Vintage Airplane - Dec 2002
Content
VOL. 30, No. 12
DECEMBER 2002
Sport Pilot newsletter enclosed with this issue.
2 VAA NEWS/H.G. Frautschy
4 INSTALLING HANDHELD RADIOS
IN VINTAGE AIRCRAFT/ Evan McCombs
7 REMINISCING WITH DUTCH
ENGINE FAILURE
SELECTED EXCERPTS FROM
THE AIRMEN'S SKY Is NOT THE BLUE/
Holland "Dutch" Redfield
8 BLOCK LETIERING
EXACT PROPORTIONS FROM THE 1930s/
H.G. Frautschy
10 THE MAKING OF A SHOW PLANE
Steven W. Oxman
12 MYSTERY PLANE
14 WHAT OUR MEMBERS ARE RESTORING
16 CLIPPER SHIP
THE PRESTEN FAMILY DO-EVERYTHING
AERIAL CONVEYANCE/Budd Davisson
21 PASS IT TO BUCK/Buck Hilbert
25 CALENDAR
26 CLASSIFIED ADS
28 NEW MEMBERS
30 VAA MERCHANDISE
Publisher
Editor·in·Chief
Executive Editor
News Editor
Photography Staff
Advertising Coordinator
Advertising/Editorial Assistant
Copy Editing
TOM POBEREZNY
scon SPANGLER
MIKE DIFRISCO
RIC REYNOLDS
JIM KOEPNICK
LEEANN ABRAMS
TRISH LUNDQUIST
JULIE RUSSO
ISABELLE WISKE
COLLEEN WALSH
KATHLEEN WITMAN
VINTAGE AIRPLANE
Executive Director, Editor
VAA Admin istrative Assistant
Contributing Editors
Graphic Designer
HENRY G. FRAUTSCHY
THERESA BOOKS
JOHN UNDERWOOD
BUDD DAVISSON
OLIVIA L. PHILLIP
FRONT COVER: Skimming the surface of Lake Winnebago, Eric
Preston flies his one-of-a-kind amphibious Piper Clipper for EAA
photographer Lee Ann Abrams. EAA photo shot with a Canon
EOSln equipped with an 80-200 mm lens on 100 ASA slide
film. EM Cessna 210 flown by Bruce Moore .
BACK COVER: "Checking the Mail" is the title of this Sam Lyons
painting, winner of an Excellence Ribbon in the 2002 Sport Avia
tion Art Competition. Prints are available. For more information
on Sam's work, or to order prints, visit his website, www./yon
sstudio.com.
from the Vintage Aircraft Association Board of Directors and EAAlVAA Staff
Paul Poberezny
Espie "Butch" Joyce
George Daubner
Steve Nesse
Charles Harris
David Bennett
John Berendt
Bob Brauer
Tom Poberezny
Scott Spangler
Michael DiFrisco
H.G. Frautschy
Theresa Books
Julie Russo
Jim Koepnick
Trisha Lundquist
Steve Bender
Gene Chase
Dave Clark
John Copeland
Phil Coulson
Roger Gomoll
Dale Gustafson
Jeannie Hill
LeeAnn Abrams
Susan Zolkowski-Kirk
Olivia Phillip
Colleen Walsh
Isabelle Wiske
E.E. "Buck" Hilbert
Steve Krog
Bob Lumley
Gene Morris
Dean Richardson
Geoff Robison
Wes Schmid
Alan Shackleton
EWS
and other Museum volunteer oppor
tunities are listed on the website.
Website planners purposely de
signed the site to allow for future
expansion, particularly the Museum's
Collection and the Virtual Museum ar
eas, allowing the website to evolve
over the next few months and years.
EAA FLIGHT PLANNER
INCORPORATES STADIUM TFRs
To help pilots avoid stadium overflights, EAA
Right Planner maps show the location of the tempo
,-----
rary flight restrictions (TFR) for stadiums with
~
capacities of 30,000 or more. Using FAA-provided
coordinates, the maps answer a main objection pi-';~-~~f};;''=-~~
lots had to the blanket TFRs restricting flights within
3 miles and 3,000 feet of the stadiums: no official
-=-~~..::. ~-~ ~ documentation existed showing the precise loca- "iiiiiiiiiiiiiiiillii~iiiiiiiillllliila
tions of these facilities.
Now anyone can go to the EAA website, click on the "View TFR Maps" link and
get accurate stadium locations represented by green dots. The locations are incor
porated into EAA Flight Planner-generated maps. The complete list of stadiums is
also available on the EAA website at www.eaa.org.
On a personal note, a recent cross-country flight I made would have passed
within the TFR over the stadium for Northern Illinois University. Using Aeroplanner, a
quick preflight check of the airspace determined the TFR area wouldn't be "hot" un
til after I passed by, but the EAA Flight Planner sure made it easy to precisely
determine the boundries of the TFR . Members near the Washington, D.C. , and
Crawford , Texas, areas are encouraged to review the prohibited and TFR airspace
notices prior to each flight!
..
I~"~~-" ~'.~,,-~.!,~.-~~1~~~~~11_ 1
....:z:.""==:..-;:::;~
EAA LAUNCHES NEW
AIRVENTURE MUSEUM WEBSITE
EAA Museum's redesigned website at
www.airventuremuseum.org puts EAA's
educational and interactive content
just clicks away from aviation en
thusiasts around the world. Visitors
can easily and quickly access com
prehensive information about the
museum, including its exhibits,
attractions, events, activities, collec
tions, services, and latest news.
For those interested in the museum
but unable visit regularly, the website
offers photo exhibits, descriptions of
the collection, and a virtual tour. "We
see the website as being an important
way for us to interact with millions of
NATIONAL BUCKER
JUNGMEISTER CLUB
Mrs. Frank Price has advised us
that the National Bucker Jungmeis
ter Club is for sale, and no newsletter
will be published until the club has
been acqUired by a new owner. If
you're interested in purchasing the
club and its assets, please contact
Mrs. Frank Price, 300 Estelle Rico
Drive, Moody, IX 76557.
TSA ,CREATES TOLL-FREE
aviation enthusiasts around the world
and the tens of thousands of EAA mem
bers who do not live within easy
traveling distance of Oshkosh," said
Museum Director Adam Smith.
Clearly labeled links promote easy
navigation, and updated information
about the Museum's facilities -such
as how to get there by car or plane
(including maps and related Iinks)-ex
hibits, and tours help visitors plan their
museum visit.
As in man y other EAA endeavors,
volunteers helped make the redesign
possible. "Volunteers helped write
the ' Our Collection' section, and
they'll continue this in the future ,"
said Smith. Information about this
SECURITY HOT LINE
/t's completed! Now on display at the Air Museum Planes of Fame is this
breathtaking replica of Roscoe Turner's Laird-Turner LTR-14 racer. On Janu
ary 4, 2003, it will serve as the centerpiece of the museum's first monthly UJ
J:
special event. Air Racers-Hot Rods of the Sky will be the event's theme. For ~
more
information, call 909-59 7-3722 or log on to www.planesoffame.com.
~
________________________________________________________
~
2
~
DECEMBER
2002
5
To further enhance general aviation
airport security in the post-9/11 environ
ment, the Transportation Security
Administration (TSA) will activate a toll
free tip line sometime this month,
866-GA-SECURE (866-427-3287).
The tip line creates a fast and easy
way for people in and around airports
such as pilots, EM Chapter members,
and those involved in operating, servic
ing, or renting small aircraft-to report
suspicious people and activities.
These may include aircraft with un
usual or unauthorized modifications;
persons lOitering near parked aircraft
or in air operations areas; pilots who
appear to be under the control of
other persons; persons wishing to ob
tain aircraft without presenting proper
credentials or who have apparently
valid credentials but do not have a
corresponding level of aviation knowl
edge; or anything that doesn't look
right (i.e., events or circumstances
that do not fit the pattern of lawful
normal airport activity).
Visit www.eaa.orgto learn when 866
GA-SECURE is up and running. Working
together we can help safeguard our na
tion's security, while preserving the
precious freedoms we hold dear.
PILOTS MUST CARRY PHOTO 10
FIELD ApPROVAL PROBLEMS
On October 24 the FAA issued a fi
nal rule changing Federa l Aviation
Regulation 61.3 and requiring pilots
to carry photo identification along
with their FAA pilot certificate when
flying. FAR 61.3(a) now reads, "Each
person must carry a photo identifica
tion acceptable to the Administrator
when exercising the privileges of a
pilot certificate; and (I): Each person
must present such photo identifica
tion when requested to do so by the
Administrator, an authorized repre
sentative of the NTSB or the TSA, or a
law enforcement officer."
A valid U.S. driver's license will be
the most common photo ID , and
other acceptable forms include a valid
federal or state ID card, a U.S. armed
forces' ID, or credentials that author
ize access to airport secure areas.
Congress firs t mandated modifi
ca tion of the airman certifi cation
system in the FAA Drug Enforce
ment Assis tance Act of 1988, and
later added to the requirement in
the more recent Aviation and Trans
portation Security Act of 2001. Both
actions sought to ass ur e positive
and verifiable identification of each
person applying for or holding a pi
lot certificate.
This new rule is a partial adop
tion of a petition filed by the Aircraft
Owners and Pilots Association on
February 21,2002, to revise FAR
61(a) and (I) to require a pilot to
carry, and present for appropriate
inspection, a form of acceptable
photo identification. In the final
rule the FAA said this "provides a
positive, short-term measure to en
hance security throughout the
general aviation community" and
"is the most expeditious, short-term
and cost-effective measure that will
provide additional security through
enhanced identification of pilots."
FAA and TSA stress, however,
that these measures do not fully
address the concerns reflected in
the DEA and TSA acts. They will
continue to search for a resolution
that will meet their Congressional
requirements.
During the past year, the FAA
announced a new policy it planned
to implement regarding field ap
provals (often referred to as Form
337s). The new FAA policy has been
highly misinterpreted by many
FAA offices and in some cases used
inappropriately to delay or not ap
prove field approvals.
The new guidelines do not pro
hibit field approvals, and if it had
been implemented properly, the
new policy was intended to reduce
the delays in getting STCs approved.
Unfortunately, once disseminated
to the regional FAA offices and im
plemented, the policy was not
always used correctly.
EAA and AOPA gave our guarded
support to the new policy when it
was first developed, while express
ing our concerns that the policy
could result in just the opposite of
its intent. Unfortunately, that's pre
cisely what happened.
Once reports from the field, in
cluding input from EAA members,
started coming in to the FAA, the
FAA Flight Standards Service and
Aircraft Certification Service took
steps to prevent further confusion.
Flight Standards has put a hold on
the policy in Alaska, and a number
of teleconferences with Flight
Standards Regional Offices
throughout the United States have
taken place to make it clearer to
the field offices that they should
still be approving 337s. Also, the
policy is being revised to provide
better guidance to inspectors and
engineers regarding what can and
cannot obtain a field approval.
The revised policy will also
clarify when local inspectors
should be working with FAA engi
neers and when the inspector
does not need the engineer's in
put to approve the Form 337.
Finally, the revised policy will in
dicate an alternative method of
approval for major alterations, us
ing DER (designated engineering
representative) approved data in
lieu of a field approval.
JOHN MILLER INDUCTED
INTO VAA HALL OF FAME
John M. Miller, Poughkeepsie,
New York, saw Glenn Curtiss and
his Albany Flyer during Curtiss'
historic Albany to New York
flight in 1910, and he soloed on
his 18th birthday, December 15,
1923. Johnny Miller has lived
the era of human flight, and con
tinues to enjoy aviation into its
second century. John's life was
detailed in last month's issue,
and on November 8, 2002, he
was inducted into the Vintage
Aircraft Association's Hall of
Fame . His delightful talk about
witnessing Charles Lindbergh's
takeoff for Paris in the Spirit of st.
Louis captivated the audience
during the induction cere
monies. Congratulations, John,
and happy 97th birthday!
EAA CREATES SPORT
PILOT HOT LINE
To answer questions about
the sport pilot/light-sport air
craft proposal more effectively,
EAA has established a toll
free hot line-877-FLY-1232
(877 -359-1232)-and will
maintain it after the FAA is
sues a final rule, which is
expected sometime in 2003.
The EAA SP/LSA hot line is
available between 8:15 a.m.
and 5 p.m. Central time.
VINTAGE AIRPLANE
3
Installing Handheld RadiDs
in Vintage Aircraft
EVAN M CCOMBS
This is a 1943
Taylorcraft L-2. It is
equipped with a
Delcom comm radio
with an external
stainless steel whip
antenna mounted in
front of the windshield.
It is also connected
to a Sigtronics
portable intercom.
The Delcom radio
has a belt clip that is
attached to the back
side of the radio.
That's pretty handy,
and adding a small
strip of aluminum
attached to the side
rail below the
window allows the
clip to double as a
radio holder.
The Delcom headset
adapter was connected
to the Sigtronics
portable intercom,
which is mounted
using hook and loop
fasteners stuck to an
aluminum bracket
mounted in the left
wing root. A push-to
talk switch is attached
to the control stick.
This system allows for
easy conversation
between pilot and
passenger and good
radio communication .
4
DECEMBER 2002
Editor's Note: After our request
for articles on this subject, a cou
ple ofyou stepped forward to share
what you've learned and put into
practice concerning radio installa
tions in light aircraft. This article
should be considered a great start,
and those of you with different
installation techniques are encour
aged to send in your comments
and articles on the subject. In par
ticular, I'd like users of the recently
introduced dipole antennas in
tended for mounting inside
airframes to weigh in with their
experiences.-HGF
If your flying is like mine,
that is, flyin g in to and out of
small nontowered airports, you
probably feel like I do, that you
would like to see and be seen as
well as hear and be heard. Most
of the smaller antique and clas
sic airplanes were not equipped
with electrical systems, and
most were built without
shielded ignition harnesses and
spark plugs. Some of the classic
airplanes were converted to
shielded ignition harness and
spark plugs years ago when
folks in the 1950s and 1960s
tried to use the old portable or
coffee grinder radios. There are
quite a few older ignition sys
tems out there, so the challenge
of operating them in conjunc
tion with a radio continues to
be a viable subject.
Some years ago when the
first group of handheld com
munication radios arrived on
the scene, it was only natural
for some classic airplane own-
ers to install them or simply carry them in the cock
pit. Some worked well in this environment, and
some didn't. Through trial and error, the following
seemed to work for me.
I've been asked about using broadband antennas.
Those are the thicker, fiberglass whip antennas you
see on many modern airplanes. My answer is that
most operations of the handheld radios will be at
airports without a tower or talking to FSS, plus a lit
tle plane-to-plane communications. Even if we add
the usual tower frequencies, the frequencies used for
these operations (generally around 118.00 to 123.00
MHz) do not require a broadband antenna. A stan
dard stainless steel whip 24 inches long is adequate.
Antenna locations are always problematic, and their
placement can be tricky. Nobody wants to drill two
or three holes in different locations on an airplane.
It seems that somewhere on top of the wing or fuse
lage works in most cases. If a bottom mount is the
only available spot, try it. Such a location can work
well, especially in air-to-ground communications,
but items such as landing gear legs can Significantly
alter the antenna's radiation pattern. Each location
is a compromise, and even metal-covered airplanes
can be as much a challenge as a fabric-covered one.
A ground plane must also be considered a vital
part of the installation. FAA publication AC 43.13-2A,
Chapter 3 gives guidelines for antenna instal
lations and ideas
for
ground planes.
11-- WHIP
II ANTENNA
(See the drawing
(left) for one ex
~
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'-', II
///
ample from the
Advisory Circular.)
' " I~//
c -----~------.
Many
different
- --~, ---_ .....
things
will
work
/ /
/ / II "
if you need to fab
/
I~
ricate a ground
plane. One-half
METAL FOIL UNDER
inch wide copper
FABRIC OR WOOD SKIN
burglar alarm tape
NOTE: THE LENGTH OF EACH
(also sold by sup
FOIL RADIAL SHOULD BE AT
pliers to the stained
LEAST EQUAL TO THE
ANTENNA LENGTH.
glass window trade),
aluminum screen,
or even aluminum foil wrapped around cardboard will
work to varying degrees.
Some folks have been able to obtain acceptable
results using just the rubber antenna mounted on
the radio, but they're the exception, not the rule.
An outside antenna will generally always outper
form the "rubber ducky" antenna on the radio.
The next item we pilots often like to install in our
airplanes is one of the new handheld GPS receivers.
These compact receivers give tremendous amounts
of information and help us to navigate to anywhere.
"
v
''v
U "
Radio/Intercom
Matching
H.G.
FRAUTSCHY
If you use a King KX 99 radio and a Sigtronics intercom,
you might notice some difficulty with the intercom's squelch
circuitry. With the radio turned on, you may be unable to
squelch out the cockpit noise. This can also happen with
other headsetlintercom combinations. A slight mismatch be
tween the different manufacturer's components is to blame.
If we assume the output from the radio's audio signal is
too high for the intercom, the problem is easily solved. A"
that has to be done is to solder a sma" liS-watt, ISO-ohm
resistor into the patch cord for the radio's audio output.
The adapter cable pair supplied by King with the radio didn't
hold up to being plugged in and unplugged repeatedly-the
wire strands in the thin cable finally fractured. Since I was
forced to make up a set of new cables, I used a pre-made flexi
ble audio cable from Radio Shack. I liked the flexible cable from
which the pre-manufactured Radio Shack cable was made, but I
didn't use the connectors on either end! The cable is similar in
flexibility to test lead wires, but, of course, it has multiple wires
enclosed in the neoprene rubber jacket.
I prefer the
150
Resistor
quality of the highend Switchcraft
connectors, which
are often used for
original equipment
manufacturer (OEM)
applications in air
planes. I went to my local electronics supply house to obtain
the Switchcraft parts. Many of their parts are mil-spec quali
fied. For the audio input cable, I used an all-metal
Switchcraft heavy-duty 1I4-inch inline phono jack. If care
fully done, there is just enough room inside the backshe" of
the connector for the tiny resistor to be soldered to the cen
ter electrode. In the photo you can also see the heat shrink
tubing I installed over the resistor (it's been cut away so you
can see the resistor).
Because the resistor will noticeably decrease the strength
of the output signal, you may want to experiment with differ
ent values for the resistor if the total volume gain from the
intercom is insufficient in your headset. Try to get the resist
ance value of the resistor as low as possible. The ISO-ohm
number was given to me a number of years ago by a techni
cal representative of Sigtronics. As long as you can properly
squelch cockpit noise both on the ground and in the air, the
exact value of the resistor isn't important. I used a cheap
1I4-inch audio plug while experimenting with different resis
tor values, so I didn't run the risk of damaging the more
expensive Switchcraft unit I used for the final version.
VI NTAG E AI RPLANE
5
If you're unable to get satisfactory results from your
GPS and communications radio and you feel you
must use an antenna mounted on the outer surface of
the airframe, be sure to follow acceptable methods
and practices.
As always, vintage certificated airplanes must com
ply with their type certificate, so if you want to install
some sort of radio system, be sure to consult your
friendly A&P maintenance technician.
Now let's have some fun! If you just installed a ra
dio system in your classic or antique airplane, you
need to test all of the functions of your new radio.
One thing to keep in mind about navigation signals is
their polarization. Navigation signals are hOrizontally
polarized, and communication signals are radiated
vertically. That's why a communications antenna will
not receive a nav signal as well, with a shorter effec
tive range. It will take at least five to 10 flight hours of
testing and maybe a cross-country of 200 miles or
Here's an ICOM A-21 nav/comm mounted on the instrument
panel of an EAA Biplane. This radio is connected to a stain
less steel whip antenna mounted on top of the upper wing.
The battery pack is removed from the radio to save space
and weight-the radio is hooked up to the battery in the air
craft. In this simple electrical system, there is only a battery
and starter; there ' s no generator or alternator. Again, the
ICOM radio has a belt clip on the back side. An aluminum
strip was fabricated and installed on the instrument panel,
and the belt clip was used to hold the radio . The power cord
is connected to a cigarette lighter-type adapter in the bag
gage compartment behind the pilot; the cigarette lighter male
plug contains its own fuse to protect the electrical system
from short circuits. With the radio on the instrument panel
the pilot can easily see the screen for the VOR navigation
function. The range for the VOR receiver is 20 to 25 miles,
but when flying cross-country in this type of airplane the pilot
only uses the nav radio as backup. (Remember, a stainless
steel whip antenna, which is tuned to about 118.00 MHz and
intended for communications, is significantly detuned when a
navigation frequency, which is also polarized in a different di
rection , is selected.)
6
DECEMBER 2002
more to properly determine if the new installation is
working well. At least that is what I tell myself-can
you believe I've been accused of using any reason to
fly?
Keep 'em safe and keep 'em flying.
Another installation: This 1940 Luscombe 8B was equipped
with a King KX99 comm radio and a stainless steel whip an
tenna located on the top of the fuselage behind the fuel
tank. This radio is also connected to a Sigtronics portable
intercom. Since the Luscombe had a really nice original-style
instrument panel , I didn't want to drill holes in it to mount
the radio bracket. A fabricated open-sided aluminum box
was attached to the side rail below the windshield ahead of
the pilot's door, using one of the screws that also attached
the upholstery. The antenna cable was run from the antenna
behind the fuel tank under the upholstery in the left wing
root and down the doorpost to the radio. The intercom and
push-to-talk cables were run down the doorpost behind the
upholstery and under the carpet to the pilot's control stick
for the push-to-talk and to the portable intercom. The inter
com is mounted on the floor between the control sticks,
using that handy hook-and-Ioop fastener material we all love.
This aircraft has an unshielded ignition and spark plugs, and
the squelch control on the radio gets rid of ignition noise as
far as receiving is concerned. This radio and intercom sys
tem works great.
........
REMINISCING WITH DUTCH
Engine failu
Selected excerpts from Holland "Dutch" Redfield's
The Airmen's Sky Is Not The Blue
HOLLAND "DUTCH" R EDFIELD
Fred McGlynn's Fairchild 24 used
in the instrument course was a fine
airplane and a real joy to fly. The
flight control hinges, push tube
ends, etc. were equipped with ball
bearings instead of mechanic-oiled
brass bushings as on most other air
craft of the day. When the controls
were pressured, no matter how
lightly, the return feel to the pilot's
fingertips was that of the sky itself.
The Ranger engine was exception
ally smooth and quiet with a lovely
sounding exhaust.
One late morning during a training
flight instrument procedure turn on
the south leg of the Syracuse radio
range station, the Ranger suddenly be
came quieter still and the propeller's
disc before us became an unmoving
stick of bug-spattered wood.
A few minutes previously we had
completed a seat change for the sec
ond student to fly. A black cloth
hood on three sides surrounded the
occupant of the left pilot's seat so he
couldn't see forward or out. For the
seat change it had temporarily been
rolled up and tucked in the black
cloth's support cord. After two hours
of fatiguing instrument flying, my
tired student had just clambered
over the back of the seat, exchang
ing places with the other student
who had been observing and had
been on watch for other aircraft.
We were at 3,000 feet over the
lovely pastured hills south of Syra
cuse. All knew there was plenty of
fuel aboard, and I had no idea what
might have caused the engine to
come to a silent standstill. There
were several large and lovely fields
below with plenty of time to select
which seemed the best. This was my
responsibility, and I really wished I
were seated on the airplane's left
side where the rudd er pedals were
equipped with brake pedals.
The sounds of unpowered gliding
flight were pleasant and new to me,
but the price paid was a steeper than
usual glide due to th e drag of the
stationary propeller. It was a late
morning soft spring day. Winds were
light. A concern was that the field
might be soft from the prev ious
day's rain, perhaps causing th e
Fairchild's wheels to sink in and flip
its tail skyward, as we stared at soft
earth a few feet ahead.
From a silent, turning glide we
crossed the field's boundary fence
with a few feet to spare. The two main
wheels and the tail wheel simultane
ously touched , and we rumbled
nOisily across the rough green pas
ture, the propeller stock-still.
The Fairchild came to a stop. It
was very quiet as all three of us ex
haled as one. We clambered out of
the plane's cabin and forward to
check the engine. There were no
telltale oil or fuel streaks around the
cowling. Why had the engine
stopped? I clambered up on the wing
support struts to check fuel in the
right wing tank. It was full. We had
n 't been using fuel from that tank.
Then the left tank. It was half full as
expected.
The engine had certainly quit
cold and with no warning. We re
moved the engine cowling. The fuel
lines were intact with no seepage.
The next thought was the position
of the left fuel selector valve, the
tank we had been using, located on
the headboard above the left cabin
window adjacent to th e left pilot's
seat. The rolled up cloth hood cov
ered the selector. When unrolled,
the selector valve was found to be in
its mid-position, halfway between
OFF and ON. Earlier, when the hood
was being rolled up prior to the seat
change, the selector had been unin
tentionally moved toward OFF.
The selector was returned to its
proper position, the starter actuated,
and the lovely Ranger burst into its
normal rhythmic idle . There was
plenty of room for takeoff, and after
a walk over our intended takeoff
path and a long run-up, we took off
and headed north for home base.
At this writing and after 61 years of
flying, this is the one and only forced
landing I have ever experienced. Some
of my colleagues have done better. I
will settle for this one.
.....
VINTAGE AIRPLANE
7
H.G.
FRAUTSCHY
Free hand design work is still being done,
most notably by those who still hand letter
signs and store windows. Andrew King' s
Ryan M-l, shown here, was lettered by a
local sign painter. It serves to remind us
that there are often talented people who
would love to help us with our restora
tions- ali we have to do is ask!
fairly regu lar question we
get here at VAA headqu ar
ters concerns the layout of
markings on older airplan es.
When putting registration markings
on the wings and rudder, the exact
proportions of the letters can some
times be difficult to determine from
ph o togr a phs . Pitman Publishing
Co rp. published one of the most
co mmon refer e nce books for me
chanics during the pre-World War II
era. Daniel]. Brimm and H. Edward
Boggess wrote Aircraft Maintenance
for the Airplane Mechanic. Both were
pilots and mechanics who instructed
at the New York City School of Avia
tion Trades, and their manual is still
so ught o ut b y those who want to
lea rn about meth ods and practices
in use in the Golden Age of aviation.
A
8
DECEMBER 2002
To refresh your memory, the cur
ren t regul ations co n ce rni ng
markings for older aircraft are con
tained in the FARs in "Subpart C
Nationality and Registration Marks"
under "45.22 Exh ibition, Antiqu e,
and Oth er Aircraft : Special Rules."
For a complete article on An
tique/C lassic Mark ings," see the
artic le pub lished in the November
1996 issue of Vintage Airplane, or go
to the web at www.vintageaircraft.org
an d cli ck on t h e pu ll- down menu
under Publicat ions. Click on IIInfor
ma tional Articles" and n avigate to
the markings article.
II
Here's what Brimm and Boggess
pub li shed concerning the actual
layou t of th e block lettering we've
all come to know and use:
LETIERING AND .........,......
All airplanes
ther the C. A. A. regi
numbers or license numbers . In
addition to the numbers carried,
almost all airplanes have some
design painting, such as an in
signia or an emblem of some type .
In recovering or refinishing air
planes, this work is usually done
by the mechanic .
PLACES AND DIMENSIONS
OFMARl'iS
"Identification marks shall be
located as follows :
(A) On Airplanes and Gliders
On the lower surface of the lower
left wing and the upper surface
of the upper right wing, the top
of the letters or figures to be
toward the leading edge , the
height to be at least four-fifths
of the mean chord : Provided , how
ever ,
that
in the event
four-fifths of the mean chord is
more than 30 inches the height of
the letters and figures need not
be more , but shall not be less
than 30 inches . If the lower left
plane is less than one-half the
span of the upper left plane , the
letters or figures thus described
shall be on the under surface of
the upper left plane , as far to
the left as is possible . In the
case of a monoplane the mark
shall be displayed on the lower
surface of the left wing and the
upper surface of the right wing
in the manner thus described . On
gliders the letters and/or fig
ures shall be displayed in the
same manner and place prescribed
for airplanes except the minimum
size shall be 15 inches in height
and 10 inches in width, using a
2-1/2 inch stroke . The marks
shall also appear on both sides
of the vertical tail surface or
surfaces, of size as large as the
surface will permit , leaving a
margin of at least 2 inches .
" (D) The width of the letters
and figures of all marks shall be
at least two-thirds of the height
and the width of the stroke shall
be at least one-sixth of the
height . The letters and figures
shall be painted in plain black
type on a white background , or in
any color on any background , but
there must be a strong contrast
between the two . The letters and
numbers must be uniform in shape
and size . "-from Air Commerce Reg
ulations.
LETIERING LAYOUT
Probably the easiest way to lay
out block letters on a wing is to
use a chalk line to mark the lo
cation for the top and bottom of
the numbers. A yardstick may be
used for the vertical lines . In
most cases the vertical lines can
be laid out parallel to the ribs .
The letters are usually blocked
in with pencil .
For outlining the smaller
block numbers and letters , such
as those required on the tail
group , much time will be saved if
a lettering guide of the correct
size and proportion is made . A
lettering guide of this nature
is shown in Fig. I . Using this
guide as a template, the out
lines of any number and most
letters can be quickly traced
directly on the surface .
Letrerin~u,de -
FI6.I
MASKING
After the numbers or letters
have been outlined by pencil,
they should be blocked in with
masking tape , as shown in Fig .
II . If the letters are to be
painted by brush , a single line
of masking tape , as shown , will
be sufficient . If the letters
are to be spray painted, any por
tion of the wing likely to be
affected by the spray should also
be masked . This may be done by
covering the surfaces with paper
held in place with masking tape .
After the masking tape has been
applied the edges of the tape
next to the number must be thor
oughly smoothed down with some
smooth, hard object to prevent
the wet paint spreading under
the masking tape, leaving an un
even outline .
STENCILS
Where a number of designs of
the same type are to be applied
to a surface, and where appear
ance is not of prime importance ,
it is desirable to use a stencil ,
as this is a much faster method
of lettering or design painting .
Places where stencils may be used
to advantage include the "No
Step " signs , "Lift Here" signs
on wings , "Capacity of Baggage
Compartment" signs, etc .
The stencil consists of a
plate , usually of stiff card
board or thin metal , from which
the design has been cut . The de
sign is transferred to the
surface by holding or fastening
the stencil to the surface with
masking tape and spraying over
the entire stencil . If the sten
cil is sprayed , the paint should
be used full-bodied, otherwise
it will run underneath the sten
cil, thereby spoiling the design
outline . Stencils may also be
applied by using a short , heavy
bristled , stippling brush . If
this is done, the material should
be used full-bodied and should
be applied with vertical strokes.
Do not attempt to transfer the
design by brushing over the sur
face of the stencil , as runs will
surely result .
FREE HAND DESIGN
The free hand painting of de
signs on airplanes requires
considerable experience in that
line ; however , if the design must
be painted by the mechanic, the
following suggestions may be of
assistance : Draw a pencil out
line of the desired design on a
large sheet of paper. This al
lows for erasures and corrections
until the design is suitable .
After the design is complete,
place the paper in a sewing ma
chine and stitch , without thread,
along each line of the design.
This causes a series of small
holes along the design outline .
Fasten the perforated design in
the correct position with mask
ing tape . The design outline may
now be transferred to the sur
face by rubbing chalk over the
perforations.
~
VINTAGE AIRPLANE
9
The Making of a
STEVEN W. OXMAN
grew up in Natick,
Massachusetts,
only one hour
of thumbing
rides to Marl
boro Airporta l,700-foot
paved strip
with tall trees
at both ends,
in Marlboro,
Massachusetts.
At 10, I used to go
to the airport to
watch the planes fly,
try to bum rides, and
dream of flying someday.
Don Dorr had a small shack-like
office on the field to sell planes. He
used to bring in planes, many of
which were beautiful Beechcrafts.
The year was 1959.
I started taking flying lessons at
14 at Marlboro, with another Don,
the airport owner. We flew in his
Cessna 172. I continued my flying
lessons at different places in differ
ent planes, including Blue Hills
Civil Defense Airport in a Navion
and Norwood Airport in a Chero
kee . My flying achievements
included private and then commer
cial certificates, a multi-engine
rating, and later an instrument rat
ing. I also purchased a Raven hot
air balloon and got my private and
later commercial ratings for Free
Balloon Limited to those with air
borne heaters.
Except for the balloon, all my fly
ing was in rented aircraft. As a
typical renter, I would pick a flight
school to rent planes based on my
belief that the operation maintained
their planes in a good, safe condi
tion. A typical flight included a
preflight of the airplane, a flight,
and a return of the airplane to the
I
10
DECEMBER
2002
flight school. Only today, after own
ing and working on my own plane,
do I realize how poorly my preflights
were. Only now do I realize how lit
tle I was really checking the aircraft
systems, controls, and engines.
My First Aircraft Purchase
A little over six years ago, I pur
chased my first plane, a 1959
Beechcraft Bonanza. It had about
2,800 hours on it. It was original in
every respect. From 10 feet away, it
looked decent. To the neophyte air
plane buyer, this plane looked nice.
The price was right in the range that
most planes of this type and age
were going for. There were no signs
of this being a bad purchase, at least
for this novice buyer. After an in
spection of the plane and a prebuy,
a punch list was developed. The
seller, a regular aircraft dealer in Ok
lahoma, agreed to fix all the items
on my punch list.
With the punch list items com
pleted and an annual completed, I
flew the Bonanza home, overseen
by a friend who is a pilot and who
regularly flies Beechcraft
aircraft. During this
flight, a number of
other mainte
nance
items
became appar
ent (e.g., we
lost the right
brake on the
third landing).
By the time the
Oklahoma to
Maryland flight
was over, we had
documented approx
imately 30 items that
would need attention.
When I arrived in Maryland, I
turned the Bonanza over to an A&P.
He worked off my new punch list.
This A&P worked a lot on larger air
planes and corporate jets. I quickly
learned that this A&P was expen
sive and only did that which you
identified. Therefore, I sought out
another A&P.
The second A&P had some expe
rience with Beechcraft aircraft,
typically worked on aircraft the size
of my Bonanza, and charged more
reasonable rates. This A&P immedi
ately identified some items that the
other A&P and I had not identified,
a number of which were associated
with Airworthiness Directives (AD). I
decided to utilize the AOPA AD serv
ice, whereby you provide AOPA with
the N number, year, make, model,
and serial number of your plane,
and they provide you with a set of
all applicable ADs. About 2 inches of
paper came to me via the post office.
My A&P and I went through the AD
materials, comparing them with the
airplane and the logbooks. We deter
mined that there were 62 ADs with
which the plane was not in compli
ance. I asked my A&P to fix the
plane up and get it in compliance. I
also asked my A&P to do some cos
metic work on the plane (e.g., repair
a torn seat and replace the carpet
ing). He told me that he had a
backlog of work and asked me if I
would assist with this effort, work
ing under his direct supervision. He
especially wanted me to consider
doing anything that I legally could
do on my own, like the upholstery
work. He quickly taught me where
to look to determine which tasks I,
as the owner/pilot, could legally per
form on my plane.
Thus far, I had never touched the
plane. Although I had done a lot of
work on automobiles through the
years, I was nervous about touching
my plane.
EAA, AOPA, and My A&P Effected
ACourse Change
Through the years, I had read
EAA and AOPA magazines. I had
read of EAA members restoring
their planes. I had read of them
competing their completed planes.
I had read of AOPA having re
storation projects, giving away
completed ones to lucky AOPA
members. I was always impressed
with the results. Now with my A&P
suggesting that I work with him
on my plane, and me wanting to
get the plane to look and operate
nicer and more safely, I started to
consider my A&P's offer.
At first, I thought I would just get
the plane to look decent and be safe.
But as I started to work on the plane,
my idea and course changed.
As an example, I purchased new
carpets from Airtex. When the new
carpets arrived, I removed the old,
torn ones. But before I installed the
new carpets, I noticed that the old
wood floorboards were in terrible
condition . So I pulled up the old
floorboards, so that I could show
them to my A&P. But before I could
bring the floorboards to my A&P, I
noted that the spaces under the
floorboards were a mess . I found
old, rotten insulation, a pair of old
sunglasses, a screwdriver, old bolts
and nuts, old screws, old Tinnerman
nut plates, and old wiring that was
not connected to anything. So the
carpet job became a clean up the
subfloor spaces, replace the floor
boards, and replace the carpet.
When I did this project, I inspected
all parts, cleaned up all parts, re
placed all old fasteners, and
documented the work with notes
and photographs.
Before long, I was doing the same
kind of clean up, fix up, repair and
replacement activity to the engine
compartment, the wings, the rear
fuselage, and the empennage.
By that point, I was going to EAA
fly-ins and reading magazines like
EAA's Vintage Airplane. I watched
people compete their planes. I saw
some very impressive planes. I really
admired the restoration jobs. These
events stimulated me to more than
fix up my plane. These events en
couraged me to change my course
and do a complete restoration.
Restoration Project Goals
I work in the computer systems
field. I am often the program man
ager for long, important projects.
This background impacts all my
projects, and this plane restoration
project would be no different. There
fore, the first thing I decided to do
was to determine my project goals.
My restoration goals included:
l.Have a legal airplane,
2.1nstall as many, new safety fea
tures as I could afford,
3.Install a modern avionics pack
age,
4.Return the plane to its original
paint design,
5.Document all work and transfer
what I learn to others, and
6.Compete to win in events like
Sun 'n Fun and Oshkosh.
I wanted to first insure that the
plane complied with all ADs and
Service Bulletins (SBs). I also wanted
to insure that all regular mainte
nance items were up-to-date. The
AD and maintenance work would
insure that the plane was legal and
safe. The SBs provided an extra mar
gin of safety.
My plane was built in 1959. Since
that tim e, a lot of safety-related ad
vances have occurred. One example:
thick er, one-piece windshields.
These windshields provide greater
protection against bird strikes,
greater forward visibility, and de
creased cabin noise. Also, some
safety-related items that were avail
able in 1959 were not installed on
my plane, which I opted to install
now. The installation of wing-tip
tanks was one of those installations.
My plane came with VOR-based
Nav/Comms, an ADF, some
switches and a discreet amplifier in
lieu of an audio panel, an old in
tercom that was difficult to
squelch, a transponder, and an old
marker beacon receiver. To com
plement these devices, the plane
had old, rusty antennas. There was
no GPS, autopilot, stormscope, or
TCAD. The engine instrumenta
tion was old and of questionable
calibration. Therefore, the avion
ics, the antennas, and the engine
instrumentation were all upgraded.
My plane had been repainted in
1974, using the more modern 1970s
paint scheme. It looked nice, but it
was not representative of the year
my plane was built. Therefore, I re
searched the paint scheme, available
colors, and color combinations that
were available to new Bonanza buy
ers in 1959. I was lucky that an
archivist at Raytheon/Beechcraft in
Wichita, Kansas, had a lot of mate
rial on the Bonanza line and was
willing to share relevant 1959 K
model materials with me. She was
able to produce high-quality black
and-white photos for design
information and color brochures for
color choices. Using a computer de
sign program, the original design
was laid out for top, bottom, and
side views for the painters. Using Du
Pont Classic Imron, the original
paint and paint colors were used.
I documented my work from the
beginning, including textual de
scriptions and photographs. I
continued on page 22
VINTAGE AIRPLANE
11
BY H.G . FRAUTSCHY
SEPTEMBER'S MYSTERY PLANE
CHIPPEWA SCOUT
Ryd er Olse n o f Burnh a m , Illi
n o is , sent Se pt emb e r's Mys t e ry
Plane to us.
Here's the note Ryder sent along
with the photo:
Enclosed is the photo of the Olsen
monoplane ca ll ed th e Chipp ewa
Sco ut. This plane was des igned and
built by m y fath er in 1 926 in
Chippewa Fa lls, Wi sconsin. Po wer
was a three-cylinder Szekely radial
engine. According to my oldest brother
and my dad there were three of these
completed by 1928. This plane ap
pea rs in Sp o rt Av iation, A ugust
196 1, in th e articl e li Th e Olsen
Story. Th e specifications were in
cluded in the article.
ft is my hope to fi nd one of these
planes or at leas t a part of one. I'd
like to hear from anyone wh o may
have known my fa th er or wh o may
have any knowledge of this airplane.
Perhaps there is one of these in a barn
/I
THIS MONTH ' S MYSTERY PLANE COMES FROM THE
som ewh ere. J'm also looking for a
three-cylinder Szekely.
George Bud Hays of Lowell, In
diana, sen t us an e-mail with th e
correct answer, noting that he be
li e ved abo u t 20 kits for the
Chippewa Scout were delivered be
for e the company closed up shop
in 1929. Another correct answer
wa s also received from Frank
Pavliga of Rootstown, Ohio. ~
SEND YOUR ANSWER TO: EAA, VINTAGE
EAA AVIATION FOUNDATION ARCHIVES , ALTHOUGH
AIRPLANE, P.O. Box
WE'VE SEEN IT PUBLISHED ELSEWHERE.
54903-3086 . YOUR
3086, OSHKOSH, WI
AN SWER NEEDS TO
BE IN NO LATER THAN JANUARY
FOR INCLUSION IN THE MARCH
15, 2003,
2003 IS
SUE OF VINTAGE AIRPLANE.
You CAN ALSO SEND YOUR RESPONSE
VIA E-MAIL . SEND YOUR ANSWER TO
[email protected].
B E SURE TO INCLUDE BOTH YOUR
NAME AND ADDRESS (ESPECIALLY YOUR
CITY AND STATE!) IN THE BODY OF YOUR
NOTE AND PUT " (MONTH) MYSTE RY
PLANE" IN THE SUBJECT LINE.
12
DECEMBER 2002
WHAT OUR MEMBERS ARE RESTORING
BY H.G. FRAUTSCHY
T RI-PACER
Completed in 2000, this 1960 Piper Tri
Pacer was restored by Evans McCombs of
Evans Aircraft in Peyton, Colorado. Doug
Kingsley owns the sharp Piper, which includes
a refinished interior, new paint, and an en
gine-driven vacuum pump.
COMM ONW E ALTH SKYRANGER
Mark Schaden of Burton, Ohio, long
dreamed of a side-by-side tailwheel airplane
with sticks instead of control wheels. He found
just such an airplane sitting unused in a garage.
The Com monwealth Skyranger is a rare find,
and with no manuals, restoring it as a n eo
phyte was quite a challenge. Thanks to a
lon g-distance friendship with Bob Riffle of
Tacoma, Washington, many information holes
14
DECEMBER 2002
were filled via the Internet and over the phone.
Mark tells us his restoration took more than
1,100 hours of work crammed into one year,
and that with the exception of the radio, it's
an original airplane, right down to the wing
slats and 6-inch tachometer. A local Amish
seamstress sewed the cream leather interior
outlined in black. It cruises at lOS mph, and
stalls at 40.
CESSNA 195
CF-EMP was manufactured by Cessna in 1949 and
directly exported to Canada. Its logs start on August
24,1962, and owner Doug Moore, 8950 SE 72nd Av.,
Leeward Air Ranch, Ocala, FL 34472, asks that any
members who might know of the whereabouts of the
first three logbooks contact him directly.
In the early 1960s, the aircraft was used by Sky Harbor
Air Service of Goderich, Ontario, in regular service be
tween Toronto, Canada, and Chicago's Midway Airport.
Doug found the airplane in a hangar in 1966, and
bought it from Al Goodenough of Oshawa, Ontario. A
checkout by fellow Air Canada pilot and fellow 195
owner Dick Reid followed, and Doug and his wife,
Cher, made a series of enjoyable trips south to th e
Florida Keys and west to Colorado.
In 1974, during the 195 International Fly-In, Mor-
timer Brown, a retired Cessna test pilot, approached
Doug. Brown remarked that the 195 was his favorite
airplane in the Cessna stable, and that he remem
bered that CF-EMP was the first one eqUipped with
the escape hatch installed on the left side. Mort
Brown even offered to copy his logbook showing his
flights in 1949 in CF-EMP.
Those logbook copies would prove to be invaluable
when Doug and Cher retired to Florida, and embarked
on a restoration of CF-EMP, which they eventually regis
tered in the United States as N6381D. An alternator, ILS
receiver, strobe lights, GPS, new instruments, and many
other improvements and new parts were included in the
restora tion, including Ray Woodmansee's sump tank
conversion, which minimizes the amount of oil de
posited on the windshield and belly of the Cessna.
ARCT I C AND CANAL ZON E CUB
CLIPPE D - W I NG CUB
Adrian Acosta (right), his wife, Mollie (left), and his
son, Mark, spent 10 years restoring their J-3 Cub, which
they chose to paint in the markings of the 1947 Piper L
21s used in the Arctic and Panama Canal Zone. Mark did
most of the frame-up restoration (including a powder
coated fuselage frame), with the final wing installation
and engine tweaking done by D&D Aircraft Services at
Chandler Field, Fresno, California.
A total of 7 feet was clipped from the wingspan of
N7001H, and a Continental C-85 replaced the original
A-65, and it now sports a 72-inch Sensenich wood pro
peller. The ground-up" restoration included a set of
refurbished instruments with convex glass lenses.
William Kanter (right), Livingston, New Jersey, gives all
the credit for the restoration's work to restorer Bob
Hunt (left).
1/
VINTAGE AIRPLANE
15
It was at about the same time that
he discovered he could take air
planes home with him through the
medium of photography.
II I borrowed a Canon AE-1 from
my stepfather and began shooting
pictures of every pre-19SS airplane I
could find. Which reminds me: I
have to remember to give that cam
era back to him."
He began haunting every airport
in the area, camera in hand, search
ing for old airplanes, which, in his
eyes, had more character than the
new ones. It wasn't long before he
discovered Hayward Executive Air
18
DECEMBER 2002
port, a longtime roost for lots of Bay
area antiques.
III don't remember how I found it
the first time, but it was too far away,
about 30 miles, to get my parents to
take me over there when I wanted to
go. So, I just started riding my bike. I
was only 16 at the time and didn't
know that most people would con
sider a 60-mile round trip on a bike
to be pretty long."
It was at Hayward that he got his
first serious initiation into the world
of the antique airplane.
III met Frank Ramos, a well
known local pilot, and he loaded me
into his Fairchild 24 and took me up
to Schellville airport," he almost
laughs as he says it. III couldn't be
lieve all the antique airplanes. I was
seriously in love."
At the time Eric was only 16
years old, and the exposure to one
of the West Coast's hotbeds of an
tique airplane activity set a course
for his life.
lilt was about that time I became
an honest to goodness airplane
owner. Sort of, anyway," and he
laughs again. IIWhen I was taking
the train into town, I caught a
glimpse of an Ercoupe sitting behind
a house in a residential neighbor
hood. I took the train back and forth
a bunch of times until I could figure
out exactly how to find it on surface
streets. I knocked on the door, and
the guy told me to go away. But, I
didn't. In fact, I kept bugging
him until he let me start work
ing on it. The deal was, I'd do
the work for half ownership.
Unfortunately, just as I was
about done with the airplane,
he decided to sell it out from
under me.
IIA few years later," he says,
III went to Blakesburg for the
first time with a friend. At the
time I didn't know how to
fly, but I was doing every
thing I could to remedy that
The Presten gang: parents Eric
and Debbie with sons Curtis
and Ben.
situation. Then I ran into
The Prestens weren't
Gordon Bourland on the
looking for a show quality
field. He had a Taperwing
airplane. What they wanted
and a Waco EGC-8. In fact,
was a practical piece of
the EGC was supposed to
transportation that they
have belonged to Howard
could afford and trust. Plus,
Hughes at one time. Any
it was going to be a work
way, we got to talking, and Eric based the Clipper'S unique float installation on the ing airplane and the mount
I was explaining how I re struts used on the float-equipped Cessna 150.
for Eric's photo missions.
ally wanted to take flying
For that reason, they never
lessons, but couldn't afford
did what most people
it. He said 'Come on down
would consider a complete
and mow grass, and I'll
restoration on the airplane.
teach you."'
"Our approach has been
It was the kind of a deal
to restore, fly, restore, fly,
no serious av-addict would
and work on the airplane
pass up, and Eric says he
in sections. We've owned
did more flying than he did
it 13 years, and during
that time it has been
mowing, plus the job defi
nitely had its perks.
down for a total of four
"When I had about 72
and-a-half years, but the
hours, Gordon turned me
downtime hasn't been all
loose in his Taperwing. To The six instruments required for basic VFR flight (the fuel at once. The longest time
top it all off, I never paid a gauge is in the middle of the tank) plus a slip/skid indica it was down was while do
cent for my flying. It was a tor are all Eric installed in his non-electrical Clipper. To ing the fuselage, and that
total work-to-fly program." raise and lower the landing gear mounted on the amphibi took 23 months.
When it came time to go ous Murphy floats, a manual hydraulic pump, bolted
"You're always looking
to college, Eric went to Cen between the front seats, is used.
for more performance out
tral Missouri State where he
of any airplane, and a
graduated with a degree in aeronau
Eric says, "Yep, we got married, Clipper with the original 0-235
tics. During one of his summer and nine months later we had an flies just fine, but it's not a rocket
vacations he was working for his fa airplane."
ship. I couldn't afford a bigger
Any airplane they bought had to engine at the time, so I started
ther at his vineyard in northern
California when he met one of his be something they could afford, looking around for an Aeromatic
which meant it had to be something prop, figuring that might be a way
dad's friends.
"He had put out a couple of in which Eric's mechanical ability to get cheap performance.
"I put the prop on, and I'd fly it
books on the history of Fords, and and sheer tenacity would make up
for a while. Then I'd change some
we started talking about what it for a less than perfect condition.
took to produce books. By that time
"I found it sitting in an open-face thing, maybe the counterweights.
I had a ton of antique airplane pho hangar in Dade County, Florida. It Then I'd fly it some more and
tographs . I showed some of them was a flying airplane, but it had been change something else. I played
to him, and he convinced me I stored in that open hangar for 18 with the prop for a long time. Then
should start publishing my own years, so it was in rowdy shape. But, one day I said, 'I'm tired of messing
books. I was 23 years old at the it was all there, and it wasn't as rusty with this thing. I'm going to take it
time, and it was 1986. I had no idea as you'd expect, considering the en off.' I took it off and put the fixed
how much effect those conversa vironment it was in. In fact, on that pitch prop back on it and flew it
tions would have on me. I started first rebuild, it was obvious the wings exactly one time and went back to
putting together books and have were in serious need of TLC, so I or the Aeromatic. Because I'd been fly
been at it since.
dered a complete set of Univair ribs ing it so long with that prop while
"I met Debbie in Missouri, and and stripped them down to nothing making subtle changes here and
she has always supported me on any and brought them back up. The sec there I hadn't realized how much
crazy airplane thing I've wanted to ond rebuild focused on the fuselage, performance it had actually given
and we were pleased to find that the me. One flight with the old prop
do. Well, most of them anyway."
The Clipper came into their life door frames and about 6 feet of showed me what a radical difference
right after they were married in longerons was all the steel that had it had made.
1990.
to be replaced."
"In the first place, the prop is an
VINTAGE AIRPLANE
19
A Lycoming 0-235 and an Aeromatic
prop combine to give Eric a takeoff
time of 17 seconds on the water, or
it will use about 700 feet of runway
when flown off pavement.
F200-00-74E,
so not only is it
long, but the IE' signifies it has extra
blade width, so I guess it's probably
considered a seaplane prop. Anyway,
that one flight with the old prop
showed that the Aeromatic had cut
th e takeoff run in half and nearly
doubled the rate of climb. I don't
think I'll be using a fixed-pitch prop
again on this airplane."
Eric's Clipper got another major
performance boost when he stum
bled across a new engine for it.
"I was in New Zealand shooting
pictures and found a 150-hp, 0-320
at a price I couldn't turn down. So,
now not only do I have the Aero
matic, but the 0-320 as well, and
th e combination makes this into a
different airplane. It also makes it
much easier to fly with the floats."
Incidentally, Eric points out that
he flew the airplane for 1,000 hours
before putting the floats on it, and it
had the one-piece, seaplane door
during most of that time.
" I put the swing-up door on it
because it works so well for photog
raphy. It gives me a big open space
to shoot out of."
The decision to put the airplane
on fl oats wasn't an easy one.
"As much as I like flying on floats,
it's really a little impractical because
it limits the places you can go. The
only way for it to really be practical
is to use amphibious floats. But am
phibs cost more than a Clipper is
worth. Besides, you don't often see
amphibs for an airplane this small.
"I suppose what made the idea
work for me was the availability of
th e Murphy 1800s. They were the
right displacement and were avail
20
DECEMBER
2002
able in kit form. So, I got my hands
on a kit and started building. I did
n't expect it to take so long to build
them, however. There are 14,000 riv
ets in the two of them, and we
quickly realized I'd n ever get them
finished unless I made them a first
priority. So, I dedicated eight hours a
day, over and above the normal
work stuff, to the floats . It took ex
actlya year, or about 2,000 hours, to
build and mount the floats.
"I engineered the mounting sys
tem using Cessna 150 lift struts. I
was fortunate in finding an original
Clipper ventral fin, and I've been
told they only built a handful of
those. I did a really thorough job of
documenting all the engineering
and then applied for a one-time
field approval. The FAA crawled all
over it, studied the paperwork, and
gave me the approval."
As is always the case with any air
plane on which amphibiOUS floats
are mounted, the useful load of the
airplane suffers. In this case, Eric
says it lowered the us eful load to
582. But he had if not a fix, then at
least a Band-Aid for that.
"If you notice, there is no interior
at all in the airplane . None. The
only instruments are those that are
absolutely needed, and we don't
even have a GPS. A super-simple,
manual hydraulic pump actuates
the gear, and there is no electric sys
tem at all. I had to get this airplane
as light as humanly pos sible . We
made it a hard and fa st rule: If it
doesn ' t help this airplane fly or
float, it doesn't have it. The airplane
may look a little crude, but that's
one of the trade-offs required to fly
floats. Even with the floats on it, the
empty weight is only 1,156 pounds.
I'm proud of that."
So, how does the Presten all-pur
pose aerial conveyance fly?
''It flies surprisingly well consider
ing all that stuff hanging out there.
It'll get off a runway in about 700
feet and off water in 17 seconds
with no wind . It still climbs at 500
feet per minute at gross, and most of
the time it's at gross because you
don't have any choice. On cross
countries we flight plan it at 110
miles per hour, which is fast enough.
We're in no hurry."
They made their trip to EAA Air
Venture Oshkosh 2002 an epic
journey, as they flew the full length
of the Mississippi River (approxi
mately 2,550 miles) and turned their
month-long trip into 104.3 hours of
flying, 1,000 gallons of gas burned
while crossing 21 states. Deb does
part of the flying, as she soloed in
the airplane and flies it regularly
this is only fair since she also did
much of the fabric and Poly-Fiber
finish work.
There were a lot of fancier air
planes on the line at EAA AirVenture
Oshkosh 2002 (although it did win
the Outstanding Piper award at
Oshkosh 2002), but it's doubtful if
there was another airplane on the
field that represented as much de
termination and sheer love for
aviation as the Presten Clipper.
Young Ben and Curtis will come of
age not only knowing aviation from
the ground up, but also having a
better appreciation for it than most.
They will understand that regard
less of popular opinion, aviation
does not run on money. Real avia
tion is based on passion, and
nowhere is that more evident than
the Presten Clipper.
~
PASS
IT TO BUCK
BY E.E. "BUCK" HILBERT, EAA #21 VAA #5
P.O. Box 424, UNION , IL 60180
Situational awareness
One of the greatest assets to open
cockpit navigation has been the
latest in handheld equipment-the
GPS and the nav/comm radios. As
you well know, trying to read a sec
tional map with the slipstream
whipping through the cockpit has
always been a real trial for the "hel
met and goggles" advocate. The
noise-attenuating headsets sure
help, too.
But have we forgotten that one of
the first rules of the games we play
as pilot in command (PIC) is situa
tional awareness? As PIC, you are to
have all the latest information in
hand and mind before and during
your fl ight. Is this the case when a
pilot takes off on a cross-country
and only carries a GPS?
What brings all this to mind is
overhea ring a conversation where
one guy was telling another that his
GPS wen t out, and he was com
pletely lost. He was in a real funk.
And he didn't even have a map in
the cockpit to refer to even after he
dropped down and read the sign on
a water tower.
The story ended when he found
an airport, landed, asked for direc
tions, and bought a map.
Don't embarrass yourself by not
being prepared for just such a
p redicament. Had there been an
FAA agent on that airport when he
landed, I'm sure a ramp check would
have resulted in an embarrassing sit
uation. Check the FARs, and you'll
discover you have certain items that
must be on hand and in the airplane
for any flight, and one of them is a
set of current charts covering your
intended flight. A GPS doesn't cut it,
and even if you have a handheld
nav/comm, where do you get the in
formation concerning frequencies
and airport information for en route
stations? (l'm assuming you already
looked up that information when
you planned your trip.) But what if
things change during the flight?
A current sectional or flight chart
is your "ace in the hole."
But have we
forgotten that one
of the first rules of
the games we play
as pilot in command
is situational
awareness?
(To drive home the point Buck is
making, here's a bit of personal ex
perience. I'm a big fan of online
flight planning, and 1 often use
www.duats.com and the EAA Flight
Planner to set up my cross-country
flights . I also use their downloads
for current charts for my route of
flight, but that can be a "gotcha" as
well. A few times I've chosen to give
Flight Service a call on the radio to
check on weather conditions or give
a PIREP. Sure enough, the VOR I am
often looking for is off my narrow
downloaded and printed chart. So,
out comes my trusty current sec
tional for the broader view of my
route. Sure, my handheld GPS has
the facility information, but I must
admit, I can find it quicker if I look
it up on the chart, and that means I
can get my head out of the cockpit
and looking out the window that
much faster!-H.G. Frautschy)
Also, have your personal items on
hand in case some law enforcement
or public official asks you for them.
Under the FARs, any law enforce
ment or public official can ask you
for them. You should have your cer
tificates, your medical, a second
form of picture IO, and some proof
of currency with you. This is a
Catch-22-you need not carry your
logbooks in the airplane, but you
should be able to prove currency in
the airplane, and be able to show a
current flight review or some form
of proof that you are legal. A photo
copy of the relevant page in your
logbook would be fine.
This doesn 't only apply to cross
country flying either. You could be
in the pattern, shooting landings or
just sightseeing, and when you land,
there sits a state trooper, or a local
airport offiCial, or just about any
public official, and he asks you for
your credentials. Are you ready?
There is a rumor being spread,
which can't yet be substantiated but
seems quite prevalent, that the new
Transportation Security Administra
tion is going to impress state troopers
into its program, and under the guise
of the TSA's mission to "protect" the
public, airplane drivers, mechanics,
and airport personnel will be subject
to their checks.
Let's be ready for them.
Ovec to ~ou'.;Bt.<~ It
VINTAGE AIRPLANE
21
The Making of a ~~ continued
-
..
••
WALL
CALENDAR
EAA Celebrates a
Century of Powered Flight
with the most exciting and most
loved aircraft designs of the century!
Q: Looking for a fun way to support
fM programs, plan your month and
enjoy some of the finest examples of
aviation photography?
A: World of Flight 2003 accomplishes
all three.
Q: Planning on attending
fAA AirVenture 2003 and
other regional fAA Fly-In's?
A: Dates and websites are listed
for your convenience.
TheUtuhr In Reawltf.onal AuiQrion
To Place Your Order By Phone Call :
1-800-843-3612
(Outside U.s. & Canada 920-426-5912)
Order Online:
www.eaa.org
22
DECEMBER
2002
submitted my materials to the
American Bonanza Society (ABS)
and the World Beechcraft Society
(WBS), who immediately started
publishing my materials as techni
cal articles and product review
articles. I started getting telephone
calls from all over the country and
abroad, asking for more details and
assistance with other Bonanza and
Beechcraft projects. I soon realized
that my articles were being used by
a lot of Bonanza and Beechcraft air
craft owners and repair shops. I
then submitted proposals for pro
viding presentations at conventions
like the annual ABS convention,
the WBS Convention, and the fo
rums at Sun 'n Fun. My proposals
were accepted and my presenta
tions were well attended,
accompanied by lively question
and answer periods. N12711 is
likely one of the most documented
and written about planes around. I
take great enjoyment in assisting
others with the restoration and
maintenance of their Bonanza and
Beechcraft aircraft.
The last goal for my restoration
work is to compete and win in
contests like Sun 'n Fun and
Oshkosh. As of this writing,
N12711 has won Outstanding Cus
tom in the Contemporary category
at Sun 'n Fun. At Oshkosh, N12711
might have a better chance at the
top award since items dealing with
safety and avionics do not auto
matically make a plane a custom
plane. (Editor's Note-The top cus
tom airplane awards at EAA
AirVenture is the Bronze Lindy tro
phy, presented to customized
Single-engine and customized
multi-engine aircraft.)
competition. Most good judges will
see through this strategy.
The best strategy includes doing
all the engine, mechanical, and
fuselage work first, followed by the
instrument panel and avionics
work second, followed by the inte
rior and glass work, and then the
paint job. All the work should be
accomplished as flawless ly as pos
sible. During this work, keep good
records and photographs of your
work and projects.
The final steps when getting
ready to compete include putting
your documentation and photo
graphs together. They should be
able to be easily presented to the
judges. Also you should develop a
poster of your airplane that can in
clude the basic year, make, and
model information, together with a
photograph or two of the plane and
a few interesting facts about your
plane. This poster should be dis
played near the front of your plane
for judges and enthusiasts to see.
Your restoration should also be doc
umented in book form (it's worth
up to five points on your airplane's
score sheet!). There's a great article
on the judging presentation book
at www.vintageaircraft.org.Click on
How Do I Show My Airplane at the
top of the web page.
When arriving at a competition,
bring a clean up and touch up kit
with you. You should be cleaning
your plane on site and touching
up any paint imperfections that
you notice. Set up your documen
tation and photographs on a small
table and locate your poster in a
visible location near the front of
your plane . Then stand by to an
swer questions from judges and
spectators. Good luck!
What Does It Take to Be
a Show Plane?
Many people have the mistaken
belief that all you need to do is
clean up your plane, get a new paint
job, and replace the interior for a
Note: Steve did attend EAA AirVenture
Oshkosh 2002 and won Outstanding
in Type: Custom Class III Single Engine
(231 HP & Higher) .
........
• Started flying at 17 in
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•
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~~
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24
DECEMBER
~
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2002
Dec 6-8. 2002
Griffin (Atlanta). GA
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FLY IN CALENDAR
In the ever-evolving ways we can communicate,
we've created a very easy way for you to submit cal
endar of events items to EAA v ia the Internet.
When your chapter, type club, or local group h as a
fly-in you want listed in EAA's online Calendar of
Events and in the pages of Vintage Airplane, log on
to www.eaa.org/events/events.asp. Fill in each section
(be sure to select Vintage u nder the Division p ull
down menu) . Yo ur event will b e submitted for
posting on the website, as well as being add ed to
the calendar that is published monthly in the mag
azine. It's much easier than sending a fax or a letter,
The following list of coming events is
furnished to our readers as a matter of in
formation only and does not constitute
approval, sponsorship, involvement, con
trol or direction of any event (fly-in,
seminars, fly market, etc.) listed. To sub
mit an event, please log on to
www.eaa.org/events/e vents.asp. Only if
Internet access is unavailable should
you send the information via mail to:,
Att: Vintage Airplane, P.O. Box 3086,
Oshkosh, WI 54903-3086. Information
should be received four months prior to the
event date.
Write an article for
VINTAGE AIRPLANE
We 're always looking for technical
articles and photos of your latest
restoration. We can't offer you money,
but we can make you a hero among fel
low Vintage Aircraft enthusiasts!
Send your submissions to:
and your event will be listed almost instantly on
EAA's website. For a couple of months, it will take a
bit longer for the item to be posted on the Vintage
site. While you can still submit an event via mail or
fax, the web -based method is now the preferred
way to get your event the exposure you want. We'll
continue to refine the presentation of the events on
the web. For now, all events are posted in one cal
endar, but in the future we will be able to sort
events by type. Let us know what you think of the
new system, and start planning for a great fly-in
season in 2003.
DECEMBER 21-Fort Pierce, FL
EAA Ch. 908 Fly-In Pancake
Breakfast, Ft. Pierce Int'l
Airport. Info: 772-464-0538 or
772-461-7175.
J ANUARY 17-19, 2003-East Lans
ing, MI-Great Lakes Aviation
Conference. Michigan State U. Kel
logg Hotel and Conference Center.
Speakers include Capt. Al Haynes;
Pa ul Bowen, aviation photogra
pher; Brian Finnegan, Pres. PAMA;
Bill O'Brien, FAA . See www.great
lak esa viationconference.co m for
more info, or call 734-973-0106.
FEBRUA RY 2 7-MAR CH I-Mis
soula, MT-Montana Aviation
Conference, Holiday Inn, Parkside.
Workshops, seminars, nationally
recognize d speakers, trade show.
Info : Montana Aeronautics Divi
sion, P.O. Box 5178, Helena, MT
59604-5178. Phone 406-444-2506
or fax, 406-444-2519, e-mail
pkautz@state. mt.us.
MARCH 7-9-Casa Grande, AZ-45th
annual Cactus Fly-In at Casa Grande
Airport. Info: wwwcactusflyin.org/
or call John Engle, 480-987-5516
or Dave Sirota, 520-603-5440.
SKYWARD
31905 West 175, Gardner, KS (K-34)
913 -856 -7851; www.skywardpi/otshop.com
Editor,
Vintage Airplane
P.O. Box 3086
Oshkosh, WI 54904
[email protected]
~ mad:
For pointers on fonnat and content feel free
to call 920-426-4825
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25
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Candidates should have B.S. degree in Business
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written/verbal communication skills.
Opportunity to join the Museum's management
team and play key role in legendary "living" aviation
museum, located in charming Hudson Valley
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age commensurate with experience. Send resume
to RAM/JAN, PO Box 229, Rhinebeck, NY 12572.
in an agreement with AeroPlanner.com,
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Something to buy,
sell or trade?
"Regardless of the size
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Award Winning Vintage Interiors by:
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OH IO A IRCRAFT INTERIORS
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26
DECEMBER
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For sale, reluctantly: Warner 145 & 165 engines. 1
each, new OH and low time. No tire kickers, please.
Two Curtiss Reed props to go w~h above engines.
1966 Helton Lark 95, Serial #8. Very rare, PO-8 cer
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PLANNER
Classified Word Ads: $5.50 per 10 words,
180 words maximum, with boldface lead-in
on first line.
ClaSSified Display Ads: One column wide
(2.167 inches) by 1, 2, or 3 inches high at
$20 per inch. Black and white only, and no
frequency discounts.
Advertising Closing Dates: 10th of second
month prior to desired issue date (I.e., January
10 is the dosing date for the March issue). VAA
reserves the right to reject any adve.rtising in
conflict with its polides. Rates cover one inser
tion per issue. Classified ads are not accepted
via phone. Payment must accompany order.
Word ads may be sent via fax (920-426-4828)
or e-mail ([email protected]) using credit card
payment (all cards accepted). Include name on
card, complete address, type of card, card num
ber, and expiration date. Make checks payable
to EAA. Address advertising correspondence to
EAA Publications ClaSSified Ad Manager, P.O.
Box 3086, Oshkosh, Wl 54903-3086.
Antiques, Warbirds, Cropdusters
304-466-1752 Fax 304-466-0802
www.radialexhaustsystems.com
Wanted to buy: accessory case for Con
tinental A-50-3 dry sump engine (this case is
very different than those used on the wet
sump engines). Please email any photos and
information to [email protected] or phone
402-289-2881 .
MIKE'S
HANGAR
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a Tradition"
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styles of materials: $3.00.
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Rave Reviews:
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Smithsonian's National Air & Space: Archival
photos and technical drawings abound.
Dozens of other highly-acclaimed titles (books &
CDs), including The Legacy of the DC-3
Over 225 3-view drawings
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VINTAGE AIRPLANE
27
NEW MEMBERS
Gary M. Kennedy
Charles McMahan
james O. House III
Gregory R. Swanson
Terry Davis
Timothy M. Ayers
Marti Ayers
Tod Dickey
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Michael Friedrich
james W. Keaton, Sr.
Leo G Parent, jr.
Robert Peters
LeRoy Peterson
Terry L. Stark
Roger Tollefsrud
Bob Fowles
Paul Calaba
Robert Cope
joel Hall
Steven Hicks
David P. Lombard
David Lowther
Inder Singh
j. Mike Pustek
Matthew Shafer
Strother Purdy, Sr.
Harris Bowen
Douglas j. Clukey
Edwin E. Flow
Donald R. Frankenberry
john Frank Lemond
Robert Lillard
David W. Mctighe
Real E. Perras
Charles M. Vaughn
William W. Wallin
Phil Collins
Derek Reynolds
Howard G. Belsheim
Ladean Fevold
Craig Rose
Richard B. Anderson
Brian Schoonmaker
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28
DECEMBER 2002
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Decatur,IL
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jeff Adair
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Dean K. Knutson
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William Carson
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Hep Porter
Karl Kunze
john Panoski
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joe C. MacCabe
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Dave Glines
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Quinn Smet
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Membership Services
VINTAGE
AIRCRAFT
ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION
ASSOCIATION
Directory_
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
OFFICERS
President
Espie 'Butch' Joyce
p,O, Box 3S584
Greensboro, NC 27425
336·668·3650
Vice-President
George Daubner
2448 Lough Lane
Hartford, WI 53027
262·673·5885
[email protected]
vaaflyboy@msn. com
Secretary
Steve Nesse
2009 Highland Ave,
Albert Lea, MN 56007
507·373·1674
7215 East 46th SI.
Tulsa, OK 7414 7
918·622·8400
Treasurer
Charles W. Harris
[email protected]
DIRECTORS
Steve Bender
815 Airport Road
Roanoke, TX 76262
817·491·4700
sstl ()()@worldnet.att.net
Dale A. Gustafson
7724 Shady Hills Dr,
Indianapolis, IN 46278
317·293·4430
dalefaye@msn .com
Jeannie Hill
DavId Bennett
P,O, Box 1188
Roseville, CA 95678
916·645·6926
P,O, Box 328
Harvard, IL 60033
815·943·7205
[email protected]
[email protected]
John Berendt
7645 Echo Point Rd,
cannon Falls, MN 55009
507·263·2414
Steve Krog
[email protected]
1002 Heather Ln,
Hartford, WI 53027
262-966-7627
[email protected]
Robert C. "Bob" Brauer
9345 S, Hoyne
Chicago, IL 60620
773·779·2105
[email protected]
Robert D. "Bob" Lumley
1265 South 124th Sl.
Brookfield, WI 53005
262·782·2633
lumper@execpc,com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317·839·4500
davecpd@iquest,net
Gene Morris
5936 Steve Court
Roanoke, TX 76262
817·491·911 0
John S, Copeland
lA Deacon Street
Northborough, MA 01532
508·393·4775
Dean Richardson
1429 KIngs Lynn Rd
Stoughton, WI 53589
608·877·8485
copeland [email protected]
[email protected]
Phil Coulson
28415 Springbrook Dr,
Lawton, MI 49065
616-624·6490
rcouisonSl6(g'lcs,com
Geoff Robison
1521 E. MacGregor Dr,
New Haven, IN 46774
260·493·4724
[email protected]
Roger Gomoll
8891 Airport Rd, Box C2
Blaine, MN 55449
763·786-3342
pledgedrive@msncom
S.H. "West' Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
414-771·1545
shschmid@milwpc,com
[email protected]
DIRECTORS
EMERITUS
Gene Chase
2159 carlton Rd,
Oshkosh, WI 54904
920·231·5002
Phone (920) 426-4800 Fax (920) 426·4873
Web Site: http://www.eaa.org and http://www.airventure.org
E·Mail: vintage @ eaa.org
E,E, "Buck" Hilbert
P,O, Box 424
Union, IL 60180
815·923·4591
[email protected]
ADVISOR
Alan Shackleton
P,O, Box 656
Sugar Grove, IL 60554-06S6
630-466-4193
103346,1772@compuserve,com
EM 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
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Flight Instructors
(NAFI)
• Address changes
• Merchandise 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
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
AUA """ .. " " " " , ." ,,800·727·3823
EAA Aircraft Insurance Plan ,, ' 866·64 7·4322
Term Life and Accidental, , , , , . 800·241-6103
Death Insurance (Harvey Watt & Company)
Editorial . , , , , , , , , , , , . , . , , , , 920-426·4825
. , , , , , , , , , , , , , , , , .. , , , , FAX 920·426·4828
• Submitting article/ photo
• Advertising information
EAA Aviation 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 membership 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.)
VINTAGE AIRCRAFT ASSOCIATION
Current EAA members may join the Vintage
Aircraft Associaton and receive VINTAGE AIR·
PLANE magazine for an additional $36 per year,
EAA Membership , VINTAGE AIRPLANE
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magaZine not in·
c1uded). (Add $7 for Foreign Postage.)
AVIATION magazine not included) , (Add $15
fOT Foreign Postage,)
WARBIRDS
Current EAA members may join the EAA War·
birds of America Division and receive WARBIRDS
magazine for an additional $40 per year.
EAA Membership, WARBIRDS magaZine
and one year membership in the Warbirds Divi
sion is available for $50 per year (SPORT
AVIATION magaZine not included), (Add $7 for
Foreign Postage.)
EAA EXPERIMENTER
lAC
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 included), (Add $8 for
Current EAA members may join the Interna·
tional Aerobatic Club, Inc. Division and receive
SPORT AEROBATICS magaZine for an addi·
tional $45 per year.
EAA Membership, SPORT AEROBATICS
magazine and one year membership in the lAC
Division is available for $55 per year (SPORT
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,
Foreign Postage.)
FOREIGN MEMBERSHIPS
Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
Copyright ©2002 by the EAA ,"ntage Aircraft Association
All rights reselVed,
VINTAGE AIRPLANE (ISSN 0091 ·6943) IPM 1482602 is published and ownec exclusively by the EAA ,"ntage Aircraft Association of the Experimental Aircraft Association and is publishec monthly at EAA 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, POSTMASTER: Send address changes to EAA
,"ntage Aircraft Association, 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 sur·
face mail. ADVERTISING - Vintage Aircraft Association 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.
EDITORlAl POLICY: 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
contribu1()(, No renumeration is made, Material should be sent to: Editor, VINTAGE AiRPLANE, P.O, Box 3086, Oshkosh, WI 54903·3086, Phone 9201426·4800,
EAA" and SPORT AVIATION"', the EAA Logotl> and Aeronautica'· are registerec trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc, The use of these trademarks and service
marks withou1 the pem1ission of the EXperimental Aircraft Association, Inc, is strictly prohibitec,
The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation, Inc, The use of this trademark without the permission of the EAA Aviation Foundation, Inc, is strictly prohibitec,
VINTAGE AIRPLANE
29
This medium-blue
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Denim Apron
V 00403 $26.00
This denim apron goes well from the
cookout, to theJ<itchen, to the shop.
100% cotton. Machine wash and dry.
This ladies polo shirt
made of 100% cotton can
be machine washed and
dried. It sports an all-navy
VAA logo and white stripe
collar and cuffs.
MD Vl1165
LG V11166
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30
VI0130
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DECEMBER 2002
Ladies and Men's Stonewashed Denim Shirt
A classic for any season, this denim shirt is
great for aU aviation activities.
lADIES
$31.95
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VI0134
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$18.95
This comfortable golf shirt is 100% cot
ton, machine washable. Tone on tone
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http://shop.eaa.org
This 100% cotton golf
shirt sports the VAA logo
on the sleeve.
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This short sleeve shirt is a
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MD
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This golf shirt is 100% cotton with tone
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three color collar.
MD
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TELEPHONE ORDER: 800-843-3612
FROM US AND CANADA [ALL OTHERS 920-426-5912)
MAIL ORDER: VINTAGE MERCHANDISE
PO BOX 3086
OSHKOSH, WI 54903-3086
ORDER ONLINE:
http://shop.eaa.org
,
This cast metal pin is about 3" wi e.
A great way to show your VKA pride.
Travel Mug
VOO342 $12.95
Classic stainless steel mug with plastic
handle and cap. Standard base fits most
car cup holders.
Mini FanIFlashlight
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This clever gadget features both a fan
and a flashlight. Batteries included.
Small VAA Logo Pin
VOO258
$3.99
This small metal pin can be displayed
on your clothes, then easily removed.
(Tie tack style pin.)
VAA Logo Decal
Shiny metallic VAA logo decals are
great in showing your VAA pride.
The image is printed on both sides
so you can stick the decal on the
inside or outside of your window.
Flat VAA Patch
VOO257 $1.99
This VAA logo patch can be
ironed on your shirts, coats or
other accessories.
Blue/Gold Marbled Mug V40240 $5.95
Enjoy your morning coffee with this
marbled coffee mug.
$3.99
3·D VAA Patch
This 3-dimensional patch is well tailored and will
look great on your clothing and accessories.
VINTAGE AIRPLANE
31
VAA Mere
ORDER ONLINE:
http://shop.eaa.org
Ladies Stone Micro Fiber Jacket
$64.95
This classy jacket for women is soft to the touch, water
repellent, and light weight with inside zipper pocket.
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FROM US AND CANADA (ALL OTHERS 920·426·5912)
$71.95
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This classy navy jacket is soft to the touch, water
repellent, and light weight with inside zippered
pocket. Machine wash, gentle cycle.
DECEMBER 2002
MAIL ORDER: VINTAGE MERCHANDISE
PO BOX 3086
OSHKOSH, WI 54903-3086
WORD IS,
RADAR CAN'T PICK IT UP.
MAYBE IT'S THE PAINT.
DECEMBER 2002
Sport Pilot newsletter enclosed with this issue.
2 VAA NEWS/H.G. Frautschy
4 INSTALLING HANDHELD RADIOS
IN VINTAGE AIRCRAFT/ Evan McCombs
7 REMINISCING WITH DUTCH
ENGINE FAILURE
SELECTED EXCERPTS FROM
THE AIRMEN'S SKY Is NOT THE BLUE/
Holland "Dutch" Redfield
8 BLOCK LETIERING
EXACT PROPORTIONS FROM THE 1930s/
H.G. Frautschy
10 THE MAKING OF A SHOW PLANE
Steven W. Oxman
12 MYSTERY PLANE
14 WHAT OUR MEMBERS ARE RESTORING
16 CLIPPER SHIP
THE PRESTEN FAMILY DO-EVERYTHING
AERIAL CONVEYANCE/Budd Davisson
21 PASS IT TO BUCK/Buck Hilbert
25 CALENDAR
26 CLASSIFIED ADS
28 NEW MEMBERS
30 VAA MERCHANDISE
Publisher
Editor·in·Chief
Executive Editor
News Editor
Photography Staff
Advertising Coordinator
Advertising/Editorial Assistant
Copy Editing
TOM POBEREZNY
scon SPANGLER
MIKE DIFRISCO
RIC REYNOLDS
JIM KOEPNICK
LEEANN ABRAMS
TRISH LUNDQUIST
JULIE RUSSO
ISABELLE WISKE
COLLEEN WALSH
KATHLEEN WITMAN
VINTAGE AIRPLANE
Executive Director, Editor
VAA Admin istrative Assistant
Contributing Editors
Graphic Designer
HENRY G. FRAUTSCHY
THERESA BOOKS
JOHN UNDERWOOD
BUDD DAVISSON
OLIVIA L. PHILLIP
FRONT COVER: Skimming the surface of Lake Winnebago, Eric
Preston flies his one-of-a-kind amphibious Piper Clipper for EAA
photographer Lee Ann Abrams. EAA photo shot with a Canon
EOSln equipped with an 80-200 mm lens on 100 ASA slide
film. EM Cessna 210 flown by Bruce Moore .
BACK COVER: "Checking the Mail" is the title of this Sam Lyons
painting, winner of an Excellence Ribbon in the 2002 Sport Avia
tion Art Competition. Prints are available. For more information
on Sam's work, or to order prints, visit his website, www./yon
sstudio.com.
from the Vintage Aircraft Association Board of Directors and EAAlVAA Staff
Paul Poberezny
Espie "Butch" Joyce
George Daubner
Steve Nesse
Charles Harris
David Bennett
John Berendt
Bob Brauer
Tom Poberezny
Scott Spangler
Michael DiFrisco
H.G. Frautschy
Theresa Books
Julie Russo
Jim Koepnick
Trisha Lundquist
Steve Bender
Gene Chase
Dave Clark
John Copeland
Phil Coulson
Roger Gomoll
Dale Gustafson
Jeannie Hill
LeeAnn Abrams
Susan Zolkowski-Kirk
Olivia Phillip
Colleen Walsh
Isabelle Wiske
E.E. "Buck" Hilbert
Steve Krog
Bob Lumley
Gene Morris
Dean Richardson
Geoff Robison
Wes Schmid
Alan Shackleton
EWS
and other Museum volunteer oppor
tunities are listed on the website.
Website planners purposely de
signed the site to allow for future
expansion, particularly the Museum's
Collection and the Virtual Museum ar
eas, allowing the website to evolve
over the next few months and years.
EAA FLIGHT PLANNER
INCORPORATES STADIUM TFRs
To help pilots avoid stadium overflights, EAA
Right Planner maps show the location of the tempo
,-----
rary flight restrictions (TFR) for stadiums with
~
capacities of 30,000 or more. Using FAA-provided
coordinates, the maps answer a main objection pi-';~-~~f};;''=-~~
lots had to the blanket TFRs restricting flights within
3 miles and 3,000 feet of the stadiums: no official
-=-~~..::. ~-~ ~ documentation existed showing the precise loca- "iiiiiiiiiiiiiiiillii~iiiiiiiillllliila
tions of these facilities.
Now anyone can go to the EAA website, click on the "View TFR Maps" link and
get accurate stadium locations represented by green dots. The locations are incor
porated into EAA Flight Planner-generated maps. The complete list of stadiums is
also available on the EAA website at www.eaa.org.
On a personal note, a recent cross-country flight I made would have passed
within the TFR over the stadium for Northern Illinois University. Using Aeroplanner, a
quick preflight check of the airspace determined the TFR area wouldn't be "hot" un
til after I passed by, but the EAA Flight Planner sure made it easy to precisely
determine the boundries of the TFR . Members near the Washington, D.C. , and
Crawford , Texas, areas are encouraged to review the prohibited and TFR airspace
notices prior to each flight!
..
I~"~~-" ~'.~,,-~.!,~.-~~1~~~~~11_ 1
....:z:.""==:..-;:::;~
EAA LAUNCHES NEW
AIRVENTURE MUSEUM WEBSITE
EAA Museum's redesigned website at
www.airventuremuseum.org puts EAA's
educational and interactive content
just clicks away from aviation en
thusiasts around the world. Visitors
can easily and quickly access com
prehensive information about the
museum, including its exhibits,
attractions, events, activities, collec
tions, services, and latest news.
For those interested in the museum
but unable visit regularly, the website
offers photo exhibits, descriptions of
the collection, and a virtual tour. "We
see the website as being an important
way for us to interact with millions of
NATIONAL BUCKER
JUNGMEISTER CLUB
Mrs. Frank Price has advised us
that the National Bucker Jungmeis
ter Club is for sale, and no newsletter
will be published until the club has
been acqUired by a new owner. If
you're interested in purchasing the
club and its assets, please contact
Mrs. Frank Price, 300 Estelle Rico
Drive, Moody, IX 76557.
TSA ,CREATES TOLL-FREE
aviation enthusiasts around the world
and the tens of thousands of EAA mem
bers who do not live within easy
traveling distance of Oshkosh," said
Museum Director Adam Smith.
Clearly labeled links promote easy
navigation, and updated information
about the Museum's facilities -such
as how to get there by car or plane
(including maps and related Iinks)-ex
hibits, and tours help visitors plan their
museum visit.
As in man y other EAA endeavors,
volunteers helped make the redesign
possible. "Volunteers helped write
the ' Our Collection' section, and
they'll continue this in the future ,"
said Smith. Information about this
SECURITY HOT LINE
/t's completed! Now on display at the Air Museum Planes of Fame is this
breathtaking replica of Roscoe Turner's Laird-Turner LTR-14 racer. On Janu
ary 4, 2003, it will serve as the centerpiece of the museum's first monthly UJ
J:
special event. Air Racers-Hot Rods of the Sky will be the event's theme. For ~
more
information, call 909-59 7-3722 or log on to www.planesoffame.com.
~
________________________________________________________
~
2
~
DECEMBER
2002
5
To further enhance general aviation
airport security in the post-9/11 environ
ment, the Transportation Security
Administration (TSA) will activate a toll
free tip line sometime this month,
866-GA-SECURE (866-427-3287).
The tip line creates a fast and easy
way for people in and around airports
such as pilots, EM Chapter members,
and those involved in operating, servic
ing, or renting small aircraft-to report
suspicious people and activities.
These may include aircraft with un
usual or unauthorized modifications;
persons lOitering near parked aircraft
or in air operations areas; pilots who
appear to be under the control of
other persons; persons wishing to ob
tain aircraft without presenting proper
credentials or who have apparently
valid credentials but do not have a
corresponding level of aviation knowl
edge; or anything that doesn't look
right (i.e., events or circumstances
that do not fit the pattern of lawful
normal airport activity).
Visit www.eaa.orgto learn when 866
GA-SECURE is up and running. Working
together we can help safeguard our na
tion's security, while preserving the
precious freedoms we hold dear.
PILOTS MUST CARRY PHOTO 10
FIELD ApPROVAL PROBLEMS
On October 24 the FAA issued a fi
nal rule changing Federa l Aviation
Regulation 61.3 and requiring pilots
to carry photo identification along
with their FAA pilot certificate when
flying. FAR 61.3(a) now reads, "Each
person must carry a photo identifica
tion acceptable to the Administrator
when exercising the privileges of a
pilot certificate; and (I): Each person
must present such photo identifica
tion when requested to do so by the
Administrator, an authorized repre
sentative of the NTSB or the TSA, or a
law enforcement officer."
A valid U.S. driver's license will be
the most common photo ID , and
other acceptable forms include a valid
federal or state ID card, a U.S. armed
forces' ID, or credentials that author
ize access to airport secure areas.
Congress firs t mandated modifi
ca tion of the airman certifi cation
system in the FAA Drug Enforce
ment Assis tance Act of 1988, and
later added to the requirement in
the more recent Aviation and Trans
portation Security Act of 2001. Both
actions sought to ass ur e positive
and verifiable identification of each
person applying for or holding a pi
lot certificate.
This new rule is a partial adop
tion of a petition filed by the Aircraft
Owners and Pilots Association on
February 21,2002, to revise FAR
61(a) and (I) to require a pilot to
carry, and present for appropriate
inspection, a form of acceptable
photo identification. In the final
rule the FAA said this "provides a
positive, short-term measure to en
hance security throughout the
general aviation community" and
"is the most expeditious, short-term
and cost-effective measure that will
provide additional security through
enhanced identification of pilots."
FAA and TSA stress, however,
that these measures do not fully
address the concerns reflected in
the DEA and TSA acts. They will
continue to search for a resolution
that will meet their Congressional
requirements.
During the past year, the FAA
announced a new policy it planned
to implement regarding field ap
provals (often referred to as Form
337s). The new FAA policy has been
highly misinterpreted by many
FAA offices and in some cases used
inappropriately to delay or not ap
prove field approvals.
The new guidelines do not pro
hibit field approvals, and if it had
been implemented properly, the
new policy was intended to reduce
the delays in getting STCs approved.
Unfortunately, once disseminated
to the regional FAA offices and im
plemented, the policy was not
always used correctly.
EAA and AOPA gave our guarded
support to the new policy when it
was first developed, while express
ing our concerns that the policy
could result in just the opposite of
its intent. Unfortunately, that's pre
cisely what happened.
Once reports from the field, in
cluding input from EAA members,
started coming in to the FAA, the
FAA Flight Standards Service and
Aircraft Certification Service took
steps to prevent further confusion.
Flight Standards has put a hold on
the policy in Alaska, and a number
of teleconferences with Flight
Standards Regional Offices
throughout the United States have
taken place to make it clearer to
the field offices that they should
still be approving 337s. Also, the
policy is being revised to provide
better guidance to inspectors and
engineers regarding what can and
cannot obtain a field approval.
The revised policy will also
clarify when local inspectors
should be working with FAA engi
neers and when the inspector
does not need the engineer's in
put to approve the Form 337.
Finally, the revised policy will in
dicate an alternative method of
approval for major alterations, us
ing DER (designated engineering
representative) approved data in
lieu of a field approval.
JOHN MILLER INDUCTED
INTO VAA HALL OF FAME
John M. Miller, Poughkeepsie,
New York, saw Glenn Curtiss and
his Albany Flyer during Curtiss'
historic Albany to New York
flight in 1910, and he soloed on
his 18th birthday, December 15,
1923. Johnny Miller has lived
the era of human flight, and con
tinues to enjoy aviation into its
second century. John's life was
detailed in last month's issue,
and on November 8, 2002, he
was inducted into the Vintage
Aircraft Association's Hall of
Fame . His delightful talk about
witnessing Charles Lindbergh's
takeoff for Paris in the Spirit of st.
Louis captivated the audience
during the induction cere
monies. Congratulations, John,
and happy 97th birthday!
EAA CREATES SPORT
PILOT HOT LINE
To answer questions about
the sport pilot/light-sport air
craft proposal more effectively,
EAA has established a toll
free hot line-877-FLY-1232
(877 -359-1232)-and will
maintain it after the FAA is
sues a final rule, which is
expected sometime in 2003.
The EAA SP/LSA hot line is
available between 8:15 a.m.
and 5 p.m. Central time.
VINTAGE AIRPLANE
3
Installing Handheld RadiDs
in Vintage Aircraft
EVAN M CCOMBS
This is a 1943
Taylorcraft L-2. It is
equipped with a
Delcom comm radio
with an external
stainless steel whip
antenna mounted in
front of the windshield.
It is also connected
to a Sigtronics
portable intercom.
The Delcom radio
has a belt clip that is
attached to the back
side of the radio.
That's pretty handy,
and adding a small
strip of aluminum
attached to the side
rail below the
window allows the
clip to double as a
radio holder.
The Delcom headset
adapter was connected
to the Sigtronics
portable intercom,
which is mounted
using hook and loop
fasteners stuck to an
aluminum bracket
mounted in the left
wing root. A push-to
talk switch is attached
to the control stick.
This system allows for
easy conversation
between pilot and
passenger and good
radio communication .
4
DECEMBER 2002
Editor's Note: After our request
for articles on this subject, a cou
ple ofyou stepped forward to share
what you've learned and put into
practice concerning radio installa
tions in light aircraft. This article
should be considered a great start,
and those of you with different
installation techniques are encour
aged to send in your comments
and articles on the subject. In par
ticular, I'd like users of the recently
introduced dipole antennas in
tended for mounting inside
airframes to weigh in with their
experiences.-HGF
If your flying is like mine,
that is, flyin g in to and out of
small nontowered airports, you
probably feel like I do, that you
would like to see and be seen as
well as hear and be heard. Most
of the smaller antique and clas
sic airplanes were not equipped
with electrical systems, and
most were built without
shielded ignition harnesses and
spark plugs. Some of the classic
airplanes were converted to
shielded ignition harness and
spark plugs years ago when
folks in the 1950s and 1960s
tried to use the old portable or
coffee grinder radios. There are
quite a few older ignition sys
tems out there, so the challenge
of operating them in conjunc
tion with a radio continues to
be a viable subject.
Some years ago when the
first group of handheld com
munication radios arrived on
the scene, it was only natural
for some classic airplane own-
ers to install them or simply carry them in the cock
pit. Some worked well in this environment, and
some didn't. Through trial and error, the following
seemed to work for me.
I've been asked about using broadband antennas.
Those are the thicker, fiberglass whip antennas you
see on many modern airplanes. My answer is that
most operations of the handheld radios will be at
airports without a tower or talking to FSS, plus a lit
tle plane-to-plane communications. Even if we add
the usual tower frequencies, the frequencies used for
these operations (generally around 118.00 to 123.00
MHz) do not require a broadband antenna. A stan
dard stainless steel whip 24 inches long is adequate.
Antenna locations are always problematic, and their
placement can be tricky. Nobody wants to drill two
or three holes in different locations on an airplane.
It seems that somewhere on top of the wing or fuse
lage works in most cases. If a bottom mount is the
only available spot, try it. Such a location can work
well, especially in air-to-ground communications,
but items such as landing gear legs can Significantly
alter the antenna's radiation pattern. Each location
is a compromise, and even metal-covered airplanes
can be as much a challenge as a fabric-covered one.
A ground plane must also be considered a vital
part of the installation. FAA publication AC 43.13-2A,
Chapter 3 gives guidelines for antenna instal
lations and ideas
for
ground planes.
11-- WHIP
II ANTENNA
(See the drawing
(left) for one ex
~
II//)
'-', II
///
ample from the
Advisory Circular.)
' " I~//
c -----~------.
Many
different
- --~, ---_ .....
things
will
work
/ /
/ / II "
if you need to fab
/
I~
ricate a ground
plane. One-half
METAL FOIL UNDER
inch wide copper
FABRIC OR WOOD SKIN
burglar alarm tape
NOTE: THE LENGTH OF EACH
(also sold by sup
FOIL RADIAL SHOULD BE AT
pliers to the stained
LEAST EQUAL TO THE
ANTENNA LENGTH.
glass window trade),
aluminum screen,
or even aluminum foil wrapped around cardboard will
work to varying degrees.
Some folks have been able to obtain acceptable
results using just the rubber antenna mounted on
the radio, but they're the exception, not the rule.
An outside antenna will generally always outper
form the "rubber ducky" antenna on the radio.
The next item we pilots often like to install in our
airplanes is one of the new handheld GPS receivers.
These compact receivers give tremendous amounts
of information and help us to navigate to anywhere.
"
v
''v
U "
Radio/Intercom
Matching
H.G.
FRAUTSCHY
If you use a King KX 99 radio and a Sigtronics intercom,
you might notice some difficulty with the intercom's squelch
circuitry. With the radio turned on, you may be unable to
squelch out the cockpit noise. This can also happen with
other headsetlintercom combinations. A slight mismatch be
tween the different manufacturer's components is to blame.
If we assume the output from the radio's audio signal is
too high for the intercom, the problem is easily solved. A"
that has to be done is to solder a sma" liS-watt, ISO-ohm
resistor into the patch cord for the radio's audio output.
The adapter cable pair supplied by King with the radio didn't
hold up to being plugged in and unplugged repeatedly-the
wire strands in the thin cable finally fractured. Since I was
forced to make up a set of new cables, I used a pre-made flexi
ble audio cable from Radio Shack. I liked the flexible cable from
which the pre-manufactured Radio Shack cable was made, but I
didn't use the connectors on either end! The cable is similar in
flexibility to test lead wires, but, of course, it has multiple wires
enclosed in the neoprene rubber jacket.
I prefer the
150
Resistor
quality of the highend Switchcraft
connectors, which
are often used for
original equipment
manufacturer (OEM)
applications in air
planes. I went to my local electronics supply house to obtain
the Switchcraft parts. Many of their parts are mil-spec quali
fied. For the audio input cable, I used an all-metal
Switchcraft heavy-duty 1I4-inch inline phono jack. If care
fully done, there is just enough room inside the backshe" of
the connector for the tiny resistor to be soldered to the cen
ter electrode. In the photo you can also see the heat shrink
tubing I installed over the resistor (it's been cut away so you
can see the resistor).
Because the resistor will noticeably decrease the strength
of the output signal, you may want to experiment with differ
ent values for the resistor if the total volume gain from the
intercom is insufficient in your headset. Try to get the resist
ance value of the resistor as low as possible. The ISO-ohm
number was given to me a number of years ago by a techni
cal representative of Sigtronics. As long as you can properly
squelch cockpit noise both on the ground and in the air, the
exact value of the resistor isn't important. I used a cheap
1I4-inch audio plug while experimenting with different resis
tor values, so I didn't run the risk of damaging the more
expensive Switchcraft unit I used for the final version.
VI NTAG E AI RPLANE
5
If you're unable to get satisfactory results from your
GPS and communications radio and you feel you
must use an antenna mounted on the outer surface of
the airframe, be sure to follow acceptable methods
and practices.
As always, vintage certificated airplanes must com
ply with their type certificate, so if you want to install
some sort of radio system, be sure to consult your
friendly A&P maintenance technician.
Now let's have some fun! If you just installed a ra
dio system in your classic or antique airplane, you
need to test all of the functions of your new radio.
One thing to keep in mind about navigation signals is
their polarization. Navigation signals are hOrizontally
polarized, and communication signals are radiated
vertically. That's why a communications antenna will
not receive a nav signal as well, with a shorter effec
tive range. It will take at least five to 10 flight hours of
testing and maybe a cross-country of 200 miles or
Here's an ICOM A-21 nav/comm mounted on the instrument
panel of an EAA Biplane. This radio is connected to a stain
less steel whip antenna mounted on top of the upper wing.
The battery pack is removed from the radio to save space
and weight-the radio is hooked up to the battery in the air
craft. In this simple electrical system, there is only a battery
and starter; there ' s no generator or alternator. Again, the
ICOM radio has a belt clip on the back side. An aluminum
strip was fabricated and installed on the instrument panel,
and the belt clip was used to hold the radio . The power cord
is connected to a cigarette lighter-type adapter in the bag
gage compartment behind the pilot; the cigarette lighter male
plug contains its own fuse to protect the electrical system
from short circuits. With the radio on the instrument panel
the pilot can easily see the screen for the VOR navigation
function. The range for the VOR receiver is 20 to 25 miles,
but when flying cross-country in this type of airplane the pilot
only uses the nav radio as backup. (Remember, a stainless
steel whip antenna, which is tuned to about 118.00 MHz and
intended for communications, is significantly detuned when a
navigation frequency, which is also polarized in a different di
rection , is selected.)
6
DECEMBER 2002
more to properly determine if the new installation is
working well. At least that is what I tell myself-can
you believe I've been accused of using any reason to
fly?
Keep 'em safe and keep 'em flying.
Another installation: This 1940 Luscombe 8B was equipped
with a King KX99 comm radio and a stainless steel whip an
tenna located on the top of the fuselage behind the fuel
tank. This radio is also connected to a Sigtronics portable
intercom. Since the Luscombe had a really nice original-style
instrument panel , I didn't want to drill holes in it to mount
the radio bracket. A fabricated open-sided aluminum box
was attached to the side rail below the windshield ahead of
the pilot's door, using one of the screws that also attached
the upholstery. The antenna cable was run from the antenna
behind the fuel tank under the upholstery in the left wing
root and down the doorpost to the radio. The intercom and
push-to-talk cables were run down the doorpost behind the
upholstery and under the carpet to the pilot's control stick
for the push-to-talk and to the portable intercom. The inter
com is mounted on the floor between the control sticks,
using that handy hook-and-Ioop fastener material we all love.
This aircraft has an unshielded ignition and spark plugs, and
the squelch control on the radio gets rid of ignition noise as
far as receiving is concerned. This radio and intercom sys
tem works great.
........
REMINISCING WITH DUTCH
Engine failu
Selected excerpts from Holland "Dutch" Redfield's
The Airmen's Sky Is Not The Blue
HOLLAND "DUTCH" R EDFIELD
Fred McGlynn's Fairchild 24 used
in the instrument course was a fine
airplane and a real joy to fly. The
flight control hinges, push tube
ends, etc. were equipped with ball
bearings instead of mechanic-oiled
brass bushings as on most other air
craft of the day. When the controls
were pressured, no matter how
lightly, the return feel to the pilot's
fingertips was that of the sky itself.
The Ranger engine was exception
ally smooth and quiet with a lovely
sounding exhaust.
One late morning during a training
flight instrument procedure turn on
the south leg of the Syracuse radio
range station, the Ranger suddenly be
came quieter still and the propeller's
disc before us became an unmoving
stick of bug-spattered wood.
A few minutes previously we had
completed a seat change for the sec
ond student to fly. A black cloth
hood on three sides surrounded the
occupant of the left pilot's seat so he
couldn't see forward or out. For the
seat change it had temporarily been
rolled up and tucked in the black
cloth's support cord. After two hours
of fatiguing instrument flying, my
tired student had just clambered
over the back of the seat, exchang
ing places with the other student
who had been observing and had
been on watch for other aircraft.
We were at 3,000 feet over the
lovely pastured hills south of Syra
cuse. All knew there was plenty of
fuel aboard, and I had no idea what
might have caused the engine to
come to a silent standstill. There
were several large and lovely fields
below with plenty of time to select
which seemed the best. This was my
responsibility, and I really wished I
were seated on the airplane's left
side where the rudd er pedals were
equipped with brake pedals.
The sounds of unpowered gliding
flight were pleasant and new to me,
but the price paid was a steeper than
usual glide due to th e drag of the
stationary propeller. It was a late
morning soft spring day. Winds were
light. A concern was that the field
might be soft from the prev ious
day's rain, perhaps causing th e
Fairchild's wheels to sink in and flip
its tail skyward, as we stared at soft
earth a few feet ahead.
From a silent, turning glide we
crossed the field's boundary fence
with a few feet to spare. The two main
wheels and the tail wheel simultane
ously touched , and we rumbled
nOisily across the rough green pas
ture, the propeller stock-still.
The Fairchild came to a stop. It
was very quiet as all three of us ex
haled as one. We clambered out of
the plane's cabin and forward to
check the engine. There were no
telltale oil or fuel streaks around the
cowling. Why had the engine
stopped? I clambered up on the wing
support struts to check fuel in the
right wing tank. It was full. We had
n 't been using fuel from that tank.
Then the left tank. It was half full as
expected.
The engine had certainly quit
cold and with no warning. We re
moved the engine cowling. The fuel
lines were intact with no seepage.
The next thought was the position
of the left fuel selector valve, the
tank we had been using, located on
the headboard above the left cabin
window adjacent to th e left pilot's
seat. The rolled up cloth hood cov
ered the selector. When unrolled,
the selector valve was found to be in
its mid-position, halfway between
OFF and ON. Earlier, when the hood
was being rolled up prior to the seat
change, the selector had been unin
tentionally moved toward OFF.
The selector was returned to its
proper position, the starter actuated,
and the lovely Ranger burst into its
normal rhythmic idle . There was
plenty of room for takeoff, and after
a walk over our intended takeoff
path and a long run-up, we took off
and headed north for home base.
At this writing and after 61 years of
flying, this is the one and only forced
landing I have ever experienced. Some
of my colleagues have done better. I
will settle for this one.
.....
VINTAGE AIRPLANE
7
H.G.
FRAUTSCHY
Free hand design work is still being done,
most notably by those who still hand letter
signs and store windows. Andrew King' s
Ryan M-l, shown here, was lettered by a
local sign painter. It serves to remind us
that there are often talented people who
would love to help us with our restora
tions- ali we have to do is ask!
fairly regu lar question we
get here at VAA headqu ar
ters concerns the layout of
markings on older airplan es.
When putting registration markings
on the wings and rudder, the exact
proportions of the letters can some
times be difficult to determine from
ph o togr a phs . Pitman Publishing
Co rp. published one of the most
co mmon refer e nce books for me
chanics during the pre-World War II
era. Daniel]. Brimm and H. Edward
Boggess wrote Aircraft Maintenance
for the Airplane Mechanic. Both were
pilots and mechanics who instructed
at the New York City School of Avia
tion Trades, and their manual is still
so ught o ut b y those who want to
lea rn about meth ods and practices
in use in the Golden Age of aviation.
A
8
DECEMBER 2002
To refresh your memory, the cur
ren t regul ations co n ce rni ng
markings for older aircraft are con
tained in the FARs in "Subpart C
Nationality and Registration Marks"
under "45.22 Exh ibition, Antiqu e,
and Oth er Aircraft : Special Rules."
For a complete article on An
tique/C lassic Mark ings," see the
artic le pub lished in the November
1996 issue of Vintage Airplane, or go
to the web at www.vintageaircraft.org
an d cli ck on t h e pu ll- down menu
under Publicat ions. Click on IIInfor
ma tional Articles" and n avigate to
the markings article.
II
Here's what Brimm and Boggess
pub li shed concerning the actual
layou t of th e block lettering we've
all come to know and use:
LETIERING AND .........,......
All airplanes
ther the C. A. A. regi
numbers or license numbers . In
addition to the numbers carried,
almost all airplanes have some
design painting, such as an in
signia or an emblem of some type .
In recovering or refinishing air
planes, this work is usually done
by the mechanic .
PLACES AND DIMENSIONS
OFMARl'iS
"Identification marks shall be
located as follows :
(A) On Airplanes and Gliders
On the lower surface of the lower
left wing and the upper surface
of the upper right wing, the top
of the letters or figures to be
toward the leading edge , the
height to be at least four-fifths
of the mean chord : Provided , how
ever ,
that
in the event
four-fifths of the mean chord is
more than 30 inches the height of
the letters and figures need not
be more , but shall not be less
than 30 inches . If the lower left
plane is less than one-half the
span of the upper left plane , the
letters or figures thus described
shall be on the under surface of
the upper left plane , as far to
the left as is possible . In the
case of a monoplane the mark
shall be displayed on the lower
surface of the left wing and the
upper surface of the right wing
in the manner thus described . On
gliders the letters and/or fig
ures shall be displayed in the
same manner and place prescribed
for airplanes except the minimum
size shall be 15 inches in height
and 10 inches in width, using a
2-1/2 inch stroke . The marks
shall also appear on both sides
of the vertical tail surface or
surfaces, of size as large as the
surface will permit , leaving a
margin of at least 2 inches .
" (D) The width of the letters
and figures of all marks shall be
at least two-thirds of the height
and the width of the stroke shall
be at least one-sixth of the
height . The letters and figures
shall be painted in plain black
type on a white background , or in
any color on any background , but
there must be a strong contrast
between the two . The letters and
numbers must be uniform in shape
and size . "-from Air Commerce Reg
ulations.
LETIERING LAYOUT
Probably the easiest way to lay
out block letters on a wing is to
use a chalk line to mark the lo
cation for the top and bottom of
the numbers. A yardstick may be
used for the vertical lines . In
most cases the vertical lines can
be laid out parallel to the ribs .
The letters are usually blocked
in with pencil .
For outlining the smaller
block numbers and letters , such
as those required on the tail
group , much time will be saved if
a lettering guide of the correct
size and proportion is made . A
lettering guide of this nature
is shown in Fig. I . Using this
guide as a template, the out
lines of any number and most
letters can be quickly traced
directly on the surface .
Letrerin~u,de -
FI6.I
MASKING
After the numbers or letters
have been outlined by pencil,
they should be blocked in with
masking tape , as shown in Fig .
II . If the letters are to be
painted by brush , a single line
of masking tape , as shown , will
be sufficient . If the letters
are to be spray painted, any por
tion of the wing likely to be
affected by the spray should also
be masked . This may be done by
covering the surfaces with paper
held in place with masking tape .
After the masking tape has been
applied the edges of the tape
next to the number must be thor
oughly smoothed down with some
smooth, hard object to prevent
the wet paint spreading under
the masking tape, leaving an un
even outline .
STENCILS
Where a number of designs of
the same type are to be applied
to a surface, and where appear
ance is not of prime importance ,
it is desirable to use a stencil ,
as this is a much faster method
of lettering or design painting .
Places where stencils may be used
to advantage include the "No
Step " signs , "Lift Here" signs
on wings , "Capacity of Baggage
Compartment" signs, etc .
The stencil consists of a
plate , usually of stiff card
board or thin metal , from which
the design has been cut . The de
sign is transferred to the
surface by holding or fastening
the stencil to the surface with
masking tape and spraying over
the entire stencil . If the sten
cil is sprayed , the paint should
be used full-bodied, otherwise
it will run underneath the sten
cil, thereby spoiling the design
outline . Stencils may also be
applied by using a short , heavy
bristled , stippling brush . If
this is done, the material should
be used full-bodied and should
be applied with vertical strokes.
Do not attempt to transfer the
design by brushing over the sur
face of the stencil , as runs will
surely result .
FREE HAND DESIGN
The free hand painting of de
signs on airplanes requires
considerable experience in that
line ; however , if the design must
be painted by the mechanic, the
following suggestions may be of
assistance : Draw a pencil out
line of the desired design on a
large sheet of paper. This al
lows for erasures and corrections
until the design is suitable .
After the design is complete,
place the paper in a sewing ma
chine and stitch , without thread,
along each line of the design.
This causes a series of small
holes along the design outline .
Fasten the perforated design in
the correct position with mask
ing tape . The design outline may
now be transferred to the sur
face by rubbing chalk over the
perforations.
~
VINTAGE AIRPLANE
9
The Making of a
STEVEN W. OXMAN
grew up in Natick,
Massachusetts,
only one hour
of thumbing
rides to Marl
boro Airporta l,700-foot
paved strip
with tall trees
at both ends,
in Marlboro,
Massachusetts.
At 10, I used to go
to the airport to
watch the planes fly,
try to bum rides, and
dream of flying someday.
Don Dorr had a small shack-like
office on the field to sell planes. He
used to bring in planes, many of
which were beautiful Beechcrafts.
The year was 1959.
I started taking flying lessons at
14 at Marlboro, with another Don,
the airport owner. We flew in his
Cessna 172. I continued my flying
lessons at different places in differ
ent planes, including Blue Hills
Civil Defense Airport in a Navion
and Norwood Airport in a Chero
kee . My flying achievements
included private and then commer
cial certificates, a multi-engine
rating, and later an instrument rat
ing. I also purchased a Raven hot
air balloon and got my private and
later commercial ratings for Free
Balloon Limited to those with air
borne heaters.
Except for the balloon, all my fly
ing was in rented aircraft. As a
typical renter, I would pick a flight
school to rent planes based on my
belief that the operation maintained
their planes in a good, safe condi
tion. A typical flight included a
preflight of the airplane, a flight,
and a return of the airplane to the
I
10
DECEMBER
2002
flight school. Only today, after own
ing and working on my own plane,
do I realize how poorly my preflights
were. Only now do I realize how lit
tle I was really checking the aircraft
systems, controls, and engines.
My First Aircraft Purchase
A little over six years ago, I pur
chased my first plane, a 1959
Beechcraft Bonanza. It had about
2,800 hours on it. It was original in
every respect. From 10 feet away, it
looked decent. To the neophyte air
plane buyer, this plane looked nice.
The price was right in the range that
most planes of this type and age
were going for. There were no signs
of this being a bad purchase, at least
for this novice buyer. After an in
spection of the plane and a prebuy,
a punch list was developed. The
seller, a regular aircraft dealer in Ok
lahoma, agreed to fix all the items
on my punch list.
With the punch list items com
pleted and an annual completed, I
flew the Bonanza home, overseen
by a friend who is a pilot and who
regularly flies Beechcraft
aircraft. During this
flight, a number of
other mainte
nance
items
became appar
ent (e.g., we
lost the right
brake on the
third landing).
By the time the
Oklahoma to
Maryland flight
was over, we had
documented approx
imately 30 items that
would need attention.
When I arrived in Maryland, I
turned the Bonanza over to an A&P.
He worked off my new punch list.
This A&P worked a lot on larger air
planes and corporate jets. I quickly
learned that this A&P was expen
sive and only did that which you
identified. Therefore, I sought out
another A&P.
The second A&P had some expe
rience with Beechcraft aircraft,
typically worked on aircraft the size
of my Bonanza, and charged more
reasonable rates. This A&P immedi
ately identified some items that the
other A&P and I had not identified,
a number of which were associated
with Airworthiness Directives (AD). I
decided to utilize the AOPA AD serv
ice, whereby you provide AOPA with
the N number, year, make, model,
and serial number of your plane,
and they provide you with a set of
all applicable ADs. About 2 inches of
paper came to me via the post office.
My A&P and I went through the AD
materials, comparing them with the
airplane and the logbooks. We deter
mined that there were 62 ADs with
which the plane was not in compli
ance. I asked my A&P to fix the
plane up and get it in compliance. I
also asked my A&P to do some cos
metic work on the plane (e.g., repair
a torn seat and replace the carpet
ing). He told me that he had a
backlog of work and asked me if I
would assist with this effort, work
ing under his direct supervision. He
especially wanted me to consider
doing anything that I legally could
do on my own, like the upholstery
work. He quickly taught me where
to look to determine which tasks I,
as the owner/pilot, could legally per
form on my plane.
Thus far, I had never touched the
plane. Although I had done a lot of
work on automobiles through the
years, I was nervous about touching
my plane.
EAA, AOPA, and My A&P Effected
ACourse Change
Through the years, I had read
EAA and AOPA magazines. I had
read of EAA members restoring
their planes. I had read of them
competing their completed planes.
I had read of AOPA having re
storation projects, giving away
completed ones to lucky AOPA
members. I was always impressed
with the results. Now with my A&P
suggesting that I work with him
on my plane, and me wanting to
get the plane to look and operate
nicer and more safely, I started to
consider my A&P's offer.
At first, I thought I would just get
the plane to look decent and be safe.
But as I started to work on the plane,
my idea and course changed.
As an example, I purchased new
carpets from Airtex. When the new
carpets arrived, I removed the old,
torn ones. But before I installed the
new carpets, I noticed that the old
wood floorboards were in terrible
condition . So I pulled up the old
floorboards, so that I could show
them to my A&P. But before I could
bring the floorboards to my A&P, I
noted that the spaces under the
floorboards were a mess . I found
old, rotten insulation, a pair of old
sunglasses, a screwdriver, old bolts
and nuts, old screws, old Tinnerman
nut plates, and old wiring that was
not connected to anything. So the
carpet job became a clean up the
subfloor spaces, replace the floor
boards, and replace the carpet.
When I did this project, I inspected
all parts, cleaned up all parts, re
placed all old fasteners, and
documented the work with notes
and photographs.
Before long, I was doing the same
kind of clean up, fix up, repair and
replacement activity to the engine
compartment, the wings, the rear
fuselage, and the empennage.
By that point, I was going to EAA
fly-ins and reading magazines like
EAA's Vintage Airplane. I watched
people compete their planes. I saw
some very impressive planes. I really
admired the restoration jobs. These
events stimulated me to more than
fix up my plane. These events en
couraged me to change my course
and do a complete restoration.
Restoration Project Goals
I work in the computer systems
field. I am often the program man
ager for long, important projects.
This background impacts all my
projects, and this plane restoration
project would be no different. There
fore, the first thing I decided to do
was to determine my project goals.
My restoration goals included:
l.Have a legal airplane,
2.1nstall as many, new safety fea
tures as I could afford,
3.Install a modern avionics pack
age,
4.Return the plane to its original
paint design,
5.Document all work and transfer
what I learn to others, and
6.Compete to win in events like
Sun 'n Fun and Oshkosh.
I wanted to first insure that the
plane complied with all ADs and
Service Bulletins (SBs). I also wanted
to insure that all regular mainte
nance items were up-to-date. The
AD and maintenance work would
insure that the plane was legal and
safe. The SBs provided an extra mar
gin of safety.
My plane was built in 1959. Since
that tim e, a lot of safety-related ad
vances have occurred. One example:
thick er, one-piece windshields.
These windshields provide greater
protection against bird strikes,
greater forward visibility, and de
creased cabin noise. Also, some
safety-related items that were avail
able in 1959 were not installed on
my plane, which I opted to install
now. The installation of wing-tip
tanks was one of those installations.
My plane came with VOR-based
Nav/Comms, an ADF, some
switches and a discreet amplifier in
lieu of an audio panel, an old in
tercom that was difficult to
squelch, a transponder, and an old
marker beacon receiver. To com
plement these devices, the plane
had old, rusty antennas. There was
no GPS, autopilot, stormscope, or
TCAD. The engine instrumenta
tion was old and of questionable
calibration. Therefore, the avion
ics, the antennas, and the engine
instrumentation were all upgraded.
My plane had been repainted in
1974, using the more modern 1970s
paint scheme. It looked nice, but it
was not representative of the year
my plane was built. Therefore, I re
searched the paint scheme, available
colors, and color combinations that
were available to new Bonanza buy
ers in 1959. I was lucky that an
archivist at Raytheon/Beechcraft in
Wichita, Kansas, had a lot of mate
rial on the Bonanza line and was
willing to share relevant 1959 K
model materials with me. She was
able to produce high-quality black
and-white photos for design
information and color brochures for
color choices. Using a computer de
sign program, the original design
was laid out for top, bottom, and
side views for the painters. Using Du
Pont Classic Imron, the original
paint and paint colors were used.
I documented my work from the
beginning, including textual de
scriptions and photographs. I
continued on page 22
VINTAGE AIRPLANE
11
BY H.G . FRAUTSCHY
SEPTEMBER'S MYSTERY PLANE
CHIPPEWA SCOUT
Ryd er Olse n o f Burnh a m , Illi
n o is , sent Se pt emb e r's Mys t e ry
Plane to us.
Here's the note Ryder sent along
with the photo:
Enclosed is the photo of the Olsen
monoplane ca ll ed th e Chipp ewa
Sco ut. This plane was des igned and
built by m y fath er in 1 926 in
Chippewa Fa lls, Wi sconsin. Po wer
was a three-cylinder Szekely radial
engine. According to my oldest brother
and my dad there were three of these
completed by 1928. This plane ap
pea rs in Sp o rt Av iation, A ugust
196 1, in th e articl e li Th e Olsen
Story. Th e specifications were in
cluded in the article.
ft is my hope to fi nd one of these
planes or at leas t a part of one. I'd
like to hear from anyone wh o may
have known my fa th er or wh o may
have any knowledge of this airplane.
Perhaps there is one of these in a barn
/I
THIS MONTH ' S MYSTERY PLANE COMES FROM THE
som ewh ere. J'm also looking for a
three-cylinder Szekely.
George Bud Hays of Lowell, In
diana, sen t us an e-mail with th e
correct answer, noting that he be
li e ved abo u t 20 kits for the
Chippewa Scout were delivered be
for e the company closed up shop
in 1929. Another correct answer
wa s also received from Frank
Pavliga of Rootstown, Ohio. ~
SEND YOUR ANSWER TO: EAA, VINTAGE
EAA AVIATION FOUNDATION ARCHIVES , ALTHOUGH
AIRPLANE, P.O. Box
WE'VE SEEN IT PUBLISHED ELSEWHERE.
54903-3086 . YOUR
3086, OSHKOSH, WI
AN SWER NEEDS TO
BE IN NO LATER THAN JANUARY
FOR INCLUSION IN THE MARCH
15, 2003,
2003 IS
SUE OF VINTAGE AIRPLANE.
You CAN ALSO SEND YOUR RESPONSE
VIA E-MAIL . SEND YOUR ANSWER TO
[email protected].
B E SURE TO INCLUDE BOTH YOUR
NAME AND ADDRESS (ESPECIALLY YOUR
CITY AND STATE!) IN THE BODY OF YOUR
NOTE AND PUT " (MONTH) MYSTE RY
PLANE" IN THE SUBJECT LINE.
12
DECEMBER 2002
WHAT OUR MEMBERS ARE RESTORING
BY H.G. FRAUTSCHY
T RI-PACER
Completed in 2000, this 1960 Piper Tri
Pacer was restored by Evans McCombs of
Evans Aircraft in Peyton, Colorado. Doug
Kingsley owns the sharp Piper, which includes
a refinished interior, new paint, and an en
gine-driven vacuum pump.
COMM ONW E ALTH SKYRANGER
Mark Schaden of Burton, Ohio, long
dreamed of a side-by-side tailwheel airplane
with sticks instead of control wheels. He found
just such an airplane sitting unused in a garage.
The Com monwealth Skyranger is a rare find,
and with no manuals, restoring it as a n eo
phyte was quite a challenge. Thanks to a
lon g-distance friendship with Bob Riffle of
Tacoma, Washington, many information holes
14
DECEMBER 2002
were filled via the Internet and over the phone.
Mark tells us his restoration took more than
1,100 hours of work crammed into one year,
and that with the exception of the radio, it's
an original airplane, right down to the wing
slats and 6-inch tachometer. A local Amish
seamstress sewed the cream leather interior
outlined in black. It cruises at lOS mph, and
stalls at 40.
CESSNA 195
CF-EMP was manufactured by Cessna in 1949 and
directly exported to Canada. Its logs start on August
24,1962, and owner Doug Moore, 8950 SE 72nd Av.,
Leeward Air Ranch, Ocala, FL 34472, asks that any
members who might know of the whereabouts of the
first three logbooks contact him directly.
In the early 1960s, the aircraft was used by Sky Harbor
Air Service of Goderich, Ontario, in regular service be
tween Toronto, Canada, and Chicago's Midway Airport.
Doug found the airplane in a hangar in 1966, and
bought it from Al Goodenough of Oshawa, Ontario. A
checkout by fellow Air Canada pilot and fellow 195
owner Dick Reid followed, and Doug and his wife,
Cher, made a series of enjoyable trips south to th e
Florida Keys and west to Colorado.
In 1974, during the 195 International Fly-In, Mor-
timer Brown, a retired Cessna test pilot, approached
Doug. Brown remarked that the 195 was his favorite
airplane in the Cessna stable, and that he remem
bered that CF-EMP was the first one eqUipped with
the escape hatch installed on the left side. Mort
Brown even offered to copy his logbook showing his
flights in 1949 in CF-EMP.
Those logbook copies would prove to be invaluable
when Doug and Cher retired to Florida, and embarked
on a restoration of CF-EMP, which they eventually regis
tered in the United States as N6381D. An alternator, ILS
receiver, strobe lights, GPS, new instruments, and many
other improvements and new parts were included in the
restora tion, including Ray Woodmansee's sump tank
conversion, which minimizes the amount of oil de
posited on the windshield and belly of the Cessna.
ARCT I C AND CANAL ZON E CUB
CLIPPE D - W I NG CUB
Adrian Acosta (right), his wife, Mollie (left), and his
son, Mark, spent 10 years restoring their J-3 Cub, which
they chose to paint in the markings of the 1947 Piper L
21s used in the Arctic and Panama Canal Zone. Mark did
most of the frame-up restoration (including a powder
coated fuselage frame), with the final wing installation
and engine tweaking done by D&D Aircraft Services at
Chandler Field, Fresno, California.
A total of 7 feet was clipped from the wingspan of
N7001H, and a Continental C-85 replaced the original
A-65, and it now sports a 72-inch Sensenich wood pro
peller. The ground-up" restoration included a set of
refurbished instruments with convex glass lenses.
William Kanter (right), Livingston, New Jersey, gives all
the credit for the restoration's work to restorer Bob
Hunt (left).
1/
VINTAGE AIRPLANE
15
It was at about the same time that
he discovered he could take air
planes home with him through the
medium of photography.
II I borrowed a Canon AE-1 from
my stepfather and began shooting
pictures of every pre-19SS airplane I
could find. Which reminds me: I
have to remember to give that cam
era back to him."
He began haunting every airport
in the area, camera in hand, search
ing for old airplanes, which, in his
eyes, had more character than the
new ones. It wasn't long before he
discovered Hayward Executive Air
18
DECEMBER 2002
port, a longtime roost for lots of Bay
area antiques.
III don't remember how I found it
the first time, but it was too far away,
about 30 miles, to get my parents to
take me over there when I wanted to
go. So, I just started riding my bike. I
was only 16 at the time and didn't
know that most people would con
sider a 60-mile round trip on a bike
to be pretty long."
It was at Hayward that he got his
first serious initiation into the world
of the antique airplane.
III met Frank Ramos, a well
known local pilot, and he loaded me
into his Fairchild 24 and took me up
to Schellville airport," he almost
laughs as he says it. III couldn't be
lieve all the antique airplanes. I was
seriously in love."
At the time Eric was only 16
years old, and the exposure to one
of the West Coast's hotbeds of an
tique airplane activity set a course
for his life.
lilt was about that time I became
an honest to goodness airplane
owner. Sort of, anyway," and he
laughs again. IIWhen I was taking
the train into town, I caught a
glimpse of an Ercoupe sitting behind
a house in a residential neighbor
hood. I took the train back and forth
a bunch of times until I could figure
out exactly how to find it on surface
streets. I knocked on the door, and
the guy told me to go away. But, I
didn't. In fact, I kept bugging
him until he let me start work
ing on it. The deal was, I'd do
the work for half ownership.
Unfortunately, just as I was
about done with the airplane,
he decided to sell it out from
under me.
IIA few years later," he says,
III went to Blakesburg for the
first time with a friend. At the
time I didn't know how to
fly, but I was doing every
thing I could to remedy that
The Presten gang: parents Eric
and Debbie with sons Curtis
and Ben.
situation. Then I ran into
The Prestens weren't
Gordon Bourland on the
looking for a show quality
field. He had a Taperwing
airplane. What they wanted
and a Waco EGC-8. In fact,
was a practical piece of
the EGC was supposed to
transportation that they
have belonged to Howard
could afford and trust. Plus,
Hughes at one time. Any
it was going to be a work
way, we got to talking, and Eric based the Clipper'S unique float installation on the ing airplane and the mount
I was explaining how I re struts used on the float-equipped Cessna 150.
for Eric's photo missions.
ally wanted to take flying
For that reason, they never
lessons, but couldn't afford
did what most people
it. He said 'Come on down
would consider a complete
and mow grass, and I'll
restoration on the airplane.
teach you."'
"Our approach has been
It was the kind of a deal
to restore, fly, restore, fly,
no serious av-addict would
and work on the airplane
pass up, and Eric says he
in sections. We've owned
did more flying than he did
it 13 years, and during
that time it has been
mowing, plus the job defi
nitely had its perks.
down for a total of four
"When I had about 72
and-a-half years, but the
hours, Gordon turned me
downtime hasn't been all
loose in his Taperwing. To The six instruments required for basic VFR flight (the fuel at once. The longest time
top it all off, I never paid a gauge is in the middle of the tank) plus a slip/skid indica it was down was while do
cent for my flying. It was a tor are all Eric installed in his non-electrical Clipper. To ing the fuselage, and that
total work-to-fly program." raise and lower the landing gear mounted on the amphibi took 23 months.
When it came time to go ous Murphy floats, a manual hydraulic pump, bolted
"You're always looking
to college, Eric went to Cen between the front seats, is used.
for more performance out
tral Missouri State where he
of any airplane, and a
graduated with a degree in aeronau
Eric says, "Yep, we got married, Clipper with the original 0-235
tics. During one of his summer and nine months later we had an flies just fine, but it's not a rocket
vacations he was working for his fa airplane."
ship. I couldn't afford a bigger
Any airplane they bought had to engine at the time, so I started
ther at his vineyard in northern
California when he met one of his be something they could afford, looking around for an Aeromatic
which meant it had to be something prop, figuring that might be a way
dad's friends.
"He had put out a couple of in which Eric's mechanical ability to get cheap performance.
"I put the prop on, and I'd fly it
books on the history of Fords, and and sheer tenacity would make up
for a while. Then I'd change some
we started talking about what it for a less than perfect condition.
took to produce books. By that time
"I found it sitting in an open-face thing, maybe the counterweights.
I had a ton of antique airplane pho hangar in Dade County, Florida. It Then I'd fly it some more and
tographs . I showed some of them was a flying airplane, but it had been change something else. I played
to him, and he convinced me I stored in that open hangar for 18 with the prop for a long time. Then
should start publishing my own years, so it was in rowdy shape. But, one day I said, 'I'm tired of messing
books. I was 23 years old at the it was all there, and it wasn't as rusty with this thing. I'm going to take it
time, and it was 1986. I had no idea as you'd expect, considering the en off.' I took it off and put the fixed
how much effect those conversa vironment it was in. In fact, on that pitch prop back on it and flew it
tions would have on me. I started first rebuild, it was obvious the wings exactly one time and went back to
putting together books and have were in serious need of TLC, so I or the Aeromatic. Because I'd been fly
been at it since.
dered a complete set of Univair ribs ing it so long with that prop while
"I met Debbie in Missouri, and and stripped them down to nothing making subtle changes here and
she has always supported me on any and brought them back up. The sec there I hadn't realized how much
crazy airplane thing I've wanted to ond rebuild focused on the fuselage, performance it had actually given
and we were pleased to find that the me. One flight with the old prop
do. Well, most of them anyway."
The Clipper came into their life door frames and about 6 feet of showed me what a radical difference
right after they were married in longerons was all the steel that had it had made.
1990.
to be replaced."
"In the first place, the prop is an
VINTAGE AIRPLANE
19
A Lycoming 0-235 and an Aeromatic
prop combine to give Eric a takeoff
time of 17 seconds on the water, or
it will use about 700 feet of runway
when flown off pavement.
F200-00-74E,
so not only is it
long, but the IE' signifies it has extra
blade width, so I guess it's probably
considered a seaplane prop. Anyway,
that one flight with the old prop
showed that the Aeromatic had cut
th e takeoff run in half and nearly
doubled the rate of climb. I don't
think I'll be using a fixed-pitch prop
again on this airplane."
Eric's Clipper got another major
performance boost when he stum
bled across a new engine for it.
"I was in New Zealand shooting
pictures and found a 150-hp, 0-320
at a price I couldn't turn down. So,
now not only do I have the Aero
matic, but the 0-320 as well, and
th e combination makes this into a
different airplane. It also makes it
much easier to fly with the floats."
Incidentally, Eric points out that
he flew the airplane for 1,000 hours
before putting the floats on it, and it
had the one-piece, seaplane door
during most of that time.
" I put the swing-up door on it
because it works so well for photog
raphy. It gives me a big open space
to shoot out of."
The decision to put the airplane
on fl oats wasn't an easy one.
"As much as I like flying on floats,
it's really a little impractical because
it limits the places you can go. The
only way for it to really be practical
is to use amphibious floats. But am
phibs cost more than a Clipper is
worth. Besides, you don't often see
amphibs for an airplane this small.
"I suppose what made the idea
work for me was the availability of
th e Murphy 1800s. They were the
right displacement and were avail
20
DECEMBER
2002
able in kit form. So, I got my hands
on a kit and started building. I did
n't expect it to take so long to build
them, however. There are 14,000 riv
ets in the two of them, and we
quickly realized I'd n ever get them
finished unless I made them a first
priority. So, I dedicated eight hours a
day, over and above the normal
work stuff, to the floats . It took ex
actlya year, or about 2,000 hours, to
build and mount the floats.
"I engineered the mounting sys
tem using Cessna 150 lift struts. I
was fortunate in finding an original
Clipper ventral fin, and I've been
told they only built a handful of
those. I did a really thorough job of
documenting all the engineering
and then applied for a one-time
field approval. The FAA crawled all
over it, studied the paperwork, and
gave me the approval."
As is always the case with any air
plane on which amphibiOUS floats
are mounted, the useful load of the
airplane suffers. In this case, Eric
says it lowered the us eful load to
582. But he had if not a fix, then at
least a Band-Aid for that.
"If you notice, there is no interior
at all in the airplane . None. The
only instruments are those that are
absolutely needed, and we don't
even have a GPS. A super-simple,
manual hydraulic pump actuates
the gear, and there is no electric sys
tem at all. I had to get this airplane
as light as humanly pos sible . We
made it a hard and fa st rule: If it
doesn ' t help this airplane fly or
float, it doesn't have it. The airplane
may look a little crude, but that's
one of the trade-offs required to fly
floats. Even with the floats on it, the
empty weight is only 1,156 pounds.
I'm proud of that."
So, how does the Presten all-pur
pose aerial conveyance fly?
''It flies surprisingly well consider
ing all that stuff hanging out there.
It'll get off a runway in about 700
feet and off water in 17 seconds
with no wind . It still climbs at 500
feet per minute at gross, and most of
the time it's at gross because you
don't have any choice. On cross
countries we flight plan it at 110
miles per hour, which is fast enough.
We're in no hurry."
They made their trip to EAA Air
Venture Oshkosh 2002 an epic
journey, as they flew the full length
of the Mississippi River (approxi
mately 2,550 miles) and turned their
month-long trip into 104.3 hours of
flying, 1,000 gallons of gas burned
while crossing 21 states. Deb does
part of the flying, as she soloed in
the airplane and flies it regularly
this is only fair since she also did
much of the fabric and Poly-Fiber
finish work.
There were a lot of fancier air
planes on the line at EAA AirVenture
Oshkosh 2002 (although it did win
the Outstanding Piper award at
Oshkosh 2002), but it's doubtful if
there was another airplane on the
field that represented as much de
termination and sheer love for
aviation as the Presten Clipper.
Young Ben and Curtis will come of
age not only knowing aviation from
the ground up, but also having a
better appreciation for it than most.
They will understand that regard
less of popular opinion, aviation
does not run on money. Real avia
tion is based on passion, and
nowhere is that more evident than
the Presten Clipper.
~
PASS
IT TO BUCK
BY E.E. "BUCK" HILBERT, EAA #21 VAA #5
P.O. Box 424, UNION , IL 60180
Situational awareness
One of the greatest assets to open
cockpit navigation has been the
latest in handheld equipment-the
GPS and the nav/comm radios. As
you well know, trying to read a sec
tional map with the slipstream
whipping through the cockpit has
always been a real trial for the "hel
met and goggles" advocate. The
noise-attenuating headsets sure
help, too.
But have we forgotten that one of
the first rules of the games we play
as pilot in command (PIC) is situa
tional awareness? As PIC, you are to
have all the latest information in
hand and mind before and during
your fl ight. Is this the case when a
pilot takes off on a cross-country
and only carries a GPS?
What brings all this to mind is
overhea ring a conversation where
one guy was telling another that his
GPS wen t out, and he was com
pletely lost. He was in a real funk.
And he didn't even have a map in
the cockpit to refer to even after he
dropped down and read the sign on
a water tower.
The story ended when he found
an airport, landed, asked for direc
tions, and bought a map.
Don't embarrass yourself by not
being prepared for just such a
p redicament. Had there been an
FAA agent on that airport when he
landed, I'm sure a ramp check would
have resulted in an embarrassing sit
uation. Check the FARs, and you'll
discover you have certain items that
must be on hand and in the airplane
for any flight, and one of them is a
set of current charts covering your
intended flight. A GPS doesn't cut it,
and even if you have a handheld
nav/comm, where do you get the in
formation concerning frequencies
and airport information for en route
stations? (l'm assuming you already
looked up that information when
you planned your trip.) But what if
things change during the flight?
A current sectional or flight chart
is your "ace in the hole."
But have we
forgotten that one
of the first rules of
the games we play
as pilot in command
is situational
awareness?
(To drive home the point Buck is
making, here's a bit of personal ex
perience. I'm a big fan of online
flight planning, and 1 often use
www.duats.com and the EAA Flight
Planner to set up my cross-country
flights . I also use their downloads
for current charts for my route of
flight, but that can be a "gotcha" as
well. A few times I've chosen to give
Flight Service a call on the radio to
check on weather conditions or give
a PIREP. Sure enough, the VOR I am
often looking for is off my narrow
downloaded and printed chart. So,
out comes my trusty current sec
tional for the broader view of my
route. Sure, my handheld GPS has
the facility information, but I must
admit, I can find it quicker if I look
it up on the chart, and that means I
can get my head out of the cockpit
and looking out the window that
much faster!-H.G. Frautschy)
Also, have your personal items on
hand in case some law enforcement
or public official asks you for them.
Under the FARs, any law enforce
ment or public official can ask you
for them. You should have your cer
tificates, your medical, a second
form of picture IO, and some proof
of currency with you. This is a
Catch-22-you need not carry your
logbooks in the airplane, but you
should be able to prove currency in
the airplane, and be able to show a
current flight review or some form
of proof that you are legal. A photo
copy of the relevant page in your
logbook would be fine.
This doesn 't only apply to cross
country flying either. You could be
in the pattern, shooting landings or
just sightseeing, and when you land,
there sits a state trooper, or a local
airport offiCial, or just about any
public official, and he asks you for
your credentials. Are you ready?
There is a rumor being spread,
which can't yet be substantiated but
seems quite prevalent, that the new
Transportation Security Administra
tion is going to impress state troopers
into its program, and under the guise
of the TSA's mission to "protect" the
public, airplane drivers, mechanics,
and airport personnel will be subject
to their checks.
Let's be ready for them.
Ovec to ~ou'.;Bt.<~ It
VINTAGE AIRPLANE
21
The Making of a ~~ continued
-
..
••
WALL
CALENDAR
EAA Celebrates a
Century of Powered Flight
with the most exciting and most
loved aircraft designs of the century!
Q: Looking for a fun way to support
fM programs, plan your month and
enjoy some of the finest examples of
aviation photography?
A: World of Flight 2003 accomplishes
all three.
Q: Planning on attending
fAA AirVenture 2003 and
other regional fAA Fly-In's?
A: Dates and websites are listed
for your convenience.
TheUtuhr In Reawltf.onal AuiQrion
To Place Your Order By Phone Call :
1-800-843-3612
(Outside U.s. & Canada 920-426-5912)
Order Online:
www.eaa.org
22
DECEMBER
2002
submitted my materials to the
American Bonanza Society (ABS)
and the World Beechcraft Society
(WBS), who immediately started
publishing my materials as techni
cal articles and product review
articles. I started getting telephone
calls from all over the country and
abroad, asking for more details and
assistance with other Bonanza and
Beechcraft projects. I soon realized
that my articles were being used by
a lot of Bonanza and Beechcraft air
craft owners and repair shops. I
then submitted proposals for pro
viding presentations at conventions
like the annual ABS convention,
the WBS Convention, and the fo
rums at Sun 'n Fun. My proposals
were accepted and my presenta
tions were well attended,
accompanied by lively question
and answer periods. N12711 is
likely one of the most documented
and written about planes around. I
take great enjoyment in assisting
others with the restoration and
maintenance of their Bonanza and
Beechcraft aircraft.
The last goal for my restoration
work is to compete and win in
contests like Sun 'n Fun and
Oshkosh. As of this writing,
N12711 has won Outstanding Cus
tom in the Contemporary category
at Sun 'n Fun. At Oshkosh, N12711
might have a better chance at the
top award since items dealing with
safety and avionics do not auto
matically make a plane a custom
plane. (Editor's Note-The top cus
tom airplane awards at EAA
AirVenture is the Bronze Lindy tro
phy, presented to customized
Single-engine and customized
multi-engine aircraft.)
competition. Most good judges will
see through this strategy.
The best strategy includes doing
all the engine, mechanical, and
fuselage work first, followed by the
instrument panel and avionics
work second, followed by the inte
rior and glass work, and then the
paint job. All the work should be
accomplished as flawless ly as pos
sible. During this work, keep good
records and photographs of your
work and projects.
The final steps when getting
ready to compete include putting
your documentation and photo
graphs together. They should be
able to be easily presented to the
judges. Also you should develop a
poster of your airplane that can in
clude the basic year, make, and
model information, together with a
photograph or two of the plane and
a few interesting facts about your
plane. This poster should be dis
played near the front of your plane
for judges and enthusiasts to see.
Your restoration should also be doc
umented in book form (it's worth
up to five points on your airplane's
score sheet!). There's a great article
on the judging presentation book
at www.vintageaircraft.org.Click on
How Do I Show My Airplane at the
top of the web page.
When arriving at a competition,
bring a clean up and touch up kit
with you. You should be cleaning
your plane on site and touching
up any paint imperfections that
you notice. Set up your documen
tation and photographs on a small
table and locate your poster in a
visible location near the front of
your plane . Then stand by to an
swer questions from judges and
spectators. Good luck!
What Does It Take to Be
a Show Plane?
Many people have the mistaken
belief that all you need to do is
clean up your plane, get a new paint
job, and replace the interior for a
Note: Steve did attend EAA AirVenture
Oshkosh 2002 and won Outstanding
in Type: Custom Class III Single Engine
(231 HP & Higher) .
........
• Started flying at 17 in
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patrol in Cessnos
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24
DECEMBER
~
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2002
Dec 6-8. 2002
Griffin (Atlanta). GA
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[email protected]
FLY IN CALENDAR
In the ever-evolving ways we can communicate,
we've created a very easy way for you to submit cal
endar of events items to EAA v ia the Internet.
When your chapter, type club, or local group h as a
fly-in you want listed in EAA's online Calendar of
Events and in the pages of Vintage Airplane, log on
to www.eaa.org/events/events.asp. Fill in each section
(be sure to select Vintage u nder the Division p ull
down menu) . Yo ur event will b e submitted for
posting on the website, as well as being add ed to
the calendar that is published monthly in the mag
azine. It's much easier than sending a fax or a letter,
The following list of coming events is
furnished to our readers as a matter of in
formation only and does not constitute
approval, sponsorship, involvement, con
trol or direction of any event (fly-in,
seminars, fly market, etc.) listed. To sub
mit an event, please log on to
www.eaa.org/events/e vents.asp. Only if
Internet access is unavailable should
you send the information via mail to:,
Att: Vintage Airplane, P.O. Box 3086,
Oshkosh, WI 54903-3086. Information
should be received four months prior to the
event date.
Write an article for
VINTAGE AIRPLANE
We 're always looking for technical
articles and photos of your latest
restoration. We can't offer you money,
but we can make you a hero among fel
low Vintage Aircraft enthusiasts!
Send your submissions to:
and your event will be listed almost instantly on
EAA's website. For a couple of months, it will take a
bit longer for the item to be posted on the Vintage
site. While you can still submit an event via mail or
fax, the web -based method is now the preferred
way to get your event the exposure you want. We'll
continue to refine the presentation of the events on
the web. For now, all events are posted in one cal
endar, but in the future we will be able to sort
events by type. Let us know what you think of the
new system, and start planning for a great fly-in
season in 2003.
DECEMBER 21-Fort Pierce, FL
EAA Ch. 908 Fly-In Pancake
Breakfast, Ft. Pierce Int'l
Airport. Info: 772-464-0538 or
772-461-7175.
J ANUARY 17-19, 2003-East Lans
ing, MI-Great Lakes Aviation
Conference. Michigan State U. Kel
logg Hotel and Conference Center.
Speakers include Capt. Al Haynes;
Pa ul Bowen, aviation photogra
pher; Brian Finnegan, Pres. PAMA;
Bill O'Brien, FAA . See www.great
lak esa viationconference.co m for
more info, or call 734-973-0106.
FEBRUA RY 2 7-MAR CH I-Mis
soula, MT-Montana Aviation
Conference, Holiday Inn, Parkside.
Workshops, seminars, nationally
recognize d speakers, trade show.
Info : Montana Aeronautics Divi
sion, P.O. Box 5178, Helena, MT
59604-5178. Phone 406-444-2506
or fax, 406-444-2519, e-mail
pkautz@state. mt.us.
MARCH 7-9-Casa Grande, AZ-45th
annual Cactus Fly-In at Casa Grande
Airport. Info: wwwcactusflyin.org/
or call John Engle, 480-987-5516
or Dave Sirota, 520-603-5440.
SKYWARD
31905 West 175, Gardner, KS (K-34)
913 -856 -7851; www.skywardpi/otshop.com
Editor,
Vintage Airplane
P.O. Box 3086
Oshkosh, WI 54904
[email protected]
~ mad:
For pointers on fonnat and content feel free
to call 920-426-4825
Pilot supplies- Tr~ining Aids-Aircr~ft P~rts-Avi~tion fun Stuff
Located in the "Heart of America" for fast nationwide delivery
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VINTAGE AIRPLANE
25
Looking For A Gift?
LoolC No More!
VINTAGE
TRADER
www.AirplaneTshirts.com
www.Aviation-Giftshop.com
1·800·645·7739
"MANAGING DIRECTOR"
RHINEBECK AERODROME MUSEUM
As Senior Manager responsibilities include devel
oping, organizing, implementing fundraising pro
grams, and planning and overseeing strategic and
operational objectives.
Candidates should have B.S. degree in Business
with concentration in Marketing, Management, General
Business, or Finance. Minimum ten years experience in
business or charitable organizations. Substantial expe
rience in successful fundraising essential, with superior
written/verbal communication skills.
Opportunity to join the Museum's management
team and play key role in legendary "living" aviation
museum, located in charming Hudson Valley
between Albany and Manhattan. Competitive pack
age commensurate with experience. Send resume
to RAM/JAN, PO Box 229, Rhinebeck, NY 12572.
in an agreement with AeroPlanner.com,
pleased to announce an exciting new Mem
beneRt fo r EM Members ... EAA
Planner. Take advantage of the
Member benefit by heading over to
Click on the "Register Now"
get registered, and log onto Flight Plan
to plan your next Right.
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• Files, stores and retrieves your Right
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• View and print IFR approach plates
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"Auto-route" based on
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Checks NOTAMs, TFRs and MOAs
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Calculates weight and balance
Stores multiple aircraft profiles
Maximize Your Membership •• •
Check Out the EAA Flight Planner
at www.eaa.org Todayl
Something to buy,
sell or trade?
"Regardless of the size
of tIle project, my goal
has always been to
exceed my customer's
expectations."
Award Winning Vintage Interiors by:
Paul Workman
OH IO A IRCRAFT INTERIORS
Parr Airport (421)
Zanesville, Ohio 43701
800.794.6560
r-~~~
·.s·
.,~
*The use of Donon or simil ar modern malerklk as Q substitute for (oHon ~ a
dead giveaway 10 lhe knowing eye.They simply do nOllook righl on vinloge
oircroft,' lrom Robert Mikesh, lormer curolor 01 Ihe Nolionol Air ond \poco
MUleum, in his book Restoring Museum Airc,.ff.
VltlTAGE. AE.RO fAP.>RICJ, LTD
'" PURVEYORS '"
Don't compromise your restoration with modem coverings
... finish the job correctly with authentic fabrics.
(ertililated Grode Alollon
Early airuolt lollon
Imported aimoft Linen (beige and ton)
German WWI Lozenge print !abrk
Fabrk topes: frayed, straight, pinked and early Amerilan pinked
Waxed hnen ladng lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics, ltd. 316 Creekwood Dr., Bardstown, KY 40004
tel: 502·349·1429 fox: 502·349·142B website: www.avdoth.lOm
' Originol Nieuport 28 reslored by Vinloge Aviolion Services"
Radial Exhaust Systems Inc.
Jumping Branch, WV 25969
27 Years Experience
15 different engines for fitting
FAA Certified Repair Station XHYR068L
FLIGHTTM
26
DECEMBER
2002
BABBITT BEARING SERVICE - rod bearings,
main bearings, bushings, master rods, valves, pis
ton rings Call us Toll Free 1-800-233-6934, e-mail
[email protected] Web site www.ramengine.com
VINTAGE ENGINE MACHINE WORKS , N. 604
FREYA ST., SPOKANE, WA 99202.
Airplane T-Shirts
150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE!
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1-800-645-7739
THERE'S JUST NOTHING LIKE IT
ON THE WEB!!
www.aviation-giftshop.com
A Web Site With The Pilot In Mind
(and those who love airplanes)
For sale, reluctantly: Warner 145 & 165 engines. 1
each, new OH and low time. No tire kickers, please.
Two Curtiss Reed props to go w~h above engines.
1966 Helton Lark 95, Serial #8. Very rare, PO-8 cer
tified Target Drone derivative. Tri-gear Culver
Cadet. See Juptner's Vol. 8-170. Total time A&E
845 hrs. I just have too many toys and I'm not get
ting any younger. Find my name in the Officers &
Directors listing of Vintage and e-mail or call
evenings. E. E. "Buck" Hilbert
Flying wires available.
1994 pricing. Visit
www.flyingwires_com or call 800-517-9278_
Aviation Art favorite s: WW-I , Golden
Age , WW - II to present. www. MotorArt
Works_com
Custom Aircraft Rest oration and Construc
t ion- Tube and Fabric, Wood, Aluminum.
Customair, 202 Aviation Blvd., Cleveland, GA
30528,706-348-7514, rbfassett@allte/.net
-~
PLANNER
Classified Word Ads: $5.50 per 10 words,
180 words maximum, with boldface lead-in
on first line.
ClaSSified Display Ads: One column wide
(2.167 inches) by 1, 2, or 3 inches high at
$20 per inch. Black and white only, and no
frequency discounts.
Advertising Closing Dates: 10th of second
month prior to desired issue date (I.e., January
10 is the dosing date for the March issue). VAA
reserves the right to reject any adve.rtising in
conflict with its polides. Rates cover one inser
tion per issue. Classified ads are not accepted
via phone. Payment must accompany order.
Word ads may be sent via fax (920-426-4828)
or e-mail ([email protected]) using credit card
payment (all cards accepted). Include name on
card, complete address, type of card, card num
ber, and expiration date. Make checks payable
to EAA. Address advertising correspondence to
EAA Publications ClaSSified Ad Manager, P.O.
Box 3086, Oshkosh, Wl 54903-3086.
Antiques, Warbirds, Cropdusters
304-466-1752 Fax 304-466-0802
www.radialexhaustsystems.com
Wanted to buy: accessory case for Con
tinental A-50-3 dry sump engine (this case is
very different than those used on the wet
sump engines). Please email any photos and
information to [email protected] or phone
402-289-2881 .
MIKE'S
HANGAR
is "Practicing
a Tradition"
Howard Hughes' Sprnce Goose
"I don't know, Howard. Maybe
if we'd used Poly-Fiber we'd
have finished it on time."
Absolutely! And because Poly-Fiber doesn't support
combustion, fire wouldn't have been as big a worry,
either. The gargantuan Goose would have been lighter
and stronger, too, able to fly even higher! What a
shame Poly-Fiber wasn't around back then. Timing is
everything, huh Howard?
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812-375-1954 fax: 812-314-0954
e-mail: [email protected]
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.·mail: [email protected]
FAX: 909·684·0518
We provide the following services:
Aircraft Coatings
Visit the Website: www.mikeshangar.com
The Golden Age of Aviation Series
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Complete interior assemblies ready for installation
Custom quality at economical prices.
• Cushion upholstery sets
• Wall panel sets
• Headliners
• Carpet sets
• Baggage compartment sets
• Firewall covers
• Seat slings
Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.
aiFtexl;RODUCTS, INC.
259 Lower Morrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295·4115
website: www.airtexinteriors.com
Fax: 800/394·1247
$22.95
$24.95
$22.95
Bellanca's Golden Age ($24.95) available Dec. 2002
Add $4 shipping & handling per order.
Rave Reviews:
Skyways: A hit of the first order!
Smithsonian's National Air & Space: Archival
photos and technical drawings abound.
Dozens of other highly-acclaimed titles (books &
CDs), including The Legacy of the DC-3
Over 225 3-view drawings
WUul Crutycm 'B~, lire.
P.O. Box 511, Brawley, CA 92227
Phone: 800-952-7007 Fax: 888-289-7086
E-mail: [email protected]
website: www.windcanyonbooks.com
Call or e-mail for free catalog
Great Holiday Gifts
VINTAGE AIRPLANE
27
NEW MEMBERS
Gary M. Kennedy
Charles McMahan
james O. House III
Gregory R. Swanson
Terry Davis
Timothy M. Ayers
Marti Ayers
Tod Dickey
Thomas E. Drake
Vernon Franklin
Michael Friedrich
james W. Keaton, Sr.
Leo G Parent, jr.
Robert Peters
LeRoy Peterson
Terry L. Stark
Roger Tollefsrud
Bob Fowles
Paul Calaba
Robert Cope
joel Hall
Steven Hicks
David P. Lombard
David Lowther
Inder Singh
j. Mike Pustek
Matthew Shafer
Strother Purdy, Sr.
Harris Bowen
Douglas j. Clukey
Edwin E. Flow
Donald R. Frankenberry
john Frank Lemond
Robert Lillard
David W. Mctighe
Real E. Perras
Charles M. Vaughn
William W. Wallin
Phil Collins
Derek Reynolds
Howard G. Belsheim
Ladean Fevold
Craig Rose
Richard B. Anderson
Brian Schoonmaker
Allen Drozs
james E. Robertson
jody Wittmeyer
Richard Hamilton
Daniel Ringer
George A. Rodda
28
DECEMBER 2002
Valdez, AK
Gakona, AK
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Huntsville, AL
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Glendale, AZ
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Scottsdale, AZ
Arlington, AZ
Phoenix, AZ
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Phoenix, AZ
Phoenix, AZ
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Mesa, AZ
Abbotsford, BC
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Hailey, ID
Harrison, 10
Decatur,IL
Minooka,IL
Kewanee,IL
Monroeville, IN
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Columbus, IN
jeff Adair
Leonard Parmley
Paul Wright
Barry T. Hynes
Chester Piolunek, Jr.
Charles T. Dupuis
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David Trucksess
john Feldvary
Albert E. Schiffer
john B. Busse
Hugh Faville
Dean K. Knutson
Adam james Leonard
Charlie Green
Randy Reed
William Carson
Thomas W. Glasgow
Hep Porter
Karl Kunze
john Panoski
Birdie Saurenman
Dale E. Hanlin
Louis Leet
Chris Pirrmann
Patrick j. Schmeltz
Brett S. Frazier
Chester Gilliam
Andrew Conner
Gary Schlegel
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james Cowley
Robert D. Garnett
Faye Hamilton
joe C. MacCabe
Brian K. Moses
Corydon S. Bagley
Robert L. Belt
Dave Glines
Bryan H. Davidson
Thomas Little
jay G. Miner
Gary W. Walters
Dennis Ames
Kjell Erik Anderson
Theresa M. Books
Chris Laskey
Quinn Smet
Shreveport, LA
Ponchatoula, LA
La Combe, LA
S Boston, MA
Severn, MD
Saco, ME
Gorham, ME
York, ME
jackson, MI
Ovid, MI
Deer River, MN
Roseville, MN
Golden Valley, MN
Rochester, MN
Springfield, MO
Kansas City, MO
Cornelius, NC
Ashville, NC
Gardnerville, NV
Pittsford, NY
Scotia, NY
Water Mill, NY
Brunswick, OH
Centerville, OH
Cincinnati, OH
Bowling Green, OH
Bend, OR
Rogue River, OR
Unionville, PA
Palmyra, PA
Pickens, SC
Mountain City, TN
Lascassas, TN
Sulphur Springs, TX
Marion, TX
Weatherford, TX
Willis, TX
Georgetown, TX
Salt Lake City, UT
St. George, UT
Herriman, UT
Arlington, VA
Renton, WA
Seattle, WA
Marysville, WA
Darien, WI
Waunakee, WI
Omro, WI
Kenosha, WI
Stoughton, WI
Membership Services
VINTAGE
AIRCRAFT
ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION
ASSOCIATION
Directory_
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
OFFICERS
President
Espie 'Butch' Joyce
p,O, Box 3S584
Greensboro, NC 27425
336·668·3650
Vice-President
George Daubner
2448 Lough Lane
Hartford, WI 53027
262·673·5885
[email protected]
vaaflyboy@msn. com
Secretary
Steve Nesse
2009 Highland Ave,
Albert Lea, MN 56007
507·373·1674
7215 East 46th SI.
Tulsa, OK 7414 7
918·622·8400
Treasurer
Charles W. Harris
[email protected]
DIRECTORS
Steve Bender
815 Airport Road
Roanoke, TX 76262
817·491·4700
sstl ()()@worldnet.att.net
Dale A. Gustafson
7724 Shady Hills Dr,
Indianapolis, IN 46278
317·293·4430
dalefaye@msn .com
Jeannie Hill
DavId Bennett
P,O, Box 1188
Roseville, CA 95678
916·645·6926
P,O, Box 328
Harvard, IL 60033
815·943·7205
[email protected]
[email protected]
John Berendt
7645 Echo Point Rd,
cannon Falls, MN 55009
507·263·2414
Steve Krog
[email protected]
1002 Heather Ln,
Hartford, WI 53027
262-966-7627
[email protected]
Robert C. "Bob" Brauer
9345 S, Hoyne
Chicago, IL 60620
773·779·2105
[email protected]
Robert D. "Bob" Lumley
1265 South 124th Sl.
Brookfield, WI 53005
262·782·2633
lumper@execpc,com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317·839·4500
davecpd@iquest,net
Gene Morris
5936 Steve Court
Roanoke, TX 76262
817·491·911 0
John S, Copeland
lA Deacon Street
Northborough, MA 01532
508·393·4775
Dean Richardson
1429 KIngs Lynn Rd
Stoughton, WI 53589
608·877·8485
copeland [email protected]
[email protected]
Phil Coulson
28415 Springbrook Dr,
Lawton, MI 49065
616-624·6490
rcouisonSl6(g'lcs,com
Geoff Robison
1521 E. MacGregor Dr,
New Haven, IN 46774
260·493·4724
[email protected]
Roger Gomoll
8891 Airport Rd, Box C2
Blaine, MN 55449
763·786-3342
pledgedrive@msncom
S.H. "West' Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
414-771·1545
shschmid@milwpc,com
[email protected]
DIRECTORS
EMERITUS
Gene Chase
2159 carlton Rd,
Oshkosh, WI 54904
920·231·5002
Phone (920) 426-4800 Fax (920) 426·4873
Web Site: http://www.eaa.org and http://www.airventure.org
E·Mail: vintage @ eaa.org
E,E, "Buck" Hilbert
P,O, Box 424
Union, IL 60180
815·923·4591
[email protected]
ADVISOR
Alan Shackleton
P,O, Box 656
Sugar Grove, IL 60554-06S6
630-466-4193
103346,1772@compuserve,com
EM 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
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Flight Instructors
(NAFI)
• Address changes
• Merchandise 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
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
AUA """ .. " " " " , ." ,,800·727·3823
EAA Aircraft Insurance Plan ,, ' 866·64 7·4322
Term Life and Accidental, , , , , . 800·241-6103
Death Insurance (Harvey Watt & Company)
Editorial . , , , , , , , , , , , . , . , , , , 920-426·4825
. , , , , , , , , , , , , , , , , .. , , , , FAX 920·426·4828
• Submitting article/ photo
• Advertising information
EAA Aviation 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 membership 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.)
VINTAGE AIRCRAFT ASSOCIATION
Current EAA members may join the Vintage
Aircraft Associaton and receive VINTAGE AIR·
PLANE magazine for an additional $36 per year,
EAA Membership , VINTAGE AIRPLANE
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magaZine not in·
c1uded). (Add $7 for Foreign Postage.)
AVIATION magazine not included) , (Add $15
fOT Foreign Postage,)
WARBIRDS
Current EAA members may join the EAA War·
birds of America Division and receive WARBIRDS
magazine for an additional $40 per year.
EAA Membership, WARBIRDS magaZine
and one year membership in the Warbirds Divi
sion is available for $50 per year (SPORT
AVIATION magaZine not included), (Add $7 for
Foreign Postage.)
EAA EXPERIMENTER
lAC
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 included), (Add $8 for
Current EAA members may join the Interna·
tional Aerobatic Club, Inc. Division and receive
SPORT AEROBATICS magaZine for an addi·
tional $45 per year.
EAA Membership, SPORT AEROBATICS
magazine and one year membership in the lAC
Division is available for $55 per year (SPORT
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,
Foreign Postage.)
FOREIGN MEMBERSHIPS
Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
Copyright ©2002 by the EAA ,"ntage Aircraft Association
All rights reselVed,
VINTAGE AIRPLANE (ISSN 0091 ·6943) IPM 1482602 is published and ownec exclusively by the EAA ,"ntage Aircraft Association of the Experimental Aircraft Association and is publishec monthly at EAA 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, POSTMASTER: Send address changes to EAA
,"ntage Aircraft Association, 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 sur·
face mail. ADVERTISING - Vintage Aircraft Association 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.
EDITORlAl POLICY: 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
contribu1()(, No renumeration is made, Material should be sent to: Editor, VINTAGE AiRPLANE, P.O, Box 3086, Oshkosh, WI 54903·3086, Phone 9201426·4800,
EAA" and SPORT AVIATION"', the EAA Logotl> and Aeronautica'· are registerec trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc, The use of these trademarks and service
marks withou1 the pem1ission of the EXperimental Aircraft Association, Inc, is strictly prohibitec,
The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation, Inc, The use of this trademark without the permission of the EAA Aviation Foundation, Inc, is strictly prohibitec,
VINTAGE AIRPLANE
29
This medium-blue
shirt has the VAA
on the back yoke.
SM
MD
LG
XL
V11183
V11184
V11185
V11186
totes are embossed
on one side with airplanes and
the VAA logo. Washable.
SM
LG
V00250
V00249
ORDER ONLINE:
Denim Apron
V 00403 $26.00
This denim apron goes well from the
cookout, to theJ<itchen, to the shop.
100% cotton. Machine wash and dry.
This ladies polo shirt
made of 100% cotton can
be machine washed and
dried. It sports an all-navy
VAA logo and white stripe
collar and cuffs.
MD Vl1165
LG V11166
XL V11167
30
VI0130
VI0131
DECEMBER 2002
Ladies and Men's Stonewashed Denim Shirt
A classic for any season, this denim shirt is
great for aU aviation activities.
lADIES
$31.95
SM V11147
MD Vl1148
LG
Vl1149
XL Vl1160
$18.95
VI0134
VI0135
Ladies Yellow GoH Shirt
$18.95
This comfortable golf shirt is 100% cot
ton, machine washable. Tone on tone
VAA logo on front.
SM
MD
http://shop.eaa.org
This 100% cotton golf
shirt sports the VAA logo
on the sleeve.
SM
MD
LG
XL
VI0132
VI0133
$17.95
$18.95
LG
XL
MEN's
$32.95
MD V11161
LG V11162
XL
Vll163
2X V11164
Denim GoH Shirt
This short sleeve shirt is a
classic for warm weather.
MD
LG
VI1135
Vl1136
XL
2X
Vl1137
Vlll38
VI0136
VI0137
Men's Burgundy GoH Shirt
This golf shirt is 100% cotton with tone
on tone VAA logo on chest. It sports a
three color collar.
MD
LG
XL
VI0151 $34.95
VI0153
V11133
2X V11134 $36.95
This plush jacket will show your USA
and VAA pride. Made of 100% acrylic
it washes easily.
MD
LG
V00913
VOO916
XL
2X
V00917
VOO929
TELEPHONE ORDER: 800-843-3612
FROM US AND CANADA [ALL OTHERS 920-426-5912)
MAIL ORDER: VINTAGE MERCHANDISE
PO BOX 3086
OSHKOSH, WI 54903-3086
ORDER ONLINE:
http://shop.eaa.org
,
This cast metal pin is about 3" wi e.
A great way to show your VKA pride.
Travel Mug
VOO342 $12.95
Classic stainless steel mug with plastic
handle and cap. Standard base fits most
car cup holders.
Mini FanIFlashlight
V40242
$i:!S""
SALE $4.95
This clever gadget features both a fan
and a flashlight. Batteries included.
Small VAA Logo Pin
VOO258
$3.99
This small metal pin can be displayed
on your clothes, then easily removed.
(Tie tack style pin.)
VAA Logo Decal
Shiny metallic VAA logo decals are
great in showing your VAA pride.
The image is printed on both sides
so you can stick the decal on the
inside or outside of your window.
Flat VAA Patch
VOO257 $1.99
This VAA logo patch can be
ironed on your shirts, coats or
other accessories.
Blue/Gold Marbled Mug V40240 $5.95
Enjoy your morning coffee with this
marbled coffee mug.
$3.99
3·D VAA Patch
This 3-dimensional patch is well tailored and will
look great on your clothing and accessories.
VINTAGE AIRPLANE
31
VAA Mere
ORDER ONLINE:
http://shop.eaa.org
Ladies Stone Micro Fiber Jacket
$64.95
This classy jacket for women is soft to the touch, water
repellent, and light weight with inside zipper pocket.
SM V11168
MD V11169
LG
XL
V11171
VI1172
Men's Navy Micro Fiber Jacket
MD VI0005
2X Vl0009
32
LG
VI0006
XL VI0007
Sweatshirt Blankets
These blankets are extra soft, S4 in. x 84 in.,
and machine washable.
V00933
Gold
TELEPHONE ORDER:
VOll04
Burgundy
800·843·3612
FROM US AND CANADA (ALL OTHERS 920·426·5912)
$71.95
$72.95
This classy navy jacket is soft to the touch, water
repellent, and light weight with inside zippered
pocket. Machine wash, gentle cycle.
DECEMBER 2002
MAIL ORDER: VINTAGE MERCHANDISE
PO BOX 3086
OSHKOSH, WI 54903-3086
WORD IS,
RADAR CAN'T PICK IT UP.
MAYBE IT'S THE PAINT.
