Vintage Airplane - Feb 1994

Published on February 2017 | Categories: Documents | Downloads: 73 | Comments: 0 | Views: 291
of 36
Download PDF   Embed   Report

Comments

Content


EDITORIAL STAFF 
Publisher 
Tom Poberezny 
February1994 Vol.22,No.2
CONTENTS 
Vice-President, 
Marketing and Communications 
Dick Matt 
Editor-in-Chief 
Jack Cox 
Editor 
Henry G.  Frautschy 
Managing Editor 
Golda Cox 
Art Director 
Mike Drucks 
Computer Graphic Specialists 
Sara Hansen 
Olivia L. Phillip  Jennifer Larsen 
Advertising 
Mary  Jones 
Associate Editor 
Norm Petersen 
Feature Writers 
George Hardie, Jr.  Dennis Parks 
Staff Photographers 
Jim Koepnick  Mike Steineke 
Carl Schuppel  Donna Bushman 
Editorial Assistant 
Isabelle Wiske 
EAA ANTIQUE/ CLASSIC DIVISION, INC. 
OFFICERS 
President  Vice· President 
Espie 'Butch' Joyce  Arthur Morgan 
604 Highway St.  3744 North 51st Blvd. 
Modison, NC 27025  Milwaukee, WI  53216 
919/427-0216  414/442-3631 
Secretary  Treasurer 
Steve Nesse  E.E.  'Buck' Hilbert 
2009 Highland Ave.  P.O.  Box 424 
Albert Lea, MN 56007  Union,IL60180 
507/373-1674  815/923-4591 
DIRECTORS 
John Berendt  Robert C. ' Bob'  Brauer 
7645 Echo Point Rd.  9345 S.  Hoyne
Connon Falls, MN 55009 
Chicaw, IL 60620 
507/263-2414  312/  79-2105 
Gene Chase  John S. Copeland 
2159 Corlton Rd. 
28-3 Williannsbur8 Ct.
Oshkosh, WI  54904  ShrewsbulY, MA  1545 
414/231-5002  508/842-7867 
Phil Coulson  George Daubner 
28415 Springbrook Dr.  2448 Lough Lane 
Lawton, MI 49065  Hartford, WI 53027 
616/624-6490  414/673-5885 
Chartes Harris  Sian Gomoll 
7215 East 46fh SI.  1042901h Lane, NE 
Tulsa, OK  74145 
  MN 55434 
918/622-8400  61  /784-1172 
Dale A. Gustafson Jeannie HIli 
7724 Shady Hill  Dr.  P.O.  Box 328 
Indianapclis, IN 46278  Harvard, IL 60033 
317/293-4430  815/943-7205 
Robert Uckteig  Robert D. ' Bob'  Lumley 
1708 Boy Oaks  r.  1265 South  124fh St. 
Albert Lea, MN 56007  8rookfield, WI  53005 
507/373-2922  414/782-2633 
Gene Morris  George York 
115C Steve Court, R.R.  2  181  Slobodo Av. 
Roanoke, TX  76262  Mansfield, OH  44906 
817/491-9110  419/529-4378 
S.H. -Wes- Schmid 
2359 Lefeber Avenue 
Wauwatosa, WI  53213 
414/771-1545 
DIRECTOR  EMERITUS 
S.J.  Willman 
7200 S.E.  85th Lane 
Ocala, FL  32672 
904/245-7768 
ADVISORS 
Joe Dickey  Jimmy Rollison 
55 Oakey Av.  640AlomoDr. 
Lawrenceburg, IN  47025  Vacaville, CA 95688 
812/537-9354  707/45HJ411 
Dean Richardson  GeoII Robison 
6701  Colony Dr.  1521  E.  MacGregor Dr. 
Madison, WI  53717  New Haven, IN  46774 
608/833-1291  219/493-4724 
1 Straight&  Levell
Espie"Butch"Joyce
2 ACNews/
CompiledbyH.G.Frautschy
4 TypeClubNotes
6 VintageIriterature/
DennisP-arks
10 WhatOurMembersareRestoring/
NormPetersen
13 DustyandRandy'sTaylorcraft/
H.G.Frautschy
15 FloatplaneandLuges· BonnyFlies
ThemAm/H.G.Frautschy
16 TaylorcraftsForTwoCities/
NormPetersen
21 SparkPlugs toTBO/
BillClaxton
22 MysteryPlane/GeorgeHardie
24 PassittoBuckl
E.E."Buck"Hilbert
27 WelcomeNewMembers
28 AlCCalendar
Page 24 
29 VintageTrader
FRONT COVER . . . Taylorcrafts are some of the most popular lightplanes ever 
produced.  Don Claude's BC- 12D  Taylorcraft looks as pretty as the Wisconsin 
countryside  its  flying  over in  this  EAA  photo  by Carl  Schuppel.  This  good 
looking  restoration  has won  the  Classic  d ivision  - Custom  Class  A  award at 
the EAA Convention the past four years in  a  row!  Shot with  a  Canon EOS- 1 
equipped with an 8O-200mm lens.  1/ 500 sec. at f5.6 on Kodak Kodachrome 
64.  Cessna 210 photo plane piloted by Bruce Moore. 
BACK  COVER  . . .  Rollin  Halfeld has been from coast to coast in  his  1938  BC-
65 Taylorcraft, the  winner  of  the  Antique  Bronze  Age  Runner  Up  Trophy  at 
EAA  OSHKOSH  '94.  EAA  photo by Carl Schuppel.  Shot with a  Canon EOS- 1 
equipped with an 8O-200mm  lens.  1/250 sec. at f5.6  on Kodak Kodachrome 
64.  Cessna 210 photo plane piloted by Bruce Moore. 
Copyright  ©  1994  by the EAA Antique/Classic Division  Inc. All  rights reserved. 
VINTAGE AIRPLANE  (ISSN  0091-6943)  is  published  and  owned  exclusively  by  the  EAA Antique/Classic  Division,  Inc, of  the  Experimental 
Aircraft  Association  and  is  published  monthly at  EAA Aviation  Center,  3000  Poberezny  Rd.,  P.O.  Box  3086,  Oshkosh,  Wisconsin  54903-3086. 
Second  Class  Postage  paid  at  Oshkosh,  Wisconsin  54901  and  at  additional  mailing  offices.  The  membership  rate  for  EAA Antique/Classic 
Division,lnc. is $20.00 for current EAAmembers for  12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE.  Membership 
is open to all who are interested in aviation. 
POSTMASTER: Send  address  changes  to  EAA Antique/Classic  Division,  Inc.,  P.O.  Box  3086,  Oshkosh,  WI  54903-3086.  FOREIGN  AlND  AIPO 
ADDRESSES - Please allow at  least \w() months for delivery of VINTAGE AIRPLANE to foreign and AIPO  eddresses via surface mail. 
ADVERTISING  - Antique/Classic  Division  does not guarantee  or endorse  any  product offered  through  the  advertising.  We  coostructive 
criticism andwelcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. 
EDITORIAL POLICY: Readers  are encouraged  to  stories and  photographs.  Policy opinions  expressed  in  articles are solely those of the 
authors.  Responsibility for accuracy in reporting  rests entirely with the contributor.  No renumeration is made. 
Material should be sent to:  Editor, VINTAGE AIRPLANE, P.O.  Box 3086,  Oshkosh, WI 54903-3086.  Phone 414/426-4800.
The  words  EAA, ULTRALIGHT, FLY  WITH  THE  FIRST TEAM, SPORT  AVIATION  and  the  logos  of  EAA, EAA  INTERNATIONAL 
CONVENTION, EAA ANTIQUE/CLASSIC  DIVISION, INTERNATIONAL  AEROBATIC  CLUB, WARBIRDS  OF  AMERICA  are  ®registered 
trademarks.  THE  EAA SKY  SHOPPE  and  logos ot the  EAA AVIATION  FOUNDATION  and EAA ULTRALIGHT CONVENTION  are  trademarks 
of the above associations and their use by any person other than the above association is strictly prohibited. 
by Espie "Butch" Joyce
Weather certainly has been a hot
topic during the last few months.
Here in North Carolina, the climate
is usually good enough for weekend
flying during the winter months, but
not this year. It's been cold, rainy
and wet. On top of that, we've had a
great deal of freezing rain and ice
storms. Listening to other folks from
around the country, I've been hearing
similar comments. The sub-zero cold
has certainly been a burden for those
who live further north. The deep cold
snap has even begun to affect struc-
tures. I understand that during the
skiplane fly-in at Pioneer Airport last
month, when they tried to open a
hangar door, it would barely budge.
Apparently, the concrete apron had
heaved up slightly and jammed the
door. I've also had a similar problem
with my hangar here in Shiloh. I
have not been able to open my door to
move my aircraft so I have been
inside working on the airplanes. A
250,000 BTU overhead propane
heater in my hangar does a very good
job of keeping it warm and toasty.
Even with the heat, I've still had to
use only the back door of the hangar -
with the concrete heaved up in front ,
my large front door simply refuses to
budge!
I've been busy working on my 172.
I've put in a complete new set of
glass, a new interior, and stripped
and repainted the other parts of the
interior. I hope it will look just like
new when I get it finished. After I get
all this work done, I'll be able to fly it.
Then I'll get started on the exterior,
and I'll also overhaul the engine.
Perhaps this cold weather keeping me
inside has been a mixed blessing!
Even with our bad weather, none
STRAIGHT  & LEVEL 
of it compares with the hardships
some of our fellow pilots have had to
endure. The flooding in the Midwest,
where many pilots lost their aircraft
and hangar, along with its contents,
is still fresh in our minds. I've not
yet heard of any losses related to air-
craft in the California earthquake,
but certainly many of our friends and
pilots suffered losses that will take a
lot of work from which to recover.
Our sympathy is extended to those
who have suffered through this disas-
ter.
All this talk about the weather
reminds me of a point I'd like to
make. As you travel about, you see a
wide variety of hangars and T-
hangars that have been constructed
over the years. Pilots , being a
resourceful group, have often tried to
make a hangar out of anything they
could get their hands on, which has
led to some interesting construction
methods. Wooden structures covered
in metal, pipe structures covered in
tin. You name it, it's probably been
used to build a hangar. In many
cases, these sheds have given air-
ports their unique character.
Unfortunately, as many of these
hangars age, they may not be able to
safely store your aeronautical pride
and joy.
A gentleman from Texas was
unfortunate enough to have his
hangar collapse on hi s Bonanza dur-
ing bad weather, one of many occur-
rences of this type. Sometimes, the
structure simply is not up to the
weather that has been dropped upon
it. Many of these older hangars have
deteriorated to the point where they
cannot hold up if a severe situation is
encountered, i.e. a heavier than nor-
mal snowstorm, or heavy ice loads or
winds. A number of airplanes are
damaged each year by the collapse of
the very hangar that is supposed to
protect them.
I encourage you to stand back and
take a good look at the structure that
you have your aircraft stored in.
During the winter, if you suspect
your hangar roof may not be able to
withstand the snow or ice load upon
it, add a few support poles. It may
not be convenient, but it may save
your airplane. The attitude that the
hangar has been there for 25 years
and will hold up for another 50 may
not be the case. Better to be safe
than to face a long and expensive
rebuild!
With the weather, it has been very
quiet as far as aviation activity is
concerned in our area. If it were not
for the EAA and AlC Chapter activi-
ty, not much would be happening.
Our local Chapter 8 has been busy
getting ready for the spring and
summer flying season, and
Antique/Classic Chapter 3 has been
planning their spring fly-in. I sup-
pose it is not to early to start looking
forward to the EAA Sun 'n Fun Fly-
In coming up April 9 through the
16th. This is always a "shot in the
arm" for those of us who have had to
suffer through the tough winter. I
always look forward to Sun 'n Fun -
seeing all my friends and looking at
the newly restored airplanes that
have just been finished during the
winter months provides a pleasant
break during the early spring.
If you have not yet had a chance to
attend Sun 'n Fun, you may want to
try it this year, or start making plans
for the future. It's great "spring
training camp" for EAA OSHKOSH.
I plan on being there and hope to see
you too.
I hope your new year has started
off to be very positive. We look for-
ward to this year with a positive atti-
tude and would like to ask that if you
have a friend who has an interest in
our type of aircraft, please ask him to
join the Division. The more people
we have, the better we are. Let's all
pull together in the same direction
for the good of aviation. We are bet-
ter together. Join us and have it
VINTAGE AIRPLANE 1
YOUR COMMENTS ARE 
NEEDED 
As promised in last month's issue,
here are the particulars regarding EAA's
proposal for medical self-certification.
The FAA has published the petition in
the Federal Register, and the deadline
for your comments regarding this pro-
posal must be received by the FAA by
March 4, 1994.
This past September, the EAA sub-
mitted a proposal that would allow stu-
dent and recreational pilots to certify that
they have no known medical defects that
would disqualify them from acting as pi-
lot-in-command of an aircraft. Also, all
certified pilots would be permitted the
same option when they limit their flight
operations to those allowed by the recre-
ational pilot certificate. Flight instructors
would also be allowed to self-certify
themselves, as long as they limit them-
selves to teaching student and recre-
ational pilots.
By eliminating the burdensome cost of
a medical certificate, EAA believes that
the cost of recreational flying will come
down, along with the "hassle factor" of
having to find a doctor, set an appoint-
ment and then go have the examination.
By helping eliminate this requirement, it
is hoped that student starts will also in-
crease, for many of the same reasons. By
lowering the cost of flying, it is hoped
that more hours can be flown, and as a
result, pilots will become more proficient.
Some comments have been aired that
by eliminati ng the third class physical, pi-
lots who are medically unfit to fly would
be encouraged or allowed to fly. In fact,
within the rules established in the present
regulations, pilots "self-certify" that they
are medically fit to fly before each and
every flight they make. EAA in no way
encourages any pilot to fly whose health
may be in question. Those men and
women who have invested a substantial
amount of time and money in acquiring
the skills necessary for piloting an aircraft
have displayed the responsibility needed
to avoid flight at times when compro-
mised operations could lead to discipli-
nary action by the FAA, not to mention
loss of life or damage to property.
Also, within this proposal, EAA asks
that the 50 nautical mile limit provision
within the recreational pilot certificate be
altered. After successfully completing
training on navigation, the 50 NM limita-
tion would be removed. For those recre-
2 FEBRUARY 1994
compiled by H.G. Frautschy 
ational pilots who are not interested in
flying further than 50 mil es from their
home base, the current requirements
would still apply.
Your positive comments and sugges-
tions regarding this proposal are needed
if the FAA is to see justification in chang-
ing this FAR. Address your comments,
in triplicate, to:
Federal Aviation Administration
Office of the Chief Counsel
Attn: Rules Docket #27517
800 Independence Av., SW
Washington, DC 20591
In a related area, the AOPA has peti-
tioned the FAA to extend the duration of
the third class physical for non-instru-
ment rated private pilots from two to
four years. AOPA has asked for a two
year trial period, after which the FAA
can make a determination whether the
extension should become permanent.
EAA has informed the FAA that it
"strongly endorses the A 0 P A proposal"
and believes that it will help lessen the
burden placed on those pilots who fly pri-
marily for fun and recreation. You can
send your comments to the same address
as noted above, Attn: Rules Docket
(AGC-204) #27473.
JUDGING AT EAA OSHKOSH 
If you are planning on bringing your
restored airplane to EAA OSHKOSH
'94, please not e that the deadline for
judging has been moved up one day.
Judging will end at noon on Monday, Au-
gust 1, and the presentation of the awards
will take place during the evening pro-
gram the following night, Tuesday, Au-
gust 2,1994. On the final day of the Con-
vention, the Grand Champions and other
major award winners will be available for
photography and additional recognition.
Remember, if you wish to have your
airplane judged, you should have your
airplane registered and on display at
EAA OSHKOSH '94, in the appropriate
showplane parking area, between Thurs-
day, July 28, and noon on Monday, Au-
gust 1.
FAA AIM  CHANGE 
The FAA has implemented a change
in how the Airman's Information Manual
will be issued. In an effort to reduce the
cost of publishing the AIM, the FAA will
follow the lead of military technical man-
uals by issuing only those pages that actu-
ally contain a change. Changes made on
those pages will be highlighted, so that pi-
lots can readily see the new or revised
data. If you order a complete manual
subscription, it will be delivered with the
change pages applicable to that edition of
the AIM enclosed.
A two-year subscription to the AIM is
available from the U.S. Government
Printing Office. The cost is $58.00.
ABS AND YOUNG EAGLES 
A number of Antique/Classic mem-
bers who own Beechcrafts also belong to
The American Bonanza Society, and we
are pleased to announce that the ABS
has entered into an agreement with the
EAA Aviation Foundation to participate
in the Young Eagles Program. The orga-
nization, with some 10,000 members, has
offered its support to help attain the ob-
jective of the Young Eagles Program.
With the added help of the ABS's efforts,
the EAA Aviation Foundation program
is given a boost towards its goal of giving
a million young people an airplane ride
by the year 2003, the 100th anniversary of
powered flight. Glad to have your help,
ABS!
DON'T FORGET, 
INTERNA TIONAL YOUNG 
EAGLES DAY IS  JUNE 11, 1994. 
CLIFF ROBERTSON WORK 
EXPERIENCE 
For the second year in a row, two
young aviation enthusiasts, 16 or 17 years
of age, will join a CFI 25 years of age or
younger as the participants in the Cliff
Robertson Work Experience Program at
EAA's Pioneer Airport, a part of the
EAA Air Adventure Museum. The
James Ray Foundation sponsors the pro-
gram as a way to allow a couple of young-
sters to experience life as "airport kids,"
before the days of fenced in airports.
Application materials are available
from the Education Office, EAA Avia-
tion Foundation, P.O. Box 3065,
Oshkosh, WI 54903-3065 or by calling
414/426-4888. Applications must be re-
turned no later than May 1, 1994.
EAA AIR ACADEMY '94 
The eleventh annual EAA Air Acad-
emy for youth ages 15-17 will be pre-
sented from July 16 through the 31st,
1994. This year, an increased number of
participants will be added to the pro-
gram. Applications will be considered in
the order received. Interested youth,
parents, members and Chapters can ob-
tain more information by contacting the
EAA Aviation Office, P.O. Box 3065,
Oshkosh, WI 54903-3065 or by calling
414/426-4888.
EAA PERIODICAL INDEX 
It's ready for shipment again  - John 
Bergeson's handy EAA Reference Guide 
is  now  available.  The basic volume cov-
ers 1953 - 1989, and costs $18.00. 
Supplements are available for each of 
the subsequent years.  Each years supple-
ment costs $3.00, or $30.00 for  the com-
plete set. 
Payment is  to  be  made in  U.S.  funds 
only, Visa and MasterCard accepted.  Or-
ders are postpaid (book rate) to  U.S.  and 
Canada.  In  other countries, add  $2.00 per 
item above.  Copies of any  article from 
any issue are available for 35  cents per 
page  ($5.00  minimum order).  Address all 
orders to: 
John Bergeson 
6438  W.  Millbrook 
Remus, MI 49340-9625 
Phone: 517/561-2393 
CUB CLUB PHONE NUMBER 
If you' ve  tried to call John Bergeson 
using the phone number on the Cub Club 
listing in  the November issue of VIN-
TAGE AIRPLANE, you've probably 
heard the  recording telling you "that 
number is  no  longer in  service. "  Well, 
John has  not moved, we just had an  incor-
rect  phone  number listed  for  him.  The 
correct number is 517/561-2393. 
1994 SPORT AVIATION ART 
COMPETITION OPEN 
The 1994 edition of the Sport Aviation 
Art Competition, sponsored by  the EAA 
Aviation Foundation, is  well on its  way  to 
becoming a reality.  Applications are now 
being accepted  for  the 18th annual con-
test, the  longest  running aviation art com-
petition in  the world. 
This year's special  theme will  be ama-
teur-built aircraft - a special "Par Excel-
lence" award will  be bestowed upon  the 
work which,  in  the opinion of the judges, 
best exemplifi es the joy and fun  of build-
ing your own aircraft.  Other recognition 
awards include "Par Excellence," "Excel-
lence" and "Merit" awards. 
This year's contest will  again feature a 
special division for young people under 
the age of 16, with awards similar to those 
in  the adult section. 
The deadline for all  divisions is  April 
29,1994.  Artist should contact EAA for 
a complete set of guidelines.  Writ e  to 
Joan Mueller, EAA Sport Aviation Com-
petition, P.O. Box 3065, Oshkosh, WI 
54903-3065, or call 414/426-4877. 
VINTAGE PHOTOS 
Almost every month we  receive a  re-
quest from  a member who wishes to buy a 
copy of a  photo we've  run  here in  the 
pages of VINTAGE AIRPLANE.  Most 
photos shot by our photo staff are avail-
able, and to further aid  those of you who 
might be interested in  obtaining a  photo 
print of one of the shots used  here in  the 
magazine, we  will, starting with  next 
month's issue, put a small  airplane symbol 
next to the photo credit to alert you  that 
the photo is  available through  the  EAA 
Photo department.  For information on 
sizes and  prices, you can ca ll  them  at 
414/426-4863. 
STAGGERWING COMMEMORA-
TIVE TOUR, 1936-1996 
In  1996, the 60th anniversary of a note-
worthy event in  Beechcraft history will  be 
celebrated - the winning of the  Bendix 
Trophy in 1936 by  Louise Thaden and 
Blanche Noyes in  a Wright R975  powered 
Beech  C17R Staggerwing.  An  added 
bonus was  the fact  that the race  had  been 
won  in  a stock lightplane, one that you 
could order from  the factory.  Blanche 
and  Louise became the first  women  pilots 
to win  the premier cross country race of 
its day.  They covered the route from  Los 
Angeles to New York in  14  hours and 55 
minutes. 
To commemorate that win , over the 
Labor Day weekend in  1996, a commem-
orative tour will  be  flown  with as  many  as 
100 Beechcraft Staggerwings, from  Cleve-
land,  Ohio to San  Diego, CA.  Certain 
other Beechcraft airplanes will  also be in-
cluded on  the tour.  The route will  begin 
at Mike Stanko Elser Metro Airport near 
Cleveland, with  the first  overnight stop at 
EI  Paso, TX.  The next day,  the tour will 
head off to  Gillespie  Field in  San Diego. 
For additional information and an  itiner-
ary,  please contact: 
William Thaden 
34 Goose Point Drive 
Kittery Point, ME  03905 
207/439-1161 
TAYLORCRAFTFORSALE 
According to a press release dated De-
cember 14, 1993, the Taylorcraft Aircraft 
company is  up for sa le.  by  the current 
owner for  personal reasons.  Included in 
the  package to be sold  is  the  current in-
ventory of parts and equipment needed to 
produce the four currently type certifi-
cated models of the T-Craft now  being 
made.  Also included  are the type certifi-
cates for the aircraft.  The company, now 
based in  Lock Haven, PAis to be sold  as 
a  complete package.  Interested parties 
can contact Taylorcraft at 910/725-2425. 
NORTHROP GLIDER PLANS 
Bob Mitchell, 1515  Ocean Blvd., Rye 
NH 03870  needs a bit of help.  He and his 
friends  in  EAA Antique/Classic Chapter 
15 would like to build a Northrop Primary 
Glider.  He has a set of plans as published 
in  "Modern  Mechanics"  magazine, but 
gives only limited information.  In partic-
ular, the details regarding the horizontal 
and vertical stabi li zer are a  bit vague in 
the information they have, and they'd like 
to get more complete information on the 
glider.  If you can  help, write to Bob at 
the address listed above, or give  him  a call 
at 603/926-8039. 
FLABOB AIRPORT OPEN 
HOUSE 
If you're in  the  Los Angeles area the 
last weekend in  February, you'll certainly 
not want to miss the open house at Flabob 
Airport.  Billed  as  "A  tribute  to  the 
Golden Age of Air Racing,"  this will  be 
an  unprecedented opportunity to view 
some of the spectacular reproductions 
constructed by  Bill Turner and  his crew at 
Repeat Aviation.  The centerpiece of this 
display will  be the  recently completed de-
Havilland  D.H.  88  Comet  racer, 
"Grosvenor House."  Other exhibits will 
include antique, experimental and classic 
aircraft, as  well  as  the many projects that 
always seem to be ongoing at this mecca 
for sport aviation  in  the L.A. region.  Re-
freshments will  be available , and don' t 
forget  the Annual  Fund  Raiser Dinner, 
held at  the  EAA Club House on Satur-
day, February 26, at 6 p.m .. 
For more  information, call 909/686-
1318. 
ANTIQUE/CLASSIC TRAM INFO 
If you  are at EAA OSHKOSH ' 94, 
and you decide it  would  be  nice  to take a 
guided tour of the Antique/Classic Show-
plane parking area, feel  free  to hop on the 
Antique/Classic Tram in  front of the  AlC
Headquarters ("The Red  Barn").  Ignore 
what I wrote last  month regarding a small 
donation - the  ride on  the Tram is  FREE, 
and does not cost you  one penny.  This 
service has  been offered by  the Division 
for  the past 8 years, and  has grown to be a 
much appreciated  part of the Antique/ 
Classic Division's services to the public 
and its  members during the Convention. 
TYPE CLUB LISTING 
Larry D' Attilio wrote to update the 
listing for  the Bellanca/Champion Club. 
Here's their new listing: 
Bellanca/Champion Club 
Larry D'Attilio - President 
Capital Airport  02C 
P.O. Box 708 
Brookfield, WI  53008-0708 
414ns3-6559 (Tel) 
-6558 (Fax) 
-7234 (Ans.  Machine) 
Newsletter: B-C Contact 
Dues: $32 per year (2 yrs./$56), 
Foreign: $37  (2 yrs./$67  U.S. Funds) ... 
VINTAGE AIRPLANE 3
E CLIJB 
Notes 
by Norm Petersen
Don  Cox  sends  this  information 
from  Brimm and  Bogess about wire 
gauges.  The chart lists  four different 
measurements for converting gauge to 
inches, but we will  only list  the  Birm-
ingham Wire Gauge (B.W.G.)  as  it  is 
the one used  for steel tubing and sheet 
and that is  what we see most often on 
the  Monocoupe plans.  From thickest 
to thinnest: 
Gauge Number / B.W.G. Thickness
(in inches)
1 ..................................... 0.300 
2 .................................... 0.284 
3 ..................................... 0.259 
4 ..................................... 0.238 
5 ..................................... 0.220 
6 ..................................... 0.203 
7 ..................................... 0.180 
8 ..................................... 0.165 
9 ..................................... 0.148 
10 ................................... 0.134 
11 ................................... 0.120 
12 ................................... 0.109 
13 ................................... 0.095 
14 ................................... 0.083 
15 ................................... 0.072 
16 ................................... 0.065 
17 ................................... 0.058 
18 ................................... 0.049 
19 ................................... 0.042 
20 ................................... 0.035 
21 ................................... 0.032 
22 ................................... 0.028 
23 ................................... 0.025 
24 ................................... 0.022 
25 ................................... 0.020 
26 ................................... 0.018 
27 ................................... 0.016 
28 ................................... 0.014 
29 ................................... 0.013 
30 ................................... 0.012 
Copy the page, laminate it and  hang it 
in your shop. 
4 JANUARY 1994
From the Monocoupe Flyer· Bob Cool· 
baugh, Editor (703-590-2375) 
Speaking of Props: When installing 
wooden propellers with  a torque wrench, 
the following  in.-lb. values would apply: 
AN6 - 3/8  in.  diameter prop bolts -
200 +/- 25 
AN7  - 7/16  in . diameter prop bolts-
250 +/- 25 
AN8 - 112 in. diameter prop bolts -
300 +/- 25 
Caution:  Over tightening propeller at-
taching bolts will cause the wood of the 
hub to crush, breaking its moisture seal 
and slightly reducing drive-torque capac-
ity of the installation.  -From Sensenich 
Corporation.  Refer to  FAA AC 43.l3-1a 
for further information. 
From The Bticker Newsletter· Chris Ar· 
vanites, Ed. (815-436-1011) 
Sam Burgess just wrote to say  that he 
has  found something very  important and 
wants to warn  those of you who are con-
verting your lungmeisters from  the Sie-
mans  radial  over to  the  flat-four  Ly-
coming  engines.  He  says  that  the 
lungmeister has a six-point pick  up at  the 
firewall  for  the engine mount attachment 
to distribute the torque and static loads. 
This is  because the tubing is  only .028" 
wall  thickness.  Some lungmeisters that 
were built after WW  II used  .035".  The 
lungmann has  a four-point pick  up for 
the lighter and lower horsepower engines. 
From the B-C Contact! • Larry D'Attilio 
• Editor (414-783-6559) 
Drain Holes - Champ, Early Citabrias, all
- by Cy Galley
rwear another hat besides writing arti-
cles for B-C Contact!  I am  the Chairman 
for  the Emergency Aircraft Repair at the 
Oshkosh Convention. 
One of the problems we  had this year 
was an Aeronca Champ.  It could just as 
well  have been an early Bellanca Cham-
pion with the oleo landing gear.  The gear 
leg had the drag strut rust apart under the 
fabric covering.  Actually, there was so 
much rust that about an inch and a half of 
the tube was  missing at the bottom of the 
"V" of the landing gear. 
The fabric covering had funneled wa-
ter to the bottom where it was trapped.  If
you  have a  similar spot in  your plane 
where water can collect, install a drain at 
the lowest point.  This is  especially impor-
tant if your plane, like the Champ, is  tied 
outside for long periods of time. 
r have  been told this  is  a real  problem 
for  all  fabric covered "V" shaped legs. 
Some owners use a metal cover, as  it isn't 
sealed and will drain.  Not covering to the 
bottom of the "V" on  the bottom side is 
another good solution.  Even  a grommet 
at the bottom will  help. 
I would strongly suggest if your gear 
legs  are fabric covered, that you carefully 
inspect them for corrosion under the fab-
ric covering.  This might mean that you 
will  have to remove the fabric.  Fortu-
nately, the plane can be flown  without the 
covering on the gear leg.  You won't even 
notice if you  have only one gear leg cov-
ered. 
Why this gear leg  (at Oshkosh) didn't 
fold  is  beyond me.  If it  had, the resulting 
ground loop might have totaled the plane 
. .. but it would have been on the ground. 
Control surfaces, on the other hand, get 
stressed in the air.  Have one of these col-
lapse in  the air, and the results could be a 
lot more serious.  Since grommets can 
and do get plugged, check to see  if the 
grommets are open and clear in  the bot-
tom of the flaps,  ailerons and elevators. 
Retained moisture in  our style of air-
planes creates serious corrosion and rot. 
It is  important to check to see if grom-
mets are open.  These small openings also 
ventilate and dry out the interior of your 
wings, flaps,  etc. during flight.  So go fly-
ing.  Tell your spouse that the plane needs 
airing out.  Now that's a real deal. 
Citabria - Looking At Wings· Larry 
D'Attilio with Jim Stark 
Recently we did a  pre-purchase in-
spection on a Citabria with Jim Stark - A 
& P.  This 1973 Citabria had 3300 hrs. and 
800 hrs.  since major.  It was  equipped 
with a Val Com and Nazer Loran and re-
painted in 1986. 
1st step - We removed inspection plates 
on the wing, then looked for  any struc-
tural problems (with Citabrias).  This 
7ECA had 5 inspection covers at the rear 
of the front spar, on the bottom of the 
wing; 2 more at the rear spar and 2 for 
aileron controls.  It was also recovered in 
1986.  How  thoroughly  was  the  wing 
looked at before covering? There was
surface corrosion on ribs and compression
tubes (made of steel). We looked at the
rib nails. Many were re-inserted because
they were covered with epoxy glue. The
new technique for unribbed nails is to put
epoxy over them. Check the tension on
the tie rods. We pluck each tie rod includ-
ing those that go through the center of the
fuel tank. It should make a dull low bass
note. Our general observation of the
compression fitting outboard was where it
bolts to the front spar - it was not sand-
blasted or re-chromated at recover time.
Epoxy varnish was slopped over the
fittings right over the rust. Typically, the
wood varnish was thinly applied in the
70's. This causes longitudinal drying
cracks from root to tip, usually found on
the outboard end of wing, midway from
top to bottom of spar. Eventually a small
crack leads to a large crack. New varnish
could have been added. Varnish had
dripped around the compression st ud
over old rust. The bottom of the tie rods
were rusty and condensation on the bot-
tom indicates it was not hangared for a
long time.
Spar compression failure problem was
discussed in the newsletter before. Look
at the front spar, outboard of the lift strut
attach point. There are 118" thick ply-
wood reinforcing plates which end right
beyond the next outboard rib. In order to
inspect for a compression failure you
have to get a light on top of the spar be-
yond the rib. That takes an outboard in-
spection hole. The fact that there was no
outboard inspection hole means that this
airplane has not been checked for com-
pression failures in the spars, in important
places, since it was recovered. Gee whiz!
From the Twin Bonanza Association -
Richard Ward, Ed. - 616-279-2540
How would you like to have virtually
every vinyl placard/decal you could ever
imagine, in order to give your old bird a
new look?
Mellissa, one of the staff of Moody
Graphics, located in Florida, did a
tremendous amount of research so as to
cover all of the inside and outside plac-
ards which might ever be needed to re-
vamp our various Twin Bonanza models.
I just received a complete set of placards
which consisted of hundreds of high qual-
ity, colorful, vinyl decals. The cost of the
complete set is $140. You may order di-
rectly from "Moody Aero-Graphics",
9740 S.E. 58th Ave., P. O. Box 1359,
Belleview, FL 34421 - 800-245-2462.
Thanks, Melissa ...you done real good!
From the Cessna 150-152 Club - Skip
Carden, Ed. - 919-471-9492
First Aid Pouch: There are several
items that I believe everyone should carry
in their aircraft. One is a fire extin-
guisher, the others are a small tool kit and
some type of first aid equipment. The
other day, while I was strolling down the
aisles of a local building supply store, I
came across a small first aid pouch. I
guess what attracted me to it was its com-
pact size and the nylon zipper case. The
First Aid Pouch made by Eastern Safety
Equipment Co., Inc. contains the follow-
ing: instant ice pack, Tylenol, two 2 X 3
pads, two 1 X 3 bandages, ten antiseptic
wipes, two iodine swabs, two sting relief
pads, two ammonia inhalants and lip oint-
ment burn cream. All of this is packed in
a small red pouch that weighs only a few
ounces. The best part is that the price
ranges from $3.99 to $4.95! They are
available at most home building supply
dealers, e.g.: Lowes, Builders Square,
Home Depot and Target. If you can't
find one, contact Eastern Safety Equip-
ment Co., 59-20 56th Ave., Maspeth, NY
11378 or call 718-894-7900 and ask for
Ann Beirne. My advice...go out and
pick up one of these before the word gets
out and the price goes up! - Skip-
From the International Swift Association,
Inc. - Charlie Nelson - 615-745-9547
Swift Main Gear Toe-In: We have dis-
covered by accident a very simple way to
check the toe-in on our Swift. First, we
have just received from Dennis Gehring,
White Bear Lake, MN, a very nice copy
of his "A" frame shaped towbar built es-
pecially for the Swift. With a golf cart or
garden tractor, I can now, solo, thanks to
Dennis, move either the Buckaroo or
Swift up and down the ramp into the mu-
seum hangar. This towbar attaches to the
Swift via approximately 12" long, 1-114"
steel tube which has a collar machined to
perfectly fit into the axle of the Swift
gear. The first attempt to use the towbar
revealed the attach tube slid perfectly
into the right gear, but would not install
into the left gear. After removing the at-
tach tube from the " A" frame, it slipped
into the left gear axle. The answer was
then very obvious; with the extension of
the tube, the gear was obviously toe' d-in
excessively and not aligning with the "A"
frame. With a longer tube used especially
to check toe-in, very slight amounts of
toe-in could very easi ly be determined.
Adjustment of toe-in on the Swift can
only be accompli shed via installation or
removal of washers at the center torque
knees. These washers must be over the
steel sleeve bushings. Here might be a
good use for the AN4-15's we received in
error. If you use a longer bolt, be sure to
check for sufficient clearance through the
main retract link during gear retraction.
Be cautious when disconnecting the
torque knees on ELI gear while fully in-
flated - nothing else holds it together. It
could swarm on you! I've always been
told Swift ground handling improves with
proper toe-in. We'll see, my left gear is
off a bunch. Due to the necessity of re-in-
flating the ELI, I haven't adj usted it yet.
International Cessna 120/140 Assoc. - Joy
Warren, Ed - Sec-Treas: 319-377-3311
High Engine Oil Temperature - Bill
Rhoades, Tech Advisor: The Cessna
120/140/140A was designed with a pres-
sure type cowling. The air enters through
a pair of large openings in front of the
cylinders and is trapped in a "box". Air is
only allowed to exit this box through a
path created by a set of engine baffles.
Cooling efficiency is determined by the
amount of air in the pressure chamber
that can be directed around the cylinders.
Bad seals around the top cowl doors,
back bulkhead, or baffles will bleed off
pressure chamber air. Worn baffles will
allow the air to be pulled away from the
cylinder and reduce cooling. On some of
our aircraft there is a 1" tube (Part Num-
ber 0450240) on the right side of the rear
baffle. This directs air from the pressure
chamber down on the housing for the oil
temperature bulb. According to Cessna
this is to reduce the indicated tempera-
ture to match the actual (engineering cali-
brated) oil temperature.
The source of heat in our Continental
motor is, of course, created during the ig-
nition/combustion cycle. This heat drives
the piston down, turning the crankshaft
which spins the prop. Problems develop
when that heat is allowed to escape past
the piston rings into the crankcase. First,
these combustion gases heat the oil that is
on its way back to the sump and second, it
builds up a pressure inside the crankcase.
According to Continental, the maximum
crankcase pressure is .79 inches of water.
That is the same air pressure it takes to
indicate 40 mph on the airspeed indicator
- not much. One of the by-products of
over pressurization of the crankcase is
blow-by. As the air is rushing out the
breather, it is taking some of the oil va-
pors with it. The end result is a lower
fuselage that will never corrode.
Helpful Hints:
1. "Average" oil temperature is lOO°F
over outside temperature.
2. Engine problems cause more over-
heats than worn baffles.
3. A new engine or freshly overhauled
one will use oil and have a higher oil
temperature until the rings seat.
4. Oil temperature gauges can be
checked by placing the probe end in
water at the boiling point. It should read
around 212°F.
5. Install a blast tube if you don' t have
one.
6. Think of installing an oil filter. It
will add a quart of oil to the system and
reduce the temperature a little. ...
VINTAGE AIRPLANE 5

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-
Qi
a.
a.
::J
.r:.
o
(/)
 
()
(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,
>-
V>
t::
'"
:J
a
\d.
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! ..
(/)
co
()
 
'" OJ
a.
V>
w
>-
c
0
f-
"'"
'"
c
(ij
:s:
(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 
All you need is our catalog 
and toll.free number••• 
Call fO,.  yo",,. 
FREE 
copy of  0"''' 
Subscribe to Aervplane 
latest catalog 
COVERING SYSTEMS 
INTERIOR ITEMS 
·Cushion Sets 
U  ·Cecomte  ·Air-Tech 
 
·Headliners  ·Seat_ 
Dopes, Fabrics, Tapes,  ·Carpeting  Slings 
Primers  & Accessories  ·Canopy/Windshield  Covers 
·Baggage Compartments 
FABRIC  ENVELOPES 
A.N.  HARDWARE ·Poly-Fiber P103,  PI 10 & PI06 
· Ceconite 101  and  102  . Bolts  ·Rivets 
· Nuts  ·Washers  ·Pins 
READY-TO-INSTALL 
· Fillings  ·Screws 
UPHOLSTERY  KITS 
· Fasteners 
·Antique & Classic  Aircraft 
:DECALS, STENCILS 
ACCESSORIES  CUB. •  & PLACARDS 
· Filters  ·Windshields 
e
·Tires  ·Shock Cords  n  AIRFRAME  PARTS 
·Tubes  ·Spark Plugs  tt  ·Spruce  · Fir  ·Plywood 
· Propellers  ·TaiI  Draggers  · Adhesives  · Nails 
· Mateo Wheels  and  Brakes  ·Steel Sheet & Tubing 
·Master Cylinders  ·Aluminum Sheet &Tubing 
1IIIIIIIr Visit our  retail outlet 

.  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 
(INCLUDES FRAMABLE STORY SHEET)
•  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 
16 Page Available  FREE! 
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 
Arrow Salvage &Sales 
3018 So. 19th Ave. 
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 
Separately. 
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 
(HCA-3), Thousands Of Canon Plugs - All Sizes, 
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-
tle Quadrants, 12  foot Liberty Wood Prop, Hartzell 
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-
gine  Parts, New Upper And Lower Wing Ribs For 
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-
ance Adaptors, Instruments, Large, Large Selection 
Of Aircraft Hardware, Ramp Equipment, Tools, 
Test Equipment, Etc. 
This Is Only A Sample Listing. 
Call  For Complete Brochure. 

AUCTIONS IMC. 
1260 Roy.1  On.. _ '.ptlhoft . ME  68128 
(402)  \933 
AVIATION UNLIMITED AGENCY 
BecoIne A  Metnber Of The BAA 
Antique/Classic Insurance PrograIn! 
BENEFITS INCLUDE:
Call Today!
• Lower Uability & Hull Premiums
• Fleet Discounts
• No Age penalty
800-727-3823 
• No Hand Propping Exclusions
• No component Parts Endorsements
NotAnEAA 
Antique/Classic Member? 
• A+ Company with In-House Claims
Cll'PJ-'
  . a •0  Oln.
service
ANTIQUE  1·800·843·3612
• Option to Repair Your Own Aircraft
CLASSIC 
APPROVED 
Come  back to  the  days  of the  barnstormers . .. 
the first  air mail . .. the  earliest airlines . .. and daring 
transoceanic flights . .. as  TAB/Aero  presents . .. 
.
U.S. CIVIL AIRCRAFT
. corne  back  to  the  exciting  early  days       
when  flying  was  a  real  adventure  with  this  definitive 
series  about  classic  aircraft.  Now,  whether  you  enjoy  flying 
or  restoring  historical  aircraft . . . reminiscing  about  the  early 
piloting  days . .. building  scale  model  planes ... or  being  an 
armchair  aviator  or historian,  you  can  take  a  special  journey 
in  flight. 
Included  are  rare  photographs ,  historical  and  production 
notes ,  technical  data,  and  little-known  anecdotes.  You  get  the 
stories ... names ... places  and  times  that  played  key  roles  in 
the  growth  and  success  of civil  aviation.  Jim  Thompson,  pilot 
and  restorer  says,  " There  is  no  set  of books  that  can  equal 
the  quality and authenticity  of the  U. S.  Civil Aircraft  Series.  " 
And,  if you  act  right  now,  you  can examine  Volume  1 at  no 
cost  or  obligation  for  a  full  15  days,  and  receive  a  FREE  Com-
memorative  Lapel  Pin.  Keep  the  first  volume  and  you' ll  pay  only 
$19.95  (A  savings of $10) .  Each  subsequent  volume  will  arrive 
in  your  home  about  every  6  weeks  at  the  regular  price  of 
$29.95.  You can  collect 
the  entire  series  or  cancel 
your  subscription  when-
ever  you  wish.  Whatever 
you  decide,  the  Pin  is 
yours  to  keep. 

Mail Coupon  to: 
TAB/Aero Press
Blue Ridge Summit, PA 17294-0840
D YES! Please send me the U.S. CIVIL AIRCRAFT
SERIES. Volume 1 for my FREE 15-day examination at the
introductory price of $19.95 (A savings of $10 off the regular
price of $29.95). Please include my FREE Commemorative
Lapel Pin. Please reserve future volumes for me.
Name _________________
Address ________________
City _________________
FREE COMMEMORATIVE PIN  State __________ Zip _____
. When  you  order  Volume  1 of the 
Signature .,.-----.,.--_--,-:,----,_---.,.--_---,,__.,....,..,-----,-__
Order invalid without Signature. All orders subject to credit approval. No orders accepted
U.S.  CIVIL  AIRCRAFT  SERIES. 
without Signature.
You may send your order on a photo copy of thi s form.
FOR FASTEST SERVICE CALL TOLL-FREE 1-800-822-8158
CAVN294

Sponsor Documents

Or use your account on DocShare.tips

Hide

Forgot your password?

Or register your new account on DocShare.tips

Hide

Lost your password? Please enter your email address. You will receive a link to create a new password.

Back to log-in

Close