by [)enni§
Libr-dr-y [)ir-ectur-
From the Pages ofAero 1910-1912-Part II
Theyear end report published by
AERO magazine in 1911 estimated 300
aircraft had been constructed during
the year. The majority of these were
done by amateur builders. The Jan-
uary 1912 issue of AERONAUTICS
estimated that of 750 aeroplanes built
during the year, not more than 200
were constructed by concerns that
could be considered as aeroplane man-
ufacturers. The number of engines sold
totaled 425. This does not included
those engines adapted from automobile
use.
Of the aircraft built by recognized
manufacturers, 105 were built for ex-
hibit use, 58 for private use and 11 sold
to various govenments. Exhibition use
was a great way to spread knowledge of
the emergent aircraft industry and both
Curtiss and Wright had large teams.
During 1911 , a number of world
records were broken in the United
States. Beachy made a record flight of
11,642 feet in a Curtiss. G.W. Beaty
broke the world 2-man duration record
by flying 3 hours, 42 minutes, 22 sec-
onds in August 1911. A new duration
record of of 4 hours, 16 minutes, 32 sec-
onds was set in October by H.W. Gill in
a Wright.
This growth in aircraft in the United
States showed a great growth in the
concerns created to supply the bulders
and operators needs. Such concerns
provided engines (see VINTAGE LIT-
ERATURE, December 1993) , pro-
pellers , carburetors, fabric, wheels,
tires and other supplies.
Businesses advertised their wares in
the aviation magazines of the day, the
major ones of the 1910-1912 era being
AERO, published in St. Louis, AERO-
NAUTICS, published in New York
and FLYING, the Bulletin of the Aero
Club of America. The following is a
listing of some of the suppliers listed by
type of products offered that had ad-
vertised during 1910-1912 in the above
listed publications.
The list is organized by type of supply
Ball Bearings: R.I.V. Co., New York, NY
Bamboo: J. Deltour, New York, NY
Carburetors: A.J Meyers, New York, NY; Marburg Brothers, New York, NY
Fabric: Goodyear, Akron, OH; Baldwin, New York, NY; C.E. Conover, New York, NY;
Pennsylvania Rubber Co., Pittsburg, PA; Wilson and Silsby, Boston, MA
Glue: Ambroid, New York, NY (a name still familiar and available 84 years later!)
Importers: J.S. Bretz, New York, NY
Instruction: Chicago Technical College
Instruments: Warner Aero Meter, Beloit, WI
Magnetos: Simms, New York, NY
Patent Attorneys: Chas. E. Brock, New York, NY; Aug. P. Jurgensen, New York, NY;
E. Ellis Chandlee, Washinton, DC; C.L Parker, Washington, DC
Propellers: Harris-Gassner, Philadelphia, PA; P. Brauner, New York, NY; Paragon,
Washington DC; Requa-Gibson, New York, NY; M. Stupar, Chicago, IL
Radiators: EI Arco, New York, NY
Supply Houses: Aeronautic Supply Co., St. Louis, MO; California Aero, San Francisco, CA;
Chicago Aero Works, Chicago, IL; E.J. Willis, New York, NY
Tires: Goodyear, Akron, OH, B.F. Goodrich, Akron, OH
Tubing: Carran &Hathaway, Worcester, MA
Wheels: J.A. Weaver, New York, NY; Tiger Cycles and Aeroplane; New York, NY
Wire: John Roebling, Trenton, NJ; Scott Cadiz, OH
Wood: Chicago Embossed Mldg. Co., Chicago, IL; Wm.P. Youngs, New York, NY
You will notice that the greatest number of suppliers were located in New York
City. (17 of 34) The following advertisments were taken from the pages of
AERO for the years 1910-1912.
Propeller
I'7'NCTON.O"-
Write for
AT OUR NEW QUARTERS
SUPPLIES
OF THE
Ri ght Kind
AT THE
Ri ght Prices
IN STOCK
HAVE YOU SEEN OUR BIG CATALOGUE?
Second Edition of No.3 now ready. Free to reade" of AERO
THE AERONAUTIC SUPPLY COMPANY
6664 DELMAR A VE., ST. LOUIS, MO.
BALDWIN'S
VULCANIZED
PROOF
MATERIALS
_.....
BALLOONS
... AND ...
AIRSHIPS
AEROPLANE
MATERIALS
A SPECIALTY
Samples Upon Request
CAPTAIN
THOS. S. BALDWIN
Box 78 Madison Square NEW YORK
CHICAGO AERO WORKS
H. S. RENTON, Proprietor
49 Wabash Avenue CHICAGO, ILL
Aeroplanes for sale and built to order. Propellers, Air-
craft Supplies, Models and Model Stock. Plan .. Sketches
and Experimental Work. Flying T 0YII.
Our Chicago Engines, 35 and 50 H. P., are more dura-
ble and reliable than any others. Compressed Air Motors for
Trial Machines and Models.
We Make Everything in Chicago, and our work is super-
intended by J. B. Rathbun, A eronautic Engineer and Instructor,
Department of Aeronautics Chicago Technical College.
A COURSE IN AVIATION
F1yma Moder. of PrincipaJ Makes of Aer oplanes
Provided and CoMlructed - Actual Field T riaI..
AVIATION is in its infancy but rapidly developing. It is
no longer a sport but a hard and fast business propo-
sition. Now is the time to get your knowledge of it. Get in at
the beginning of a proposition destined to make thousands of
dollars-the enormous possibilities are absolutely unlimited.
Develop yourself as the business develops. Don't delay,
but write at once for further information and catalogue.
This is your great opportunity.
The Chicago Technical College
Athenaeum Bldg., 26 E. Van Buren St., CHICAGO,ILL.
Perfection
Information
...
·0
~
VINTAGE AIRPLANE 7
Aeroplane Protection on
Landing!
Tearing lcosfl of a tire as the ae roplane lands means serious inj ury to t he machi ne! Equipped wi t h Goodyeal'
j)('ill chlllJlc ,\f'I'oplanc 'l' il'cs, i njury is impossible, for 42 wires in the tape at the base-21 on each side-hold the tire
to the r im in a vise- li ke grip. Tho only aeroplane tires in the world so made a re t he
GOOD
Detachable Aeroplane Tires
The Goodyear Delachable Ti r es embody the princi ples of the famous
Goodyear No-Rim-Cut Auto Tires,
Goodyear Aeropla ne Ti res are the li ghtest aeroplane tires mauu(actul'ed,
considering size. They combine greatest possible resiliency with extra
tough tread- hence hard to puncture.
Judge the Goodyear by the fact that t hese aviators have equipped their
own machines with it: Capt. Thos. Baldwin, Cha rl es K. H amilton and all
of Moisant's crew of internat ional aviators, J . A, D. McCurdy, Clifford B.
Harmon, Harkness, 'Wilcox and scores of other famous American and [01' -
eign aviators.
Goodyear ae roplane fabrics a nd rubber shock absorbers are being
adopted by the World's Famous Avi ators,
The Goodyear Tire & Rubber Company
Main Office and Factory, Ninety-sixth St., AKRON, OHIO
Bra nches a nd Agencies in all the Principal Cities
In the Sky, Relaxing Fabric
Means DANGER!
Dampneu and cold above the earth C4useJ shrinlcing of the wings of aeroplanes when built of
plain. varnished or "treated" fabria. This is followed by "stretching." which leaves the doth Rapping,
cuts down ,peed nnd is the DANGER SIGNAL!
GOODYEAR fabric, the new rubberized aeroplane c.loth.. makes stretching and rdaxation
ABSOLUTELY IMPOSSIBLE I It is waterproof and cannot shri nk and streich when subjected
to moiuure and then dried.
Our rubberized cloth is the lightest fa bric for its purpose in the world.
Rubber-Coated Aeroplane Fa br ic
This wonderful fabric', coaring is permanent and constructed to last for many )'ean. It ~
unaIJeded by heal··or cold.
Its n v ~ t o n is the result of an exhaustive investigation by expens in Franc.e. England, Germany,
Switz.erland and America. We bave c.onstruc.led special machinery and a large new building for the
sole purpose of making the perfect aeroplane fabric. Our exclusive process is thorough in every
partic.ular.
Goodyear Aeroplane Fabrics have ~ n adopted by The Wright
Company. Burgess Company &: Curtiss, The Lovelace-Thomp$OO Co..
The Men Co.• The Detroit Aeroplane Co., altd many other prominenl
manufacturers, as well as aviators. These pioneers know what coverings
are best. .
Goodyear Aeroplane Fa bric is the SAFEST, LONGEST-
WE ARING aeroplane doth known to Klence.
Goodyear Aeropla ne Tires arc the choice of the world's
greatest aviaton.-THEY KNOW!
The Goodyear Tire & Rubber Company
Main Office a nd Fact ory, Ninety-Sixth Street AKRON, OHIO
"First In All America"
The Firat Aero Store in America.
THE AERONAUTIC SUPPLY . CO.
OFFICE AND SHOPS
3934 Olive StTM"l
l.oq- OillanCe
C.hl.: ".A,UOIoI:O."
Exhibitions
Arranged
T.lephoGe
ST, LOUIS
AERO CLUB 01 ST. LOUIS
Aviators
Booked
==
A Corner in the Woodworking Department.
52,Page Illustrated Catalogue of Aeroplane Parts with which any
type can be built, postpaid 10 cents,
The Aviator's Safeguard
A. P. W&l'IIer, the lay tor, pronq the Aero-Meter, wblch .fa 1.11 adaptation of the !&mou. Warner Auto·Meter
T
HE vagaries of the wind are what make a flight dangerou. If you guess wrong on its velocity when
you start, the leut that can happen II a diaappointinf. exhibition instead of a spectacular achievement.
If the continued wbiuing of the air by your face while 00 a flight baa dulled your sense of velocity
or air preuure, it may result seriously when you dip or rise OT tum.
This il ODe vital part of the "bird aeme" which it is difficult to acquire.
No need to spend time learning or acquiring tbll. A glance will tell all that need be known in an in-
stant. Rely fOt' th1J part of your education upon
Accurately indicates speed of the wind-or
pressure-in nules per hour
THE FIRST AEROPLANE ACCESSORY
nle Aero- eter ' an adaptatioo of the now celebrated Warner Auto-Meter, which indicates rate of
speed and distanc:e traveled by an automobile with derfuI precision. The Auto-Meter is used by profes-
sIonal racing drift!'$. on the c:an of prominent manufacturers, and forms part of the equipment of 90%
of an pleasure c:ara' 01' IDQR. It is 10 rmnect in c:onstruction, so phenomena\Jy accurate and
withal 10 durable that it became ImowD as '"The Aristocrat of Speed Indicators. n The Auto-Meter is
Ilh ays 8eI«tf!d where the of a car can afford i pun:base.
ENT COMPANY
107
B WIT. WIS.
HARRIS·GASSNER co.
$,GASS",- Propeller
$
PHILADELPHIA
9
ER
VINTAGE AIRPLANE 9
WHAT OUR. MEMBERS ARE RESTORING
----------------------------by Norm Petersen
Robert Schacht's Ercoupe 415-D
This rather artistic Ercoupe 415-D, N89331, SIN
3269, is the proud workmanshi p of Robert Schacht
(EAA 428922, A/C 20405) of O'Fall on, MO. It fea-
tures a Continental 0 -200 engine of 100 hp, a 720
NavCom, transponderlencoder and t he usual in-
strumentation. The interior is done in shades of
blue with black trim. Robert says he spent about
four months in his garage (wit h the wi ngs off) do-
ing the interior, fancy pai nt scheme and polishing
the alumi num. The end resul t is an "Eagle" pai nt
scheme complete wit h claws on the wheel pants.
Note the leading edge landing light in the left wing.
Robert reports the little two-placer draws attention
wherever it goes.
Kenny Baker's Ercoupe
The photo of this quite original Ercoupe 415-C,
N99007, SI N 1630, was sent in by owner Kenny
Baker of Pan-A-Lake, Illinois. Notice the early
Narco NavCom antenna behind the cockpit, the sin-
gle nose fork and the aileron balance under the
wing. Kenny' s Ercoupe is one of 465 model 415-C
Ercoupes remaining on the U. S. register.
10 FEBRUARY 1994
Glenn Mittelstadt's J-3 Cub
Pictured by his very original looking 1941 Piper 1-3 Cub,
N35870, SIN 6628, is owner Glen n Mittelstadt (EAA
356507, A/C 19546) of Landrum, Sc. The Cub has just
been totall y refurbished by Glenn and flies as good as it
looks according to the owner. The photo was contributed
by Art Scammell (EAA 304783, A/C 21087) of Campbell-
sport, WI, a close friend of Glenn's, who says that Glenn
used to live in Campbellsport before moving to Landrum,
Sc. Besides being a Cub enthusiast (note the T-shirt in the
photo), Glenn is also a hot air balloon enthusiast - when he
is not flying the Cub! (Many thanks, Art, for the photo.)
Mike Toman's Taylorcraft BC-12D
Parked on some nice green grass on hi s father's airstrip is
Taylorcraft BC-12D, N44039, SI N 9839, owned by Michael
Toman (EAA 414378) of Painsville, Ohio. Mike purchased the
T-Craft from an airline pilot in 1991. It has 1100 hours total
time, airframe and engine, with the original Continental A-65
still equipped with the original Case magnetos. Mike reports he
disassembled the engine and replaced all gaskets, rebuilt the car-
buretor and after three months of searching for parts, rebuilt the
two Case mags. He has also rebuilt the wheels and fuel system
and replaced the bungee cords in the landing gear. Other fea-
tures on the bright red T-Craft are a metal McCauley propeller
and a set of nice looking wheel fenders. Mike says the T-Craft
has spent its entire life in Ohio. He and the airplane attended
the 1993 Taylorcraft Fly-In at Barber Field.
Steve Zeller's Luscombe 8C
Pictured by his totally rebuilt Luscombe is Steve
Zeller (EAA 325644, AIC 18133) of Alpharetta, Geor-
gia. The Luscombe 8C, N28782, SI N 1543, is a 1940
model, being one of just 57 8C's remaining on the FAA
register. Steve bought the badly bent airplane follow-
ing a ground-loop and rollover in 1991. Two years,
2,000 hours and many dollars later, this is what she
looks like. The first flight was on December 5,1993
and all went well. The Luscombe indicates 110 mph at
2300 rpm and will do nearly 120 mph flat out with its
Continental C85-12 engine and a 71 X 52 cruise prop.
Note the added glass in the lower doors, the Scott 3200
tailwheel and the parachute on Steve's tender body.
David Zambrano's Boeing Stearman E75
This picture of a totally restored Stearman, XB-KIS, SIN avionics including nav-com, transponder and voice activated
75-5460, was sent in by owner, David G. Zambrano V. (EAA intercom. David is wisely taking instruction in the art of fly-
442467), of San Pedro, Mexico. Purchased from a Mexican ing the Stearman and hopes to one day attend a school for
crop dusting operation in 1988, the Stearman was restored aerobatics. This particular Stearman was featured in a Mexi-
over a 3-1/2 year period by David along with help from three can movie (Ando Volando Bajo, which means, "I'm Flying
full-time mechanics. Almost everything is new except the Low") back in 1952. David also enclosed a complete military
fuselage frame and the 300 hp Lycoming R-680 engi ne. The history of his Stearman when it was a PT-13D in the U. S.
cockpits feature black leather interiors and digital Terra Army Air Corps. until being mustered out in June of 1949.
VINTAGE AIRPLANE 11
These photos of a 1940 Piper J-3F-
65 Cub, NC35052, SIN 6059, were sent
in by owner Bob Ruffini (EAA78135,
AIC 17676) of Birmingham, MI, who
recently restored the Cub for the sec-
ond time. It is one of 157 J-3F-65 mod-
els remaining on the U.S. register.
The history of the Cub is unique in
that it was constructed on December
19,1940 and signed off by Piper Air-
craft on December 26,1940. It spent
its early life in Detroit, MI, including
having all original logs and documents
stolen from the airplane on June 18,
1943. On Nov. 12, 1944, it was crash
landed with damage to the gear and
fuselage. On June 5,1948, it was sold
Bob Ruffini's J-3 Cub
to Donald Kibby of Ferndale, Ml. It
was completely disassembled and
stored in his garage. In 1962, Don
Kibby let Bob Ruffini look at the
pieces in his garage and basement. In
1970, the Certificate of Registration
was revoked. In 1971, Kibby gave the
entire airplane to Bob Ruffini, as he
was the only person to ever show an
interest in the Cub. With the old fuse-
lage rusted, a replacement fuselage
was located in 1973, hanging in a barn
in Mt. Pleasant, Ml. In 1974, the Aero
Mechanics High School at Detroit City
Airport began a total restoration with
a C-85-12 engine replacing the original
Franklin 65. From 1976 to 1980, the
Cub was flown 190 hours, however, in
1981, a second rebuild was begun. On
May 21, 1982, the Standard Airworthi-
ness Certificate was again revoked.
On June 11, 1991, the second rebuild
was completed and a new Airworthi-
ness Certificate was issued. On July
18,1991, the Cub was signed off for
float operation on Aqua 1500 floats.
All covering is Stits HS90X with Stits
Polytone finish. Also installed were
shoulder harnesses, intercom and
Mode C Transponder.
Bob Ruffini enjoys the Cub more
than ever these days, be it on wheels
or floats. His latest project is a J-5
Cub Cruiser. Stay tuned.
Jack Thompson's Globe Swift
This very nice looking 1947 Globe GC-IB Swift, N80563,
SIN 66, is the pride and joy of Jack Thompson (EAA
426043, AIC 20172) of Hope Hull, Alabama. Jack bought
the Swift in March of '93 from the previous owner, William
Hurley, Montgomery, AL, who had owned the airplane for
25 years. Unusual is the engine conversion to a Lycoming
0-290C of 125 hp with a fixed pitch metal prop. Jack says
the controls are very crisp and responsive and even his son,
who is an F-16 pilot, admits the Swift is as close to a small
fighter as you can get.
12 FEBRUARY 1994
Ted Utess' 1941 Piper J-SA Cub Cruiser
Recently restored from the ground up is this 1941
Piper J-5A, NC35279, SIN 5-597, owned by Wm. (Ted)
Utess (EAA 399864, AIC 18619) of Three Mile Bay,
NY. Ted reports the Cruiser is powered with a Conti-
nental C-85 without electrics, however, a King hand-
held radio is used with an external antenna. In addi-
tion, he installed original navigation lights and added a
strobe for safety. These are powered by a small wet
cell battery that is kept charged with a solar panel in
the hangar. Covering was done with Ceconite 102 and
Randolph products. A total of 26 coats of dope were
used with the finish coats in original Cruiser Orange
and black trim. Other amenities include chrome
plated valve covers, 24 inch numbers on the wings and
a metal prop with a nicely done spinner that matches
the nose of the J-5A cowling. ...
Keeping kids motivated about anything other than video games or TV can some-
times be a challenge to parents these days. With so many distractions surrounding
today's youngsters, the simple pleasures of learning to do something with your
mind and hands is sometimes lost. Dusty Howell and his dad have found a way
to get past the modern day distractions and accomplish a series ofgoals along the
way, a process that will continue for years to come. Setting and achieving goals is
an important lesson for all of us to learn, and it's especially significant to young-
sters - being able to work towards a dream and reach it with your own efforts is
something that will stay with you for the rest ofyour life.
Randy Howell (EAA 443361) of By-
ron, CA must have been pretty excited
that fall day in 1987. He became the fa-
ther of a baby boy, a tiny littl e fellow he
and his wife Marie named Dustin, but
everybody calls him "Dusty." It was a bit
too cold and windy the day they brought
Dusty home, so his firs t ride in a vehicl e
was in a car instead of the airplane that
Randy had planned, but soon afterward,
Randy had Dusty in the air, and he has
been flying with his dad ever since. Now
just a little over six years old, Dusty has
flown 226 hours. Randy had a neat idea
for his son - as soon as he s tarted the
young boy flying, he started a logbook for
him. Each of the hours spent with hi s dad
is carefully logged, so that Dusty will be
able to look back on the time spent with
his dad.
Dusty has not just been riding around
with hi s fat her those 226 hours. During
the restorati on of the Taylorcraft you see
here, Randy added a few things to make it
possible for his son to completely control
the airpl ane. Rudder pedal extensions
were added to the left side controls, and
he also built a specia l seat extension so
that Dusty can see over the cowl at about
the same he ight as a fully grown ad ult.
With his fat her, a CFI, sitting in the right
seat, Dusty can fly the Taylorcraft legally
from the left seat whenever his dad says,
"Want to go fl y?"
Dusty also has the added knowledge he
gained whi le his Taylorcraft was being re-
stored - he got to he lp! In 1992, his dad
and their friend, Bonny Warner (see the
accompanying si debar) , along with a cou-
ple more friends, went on a restoration
binge on the T-Craft. Dusty helped when-
ever he was not in school, zipping home to
work on his airplane. He was excited by
the whole idea of an a irpl ane in the
garage, and the fact that it was an airplane
that he would be able to fly thrilled him.
Randy mentioned that he took a bit of
extra time during the restoration to ex-
pl ain things to Dusty, and to allow him to
do supervised tasks. Sanding tubing and
applying dope to the fabri c so the tapes
could be applied were all part of the edu-
cation Dusty got as he and hi s friends
watched the Taylorcraft go back together.
The BC-12 that was restored came to
the Howell ' s garage in a roundabout way,
as many restorations seem to begin.
Bonny Warner had bought the project
back in 1990, intending to restore the air-
plane to fulfi ll a couple of goals. Already
a floatplane pilot, she wanted an airplane
of her own she could fly from her back
yard, and she wanted to restore the air-
plane herself to learn what makes an air-
plane "tick. "
The a irpl a ne had not been flown in
nearl y 15 years, and was in bad need of
major repairs. Once based at the famous
Kenmore Air Harbor in Seattle, the Tay-
lorcraft had led a hard life, and the struc-
ture showed signs of having aged beyond
its years. When it looked as though Bonny
was going to have to move permanently to
De nve r , CO, she had to reconsider
whether or not she would be able to com-
plete the airplane. Rebuilding the T-Craft
would be her first res toration, and she
knew it would require some reliance on
her friends to help guide her through the
intricacies of airplane rebuilding. In the
end, she decided to sell it to Randy, a fel-
VINTAGE AIRPLANE 13
low United Airlines pilot and a f10atplane
pilot who lived in the same housing devel-
opment southeast of San Francisco.
They've flown together as the crew of a
United 737 on occasion.
Randy had been flying his Cessna 180
on amphibious floats for a number of
years, but felt that it would be too much
airplane for his son to handle when he
started to learn to fly. The Taylorcraft
was just the right amount of airplane
though. A deal was made, and the project
was moved to the Howell household.
From the beginning, Randy intended
the Taylorcraft to be Dusty' s airplane. As
I mentioned before, it would be the air-
plane he could use to learn to fly with, and
eventually it would be Dusty's to take
with him when he headed off to make his
way in the world. Even the N-number
says just that - N93DH. 93 for the year
the restoration was done , and DH for
Dusty Howell.
The rebuild of the BCS-12D was the
first restoration by Randy, and he also re-
lied on the knowledge of his friends to
help him with the process of putting the
airplane back together. As it turned out,
Bonny did not have to move to Denver,
and so she was one of the principle re-
builders on the project. Bonny, Dusty and
Randy all learned about the ins and outs
of rebuilding an airplane together, along
with the invaluable help provided by Sam
Richardson, an AI and airline pilot who
supervised the rebuild of the Continental
C-85. Another irreplaceable person dur-
ing the rebuild was Bud Todd, the gentle-
man who had started the Byron, CA air-
port many years ago, and is an
accomplished A&P. His help with the
welding that had to be done on the fuse-
lage was one of the tasks that was made
possible with his experienced hand.
Another resident of Discovery Bay,
the area Bonny and Randy reside in, was
also a big part of the restoration. Ron
Warren is a retired general contractor
who had never been involved in the re-
build of an airplane before, but he was en-
thusiastic about helping, and since he was
quite good with his hands, Randy put him
to work on the project. He was there al-
most every day.
There was no dilly-dallying during this
project. Work started the 1st of January,
and didn't stop until the end of April, that
same year! April 24, 1993, the T-Craft
went into the water for the first time. Be-
fore that could happen, though, a ton of
work was packed into those four months.
First off, after the fabric was removed
(a favorite task of 5-year-olds, something I
can attest to as well!) , the steel tubing in
the fuselage was tested. To their dismay,
both lower longerons were found to be
completely rotten, with rust due to salt
water totally ruining the bottom of each of
the lower longerons. Ron had a neat
method for removing the old tubing using
a ground down drill bit. (Look for a short
article on this method in next month' s
VINTAGE AIRPLANE). After remov-
ing the old longerons, Bud said yes to
Randy's request that he weld in the new
steel. Fortunately, the rest of the steel
tubing was in good shape, and Randy and
Dusty spent some time filling each tube
with preservative oil. Randy had decided
to use the Cooper Superflite system to
cover the airplane. After the prep work
was done, he started by painting the fuse-
lage structure with Superflite primer.
The cowling also required some work,
with cracks welded and then ground down
to a smooth finish, or with patches back-
ing up the repaired area.
The project came complete with a set
of Edo 1320 floats, but the keels on both
floats had seen better days. The tedious
task of replacing both keels was accom-
plished, then any corrosion on the floats
was removed. Finally, the floats were
treated with metal prep and alodined.
When everything was ready to be primed,
they coated the metal parts with primer.
With the fuselage was ready to be put
back together, the wood stringers were re-
placed, along with the wood around the
door jambs. Fairleads were renewed, and
the airplane was quickly brought up to the
stage where the covering would need to
be applied.
Randy and Bonny took a deep breath
and tackled the covering in a two stretch
that included 40 hours of work, 20 on each
day with about 4 hours of sleep in be-
tween. Because the final top coats should
be applied within seven days, they wanted
to move quickly, and were able to neatly
complete the job in the time they had.
You can see in the photo that the covering
and priming process took up all of the
Howell household, as well as the yard.
Even Dusty'S swingset and sandbox were
pressed into service. With everything cov-
ered and primed, the final base coats of
white Superflite Superthane were laid on.
A few days were taken to catch up on
some much needed sleep, and then the re-
assembly began.
Since the airplane was a complete pro-
ject when it was started, there were few
parts that had to be searched out, but
work still remained to clean them up. The
instrument panel was painted with a crin-
kle finish paint, and the old but fully func-
tional instruments were installed. A new
set of upholstery was ordered and in-
stalled, with extra seat material used to
cover Dusty'S "booster seat."
The unusual side stripes were thought
up by Randy and Bonny - since he really
(Continued on page 23)
14 FEBRUARY 1994
Flies Them All
by H. G. Frautschy
Just as this issue of VINTAGE AIR-
PLANE arrives in your mai lbox this
month, the Winter Olympics will have
started in Li llehammer, Norway. As you
peruse the pages of your magazine, you
may see a face that may be vaguely recog-
nizable - that of Bonny Warner, Luscombe
and Taylorcraft pilot, United Airlines first
officer, and retired Olympic luger. Luge?
It's one of the events in the Olympics held
on the bobsled tracks. Single and two-
person teams rocket down the side of the
mountain on small sleds, reaching speeds
near 80 mph. The run is between 1/2 and
3/4 of a mile, and as you can imagine, a
ride down the run requires all the skill and
concentration one can muster.
You may see Bonny during the televi-
sion coverage of the Olympics - she is tak-
ing a few weeks off from her airline job to
work as an expert commentator on the
Luge competition for CBS.
As much as she enjoyed being a Luge
competitor, Bonny says it simply was not
as much fun as flying. She tell s the story
of being a youngster, 14 years old, and
having a speaker come to her school with
an interesting idea. He told the students
that when he was young, he made up a list
of 100 things he wanted to do in his life.
Whether it was available to him or not at
that time , he wrote down everything he
thought of. Bonny wasn't sure she could
come up with a hundred items, but she
had a few, and she wrote them down. The
list included: be in the Olympics, work in
television, go to a good college, build a
house and become a pilot.
One by one, s he has picked off her
goals, but she's been happi ly surprised as
to how things have worked out as time has
progressed. She attended Stanford Uni-
versity in California st udying broadcast
journalism, but she had already been bit-
ten by the Olympics "bug. " As a fresh-
man coll ege at hlete, Bonny had been se-
lected in an essay contest r un by the
magazine Runner's World as one of the
torch bearers for the 1980 winter Olympics
in Lake Placid, NY. While in Lake Placid,
she saw the Luge competition in person,
and decided she'd like to give it a try.
Training in Europe during the winter, and
attending college in between, meant that
the road to her degree was stretched out,
but she event ually did graduate, and she
landed a job as a reporter at a San Fran-
cisco television station.
Working as a reporter was an excellent
job, but as she progressed in her flying,
earning her instrument, commercial and
flight instructor licenses, Bonny discov-
ered she preferred flying to television. To
the amazement of her friends and co-
workers, she quit her job at the TV station
and went to work full time as a flight in-
structor.
All during this time, Bonny was going
through the feast of working and then the
famine of heading off to Europe for 5
months to train for the Luge. Funding for
training the team was in short supply in
the early '80s when she started training in
the sport, which made it tough for Bonny
Olympic Luger and floatplane pilot
Bonny Warner
and her teammates to make ends meet
while they trained duri ng the winter. At
first, plane fare there and back was all
they got, but as the decade progressed,
more sponsorship has made it possible for
the U.S. Olympic Committee to just about
fully fund the Luge team's training effort.
All her hard work paid off though - she
made the U.S. Olympic team in 1984 and
again in ' 88, competing in the games in
Sarajevo, Yugoslavia and then Calgary,
Alberta, Canada. (She placed sixth overall
at Calgary, one of only 2 Americans ever
to finish in the top six spots in Olympic
Luge competition.)
Her big break in aviation came when
she was hired as a flight engineer for
United Airlines in 1990. United, to their
credit , was willing to work with Bonny
concerning her schedule relating to train-
ing for the Olympics, and so she was able
to compete in the 1992 games in Al-
bertvi ll e, France. (As an aside, there are
only 2 Luge courses in North America -
(Continued on page 23)
Bonny' s new airplane is this 1949 Luscombe SA on Edo 1320 floats. She took this idyllic
shot at Hunt' s Cove seaplane base, on the banks of the Allegheny river in western Penn-
Bonny and her friend Dusty Howell in the sylvania. Bonny is offering dual instruction on floats with the Luscombe. You can reach
cockpit of the T -Craft they helped restore. her at Discovery Seaplanes, Byron, CA, 510/634-3775.
VINTAGE AI RPLANE 15
Rollin Hatfield'. 1938 Taylorcrafl BC-66
One of the prettier pre-war Taylor-
crafts to grace the flightline at EAA
Oshkosh '93 was NC21239, SIN 1029, re-
stored and flown by Rollin Hatfield
(EAA 302651, A/C 14732) of Meridian,
Idaho. This bright red with black trim T-
Craft ran off with the Runner-Up Trophy
in the Bronze Age (1933-1941) category
of the Antique awards. The story about
this airplane and its rebuilder, Rollin
Hatfield, who recently retired at age 60,
is unique.
As a young lad, Rollin enjoyed flying
with his father, who owned a 1939 Taylor-
craft BC-65, almost a mate to N21239. By
the time Rollin reached 16, he was ready
to solo (1949) and at age 17, he earned his
Private license. Rollin well remembers his
father looking at two Taylorcrafts for sale
in 1946, just after World War II. One was
a 193740 horsepower model at $300 and
the other was a 193965 horsepower model
at $400. As Rollin says, "Dad bought the
BC-65 and I was excited!"
Called into service during the Korean
War, Rollin became an A & P mechanic
and , following a stint with Morrison-
Knudson Construction Co. keeping their
DC-3 in top shape, he joined the Idaho
National Guard and became a Mainte-
nance Officer.
Rollin spent 40 years serving in the
Idaho National Guard before retirement,
however, when he was about 45 years of
age (1978), he stumbled on to an old T-
Craft crammed into a storage unit in
Nampa, ID. Closer inspection revealed
the "pile of junk" was a 1938 BC-65 Tay-
lorcraft - nearly identical to his father's
old airplane. A deal was struck and Rollin
started hauling parts and pieces home.
The fuselage was the only part that would
roll on its own wheels.
The fuselage was stripped and sand-
blasted in the back yard before the prim-
ing and steady rebuild began. The previ-
ous owner had added a skylight , "D"
windows and a landing light in the wing.
These were unceremoniously removed. A
new instrument panel was made from flat
aluminum by making a form from an old
hardwood table leaf and slowly pounding
the edges round like the original. The
beveled instrument holes were made with
a micarta form - carefully placed on the
hole - and then slammed with one blow
from a (large) hammer. Rollin empha-
sized that one blow worked much better
than a series of smaller blows.
Locating the missing instruments, one
at a time, proved to be a major task. The
toughest job was finding the large Stewart
Warner tachometer that sits in the center
of the panel. It took eight years to locate
(Top) Four piece windshield,
narrow nose cowl and dual
wingtanks are visible.
(Above) A fine craftsman,
Rollin Hatfield stands before
his award-winning BC-65.
(Above left) With cowling re-
moved and doors open, the
BC-65 is ready for the judges
at EAA OSHKOSH '93.
(Left) The large tach in the cen-
ter dominates the new instru-
ment panel. Note the typical
large, round control wheels of
this 1938 model.
one in New Hampshire. All metal plac-
ards were accurately reproduced by Noel
Allard of Chaska, Minnesota (612-340-
4838). An original round control wheel
was located in Portland, W A which made
a good pattern for Rollin to make a sec-
ond one from. The wheel shafts were
chrome plated and the wheels themselves
were covered with sewn leather (a real
touch of class).
A factory option in 1938 was a split
seat that was trimmed in genuine leather.
A long search located an original one of
these jewels in a chicken barn in Okla-
homa - under layers and layers of chicken
manure (quit laughing, Charlie, that's the
cultured term!) . Rollin says the old seat
made an excellent pattern for duplication,
albeit a bit sharp on the nostrils.
The wings had to be dismantled with
each part needing heIp. The spars were in
good shape and only needed varnish. The
ribs, however, were in dire need of much
work wi th nearly every rib needing
straightening. Once the wings were re-
assembled, new leading edges were fabri-
cated from 0.0202024 T-3 aluminum and
installed with the aid of some cleverly de-
signed leading edge clamps that Rollin
made up. In addition, all metal was re-
placed in the two ailerons.
The covering was done in Ceconite 102
using Grade A cotton tapes and butyrate
dope. Matching enamel was sprayed on
all metal parts. The finish is very nicely
done and will turn a judge's eye at 40
paces. All lettering was done with stencils
and sprayed on, just as Taylorcraft did
over 55 years ago.
Being an A & P mechanic, Rollin over-
hauled the A65-8 Continental engine him-
self, adding the drilled connecting rods of
an A 75 and 100 oct. valves - even though
he runs the engine as an A65. The result
is that it runs nicely on 100 octane fuel.
The four-piece windshield, common to
the pre-war Taylorcrafts , was made up
from flat stock that was bent with heat.
The joints are covered with aluminum
strips and fastened with many small
screws. Plexiglas® didn't come along un-
til WW II, so compound curves in the
windshield were not available until the
postwar aircraft were built.
Once the T-Craft was all assembled
and the engine run-in, Rollin made the
first flight on May 1, 1988, approximately
ten years after he purchased the "pile of
junk" in 1978. It was worth all the blood,
sweat and tears because the little two-
placer flew perfectly. That summer,
Rollin and his lovely wife, Mary, took off
a month and flew to the Watsonville, CA
airshow. From there , they flew to San
Francisco and then east, aLI the way across
the country to Norfolk, VA. They also
made the Taylorcraft Fly-In at Alliance,
Ohio, the big Oshkosh Fly-In and the
Blakesburg Antique Fly-In. Before going
home to Idaho, they flew to Evergreen,
WA. That's ocean to ocean with a 65 hp
Taylorcraft navigating all the way by com-
pass and maps.
This was the third Oshkosh Antique
award for Rollin and his neat looking Tay-
lorcraft, having previously won the Con-
temporary Age Runner-up in 1988 and
the Contemporary Age Champion in 1990.
Congratulations and best wishes are in or-
der for Rollin Hatfield, who is now retired
and has somehow managed to become a
genuine airport bum - but you can be sure
he is enjoying every minute. Perhaps we
should all extend a very special thanks to
Rollin's father, who wisely plunked down
$400 for a ' 39 Taylorcraft BC-65 way back
in 1946. Isn' t it amazing what it led to?
The BC-12D Taylorcraft evolved from the pre-war BC-65 and all owe their beginnings to the creative genius of the talented light-
plane designer, C. G. Taylor. The advent of the opposed, four-cylinder aircraft engine such as the Continental, Lycoming and
Franklin, really made C. G. Taylor's designs reach their acme ofpopularity. These airplanes were actually affordable to own and oper-
ate by the general populace. Don Claude's BC-12D (below) owes a lot to its predecessor, the pre-war BC-65. Note the "Billowing"
fabric between the ribs, quite typical of HS90X fabric. Also visible is the slightly rounded look caused by the wider fuselage stringers.
Acomment once heard at an Antique/Classic
meeting went something like this: When the gross
weight of the accumulated trophies exceeds t he
empty weight of the airplane, the owner should re-
ally consider a new project.
Although not yet in the above category, Don
Claude (EAA 134336, A/C 17459) of DeKalb, IL, is
well on his way with his beautiful Taylorcraft BC-
12D, NC96440, SIN 8740. This particular airplane
has collected the Custom Class A (0 to 80 hp) award
in the Classic Division at Oshkosh for the past four
years running. Added to the four beautiful Oshkosh
trophies are a bunch of trophies and awards won at
numerous smaller fly-ins.
Don is retired from thirty years as a refrigeration
serviceman at the University of Northern Illinois at
DeKalb. The Taylorcraft was his first restoration
project and the only reason he started it was, "Be-
cause he didn' t know any better!"
Way back in 1965, the two-place Taylorcraft had
been freshly rebuilt by another party when a strong
gust of wind flipped it upside down at its moorings.
The result was a crushed upper fuselage, wing and
strut damage and a severely twisted tail. The wreck-
age was bought by Jerry Hamer of Mendota, IL,
who after checking it over carefully, decided to re-
sell it with an ad in Trade-A-Plane. Don Claude saw
the ad and our story was off and running.
Brought home in pieces, the badly bent T-Craft
had to wait while Don helped a friend build a new
house with a large garage and generously sized
workshop in the basement. Once the house was
completed, the wings were taken into the friend's
basement and the restoration work begun. About
this time, Don picked up another wrecked T-Craft
for parts - especially one good righthand wing. The
left wing of N96440 was totally rebuilt with a new
rear spar and carefully rebuilt ribs. All "rib to spar"
nails were replaced with new "ring" nails (that grip
the wood ferociously), each one epoxied in place.
The righthand wing was also re-nailed and a factory-
new, 6-gallon wing tank installed. Incidentally, all
four wings spars in the airplane are built up from
pieces of Sitka spruce glued together - none are one
piece.
A considerable amount of work was necessary on
the fuselage frame, especially the upper cabin sec-
tion and the tail post area. One of Don ' s good
friends is an excellent aircraft welder and by adding
new tubing in a few critical places and sleeving an-
other spot , the fuselage was soon ready for epoxy
primer and a coat of Imron. All new hardware was
installed as the airplane went back together and new
stainless steel control cables were fitted. A com-
plete set of tail feathers was put together from the
remains of the two airplanes along with a great deal
of cutting, fitting and welding.
About this time, Don made a trip (via Aeronca
Champ) to Alliance, OH, to visit owner, Dorothy
Feris, at the Taylorcraft factory, and to purchase a
new set of wing struts. The new struts were fastened
to the belly of the Champ and Don flew them home
without incident. (Not too many T-Crafts have
struts that previously flew on a Champ.) A new set
of T -Craft tail brace wires was also purchased to re-
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(Top) Coming directly at you, Don
Claude reveals the neat appear-
ance of a Custom Taylorcraft BC-
120. Note single right wing tank,
complete with Auto Fuel st icker.
(Above) From the side, Don' s T-
Craft cuts a familiar figure.
(Above left) Carefully made strut
cuffs grace the wing strut inter-
section. Note tiedown ring, ready
for use.
(Left) Large Scott 3200 tailwheel
really soaks up the bumps. Note
the " compression" type of tail-
wheel springs.
VINTAGE AIRPLANE 19
(Above) NASA air scoop installed in the side of the boot
cowl. The knob adjusts the amount of airflow.
(Right) Don takes a close look at the scale as the right
wheel is weighed during the weigh-in process. Note
metal prop installed.
place the original ones that were some-
what pitted.
Once the engine was installed in the
bare airframe, the temptation became
strong to see if it would run after sitting for
nearly twenty years. The prop was bolted
on and the fuselage was tied to a tree in
the yard. After priming the cylinders, Don
turned the switch on and pulled it through
- smartly. (Neither magneto has an im-
pulse.) The engine caught on the very
first pull. Naturally, the neighbors soon
appeared wanting to know what in the
world all the noise was about!
Unique to the (original) Continental
A65 engine are Bendix SF mags with con-
secutive serial numbers. Don installed
new shielded harnesses, however, he was
not excited about installing the raised
metal covers on the cowl necessary to
cover the top shielded spark plugs. He in-
stalled the shielded lower harness and
shielded plugs, however, on the top of the
engine, he used the shielded harness and
the original (short) type unshielded spark
plugs. Now when he wants to use a hand-
held radio without ignition interference,
he calmly switches to the left mag (which is
entirely shielded) and jabbers away.
All four cylinders were removed to
check for rust (one was cracked and was
replaced) and when cleaned and painted,
were reinstalled with new gaskets. New
cylinder baffling was fabricated and in-
sta ll ed with new felt edging put on with
hand made staples - as per original. The
worn out exhaust system was replaced
with a new system made entirely of stain-
less st ee l, right down to the extra long
tailpipe. Don originally planned on cut-
ting the tailpipe off, however, he discov-
ered it is noticeably quieter with the longer
tailpipe and doesn't streak the belly with
exhaust stains.
While making new stringers to go above
the cabin, Don decided to glue 1/8 inch
plywood to both sides of the stringers
(while clamped in a curve). The result is a
set of stringers that you could walk on.
Likewise, on the fuselage , the old stringers
were poorly supported and gave that "rode
hard and put away wet " look. Don care-
fully built wooden saddles for each tube
juncture that support deeper stringers.
The result is a bit more rounded look to
the fuselage - almost like a Monocoupe.
Visitors at Oshkosh would squint along
the fuselage and ask Don what was differ-
(Continued on page 26)
(Above left) NC96440 flat on its back following a windstorm in 1965. Now
you can see where Don Claude started from.
(Above) Very sanitary workmanship is evident in lower engine compartment.
Stainless steel exhaust system has aluminum shrouds for carb and cabin
heat. You can also see the primer line from sediment bowl fitting to intake
"spider." Yet to be installed is the main fuel line from gascolator to carbure-
tor.
(Left) This photo is too precious to leave out! - Don is working on the bottom
of the baggage compartment which requires (sore muscle) dexterity. (At
least his feet didn't get sore!)
20 FEBRUARY 1994
SPARKPLUGS
by Bill Claxon
(AiC 17837)
TOTBO
Last month we discussed engine oper-
ating procedures that are conducive to
reducing the amount of lead fouling in
our engines, especially the spark plugs.
With the higher content of TEL, it will
remain a problem. And it can become an
expensive one. Have you seen the price
of new spark plugs recently? Expensive!
At these prices I want mine to go to the
TBO of my engine. Can it be done? You
bet! All it will cost you is a little time.
Preventive maintenance can go a long
way to clearing many of the following
problems associated with the added TEL
in our fuels. It can also playa large role
in extending the life of the spark plugs
and even the life of the engine. FAR,
Part I defines preventive maintenance as
follows: "Preventive Maintenance means
simple or minor preservation operations
and the replacement of small standard
parts not involving complex assembly op-
erations." Part 43.3 states, "The holder
of a pilot certificate issued under Part 61
may perform preventive maintenance on
any aircraft owned or operated by him
(or her) that is not used in air carrier ser-
vice." Appendix A of Part 143 of the
FARs lists examples of preventive main-
tenance.
• Replacing or cleaning spark plugs
and setting the spark plug gap clearances.
• Replacing any cowling not requiring
the removal of the propeller or discon-
nection of the flight controls.
This means that you as the owner or
pilot can change or clean and gap your
plugs legally if you can do it without re-
moving the prop or disconnecting the
flight controls.
Some of the recommendations related
to preventive maintenance to reduce the
effects of spark plug fouling are:
1. Rotate the plugs from top to bot-
tom at 50 hour intervals since the top
plugs scavenge better than the bottom
ones. You may need to do this more or
less often depending on your individual
operating conditions.
2. Do not assume that the spark plugs
installed in your engine are the correct
ones. Current literature states that in
certain instances, it has been found that
the incorrect spark plugs have been in-
stalled. Look at the current literature
such as Service Bulletins, Service Letters,
current spark plug manufacturers' listings
and engine manuals.
3. The plugs can tell a lot about the
engine operation. Excess lead deposits
can indicate that the plug is too cold for
your type of operation and a hotter plug
may be needed. However, be sure to con-
sult the manuals to select a correct plug in
the hotter range. Excess lead is not the
only problem that can be discovered from
the condition of the spark plugs. The de-
posits can tell you a lot about the engine
if you learn to read them.
4. Clean and gap the plugs if indi-
cated. If you use an abrasive blaster, use
it VERY briefly! Blasting beyond barely
cleaning the electrodes serves only to
erode them excessively. If you erode the
plugs with excessive blasting and repeat
this several times, you are only eroding
away the service life of your expensive
spark plugs. 1 know; I was taught to blast
away at the plugs until all the cavities
were clean. Rather, use Hoppe's #9 Pow-
der Solvent (or equivalent) to clean the
lead deposits along with the careful use
of a fine probe. This solvent is designed
to remove lead deposits from gun barrels
and does an excellent job on your spark
plugs. You can buy it at your local gun
store.
5. Set the gaps as indicated in the ap-
propriate service literature. Always use
spark plug anti-seize compound and new
gaskets when you install the plugs. How-
ever, I have annealed the hard copper
gaskets with good success. They must be
soft to seal properly. Use a torque
wrench to be sure you torque the plugs to
specifications. Also be careful not to
over-torque the leads on shielded igni-
tion systems.
When performing spark plug mainte-
nance on your engine, be sure to follow
the current maintenance literature and
make the proper entry in the logbook.
According to Bob Ohnmeiss, Senior Field
Service Engineer at Lycoming, these
practices can help to run the plugs to
TBO for your engine. At the cost of
spark plugs and the cost of maintenance
these days, perhaps some of these ideas
will help you to fly safer, happier and a
little less expensive. Happy flying. ...
VINTAGE AIRPlANE 21
MYSTERY PLANE
Let 's go back to pioneering days for
this month's Mystery Plane. Yes, it was
an experiment tired by a well-known
builder of the period. The photo is from
the EAA files. Answers will be pub-
lished in the April issue of VINTAGE
AIRPLANE. Deadline for that issue is
February 28.
The November Mystery Plane re-
mains a mystery. Charley Hayes of Park
Forest, IL offers these comments:
"The plane pictured at top of page 28
in the November 1993 issue of VIN-
TAGE AIRPLANE may be an ancestor
of the Lincoln Sport. It appears to have
an Anzani engine (prop turns clockwise)
and the nose, gear and wing cellule are a
little like some Lincolns. On the other
by George Hardie
hand, there's a strong resemblance to the
L.F.G. Roland D-VIB and the Friedrich-
schafen 0-1 fight ers of WW I. Except
for engines and a couple of other fea-
tures, they' re reallook-alikes."
No other answers were received.
Maybe at a later date someone will come
up with the answer. Meanwhile, we ' ll
have to wait. ...
22 FEBRUARY 1994
Dusty and Randy
(Continued/rom page 14)
was not that concerned about resale value
(it ' s Dusty' s airplane, after all) he origi-
nally was going for a much wilder scheme,
but his friends convinced him to tone it
down a bit. The neat scheme on the air-
plane now is a slick looking piece of graph-
ics. The stripe itself is actually vinyl self-
adhesive decal material. The forward end
of the stripe (the darker portion) is one
shade of blue, with the portion aft of the
wave in the stripe a lighter shade. The
wave itself is cut from a single sheet of
material with graduated shades of blue.
After the design was finalized, a friend in
the sign business scanned a drawing of the
wave into his computer. The design was
then cut out using an automatic decal cut-
ting machine, in the same way the ma-
chine can be programmed to cut out letter
or other designs.
If it were ever desired, the scheme
could be easily changed back to a simple
stripe by removing the wave and replacing
it with a straight stripe of graduated mate-
rial. The stripes on the floats were done in
the same way.
With the channel leading to the water-
The Taylorcraft project takes over the Howell household. If you look carefully, you
can see that Dusty's swingset was even pressed into service. The landing gear is
hanging from the "S" hooks where his swing would normally be, and one end of the
wing is hanging from the end of the jungle gym.
way right in their backyard, once the air-
plane was assembled, it was a relatively
easy task to put the T-Craft in the water,
which was done on April 24, 1993. A sick
magneto prevented the first flight for a
couple of weeks, but the big day arrived
on May 15.
Dusty is pretty pleased with the work
done by his dad and his friends, as you can
imagine. Randy says that Dusty has re-
cently been making his landings without
his help, a milestone that Bonny has been
able to witness from the back of her Sea-
Doo watercraft. Seeing how working to-
wards a goal can see that task through to
completion has been illuminating for the
six-year-old, a lesson he'll be able to keep
his entire life. When he is a bit older, I'll
bet there will be a lot of memories that
will bring a smile to the face of Dusty
Howell, when he remembers the effort he
and his father put into the project to-
gether. What a neat way to start a young
boy's education! *'
Bonny Warner
(Continued/rom page 15)
Lake Placid and Calgary.) Only a couple
of weeks after finishing her new hire
school at United, Bonny placed 10th in
the 1991 World Championships. Her list
of Luge accomplishments is exceptional -
she was the first gold medal winner in
Luge in World Cup competition, and was
ranked third in the 1987 overall standings
for the World Cup. She is a five time U.S.
Women's Champion in Luge, and has
more international top five finishes than
any other U.S. Luge competitor. Since
1981, until her retirement from the sport,
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she was a member of each U.S. Luge
team.
After all of that, one might think that a
life filled so far with that level of accom-
plishment might find the rest of life was
filled with lesser thrills and fulfillment.
Not this lady. Flying turned out to be her
true passion in life. She enjoyed it like
nothing else in her life, so much so that
her Luge coach even noticed it during her
training. "You have your head up in the
clouds too much," he told her once.
Bonny is now retired from the sport, but
she is still active within the U.S. Olympic
movement, serving on one of the U.S.O.c.
arbitration committees.
One of her flight students had bought a
Cessna 185 on floats , and wanted Bonny
to continue to teach her. She headed off
to Kenmore Air Harbor in Seattle, W A to
earn her float rating. Since that time,
she's been an avid floatplane pilot. Since
selling the Taylorcraft mentioned in the
accompanying story, Bonny recently
bought a Luscombe 8E on floats. Pur-
chased in New York state, she flew the
airplane back to Byron, California this
past fall , and is now able to give flight in-
struction on floats from her front yard.
Oh yes, she has managed to check off an-
other item on her list - Bonny built her
home on the shore, so that she could fly
floats from her own property. A float pi-
lot 's dream! ..
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(Above left) Bonny works the cement into the wing tapes as the wings are recovered on the T -Craft. (Above right) The Luge and bobsled
venue at Lillehammer, Norway, where Bonny will be broadcasting the event for CBS Sports.
VINTAGE AIRPLANE 23
by Buck Hilbert
(EM 21 , Ale 5)
P.O. Box 424
Union, IL 60180
Fleet Wire Bullets
"Mike" Mogdans is sitting across
from my desk and the conversation is,
as usual, about airplanes. Mike, an avid
Radio Control modeler, also loves the
full size models. He and I have flown
many a friendly mission together.
This time, though, I have conned
Mike into making me some "bullets" to
put on the wires of my Fleet 10. I'm
looking at the two very neat blank
bullets he has made for me out of 1-1/8"
aluminum rod.
"How am I going to split these,
Mike?," I asked him. I have studied
them for what seems like hours; now
how do I split them or notch them to fit
the wires so they will keep from rubbing
against one another?
Mike says, "Simple! You do it this
way!" and then a puzzled expression
crosses his face. "Uh, maybe not! Let's
see." And I know I've "got" him when
he says, "Let me take this home and
think about it."
An hour later he's back, carrying his
protractor and his measuring stick,
scratching notes on a piece of paper and
mumbling to himself. That's Mike!
Give him a challenge and he'll take the
job.
Right after work the next day, Mike
comes roaring up the lane, jumps out of
the van and dashes into the hangar. He
comes out with a wry grin, muttering
something about screwing up and off he
goes again.
An hour later he's back with two
beautiful bullets, fitting them to the
wires. The only problem is he made
two lefts. Back he goes and pretty soon
he's back with two rights.
As you can see from the pictures,
they fit just beautifully. They allow the
wires to move, yet hold them apart to
eliminate chafing and look like they
24 FEBRUARY 1994
PASS 1110
--7]
An information exchange column with input from our readers.
(Above) The initial machine work to cut the angles is shown in this view.
(Below) The completed bullet, with internally wrenching cap screws used to secure
the two halves together.
really belong there. I like them so
much I asked him to draw and write up
the way he did it. Now we switch to
Mike's narrative on how it was done.
From Mike Mogdans:
I was asked to describe the bullets
that I made for Buck's Fleet. I used 1-
1/8" O.D. aluminum bar stock, cut 10
inches long, for each bullet pair. (10
inches will not be the final length of the
bullet.) One pair right-handed and one
pair left-handed are required. In the
detailed sketch I show the left-handed
half; just reverse the angle to make the
right-handed half.
How'd I make them? First I checked
the landing wire angle, which on the
Fleet 10 is 125 degrees. Then I checked
the thickness , and the width of the
wires. But at first, I didn't notice that
the landing wire dimensions differ from
the flying wire sizes. I was hooked!
How could I make them?
I went home and started drawing.
Finally, I came up with an idea. Using
the measurements I had taken, and
since I wasn't sure that what I had
drawn would work, I decided to make
just one half and double check my
drawing. It was then I discovered that
the flying wire dimensions were not the
same as the landing wires and that I had
also milled the wrong angle. But I was
on the right track; all I had to do was
straighten out the guy who made the
drawing.
Back to the drawing board. And
after plugging in the new numbers, I got
the result I was looking for. Here's how
it's done.
WING WIRE BULLET
(LEFT HAND HALF
SHOWN - REVERSE
ANGLES FOR RIGHT
HALF)
- 1.1 25
*(+ .005
- .000)
DRILL, TAP AND
COUNTERSINK -
8 - 32 HOLES
(+ .005
- .000)
(+ .005
- .000)
Cut the aluminum bar 10 inches long.
This will allow clamping in the middle
of the bar with a dividing head, allowing
milling one half of the bullet at a time.
After the first half is milled, tum the
bar around and using the same settings
and dividing head, mill the second half
of the bullet. Remember that the nose
is half the bar diameter, .562. Slots #1
and #3 are milled to .516. Slots #2 and
#4 are milled to .506. And remember
the tail half of the bar diameter, .562.
I used the following numbers for the
dividing head: nose slot #1 and #3 and
tail zero degrees. Slot #2 and #4, 305
degrees.
After milling the slots, I cut the nose
and tapered the tail on the lathe and
then polished the outside.
Mike Mogdans
Woodstock, IL 60098
AMA 327518
Back to Buck: I'll use a little plastic
tap e on the wires to make sure no
fretting occurs between the wires and
the bullets, but of course, the wires still
need to slide in each slot, since they do
move a tad whil e the airplane is in
motion.
O.K., you biplane drivers, it's over to
you from here.
Buck. ....
VINTAGE AIRPLANE 25
14----- 3-1/2
8-'---2
"l
#2 #4
#1 #3
With all stringers in place, Don fastens the new cabin headliner in A moving experience - that's Reese Edwards in the center - Taylor-
place. Note wooden standoffs on each stringer and wooden rear craft test pilot, who first flew NC96440 on June 13, 1946. Don
deck windows.
TAYLORCRAFT
(Continued/rom page 20)
ent about the fuselage stringers. They
could sense something unusual , but didn't
know for sure what it was. (These old time
Taylorcraft aficionados are extremely hard
to deceive.) Incidentally, Don has re-
ceived phone calls from all over the coun-
tryon how to do this, or how to do that,
with some calls lasting two hours in length.
One item Don highly recommends: As-
semble the entire airframe before covering
to check for cable routing, wing strut ad-
justments and the hundreds of smaller fits
that must be made. Some of these parts
are impossible to work on after the cover-
ing is installed.
Following the purchase of some wool
yard goods from Airtex, Don's wife, Bar-
bara, sewed up the new headliner which
was four inches longer than normal to
mate with Don's custom rear "D" window
frames. The frames were built up from 3/4
in. plywood and pine, all carefully rounded
to match the tubing and furnish a nice sur-
face to join the headliner to. The results
are impressive along with the new four-
inch hatshelf. Other refinements include
custom zippers and Velcro™ fasteners
which allow a complete inspection under
the headliner in seconds. One other item
was to move the right hand wingtank fuel
valve to a lower right instrument panel 10-
cation - to avoid the normal "crease" in
the forehead from hitting the valve in
rough air. (Any experienced T-Craft dri-
ver will cheer this move!)
It required three attempts to properly
paint the instrument panel with black crin-
kle-finish after the altimeter hole was
changed from a 6 o'clock setting to a 7
o'clock knob. Once this was installed, the
entire cabin area, including the floor, was
insulated for warmth and noise suppres-
sion. New glass, including a new wind-
shield, was (most) carefully installed,
complete with fancy handles on the sliding
windows in the doors. The "D" windows
were installed flush with the outside sur-
26 FEBRUARY 1994
Claude is on the right and Barbara Claude on the left.
face and aluminum frames were fastened
with screws around the perimeter. Both
doors were tightened up by the addition of
wooden shims around the edge until the fit
was near perfect. Incidentally, both door
locks work in Don's airplane, a rarity in-
deed.
Stits HS90X fabric was used for cover-
ing with the final coats done in Daytona
White and Hickory Brown Stits Aero-
thane. Don had a local body shop do the
final painting to take advantage of really
good talent. The final finish exudes class.
Rather than use the "beat and battered"
Martin clips to hold the wing fabric to the
ribs, Don decided to use normal ribstitch-
ing. A close look at the wings reveals ex-
cellent workmanship. The only teasing
Don received was on the fin and rudder,
where his one-inch ribstitch spacing is usu-
ally reserved for 200-300 mph aircraft!
Two NASA type air vents were ordered
from Wag Aero and installed on each side
of the boot cowl. They do an excellent job
of keeping the cockpit cool in hot weather
and they also took care of some excess
holes in the boot cowl left over from a ven-
turi. A Scott 3200 tailwheel was installed
on an Aeronca tails pring to get the proper
vertical alignment of the tailwheel bolt and
provide a soft ride when the ground is a bit
rough. "Works perfect," says Don.
Not content with the "suitcase" latches
on the engine cowl, Don removed them
and installed a row of Dzus fasteners which
look much neater. On the front of the
cowl, Don installed a cut-down Cub airbox
which holds a Brackett air filter. (As you
oldtimers know, Taylorcraft didn't use an
air filter to the carburetor.) New cuffs on
the strut ends and closely fitting wing gap
seals and landing gear gap seals caught the
judges eye again at EAA Oshkosh '93.
Don's attention to detail is quite remark-
able and it really shows on his Taylorcraft.
For normal flying, Don uses a Mc-
Cauley metal prop, however, when going
to a show where judging is involved, a new
wooden Sensenich WnCK44 is bolted on
and the small spinner is attached. Don
says the performance is almost the same
with the two props. The metal McCauley
may climb a bit faster , however, the
wooden prop is definitely smoother, espe-
cially in a glide. The delicate part of the
wooden propeller is that it is soon ruined
when flying in rain, so Don is careful to
use it only in fair weather.
Special items included in the restora-
tion are a new main fuel tank, wires in the
wings for future lights or strobes, new jury
strut clamps to match the slightly larger
new struts, covers installed over the rather
unsightly aileron control cables that go up
through the cabin to the wing roots, instal-
lation of a set of Wag Aero "Acro Sport"
wheel pants (which required considerable
finishing work) and the locating (plain
dumb luck) and installation of a lefthand
glove compartment door to match the
righthand one in the panel. All of these
items caught the judges' eye and helped
score points in the Custom Class.
Don says he painted the wheel pants in
the evening and let the paint dry on the
flight to Oshkosh in 1990. (Sound famil-
iar?) The weigh-in, when finished, re-
vealed an empty weight of 830 lbs. , about
70 Ibs. above a normal Taylorcraft BC-
12D, however, Don feels this is a re-
spectable price to pay when involved in
the highly competitive "Custom Class".
Don's biggest thrill to date came while
attending the Taylorcraft Fly-In at Al-
liance, Ohio. A kind looking, elderly gen-
tleman came up and introduced himself as
Reese C. Edwards, former test pilot for
Taylorcraft. An immediate check of the
aircraft logbook of NC96440 revealed that
Reese Edwards made the original factory
test flight on June 13, 1946, and it lasted
one hour. Reese went on to explain that a
one hour flight usually meant everything
was in perfect working order and no
changes were necessary.
To meet this fine gentleman and realize
he was the very first person to fly Don's
Taylorcraft over 45 years ago, was indeed
a heartwarming experience.
Besides enjoying his Taylorcraft and
polishing trophies, Don is busy on his next
project. You guessed it, another Taylor-
craft - only this one will be a clipped wing,
aerobatic machine! ...
WELCOME NEW MEMBERS
On this page YOII'll see the latest additions to the ranks of the EAA Antiqlle/Classic Division. Whether YOII're joining for the
first time, or are coming back, we welcome YOII, and we'd especially like to welcome those ofYOII who are joining liS with
YOllr interest in Contemporary class aircraft. Welcome one and all!
Woodrow W. Acord
Eureka Springs, AR
Daniel Ahearn Cranston, RI
H. Stan Alexander Nashville, TN
David J. Anderson Fridley, MN
Kirby L. Anderson Mattawana, P A
Albert Antholz McDonald, KS
Mark Baeder Canton, MI
David F. Baird
Belwood, Ontario, Canada
Mike Barron Kansas City, MO
Michael G. Barten Sharon, WI
Horst Becker Offenburg, Germany
Elmer F. Bennett Ocean Springs, MS
W. Birch
Winnepeg, Manitoba, Canada
Tedd L. Bishop Greenville, SC
Jim Blackburn Neligh, NE
Alan R Bormuth Morganton, NC
Sidney G. Brandon Cut Bank, MT
Eugene Breiner Carlisle, P A
David M. Brenton Newcastle, DE
Bruce Bretthorst Columbia, MO
RT. Hamilton Brown
Indianapolis, IN
James R Bruce Sanford, FL
Perry Cartwright Chicago, IL
David Guy Casavan Ventura, CA
G. Challinor Stokers Siding,
New South Wales, Australia
N. Challinor
Currumbin, Queensland, Australia
Bette Chase Houston, TX
Samuel Chayt Sykesville, MD
Patrick Christine Carrollton, TX
O. John Clark Gurnee, IL
Paul L. Conradson
North Fort Meyers, FL
D. Joseph Corr Houston, TX
Michael R Currie Issaquah, WA
Edwin G. Curtis Barrington,IL
J. John Davi Martinez, CA
Bradley L. Delk Los Osos, CA
Reid W. Dennis Woodside, CA
Steve Derr Traverse City, MI
Brown Dillard Dayton, OH
Chris Dixon Pinelands, South Africa
Paul C. Dorow Waupaca, WI
Donald J. Drake Rochester, NY
Don Duke, MD Cincinnati , OH
Robert Early Pecatonica, IL
Walter H. Ehl ers Santa Barbara, CA
Dwayne H. Erickson Tacoma, W A
Wolfgang Ernst
Elzach-Katzenmoos, Germany
Joe Everhart Scottsburg, IN
Rayford Fortenberry Hammond, IN
John G. Gannon Camp Springs, MD
Harry S. Gaples Deerfield, IL
Frank S. Gattolin Waukegan, IL
Herbert Gerstein Los Angeles, CA
Robert O. Gettelman
Mineral Wells, TX
James B. Giltzow Roseland, NJ
Ronald Hahn La Salle, IL
Ralph F. Hanson Erie, CO
Dennis M. Harbin
Charlottesville, V A
Bill Hare Mission, KS
Russell L. Harlow Fayetteville, GA
Lacy Harris Fayetteville, NC
E. Paul Hartzell Ocean City, NJ
Leigh H. Havener Chittenango, NY
J. R Hefner San Antonio, TX
Danny W. Hogan Bristow, OK
Peter Hogan Basking Ridge, NJ
Robert J. Hogue Aurora, MO
Jim Holte Outlook, MT
Gerald D. Houghton
Winterhaven, FL
Ken L. Hufford Kamuela, HI
George A. Hutchinson Enid, OK
Julian J. Iorio Las Vegas, NV
Richard Lyle Jack
Mount Pleasant, MI
Mitch Januszewski Spring Grove, IL
Arthur F. Johnson Chicago, IL
Leslie R Johnson St. Paul , MN
Jay D. Josves Leadville, CO
Michael J. Kavanaugh Auburn, CA
Mark Kilbey South Bend, IN
Louis King Houston, TX
Sam H. Klippert Sumner, WA
Juergen Kortenbach
Mi ami Springs, FL
Kern O. Lake Tuscola,IL
Chris H. Larson Nashua, NH
David Laughter Horse Shoe, NC
Steven Lemenager Yuba City, CA
Joe Locasto San Mateo, CA
Bob Lynch Tulsa, OK
William G. Mackey Moneta, VA
Judy Maddock New Lenox, IL
Bob Madigan Anchorage, AK
John May Louisville, KY
Michael P. McCann Melbourne, FL
Michael McCullough Tulsa, OK
Frederick McCutchen Fairbank, AK
William McMaster Visalia, CA
Robert W. Meneely
Los Altos Hills, CA
Jeffrey D. Mitchell
New Smyrna Beach, FL
Richard R Moga Maple Grove, MN
Charles C. Morledge Billings, MT
Wade M. Morschauser Menasha, WI
Christopher C. Murphy
Marshalltown, IA
Michael R Nadeau Tracy, CA
Alfred Napoli Bayside, NY
Douglas T. Nelson San Francisco, CA
Edwin L. Nelson Sidney, NE
Gary Oleen St Cloud, MN
Robert C. Opper Willard,OH
Steven C. Pangborn Cocoa, FL
Robert A. Payne Hawley,MN
Edward A. Pedro Hermiston, OR
Neil Petersen Waterville, WA
David W. Poe Crystal Lake, IL
Norman A. Poklar Sardinia, OH
Ferrell F. Powell Greensboro, NC
Roland P. Rauschert
Steinbach, am Wald, Germany
Paul D. Reader Fort Collins, CO
Milo V. Reamy Flint, TX
Bill Reid Katy, TX
Harold Riegle Fenton, MI
Jonathan D. Rising Atlanta, GA
Laurence Rosen San Antonio, TX
Bendenetto G. Ruggiero Amelia, OH
James Sampson Yellow Springs, OH
Michael Samson Yreka, CA
Peter San Filipo Rosamond, CA
Felix Sanchez
Basavilbaso, Entre Rios, Argentina
John K. Schmale Paisley, FL
John Shepard Thornville,OH
Gary Smrtic Broken Arrow, OK
Willie T. Sorrell, III
Rutherford College, NC
Gerald E. Spear, Jf. Centralia,IL
John Charles H. Spence Tempe, AZ
Steve Splonskowski Oregon City, OR
Teresa Spring Zanesville, OH
James Steier Omaha, NE
Sam D. Stevens Isola, MS
John Stoney Vacaville, CA
Lyles William Story A von Park, FL
Jim Strange Tyler, TX
John F. Sullivan Adkins, TX
Van Lamar Thaxton
Warner Robins, GA
Charles A. Thomas Fort Wayne, IN
Gerald L. Tichenor Topeka, KS
Dennis Ting Redmond, W A
Benjamin W. Tompkins
Plainfield, IN
Herbert W. Truesdale Brighton, MI
James R Webb Payson, AZ
Larry Welken Valley City, NO
Charles H. Wells Palo Alto, CA
Paul M. White Stanfordville, NY
Charles L. Williams Grass Lake, MI
James L. Wilson Galena, OH
Dwayne Woods Foster City, CA
John M. Zuccarelli, III Trenton, NJ
VINTAGE AIRPLANE 27
The following list of coming events is furnished to our readers as a matter of
information only and does not constitute approval, sponsorship, involvement,
control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please
send the information to EAA, Att: Golda Cox, P. O. Box 3086, Oshkosh, WI
54903-3086. Information should be received four months prior to the event
date.
MARCH 4 - 6 - CASA GRANDE, AZ - 36th Annual AZ AAA Cactus Fly-In.
602/641-7467.
APRIL 10 -16 - LAKELAND, FL - The 20th Annual Sun 'n Fun EAA Fly-In
and International Aviation Convention. Lakeland-Linder Regional Airport. For
information call 813/644-2431.
APRIL 24 - HALF MOON BAY, CA. Half Moon Bay Airport. Pacific Coast
Dream Machines benefit. Gates open from 10 A.M. until 4 P.M. To benefit Coast-
side Adult Day Health Center. Participant fee - $10 per vehicle, ($20 day of the
show) Contact: 415/726-2328, or write 645 Correas St., Half Moon Bay, CA 94019.
APRIL 29 - MAY 1 - BURLINGTON, NC - Annual EAA Antique/Classic
Spring Fly-In. Trophies in all categories. For information, call R. Bottom, Jr. , 103
Powhatan Pkwy, Hampton, VA 23661. Fax 804/873-3059.
MAY 1- DAYTON, OH - 31st Annual Funday Sunday Fly-In at the Moraine
Airpark. Breakfast, awards, flea market and lots of antiques. Contact: Jennie
Dyke, 513/878-9832. or write Jennie Dyke, 2840 Old Yellow Springs Rd., Fairborn,
OH45324.
MAY 13 - 15 - CAMARILLO, CA - Camarillo EAA Fly-In and Air Show. ex-
perimental, antique, classic, warbirds, type clubs. Pancake breakfast, BBQ, and
Awards dinneer, Vendors, lAC air show and flight demonstrations, Factory and
FAA seminars. For information, call 805/584-1706.
JUNE 5 - JUNEAU, WI - EAA Chapter 897 Fly-In, drive-in pancake breakfast
at Dodge County Airport. Breakfast served 8 - 1 pm. Hamburgers and brats
served from noon unitl3 p.m. Aviation fly market. Co-sponsored by the Goldwing
motorcycle and Hot Rod associations. Contact: Rick, 414/885-3696.
JUNE 5 - LACROSSE, WI - Annual Fly-In/Drive-In breakfast. 608/781-5271.
JUNE 5 - DEKALB, IL - DeKalb-Taylor Municipal airport. 7am - noon. EAA
Chapter 241 serves its 30th Annual Fly-lnlDrive-In breakfast. For information, call
815/286-7818.
JUNE 3 - 4 - BARTLESVILLE, OK - Eighth Annual National Biplane Conven-
tion and Exposition. Frank Phillips Field. Biplane airshow with world famous per-
formers, forums, seminars and workshops. Biplanes and NBA members free - for
all others an admission charge applies. For information call Charles Harris, Chair-
man, 918/622-8400 or Virgil Gaede, Expo Director, 918/336-3976.
JUNE 11- WHEREVER EAA MEMBERS ARE, WORLDWIDE - INTER-
NATIONAL YOUNG EAGLES DAY. Check with your local EAA or An-
tique/Classic Chapter to find out if they are holding a Young Eagles Rally. If
you're too far away from a chapter activity, you certainly can do it on your own.
You can inspire a life - take a youngster for a ride! For more info, contact the EAA
Young Eagles Office, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-
3086. Call 414/426-4800.
JUNE 18 - HUNTSVILLE, AL - Moontown Airport. 2nd Annual EAA Chap-
ter 190 Father's Day Fly-In. Poker run, spot landing contest, refreshments, etc.
Camping OK. 100LL and auto gas available. Rain Date: June 25. For information,
call Rick Nelson 205/539-7435 or Frank Fitzgerald 205/882-9257. Or you can write
EAA Chapter 190, P.O. Box 18852, Huntsville, AL 35804.
JUNE 23 - 26 - MT. VERNON, OH - 35th Annual National Waco Reunion Fly-
In. 513/868-0084.
JULY 28 - AUG. 3 - OSHKOSH, WI - 42nd Annual EAA Fly-In Convention.
Wittman Regional Airport. Contact John Burton, P.O. Box 3086, Oshkosh, WI
54903-3086,414/426-4800.
ITS NEVER TOO EARLY TO START MAKING PLANS!
28 FEBRAUARY 1994
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental Aircraft
Association, Inc. is $35.00 for one year,
including 12 issues of Sport Aviation.
Junior Membership (under 19 years of
age) is available at $20.00 annually.
Family membership is available for an
additional $10.00 annually. All major
credit cards accepted for membership.
FAX (414) 426-4873. (Plus $13 for foreign
members to cover air postage.)
ANTIQUE/CLASSIC
EAA Member- $20.00. Includes one
year membership in EAA Antique/Classic
Division. 12 monthly issues of Vintage
Airplane and membership card.
Applicant must be a current EAA mem-
ber and must give EAA membership
number.
Non-EAA Member- $30.00. Includes
one year membership in the EAA
Antique/ Classic Division. 12 monthly
issues of Vintage Airplane, one year
membership in the EAA and separate
membership cards. Sport Aviation not
included. (Plus $6 for foreign members.)
lAC
Membership in the International
Aerobatic Club, Inc. is $30.00 annually
which includes 12 issues of Sport
Aerobatics. All lAC members are
required to be members of EAA.
(Plus $6 for foreign members.)
WARBIRDS
Membership in the Warbirds of America,
Inc. is $30.00 per year, which includes a
subscription to Warbirds. Warbird mem-
bers are required to be members of EAA.
(Plus $5 for foreign members.)
EAA EXPERIMENTER
EAA membership and EAA EXPERI-
MENTER magazine is available for
$28.00 per year (Sport Aviation not
included). Current EAA members may
receive EAA EXPERIMENTER for $18.00
per year. (Plus $6 for foreign members.)
FOREIGN
MEMBERSHIPS
Please submit your remittance with a
check or draft drawn on a United States
bank payable in United States dollars.
address:
EAA A VIATlON CENTER
P.O.BOX 3086
OSHKOSH, WI 54903-3086
PHONE (414) 426-4800
FAX (414) 426-4828
OFFICE HOURS:
8:15-5:00 MON.-FRI.
1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS
DIVISIONS ARE NOT TAX DEDUCTIBLE
AS CHARITABLE CONTRIBUTIONS.
"E.KJacquith beside his new blue Aeromanne. "
Atlantic City) NJ. June 27) 1920
LIMITED EDITIONS OF 250 ARCHIVAL PHOTOGRAPHIC
a
1l 11
PRINTS IN SIZES X101l , 1111x1411 AND 16 x201l.
AVAILABLE AT $35, $75 AND $100 PER PRINT.
SEND $2.00 FOR A CATALOG OF IMAGES .
AEROMARINE IMAGES
321 SOUTH ATHERTON STREET
STATE COLLEGE , PA 16801-4045
To 5 EN D A FAX OR VOICE M ESSAG E 1-800-434-5016
35C per word, $5.00 minimum charge. Send your ad to
The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-2591 .
Payment must accompany ad. VISAfMasterCard accepted.
Aeronca C-3 Razorback - E-113C engine. Total restoration just
completed induding new wings, ailerons, etc. $28,000 or trade.
Projects considered. 707/938-1465. Also, A-40 with all accessories-
$1,000. (3-2)
MISCELLANEOUS:
CURTISS JN4-0 MEMORABILIA - You can now own memorabilia
from the famous "Jenny", as seen on "TREASURES FROM THE
PAST". We have posters, postcards, videos, pins, airmail cachets,
etc. We also have R/C documentation exclusive to this historic
aircraft. Sale of these items support operating expense to keep this
"Jenny· flying for the aviation public. We appreciate your help. Write
for your free price List. Virginia Aviation Co., RDv-8, Box 294,
Warrenton, vA 22186. (cf5/92)
SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d,
4130 chrome-moly tubing throughout, also complete fuselage repair.
ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry
Creek Rd., Belgrade, Montana. 406-388-6069. FAX 406/388-0170. Repair
station No. QK5R148N.
GEE BEE's etc. - Scale model plans (used for Benjamin R-2).
Catalog $4.00, refundable. Vern Clements, 308 Palo Alto, Caldwell ,
1083605. (c-3/94)
(NEW) This & That About the Ercoupe, $14.00. Fly-About Adventures
& the Ercoupe, $17.95. Both books, $25.00. Fly-About, P.O. Box
51144, Denton, Texas 76206. (c-3/94)
1915-1950 Original Plane and Pilot Items - 4,000 sq. foot
warehouse full! Buy - sell- trade, 44-page catalog, $5. Airmailed. Jon
Aldrich, Airport Box 706, Groveland, CA 95321, phone 209/962-61 21.
(c-5/94)
ENGINES:
Franklin aircraft engine - 50 hp, model 4AC150, 1940 vintage. Com-
plete with operator's manual , extra gaskets and new exhaust valves.
$600.00.906/635-5035 (MI). 2-1
WANTED:
a n t ~ d - Original Juptner's Vol. 8. Will trade original Vol. 9 in
excellent condition without dust jacket or purchase outright. John
Dupre' , 111 Court Street, #3, Exeter, NH 03833-2612. (3-3)
VINTAGE AIRPLANE 29
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COVERING SYSTEMS
INTERIOR ITEMS
·Cushion Sets
U ·Cecomte ·Air-Tech
. located at
P.O. Box 909 • Gnlfm, GA 30224 900 S. Pine Hill Road
FAX Line (404) 229-2329 Griffin, GA 30223
p.O. box 468
madison, north carolina 27025
(919) 427-0216
lANK 'AINII"'; AND REPAIIING
SANOIlASTING. TANI lINlIS AND COATINGS
PREvENT....E TANI ..AINTlNANCI INSPKIION SllvlCl
lAOOtI SAfETY lQulP..ENI
RESE.VOlI lINllS AND 10015
DISMANTlING AND M()VING TANIS
NEW. USID AND IICONDlTIONED TANKS
30 FEBRUARY 1994
Champions Know Stits
Steve Lund's
Kinner Hatz
Oshkosh '92
Grand Champion
Custom Built
From Plans
And Stits Is Now Poly-Fiber
Over the decadWte,Thirty years of
this little biplan trouole-free use
identified Stits made Poly-Fiber
Poly-Fiber aircraft the clear choice of
covering products. champions and first-
Today those products time builders alike.
have a new name Now ifs coupled with
and logo, but they still a level of service and
come with the best support all too rare
manual and how-to these days. Give us a
video in the business. call , 8 to 5 Pacific time.
Customer Service:
800.362.3490
Other Stuff:
909.684.4280
FAX:
909.684.0518
Box 3084-S
Riverside, California
92519-3084
Fly high with a
quality Classic interior
Complete interior assemblies for do-it-yourself installation.
Custom quality at economical prices.
• Cushion upholstery sets
• Wall panel sets
• Headliners
• Carpet sets
• Baggage compartment sets
• Firewall covers
• Seat slings
• Recover envelopes and dopes
Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.
aM';;-RODUCTS, INC.
259 Lower Morrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
TEST FLIGHT
AVlATlON
+
+
Historically accurate scene at the Moline, IL airport in the fall of 1929.
Depicted here is MONOCOUPE Chief test pilot Vern Roberts on atest flight
of afacton) new Model 113. The anxious buyer visits with President Don
Luscombe and Designer Clayton Folkerts. A Curtiss Falcon mail plane taxis
by on its way to the National Air Transport Hangar.
1350 SIGNED AND NUMBERED uu LIMITED
EDITION COLOR PRINTS
150 ARTIST PROOFS $95.00 PLUS $5.00 SIH
IMAGE SIZE: 16" x 21-112" ....u $65.00 PLUS $5.00 SIH
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• DEALERS WELCOME • DEALERS WELCOME • DEALERS WELCOME.
To Order Send Check or M.O. to:
D.C. Burgess 2323 Mt. Pleasant St. - Burlington, Iowa 52601 (319) 754-7785
• ORIGINAL PAINTING IS ON DISPLAY IN THE EM AVIATION CENTER
EAA Videos in PAL European Format
• 15% Discount
.. to ALL
EAA Members
Enjoy all the sights and sounds of
EAA Oshkosh '92 - EAA's 40th
annual Fly-in Convention.
60 mins Code 986 £19.95
+ £2 p&p
AVIATION VIDEO CATALOGUE
OVER 150 Titles Full Colour
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Plus EM Membership & Videos
Send Cheques/Postal Orders
Payable to CORD A V Ltd
CORD A V Dept EAA
2b Cleveland Street
Kempston Bedford
MK428DN
ENGLAND
Catalogue and
Credit Card Orders
HOTLINE
Tel (0234) 840122
OR
Fax (0234) 841076
ITS FASTER BY FAX
AVIATION AUCTION
Friday, Saturday & Sunday-
March 11, 12 & 13,1994
Starting at 9:00 A.M. - First Two Days
10:30 A.M. Starting Time on Sunday
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Phoenix, AZ
ABSOLUTE AUCTION
Auction To Include:
NAVY N3N PROJECTS:
(I ea) N3N Project Presently Being Rebuilt. Pro-
ject Is Approximately 85% Rebuilt At This Time.
Will Be Sold With Runout Engine And Prop.
(6 ea) N3N projects. All Of These Projects Need
To Be Rebuilt. Engines And Props Will Be Sold
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Large Selection Of N3N Parts And Control Sur-
faces, R-985 Engines And Parts, Several Hundred
Actuators (Including Warbird Actuators), Curtiss
Electric Props, Beech 18 Landing Gear Motors
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Round Oil Coolers, BT-13 Brakes, T-6 Tail Wheel
Forks, 0-18 cowling (including several bottoms).
Hamilton Standard 120-40 And 20-30 Props, B-
26 Landing Gear Actuators, Overhauled 120-40
Prop, Large Selection Of Wheels And Tires, Throt-
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Wood Prop For R-755 Engine, Stinson 108 Fuselage
And Some Surfaces, Tri-Pacer And 1-3 Control Sur-
faces, T-6 Tail Feathers, L-15 Tail Group.
Kinner R-55 Engine (0 SMOH), Misc. R-55 En-
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Meyers OTW Along With Full Set Of OTW Paper-
work, Vertical Fin And Rudder For OTW.
R-1340 Engine (840 SMOH), Warbird Switch
Boxes, Several Military Helmets, Radial Engine
Tools, Landing Lights, Leather Flight Helmets, Gog-
gles, Flight Suits, Ammo Belts, Shell Casings, Imped-
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This Is Only A Sample Listing.
Call For Complete Brochure.
AUCTIONS IMC.
1260 Roy.1 On.. _ '.ptlhoft . ME 68128
(402) \933
AVIATION UNLIMITED AGENCY
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U.S. CIVIL AIRCRAFT
. corne back to the exciting early days
when flying was a real adventure with this definitive
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And, if you act right now, you can examine Volume 1 at no
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