudos also to Brain Baker,
Farmington, NM and to Bob Tay-
lor of Ottumwa for also correctly
identifying the Hockaday Comet
as the April Mystery Plane. ....
Send your Mystery Plane corre-
spondence to:
Vintage Mystery Plane
EAA
P.O. Box 3086
Oshkosh, WI 54903-3086
(Right) Robert Taylor, the president of
the Anti que Airplane Association, sent
us t his copy of a page from Aviation
Maintenance & Operations magazine,
November 1946.
26 AUGUST 1998
STANDARD EQUIPMENT:
Compau-Ball Bank indicatot--Senai-
tlve altimeter - Ainspeed indicator-
I"aehometer (wIth Automatic enlrlne 101r)
-Fuel leve1 indicator-Ammeter-Oil
temperature gage--Oil pressure
Landine gear p081"on indicator-Land·
ina' ..ear warning buzzer-Fire extin-
lrUilher-Nav\a'ation lia'hta-Map Iilrhts
-Cabin dome licht-Instrument panel
lia'b_Wirlnlr for landing lia'hts and
controia-Cabln heater-
Overhead lun eurtain-Retraetinsr en..
trance step, - Glove compartment - 4
Model ,,",0. 447
TYPE--4-,) place low wing pusher
CONTROL - Conventional Dual Whee '
SKYCRAft
PRICE - $6 ,70000 FA F Standard Modei
$7,50000 F A F De l ux Model
ACCOMMODATIONS AND FEATURES
place eommodioul eabin comparable with
.edan automobiJe 4r aeross back aeata-52'
acroas front leate-21' knee room-Luxurioua
appointmenbl-Harmonizine- trim and uphol.
stery-Chromium platinc-Rich wood effect.&-
Deep roomy seats reduce lone f\ ight fatique--
All metal plane-Twin boom pusher I'ivell
maximum 8afety from propeller injury and
inereaaee aerodynamic efficiency-Full 8pan
flap8 provide full control in 8tall&-Sta)]-proof
allerona-Removable ftoatiJll' seat cuahion&-
Insulated cabin-Forced air cabin ventilation-
Cabin heater--Tinted Plexie-las cabin top pant.-ls
-Overhead Bun ' curtain- Entrance door on
each aide (with lock) - Retracting entrance
6tepa-Glove compartment wired for radio--
Four Mh trays- Map pockets-Floor mape-
Rear Beat f oot reets-2 lusrsrage compartments
behind rear leat-Cabin dome light-Lighted
inBtrument panel-2 reel type map lights-
Tachometer ha!. automatie engine log-landing
gear warning buzzer connected to throttle--
Navigation lights-Plane has unususlly full
visibility sinee eeatin& ahead of wiuz.
PERFORMANCE (Calculated )
High Speed-162 mph.
Cruising Speed-142 mph.
Stalling Speed-49 mph. (with flaps )
Stalling Speed-65 mph. (without flaps)
Rate of Climb (I8t. Min. )-940 ft.
Range at Cruisins: Speed-715 miles
Service CeiJing-16,OOO ft.
Take-Of! Distance-Land (No Wind)-505 ft.
(with flaps)
Landing Run-Land (No Wind)-300 ft.
'I
.. 1·-----;;...--36"---00041

1-9'-\
WEIGHTS
Gro.. Weight (Jbs.)-2BOO
Empty Weight (lbs.) -1510
Useful Load (Jbs.)-1290
Maximum Payload ()bs.)-
(Calculated)
Wing Loadinc (lb•. pf!r sq.
fL)-15.56
Power Loadintr (lbs. per
 
967
ash traya-Map pockets-First aid kit-
Set of spare fu.ee-Encine Ihielded for
radio-Emereeney hand fuel pump.
OPTIONAL (DELUX) EQUIPMENT:
Radium dials on an instromenta-FJight
path direction Indicator - (Replae..
standard eomp...)-AN type Senlttive
Altimeter-.Turn and Bank indicator--
Sweep lecond clock-Vertical Speed in-
dicator (AN type)-Direetionai Gyro
Ensrine driven vaCuum pump-Suction
srauK'e-SuetioD relie! valve--Suction air
ftltel'-AN type Air Speed
indicator - Landina' liaht
(260 watt sealed beam)-
Two-way radio - Constant
Ipeed propeller - 8 clasa 2
fiares - Very pistol. holster
and 8 red eartrid2"ea.
BACCACECOMPARTMENT
Loeation-Bebind rear ...t
lOa lIMo.
CONSTRUCTION
WINGS
Type--Monoplane.. low willR'
Coverinl'-Metal
Spar.---Melai
Ri_Melal
Strut&-None. full Cantile,,·er
AILERONS
F .... meo-Metal
Coverinsr-MetaJ
FLAPS
Material-Metal
Control-Hydraulic
WING SLOTS
Y..
FUSELAGE
Type Construction Semi
monocoque
Coverinsr-Metal
TAIL UNIT
Type--Cantilever
Frame Work-Metal
Coverina-Metal
Elevator T.b--Yee
LANDING GEAR

Control-Hydraulic
Type Shock Absorption-
"Airdrau)ic" and rubber
BRAKES

Manufacturer-
WHEELS
Manufacturer-Firestone
Tire Size--7.00 x 6
Tire Manufacturer-
Firestone
NOSE WHEEL
Type-Retractable
Manufaeturer--Firestone
Tire-Firestone
POWER PLANT
No. Ena'inee-One
Ronepower at rpm-190 @o
2550 .
Manufacturer It Model Ne.-
Lycomina'
No. Cylindero_
Cy1inder Arranaement-
HorizontalJy Opposed
FUEL" OIL
CONSUMPTION
Puel Consumptlon-U.B Gaia.
per hr. (75% power)
Oil Conlumption-1.47 Pta.
per hr. (75% power)
Fuel CapaeitJ'_O Gaia.
ELECTRICAL SYSTEM
Vollalre-12 volts
POWER SUPPLY
Generator Manufaeturer--
Deleo-Remy
Voltalfe-12 volta
Capacity-12 amperes
Voltaire Reculatol'-Yeo
Reverse Current RelaY-Y8
BATTERY
Capaclt:7- ampere hours
Manufacturer-Reading
Groundina'-
STARTER
Starter Manufacturer-
Deleo-Rem,.
PROPELLER
Tn-AdjUitable Plteh
(lP'Ound)
Manufacturer-
VINTAGE TRADER 
Something to buy,  • 
sell or trade?  .  • 
TM
An inexpensive ad in  the  Vintage  Trader may  be just 
the answer to  obtaining that elusive part .. 50¢ per 
word. $8. 00 minimum charge.  Sendyour ad and pay-
ment to :  Vintage  Trader,  EAA Aviation Center, 
P.O.  Box 3086,  Oshkosh,  WI 54903-3086. orJax 
your ad an d y our credit card number to  920/ 426-
4828. Ads must be received by the 20th  oJthe month 
Jar insertion  in  the issue the second month Jollowing 
(e.g. , October 20th Jar the December issue.) 
MISCELLANEOUS
BABBln BEARING SERVICE-rod bearings,
main bearings, camshaft bearings, master rods,
valves. Call us Toll Free 1/800/ 233-6934. e-mail
ramremfg@aol .com http://members.aol .com/
ramremfg/ home/sales.html VINTAGE ENGINE
MACHINE WORKS, N. 604 FREYA ST.,
SPOKANE, WA 99202.
FREE CATALOG: Aviation books and videos.
How to, building and restoration tips, historic,
flying and entertainment titles. Call for a free
catalog, EAA, 1-800-843-3612,
CASTINGS: Stock and custom manufactured,
exhaust manifolds, heads, water pumps, pulleys,
air intakes, brackets, cylinder sleeves, blocks.
Wax investment, plaster and dry sand molding.
Complete tooling and machining. MOTOR
FOUNDRY & TOOLING, INC., 1217 Kessler Dr.,
EI Paso, 1)(  79907 USA, Ph. No. 915/595-1277,
Fax 915/595-3167. ATTN: Valor D. Blazer.
GREAT LAKES 2T1A-SN200-New yel. tag
fuselage. 3 partially assembled wings with new
spars & ribs. Spar & ribs for 4th wing plus extra
new ribs. Elev. and stab. primed. Ailerons/ H
stabilizer & rudder repairable. All parts from dam-
aged alc. Full cowl, great condition. Complete
alc inventory list of all parts missing or damaged.
Wamer eng. 165hp disassembled and complete.
Excellent rebuildable core with good crankcases
and cylinders. $24,500. Contact: Brad Barrett, AI
& AP, 903-464-5472 Pgr or 940-759-2786.
STRATEgiC SALE: STAGGERWING BEECH
017S, N4HX, SN6672-Cream Puff-Total
restoration by L.A. Humphrey and Ray Keesler
' 93. Probably the only Bendix Fuel Injected
(P&W IR-985-APS4) with 12.1 Blower. IFR panel
including WX11A1Argos 5000/Garmin 150, etc.
"S-TEC" 60-2 coupled auto pilot, oxygen, much
more. Current annual. Dove gray-red trim.
$400 ,000.00 Contact Brad Barrett , AI & AP,
903-464-5472 Pgr or 940-759-2786.
A65-3 top exhaust , shipped to Porterfield in
1939. O-SMOH. Days (502) 762-1117, Evenings
(502) 759-9451 .
Travel Air 1929, 4000 Biplane, 3 place, complete-
ly restored, new wings, fuselage, etc. Continental
220, Full electric. 540/825-6230 evenings please.
Services Directo!y 
Enjoy the many benefits ofBAA and the 
BAA Antique/Classic Division 

 
EA TM
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 
Phone (920) 426-4800 Fax (920) 426-4873
Web Site: http://.elUl.organd http://www.flyin.org  E-Mail: Vintage @elUl.org 
EAA and Division Membership Services 
800-843-3612 ••••••••••••. FAX 920-426-6761
(8:00 AM - 7:00 PM Monday- Friday CST)
• New/ renew memberships: EAA, Divisions
(Antique/ Classic, lAC, Warbirds), National
Association of Flight Instructors (NAFI)
• Address changes
• Merchandi se sales
• Gift memberships
Programs and Activities 
EAA AirVenture Fax-On-Demand Directory
......... .. ... . .. . .... . ....... 732-885-6711
Auto Fuel STCs .. ........... . .. 920-426-4843
Build/restore information ..... . 920-426-4821
Chapters: locating/ organizing .. 920-426-4876
Education. . ..... . . ............ 920-426-6815
• EAA Air Academy
• EAA Scholarships
• EAA Young Eagl es Camps
Flight Advisors information .. ... 920-426-6522
Flight Instructor information . .. 920-426-6801
Flying Start Program ••.••••.•.• 920-426-6847
Library Services/Research .. . . . . 920-426-4848
Medical Questions . .. . . ... .. . . . 920-426-4821
Technical Counselors .. .. ... . .. 920-426-4821
Young Eagles .. . ........... . ... 920-426-4831
Benefits
Aircraft Financing (Green Tree) . . 800-851-1367
AVEMCO .. . .. . ... . . . . ...... .. 800-638-8440
AUA .. ........ .. ... .... ...... 800-727-3823
Term Life and Accidental ..... . . 800-241-6103
Death Insurance (Harvey Watt & Company)
Editorial
Submitting article/ photo; advertising information
920-426-4825 •. ••••• ••.•.• FAX 920-426-4828
EAAAviation Foundation
Artifact Donations .... .. .. ..... 920-426-4877
Financial Support ....... . . . .. . 800-236-1025
MEMBERSHIP INFORMATION 
EAA 
Membership in the Experimental Aircraft Associ-
ation, Inc. is $40 for one year, including 12
issues of SPORT AVIATION. Family member-
ship is available for an additional $10 annually.
Junior Membership (under 19 years of age)
is available at $23 annually. All major credit
cards accepted for membership. (Add $16 for
Foreign Postage.)
ANTIQUE/CLASSIC
Current EAA members may join the Antique/
Classic Division and receive VINTAGE AIR-
PLANE magazine for an additional $27 per year.
EAA Membership, VINTAGE AIRPLANE mag-
azine and one year membership in the EAA
Antique/Classic Division is available for $37 per
year (SPORT AVIATION magazine not included).
(Add $7 for Foreign Postage.)
lAC
Current EAA members may join the International
Aerobatic Club, Inc. Division and receive SPORT
AEROBA TICS magazine for an additional $40
per year.
EAA MemberShip, SPORT AEROBATICS maga-
zine and one year membership in the lAC
Division is avai lable for $50 per year (SPORT
AVIATION magazine not included). (Add $10 for
Foreign Postage.)
WARBIRDS
Current EAA members may join the EAA War-
birds of America Division and receive WARBIRDS
magazine for an additional $35 per year.
EAA Membership, WARBIRDS magazine and
one year membership in the Warbirds Division
is available for $45 per year (SPORT AVIATION
magazine not included). (Add $7 for Forei gn
Postage_)
EAA EXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTER magazine for an additional
$20 per year.
EAA Membership and EAA EXPERIMENTER
magazine is available for $30 per year (SPORT
AVIATION magazine not inciuded) .(Add $8 for
Foreign Postage,)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or
draft drawn on a United States bank payable in
United States dollars. Add required Foreign
Postage amount for each membership.
Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
28  AUGUST 1998 
Ron S. Brenton Clifford E. Dufresne Jon G. Lindgren ........ ... Fargo, NO
.... Fort Saskatchewan, Alberta, Canada ... ... ...... . . . Round Lake Beach, IL
Glenn E. Mori.... ... West Ossipee, NH
David Pryor
· ........ Mindemoya, Ontario, Canada
Scott Robinson
· ......... ... Guelph, Ontario, Canada
Alvin Eygabroad ........... Sparta, IL
Dale Lagerstedt .... ... .... Chicago, IL
Scott A. McGovney ...... Naperville, IL
Glenn R. Murray .... Mays Landing, NJ
Robert Hlavaty, Jr. .. .. .. Red Hook, NY
John W. Brushwood .... Coshocton, OH
Steen Madsen .. .... . Odense, Denmark
Greg Vitous ... . . ... . .. Saint Anne, IL
James H. Crafton ......... Dayton, OH
Horst Bless .. .. . ...... Kehl, Germany
Alan Brown ... .. .... ...... Tipton, IN
Anton Koprivnik ....... Cleveland, OH
Tony 1. Clarry .. Wiltshire, Great Britain
Charles R. Eakins ....... Chesterton, IN
Royce L. Beatty ..... Myrtle Creek, OR
Lisa Jane Kingscott
John Herider . .. . . . .. .. Indianapolis, IN
Dudley Williamson .. .. .. Nehalem, OR
· ............... Bristol, Great Britain
John Romberger ...... . .... Elkhart, IN
Theodore P. Bowens ......... York, PA
Guomundur Sveinbjomsson
· ........ . . ... ... . Reykjavik, Iceland
Jean Cyril Booysen
· .......... Hawkes Bay, New Zealand
William Thumma ..... .. .. Elwood, IN
Jeff Braden . .......... McPherson, KS
Andrew N. Combs ..... ... Wichita, KS
John E. Kurtz......... ... Potsdam, PA
William Rodgers ...... ..... Butler, PA
Stuart G. Smith ... ... ... Pittsburgh, P A
Albert Tai ........ Singapore, Singapore
Henry M. Foote . ..... . . ... Olathe, KS
Charles W. Martin ...... .. . Belton, SC
Harry K. Olsson . . . ... Camp Verde, AZ
Alex E. Walton ........... . Lyons, KS
Ed Fogle ............ San Antonio, TX
Harvey L. Dodson ..... San Gagriel, CA
John S. Hammond III . .... Lincoln, MA
Mike Fooshee ............. Austin, TX
A. F. Inzana .... ... .. ... Hughson, CA
Lisa A. Bennett .. ... ... ..... Novi, MI
Daniel P. Leone . ..... . ... Houston, TX
James Lines .. ... ... . Los Angeles, CA
Matt D. Carstens . ..... Battle Creek, M1
David Mandot . .. .... .... . Manor, TX
Charlotte 1. Nelson ..... Escondido, CA
Vincent Claucherty ..... Royal Oak, MI
Derrall E. McMillin.... .. Rosharon, TX
Jay A. Perry........... Santa Cruz, CA
Carl M. Evans .... ..... Commerce, MI
Richard H. Melaun .... . .... Justin, TX
Jay Sasall ..... . .... Santa Barbara, CA
John C. Fox .... ... .. ...... Fraser, MI
Michele L. Powers ......... Austin, TX
Stanley Walsh . Rancho Palos Verde, CA
Cass W. Gaska . .. . ... .. Royal Oak, MI
Donald W. Sessions .... .. .. Deport, TX
James P. Wehrmacher.. Breckenridge, CO
Jeff Horkey .......... Lambertville, M1
Malcolm 1. Sumbera .. .. .. Victoria, TX
Gilles Auliard .. .... .. Wethersfield, CT
Carolyn McAlexander .... Brooklyn, M1
Mark Dewey ... .. ... South Riding, V A
Keith R. MacArthur .. Old Saybrook, CT
David B. Meek ...... .. Middleville, MI
John H. Fink ....... Charlottesville, VA
Edward Booth ....... Port St. Lucie, FL
Jon Repke .... ......... St. Joseph, MI
William Walker .... Charlottesville, VA
Karl Jeter .. . ...... ........ Miami, FL
Tim Davis ... ...... Little Canada, MN
William Donald Dicksion . Bremerton, W A
Kenneth 1. Johnson .. Ft. Lauderdale, FL
Peter Gavin ..... .... .. . Richfield, MN
Terence Hiatt .. ... .... ... Seattle, W A
George McNeill ........... Tampa, FL
John Havstad ....... Bloomington, MN
Gerald P. Peterson .. .. ...... Kent, W A
Ronald Lewis Owen ....... Sebring, FL
Kevin Maki ............ Saginaw, MN
Max F. Reithaar .... ... .. Langley, WA
Foreman Dowling ..... Woodstock, GA Jon 1. Rutoski .......... .. Jordan, MN
Curtis Walker .. .. . ....... Seattle, WA
Paul Morel ... ... .... McDonough, GA John Cottrell. .. ..... Holly Springs, MS
Daniel S. Allison ... .. . . Milwaukee, WI
Rick D. Michalek ...... Des Moines, IA Carol Hayes . .. . .......... Noxon, MT
Michael 1. Bleskan.. .. .. Brookfield, WI
Terry R. Beachler. .... ... ... Peoria, IL Rick Kraft ... .... ...... Cut Bank, MT
Keith A. Krause ........ . . Neenah, WI
Warren Boehm .. ..... .... Minooka, IL Charles L. Floyd ... .. ....... Cary, NC
Michael D. Pagel ....... . Menasha, WI
Bradley 1. Braun ... ... ... . Chicago, IL Fred M. Simmons ...... ... Shelby, NC
Gary Churella .. . . . . ..... Chester, WV
VINTAGE AIRPLANE 29
Fly-In Calendar 
The following list ofcoming events is fitr-
nished to our readers as a matter of
information only and does not constitute
approval, sponsorship, involvement, control
or direction ofany event (fly-in, seminars,
fly market, etc.) listed. Please send the
information to EAA , Aft: Golda Cox, P.O.
Box 3086, Oshkosh, WI 54903-3086. Infor-
mation should be received four months
prior to the event date.
AUGUST 15-16 - KANSAS CITY, KS-
Downtown Kansas City Airport
(MKC) . Kansas City Expo '98. Young
Eagles rally.
AUGUST 16 - BROOKFIELD, WI-
Capitol Airport - 15th Annual Vintage
Aircraft Display and Ice Cream Social.
Noon - 6 p.m. Info: Capitol Airport at
414/ 350-5512 or George Meade at
414/962-2428.
AUGUST 22 - SPEARFISH, SD - Black
Hills Airport/ Clyde Ice Field. EAA
Chapter 806 15th Annual Fly-In.
Camping, earlybird "Cream Can Din-
ner" Friday night. Info : Black Hills
Aero 605/642-0277 (days) or Bob Go-
lay, 605/642-2311 (evenings) .
AUGUST 29 - PRESCOTT, AZ - EAA
Chapter 658 Pancake Breakfast, 7-11
a.m. Municipal Airport 70th Anniver-
sary. Info: Bill Raney, 520/ 778-4188.
SEPT. 4-5 - HA YWARD, CA - Hayward
Air Terminal. Hayward Air Fair '98.
Info: Bud Field, EAA A/C Chapter 29
president, 510/455-2300.
SEPT. 5 - MARION, IN - 8th Annual
Fly-1n/Cruise-In breakfast sponsored
by Marion High School Band Boosters.
Classic Cars also welcome. Info: Ray
Johnson, 765/664-2588.
SEPT. 6- NAPPANEE, IN - Fly-1n/Drive-
In Ice Cream Social. 1-4 p.m. Info :
Fast Eddie Milleman, 219/ 773-2866.
SEPT. 11-13 - TRUCKEE, CA - Truckee
30 AUGUST 1998
Tahoe Airport Old and New Fly-In
featuring the Beech Staggerwing
and Lancair. Info: Jerry Short:
}[email protected]
SEPT. 12 - TRENTON, NJ - Chapter
176 Young Eagles Fly-In, rain date
9/ 13. Call 609/895-0234 for location.
Sept. 12-13 - MARION, OH - Mid-
Eastern EAA Fly-In (MERFI).
513/849- 9455.
SEPT. 12 - OSCEOLA, WI - Simenstad
Field. 18th annual village-wide
Wheels & Wings Air Fair. Train rides,
aviation book sales, 500 classic car
show, pancake breakfast fly-in. CTAF
118.2, check class D NOTAMSfor
special airport conditions. Info: Osce-
ola Business Assoc. 715/ 755-3300.
SEPT. 12-13 - MARION, OH - Mid-
Eastern EAA Fly-In (MERFI).
513/849- 9455.
SEPT. 12-13 - HAGARSTOWN, IL -
EAA Chapter 373 Fly-In. Cook out
and camping Sat. ajt.levening, break-
fast Sun a.m. Info: Marvin Stohler,
765/ 489-4292.
SEPT. 18-20 - JACKSONVILLE, IL-
14th Annual Byron Smith Memorial
Midwest Stinson Reunion. Info :
630/904-6964.
SEPT 19 - ASHEBORO, NC - Smith
Airfield (25NC). Old Fashioned Grass
Field Fly-In and Pig Pick-In. Antique,
Classic Sport and Warbirds welcome.
Info: JejJSmith 336/879-2830.
SEPT. 19-20 - STERLING, IL - Sterling-
Rock Falls Whiteside Co. Airport (SQI).
NCEAA Old Fashioned Fly-In . Info:
Dolores Neunteufel, 630-543-6743.
SEPT 24-27 - CHINO, CA - 23rd Annual
Cessna 120/ 140 Assoc. Fly-In. HQ
hotel: Ontario Airport Hilton, 909/980-
0400. Hosts: Eloise and John Westra,
and Glen Porter 909/947-4456.
SEPT. 25-26 - BARTLESVILLE, OK -
41st Annual Tulsa Regional Fly-In .
Info: Charlie} Harris, 918/622-8400.
SEPT. 25-27 - ATWATER, CA - Castle
Airport (formerly Castle Air Force
Base) Golden West EAA Regional
Fly-In. Info: Lela Edson, 530/626-
8265 or email: edson@!oothill.net
SEPT. 26 - OLA THE, KS - Johnson
County Airport (OJe). KC Aviation
Center sponsors the Seventh Annual
EAA/FAA Fly-In and Young Eagle
Flight Rally, hosted by EAA Chapter
868, Antique/Classic Chapter 16,
and the FAA FSDO, KC Region. Info:
F. Blasco, 816/942-1745.
OCT. 4 - TOMAH, WI - EAA Chapter
935 II th Annual Fly-In Breakfast.
Static displays, food, flea market,
much more. 7 a.m. - 4 p.m. Bloyer
Field. 608/372-3125.
OCT. 8-11 - MESA, AZ - Copperstate
EAA Fly-In. 520/228-5480.
OCT. 9-11 - EVERGREEN, AL - South-
east EAA Fly-In. 334/765-9109.
OCT. 10-11- WILMINGTON, DE - East
Coast EAA Fly-In. 302/738-8883.
OCT. 17 - ADA, OK - 2nd Annual Plane
Fly Fly-In, sponsored by EAA Chap-
ter 1005. Free food for fly-in pilots.
All aircraft welcome. Info: Terry Hall,
580/436-8190.
OCT. 25 - ALAMOGORDO, NM -
A lamogordo- White Sands Regional
Airport (KALM) Airport Appreciation
Day. Hosted by EAA Chapter 251 and
Alamogordo Aviation Association.
Spot landing and flour bombing, R/ C
model demos, breakfast and lunch
available. Info : Chapter 251 : Ray
Backstrom, 505/ 437-8962. AAA :
Maurice Morgan, 505/434-1487.
• AIRCRAFf INSURANCE •
Insure it as you restore it!
Thil feathers to nose gear,
we love vintage aircraft!
US and Canada
800-276-5207
www.avemco.com
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E e     ~
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Ronald O.  Johnson 
Rockford IL
Private Pilot SEL 7963 
A&P Mechanic 7964 
800 hours
MemberEAA-
Antique/Classic
Member National
Ryan Club
Oshkosh participant
7979 
Ron Johnson aboard his J941 Ryan PT-22. 
AUAis 
approved. 
To  become an 
EAA Antique & 
Classic  Division 
Member call 
800-843-3612 
/II have  found  the  rates  from  AUA  provide 
greater coverage  for  less  money than  any 
other brokerage.  The  folks  at AUA are an 
insurance  haven  for  those  of us  who  fly 
antique and  classic  aircraft. Thanks,  AUA, 
for  providing  affordable  insurance./I 
- Ron Johnson
The  best  is  affordable. 
Give AUA a  call  - it's  FREE! 
800-727-3823 
Fly with the pros ... fly with AUA Inc.
  U   ~ Exclusive EAA
Antique & Classic Division
Insurance Program
lower liability and  hull  premiums 
MeeJical  payments  included 
Fleet discounts  for  multiple  aircraft 
carrying  all  risk  coverages 
No hand-propping  exclusion 
No age penalty 
No component parts  endorsements 
Discounts  for claim-free  renewals 
carrying  all  risk  coverages 
Remember, 
We're Better Together!
AVIATION UNUMITED AGENCY
THfNfW 
CITATION HVlP 
COMBO  SYSTfM 
WAS A BIG HIT AT 
OSHKOSH!! 
If you happened to  stop by the Antique/Classic 
Builders  Workshop  at  the  convention  you 
probably saw our new respirator/paint sprayer 
system  at work.  Many of you  stopped by the 
Fastech  booth  to  get  a  closer  look  at  this 
unique system. 
Because of the 
tremendous 
interest in  the 
product we 
have decided 
to extend the 
show price for 
a limited time. 
If you didn't get a chance to see it, the CITATION 
system combines a fresh  air respirator and 
HVLP paint sprayer in  one cabinet to  offer the 
utmost in  safety,  convenience and spraying 
technology at a very competitive price! 
Total system priced at just $799.00 
(for alimited time  only) 
CALL FASTECH CORPORATION AT 1-800-462-2471 
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Our new manual isn't  It'll 
just a reference - it's  a  show 
covering course  in  a  you 
book. It's  the  clearest,  just 
most thorough,  and  how easy  it is  to 
most fun-to-read  cover an  airplane 
step-by-step  with Poly-Fiber, 
book of its  and  how much 
kind.  It will  fun  it can  be.  It 
guide you  al l  includes  our entire 
the  way  catalog of tools, 
through  the entire  products,  and  other 
Poly-Fiber process  in  goodies,  too. All  you 
plain  easy  language  need  to make  it happen 
and  with a delightful  is  our new manual .. . 
sense  of humor.  and  a dream. 
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E-maIl: [email protected]
-
Aircraft. Coat.in.gs FAX:  909-684-0518 

electro  latin  in  miniature 
lies 
Triple Chrome - Nickel- Copper - Black Oxide  -Anodizing - Brass - Silver &Gold 
Zinc &Chromating - Brush Plating Kits - Copy Cad "Cadmium" - Copy Chrome 
Electroless Nickel 
Plating Kits 
So Simple· Just Uke Boiling An Egg! 
1 Liter Kit  $49.00 
4 Liter Kit  $155.00 
12112 Liter Kit  $255.00 
• The Ideal Way To  Plate Small Parts - Easily - Economically - Quickly 
• No Batteries, Rectifiers or Other Power Sources Required 
•  Plates Many Metals - All  Steels, Irons,  Copper,  Brass, Bronze, 
Titanium, Lead  Free Solders & Nickel Alloys 
• Even &Uniform Layer, Inside Tubes, Corners etc. - No Anode Shadow! 
•  No Bath Maintenance - Simply Use & Make Up New 
•  No Disposal Problems - Drain  Safe After Treatment (included) 
FREE  Catalog  The  Complete  Plating  Manual  $25 
Instantly receive our faxed literature 
Use  our fax phone to call 315-597-1457 and follow instructions 
4336 Rt. 31,  Dept. VIN,  Palmyra, NY  14522 
W  Sh'  Phone  315-597-5140 or 315-597-6378 
Fax phone 315-597-1457  [- JCE:l 
EMail: 
Web Page:  http://www.caswellplating.com  .:'_0-
Fly high with a 
quality Classic interior 
Complete interior assemblies for do·it·yourself installation. 
Custom quality at economical prices. 
•  Cushion upholstery sets 
•  Wall panel sets 
•  Headliners 
•  Carpet sets 
•  Baggage compartment sets 
•  Firewall covers 
•  Seatslings 
•  Recover envelopes and dopes 
Free catalog of complete product line. 
Fabric  Selection  Guide  showing  actual  sample  colors  and 
styles of materials: $3.00. 
INC. 
259 Lower Morrisville Rd., Dept. VA 
Fallsington, PA 19054  (215)  295-4115 
32  AUGUST  1998 
-AleNews continued from page 2-
AERO ALBUMS PUBLISHED AGAIN
Remember the Kenn Rust/Paul Matt
series of softbound books, Aero Albums?
Out of print for more than 25 years, the
20 volume series have just been repub-
lished in their original format by Wind
Canyon Publishing.
More than 1,600 photographs, profiles
and three-view drawings grace the pages.
The volumes cover the Pioneer era on up
through WW-I1 and beyond. Each of the
books sells for $13.95, or two or more for
$13 each, or $225 for the complete set. In-
clude $2.95 shipping and handling for the
first book, 50¢ for each additional book, of
$6 for the complete set. The address is Wind
Canyon Publishing, P.O. Box 1445 ,
Niceville, FL 32588 or call toll free 1-
800/952-7007 (International customers call
850-729-1111.) You can E-mail them at
[email protected]
STAGGERWING CONVENTION
The 25th anni versary edition of the
StaggerwingiTravel Air/Twin Beech Inter-
national Convention will take place in
Tullahoma, TN, October 14-18. You must
be a member of the Staggerwing Museum
or of the association, and preregistration is
required. There will be safety and mainte-
nance seminars, and the highlight of the
weekend will be the dedication of the Twin
Beech facility and Twin Beech SIN 178.
For membership/registration information,
write the Staggerwing Museum Founda-
tion, P.O. Box 550, Tullahoma, TN 37388.
Do it soon - the earlier the better, so they
have an accurate count of attendees.
PHINEAS PINKHAM IS AT IT AGAIN!
"Haw-w-w-w-w-w!" Anybody who re-
members the old Flying Aces pulp magazine
"Keep Them  Flying"
New Tappet Bodies Now Available  For A-65's I C-85's 
C-85  STC'd  To  Use  New 
0-200  Crankshaft,  Rods  And  Pistons 
At Aircraft Specialties Services we believe
sport-pleasure fl ying is just as vital to aviation as
business flying. We make it a point to try and
supply the needs of our sport aviation users.
When C-85 crankshafts got scarce, we engi-
neered a PMA to produce 20 under bearings for
the A-65 / C-85. We also have available an STC
to replace C-85 crankshafts with new 0-200
crankshaft, rods, and pistons for less than the
price of a serviceable C-85 crankshaft. And
when A-65/C-85 tappet bodies became scarce,
we found a way to produce them ... and for a
reasonable price. Keeping our aviation heritage
alive and flyi ng is an important part of keeping
U.S. aviation alive and well.
Whatever your aircraft engine reconditioning
needscr ankshafts, counterweights, from A-65
to TS10-550 or 0-235 to TSI0-540, call us for
quality work at a reasonable price. We also
stock a full line of top quality parts for your con-
venience. Give Aircraft Specialties Services a
call today, well keep you flying.
CALL:  1-800-826-9252 
Road, Tulsa, OK 74115 Phone: 918-836-6872 Fax: 91 8-836-4419
of the 1930' s will recall that laugh, penned by
Joe Archibald as he quoted his fictional hero
ofWW-I, Phineas Pinkham. The stories still
manage to give one aching sides from belly
laughs some 60 years later, and are available
once again in a 64-page compendium of
Archibald's work published by the Seamaster
Company, Aviation Book Division, Drawer
T, Duxbury, MA 02331-0621. Each copy of
the book costs $9.95 plus $1 .50 shipping and
handling via book rate mail. Order two, one
for yourself, and another for a youngster. If
they enjoy reading, this will keep them away
from the television for quite a while! (It kept
me away from my computer here at the office
longer than I should admit!) ...

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