Vintage Airplane - Mar 1994

EDITORIAL STAFF 
Publisher 
Tom Poberezny 
March1994 Vol.22,No.3
CONTENTS
1 Straight&  Level/ 
Espi e"Butch"Joyce 
2 ACNews/ 
CompiledbyH.G.Frautschy 
4 FromTheEAAArchives/
H.G.Frautschy
6 NothingNewUnderTheSun/
FrankRyder
10 WhatOurMembersareRestoring/
NormPetersen
12 Sun 'nFunPreview/
H.G.Frautschy
13 SwiftFun/H.G.Frautschy
18 AlCShowplanes·WinnersAII/
NormPetersen
22 ReadYourPlugs/
BillClaxton
23 PassittoBuck!
E.E."Buck"Hilbert
24 ReplacingRusty Longerons/
H.G.Frautschy
25 WelcomeNewMembers
27 AlCCalendar
28 MysteryPlane/GeorgeHardie
30 VintageTrader
Vice-President, 
Marketing and Communications 
Dick Matt 
Editor-in- Chief 
Jack Cox 
Editor 
Henry G. Fraut schy 
Managing Editor 
Golda Cox 
Art Director 
M ike  Drucks 
Computer Graphic  Specialists 
Sara Hansen 
O livia l. Phillip  Jennifer Larsen 
Advertising 
Mary  Jon es 
ASSOCiate Editor 
Norm  Pet e rsen 
Feature Writers 
George Hardie, Jr.  Dennis Parks 
Staff Photographers 
Jim Kaepnick  Mike Steineke 
Carl Schuppel  Donna  Bushman 
Editorial Assistant 
Isabelle W iske 
EAA ANTIQUE/CLASSIC  DIVISION, INC, 
OFFICERS 
President  Vice-President 
Espie ' Butch' Joyce  Arthur Morgan 
604  Highwoy St .  3744 North 51st Blvd. 
Madison, 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, IL  60180 
507/373-1674  815/923-4591 
DIRECTORS 
John Berendt  Robert C. ' Bob' Brauer 
7645 Echo Point Rd.  9345 S. Hoyne
Cannon Falls, MN 55009 
Chicaw, IL 60620 
507/ 263-2414  312/  79-2105 
Gene Chase  John S. Copeland 
2159 Carlton Rd. 
28-3 Williannsbur8 CI. 
Oshkosh, WI  54904  Shrewsbury, MA  1545 
414/ 231 -5002  fIJ8/842-7867 
Phil Coulson  George Daubner 
28415 Springbrook Dr.  2448 Lough Lane 
Lawton, MI 49065  Hartford, WI 53027 
616/624-6490  414/673-5885 
Charles Harris  Stan Gomoll 
7215 East 46th St.  1042 90th Lane, NE 
Tulso,  OK  74145  Minneapolis, MN 55434 
918/622-8400  612/784-1172 
Dale A. Gustafson  Jeannie Hill 
7724 Shody Hill  Dr.  P.O.  Sox 328 
Indianapolis, IN 46278  HaNard, IL  60033 
317/ 293-4430  815/943-7205 
Robert UCkteig  Robert D. ' Bob' Lumley
1708 Bay Ooks  r.  1265 South  124th SI. 
Albert Leo, MN 56007  Brookfield, WI  53005 
507/ 373-'2922  414/ 782-2633 
Gene Morri s  George York 
115C Steve Court, R.R. 2  181  Sloboda Av. 
Roonoke, 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.  640 Alamo Dr. 
Lawrenceburg, IN 47025  Vacaville. CA 95688 
812/537-9354  707/ 451-0411 
Dean Richardson  Geoff Rolbison 
6701  Colony Dr.  1521  E. MocGregor Dr. 
Madison, WI 53717  New Haven, IN  46774 
608/ 833-1291  219/493-4724 
Page 6 
Page  12 
Page  18 
FRONT COVER  ... Mark  Hollidoy  and  Charlie  Nelson  form  up  for  a  portrait 
with  a  pair of Swifts.  In  the foreground  is  Mark in  his  1946 Globe GC· 1  B Swift, 
powered by a  Continetal 0-300 of  125hp.  Charlie  Nelson's modified Globe 
  GC·l A  Swift  sports  just  about  every  STC'd  change you  can  make  to  the 
airplane.  EAA photo by Jim  Koepnick.  Shot with a  Canon EOS- l  equipped 
with  an 8O-200mm  lens.  1/ 250 sec. at  f8  on Kodak Kodachrome 64.  Cessna 
210 photo plane piloted by Bruce Moore. 
BACK  COVER  .. ."Making  a  Date '  is the  ti tle  of  this  painting  by artist  John 
Dormer of Son  Diego, CA.  The  pilot of the Stearman C3R  in  the  foreground 
tries  to charm the young lady in  the '36 Ford Roadster. while Louise Thaden's 
Travel  Ai r  turns  final  in  the  background.  See  A/ C  News  for  more  on  this 
painting entered in  the 1993 Sport Aviation Art Competition. 
Copyright  © 1994  by the EM Antique/Classic Division  Inc. All  ri ghts reserved. 
VINTAGE AIRPLANE  (ISSN  0091-6943)  is  published  and  owned  exclusively  by  the  EAA  Antique/Classic  DiviSion,  Inc.  01  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, Inc. is $20.00 for current  EAA members 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  Anlique/Classic  Division,  Inc., P.O.  Box  3086,  Oshkosh, WI  54903-3086. FOREIGN  AND  APO 
ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign  and AFO addresses via surface mail. 
ADVERTISING  - Antique/Classic  Division  does  not  guarantee  or endorse  any  product  offered  through  the  advertising. We  inv"e constructive 
criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can  be taken. 
EDITORIAl. POLICY;  Readers  are encouraged  to subm" stories and  photographs.  Policy opinions expressed  in  articles  are solely those of the 
authors.  Responsibilrry for accuracy in reporting rests entirely with the contributor. No renumeration is made. 
Material should  be sent to: Ed"or, 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  of 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 
This winter we have had so much
rain and cool weather here in the Car-
olinas that it certainly strains me to be
enthusiastic when I write my
STRAIGHT & LEVEL article. The
basic reason is the lack of flying activ-
ity here because of the weather ... it
becomes difficult to have the inspira-
tion needed to talk about certain sub-
jects. I am looking forward to the
spring season so that we can start fly-
ing again. My enthusiasm will build
again for the flying part of aviation.
I sit here every day looking at the
calendar .. . counting down the days
that remain until the Sun 'n Fun Fly-
In. When we return from that fly-in,
we will return with a lot of enthusiasm
to carry us right on through Oshkosh.
Billy Henderson, the executive di-
rector of Sun 'n Fun, has assured me
that all those people attending the fly-
in will have a great deal of fun.
The Antique/Classic area, as you
know, was moved from west of the
field to an area south of the field. Last
year, this area had some very soft
ground for the larger airplanes. They
have been trying to remedy some of
these problems for this parking area.
One of the disadvantages of the old
parking area was the fact that when
the airshow was being performed you
had to remove yourself from the area
in which the airplanes were located.
This area was past the show line. Now,
the new parking area is not in the show
line and thus permits people who are
there for a short time to walk around
and view the Antique, Classic and
STRAIGHT &LEVEL 
Contemporary aircraft. I think this is
a great improvement.
The Sun 'n Fun Fly-In is a very well
organized and well run event. Those
who have attended in the past have re-
ally enjoyed it. I will be there and will
be in the Antique/Classic area much of
the time ... visiting from aircraft to
aircraft and around the headquarters
building.
About the only thing I have done
this winter is work on my 172. I started
out to put a windshield in this plane
for my annual ... and ended up com-
pletely redoing the interior back to
new condition with all new glass - 360
0
front and rear. I then stripped and re-
painted the interior, replaced broken
plastic on the instrument panel , in-
stalled soundproofing and completed
the job with a leather interior. This
was done by a friend of mine from
North Wilkesboro, NC. The airplane
looks like new on the inside. Just this
past weekend, I completed this project
with the help of my friend Rob Kam-
sch, and hopefully when the weather
breaks, we will be out flying as soon as
I can get the annual signed off. This is
a 1967 172 which is the last year they
put the Continental engine in this
Cessna.
In February we held the winter An-
tique/Classic Board of Directors meet-
ing at Oshkosh. Several things were
discussed concerning OSHKOSH '94.
The board is very concerned about im-
proved services for those people who
attend the Fly-In and park further
south on the field. I hope there will be
more "porta-johns" available this year
and that we will have a mini-store with
ice and other necessities for those peo-
ple camping in that area . Also the
possibility of showers was discussed
but due to zoning regulations and lo-
gistics, that might not be possible this
year. It is also our hope that we might
be able to run a tram from this area to
transport people with baggage, and
who are not camping, to the main bus
terminal. This is a real dilemma for
those people who park to the south as
sometimes there is a possibility they
may end up carrying their baggage
nearly 2-112 miles by foot to get to the
bus area. We are very concerned that
this should be corrected. Of course,
with the growing pains that we have at
the Convention, we just ask for every-
one's patience. Should you have any
comments along this line, please for-
ward them to me. My address is shown
in the mast head of the magazine.
With reference to the magazine, I
hope everyone is enjoying the new
color that we are presenting each
month. Our membership has broken
the 9,000 member mark and we are
still growing. I certainly appreciate ev-
eryone's loyalty. Should you have any
comments of any type concerning your
Division, do not hesitate to contact
me. Please ask a friend to join our Di-
vision so that we can be even stronger.
Let's all pull in the same direction for
the good of aviation . .. we are better
together. Join us and have it all! ...
VINTAGE AIRPLANE 1
ABOUT THE BACK COVER  ... 
" Making A Date" is the painting artist
John Dormer, of San Diego, CA did for
his friend Bill Allen, whom John describes
as a " talented aviator, collector and de-
voted aviation buff." John describes the
painting:
"The Stearman C3R in the foreground,
the '36 Ford Roadster, the Ryan ST in the
hangar and the ex-Louise Thaden's Travel
Air racer turning final are all aircraft in
Bill's collection, and Allen Airways is the
name of one of his businesses. I com-
bined all these subjects into a nice sunny,
happy scene, reminiscent of the mid-thir-
ties, and used my imagination to place the
airport in a kind of central California set-
ting. The painting is done in Gouache, a
medium I very much enjoy. Bill likes it
too and says he' s going to miss the paint-
ing for the year the EAA has it on dis-
play."
Fear not, Bill, your painting will be on
its way home to you in a couple of months,
after the crowds here at the EAA Air Ad-
venture museum have had a chance to ad-
mire it.
John Dormer has been nuts about air-
planes since he was a kid. He was able to
realize many a young boy's dream by be-
coming a USAF pilot, first as an instructor
in T-33's, then as pilot for the Tactical Air
Command, flying the RF-101 Voodoo.
All through that time he dabbled with
sketching and watercolors, but he made
no serious effort to earn an income with
his artistic talent. After leaving the Air
Force, his keen interest in sports cars led
him into a career in that field, both in ap-
praisals and as a dealer. He also built a
Mong Sport biplane. By 1987, John was
able to get more serious about his art ca-
reer, which he had continued to work on.
John's painting was the recipient of a
Merit ribbon from the judges of the 1993
EAA Sport Aviation Art Competition.
Our thanks to Bill Allen and John Dormer
for sharing the painting with EAA and its
members.
EAA OPPOSES CORPORATE 
ATCSYSTEM 
In  testimony before the FAA, EAA
has formally expressed opposition to the
federal plan being proposed to remove
the FAA's jurisdiction over the nation's
Air Traffic Control system and turn it
over to a federal corporation.
EAA believes that turning the system
over to a corporation would endanger the
2 MARCH 1994
compiled by H.G. Frautschy 
aviation infrastructure of the U.S., and
weaken the state of general aviation in the
country as well as further limit an individ-
ual's ability to use airspace open to all.
The restructuring plan currently being
developed could include individual
charges for such items as weather brief-
ings, the filing of flight plans and contact
with air traffic controllers. EAA is con-
cerned about general and sport aviation
users being forced to pay for services that
are not needed by most of those airspace
users. Furthermore, the corporation by
definition would be a monopoly, eliminat-
ing an efficiency motive inherent with
competition.
"General, or more particularly, non-
commercial aviation, has been the grass
roots of aviation and the basis for the su-
periority our country enjoys in the field of
aviation today," said EAA President Tom
Poberezny. "If we weaken or diminish
those roots we will eventually weaken and
diminish all aviation. We are concerned
that placing the A TC system within a fed-
eral corporation will do just that."
Also of note was the apparent lack of
concern by the current Administration to-
wards public input on the proposed plan.
EAA and other concerned organizations
and citizens were given only 5 business
days notice that public hearings would be
held on the plan.
"The freedom for all to enjoy the bene-
fits of our nation's airspace is disappear-
ing," concludes Poberezny. "That free-
dom and access has been the foundation
of our growth and leadership in aviation.
It is a fundamental premise of our country
and must be preserved."
EXPERIMENT  AUEXHIBITION 
CATEGORY INFO 
For A/C members who own foreign
aircraft such as a Blicker, Stampe SV-4 or
the deHavilland Tiger Moth or Chip-
munk, and other Antique/Classic aircraft
registered as Experimental/Exhibition,
the current review by the FAA regarding
the operation of these aircraft is of great
importance. The FAA is currently study-
ing the situation which may affect new ap-
plicants and could impact current opera-
tors of these aircraft. While the rules
regarding the operation of those aircraft
with existing aircraft airworthiness certifi-
cates issued as Experimental/Exhibition
have not changed, there is the perception
that the enforcement of the operating lim-
itations issued with the aircraft airworthi-
ness certificate would be more strictly in-
terpreted.
On February 17,1994, a meeting was
held in Washington, D.C. regarding this
Issue.
A number of recommendations had
been made to the FAA after a workshop
held at the EAA Aviation Center in
Oshkosh in October 1993. The FAA re-
quested the recent meeting to receive in-
put from individuals and organizations
who have concerns in this area. Accord-
ing to the FAA, nearly 1,000 comments
were received in response to the notice in
the Federal Register, a significant number
when weighed against the number of air-
craft that are affected by the restrictions
imposed by the FAA regarding their op-
eration.
It is anticipated that further word re-
garding the workshop'S recommendations
and the FAA' s response will come no ear-
lier than the beginning of April. EAA
will continue to work with the FAA to en-
sure the flight rules placed upon these air-
craft are not unduly restrictive. The FAA
has made no commitment regarding the
final disposition of these rules, and they
are still working on the problem at the
staff level. EAA will cooperate with the
FAA to be certain they have all the ap-
propriate information they need to make
a set of rules with which the operators can
continue to fly their aircraft. We will keep
you advised on the situation as it devel-
ops, and are planning an article concern-
ing the rules governing the operation of
Experimental/Exhibition Antique/Classic
aircraft. At that point in time we should
have a clearer picture on exactly what you
can and cannot do with a foreign Antique
or Classic airplane registered in the Ex-
perimental/Exhibition category.
EAA AIR ACADEMY '94 
The EAA Air Academy for youth age
15-17 will be presented from July 16-31,
1994. Applicants will be considered in the
order received. Interested youth, parents
members and EAA Chapters are urged to
secure further information about the
eleventh annual Air Academy by contact-
ing the EAA Education Office, P.O. Box
3065, Oshkosh, WI  54903-3065 or call
414/426-4888.
CONTINENTAL LUSCOMBE 
ASSOCIATION MOVES 
Here is an update on the address and
phone number of the Continental Lus-
combe Association. They've moved from
California to Idaho. The new address is
705 Riggs, Emmett , ID 83617. Phone
208/365-7780.
ERCOUPE SERVICE BULLETIN 
Univair Aircraft Corp., the holder of
the Ercoupe type certificate, has just is-
sued a service bulletin regarding inspec-
tion for corrosion in the outer wing panel.
All models of the Ercoupe are affected, in-
cluding the 415-C, -CD, -D, -E and -G
models, as well as the Forney F-1 and F-
lA, Alon A-2 and A-2A, and the Mooney
M10. The inspection is due within the
next 100 hours of operation or at the next
periodic inspection, whichever occurs first.
According to the SB, reports have been
received that several aircraft built under
the Ercoupe type certificate have been
found to have severe corrosion in the
outer wing panel structure. There is cur-
rently no existing provision for complete
visual inspection of the outer wing panel
structure.
The bulletin details the inspection pro-
cedure, including the locations of inspec-
tion holes to be cut into the wing covering
(metal or cloth) . If you have not yet re-
ceived a copy of this bulletin, and you
have an aircraft that could be affected by
the Service Bulletin, contact Univair Air-
craft Corporation, 2500 Himalaya Rd.,
Aurora, CO 80011. Phone 303/375-8882.
HAC HELP NEEDED
Ben White , P.O. Box 5862, Arizona
City, AZ 85223, is looking for an STC or a
one time approval on an FAA Form 337
to cover the installation of a Lycoming 0-
290 in an Aeronca l1AC. If there is any-
one who has done such a conversion, Ben
would like to hear from you. We were un-
able to find an STC for the 0-290 installa-
tion, but perhaps someone has done it on
a one time approval basis.
ILLINOIS AVIATION
HALL OF FAME INDUCTEES
When the Illinois Aviation Hall of
Fame made its selections for this year' s in-
ductions, long time EAA member and
Antique/Classic supporter Ted Koston
was included in the group. Ted was hon-
ored for his volunteer leadership in sev-
eral aviation organizations as well as EAA
over the past 45 years. It seems everybody
knows Ted Koston - over 45 individual
nominations were received for his nomina-
tion. Ted is known to most EAA'ers as a
world class photographer whose photos
have graced the pages of EAA publica-
tions for many years. (You can see one of
his photos on page 16 - the shot of Jack
Nagle' s SuperSwift.)
Ted is active in the Coast Guard Auxil-
iary, Cross and Cockade society, Civil Air
Patrol, and EAA Chapter activities, plus
he serves as a judge for the Antique/Clas-
sic Photo contest. Ted was also instru-
mental in the formation of the Midwest
Aviation Photographers society.
Congratulations, Ted, on your induc-
tion into the Illinois Aviation Hall of
Fame.
Also inducted into the Hall of Fame
were aviators Ralph Eckley and Art
Chester.
Ralph Eckley (deceased) was a pioneer
(WW I era) pilot and barnstormer from
the ' 20s. He was one of the founders of
the Monmouth, IL airport and the instiga-
tor of several feeder airli ne attempts to
serve Illinois and Iowa cities prior to WW
II. Ralph was also an accompli shed avia-
tion journalist who authored more than a
thousand articles dealing with aviation.
Even into his late 80's, Ralph was active in
Illinois aviation. Ralph ' s son-in-law is
none other Jim Haynes, the president of
the Curtiss Robin club. Jim married
Ralph' s daughter Ann.
Art Chester (deceased) was a pioneer
aviator as well , and is well-known to mem-
bers who enjoy air racing history. Art was
a barnstormer and race pilot who was the
operator of the Wilhelm Airport near
Joliet , IL for nearly 30 years, from 1920
until his untimely death in 1949. He raced
some of the most well-known airplanes in
racing history, including the famous
"Jeep" and "Swee' Pea II. " Chester was
also one of the early presidents of the Pro-
fessional Race Pilots Association (PRPA).
Hi s willingness to demonstrate flying to
everyone with airshow performances, pas-
senger rides along with his enthusiastic
aviation preaching earned him recognition
before his air racing career even started.
Art was always willing to share his racing
experience with the younger race pilots,
and was active in a number of facets in air
racing, including acting as the race referee
for the National Air Races during the
post-war years.
The Hall of Fame dinner and induction
ceremonies will be held at the Collinsville
Holiday Inn in conjunction with the Illi-
nois Aviation Conference. The confer-
ence will be held May 3-6, with the induc-
tion May 5.
At the same dinner, the Spirit of Flight
award will be presented to the Illinois
Army National Guard in recognition of
their patrol and rescue efforts during the
Great Flood of 1993. Many of these Guard
pilots and crew members are EAA and
Antique/Classic members - our congratu-
lations to you all!
NANCY DAILY
Charlie Nelson had the sad duty to re-
port to the Swift community of the passing
of Nancy Daily, the fine lady who had
hosted the national Swift Fly-In since
1980. An accomplished multi-engine pilot
and instrument instructor, Nancy was
killed when the plane she was piloting
crashed in the Smoky Mountains near An-
drews, NC. The crash occurred during the
second approach attempted by Nancy to
McMinn Airport during an unscheduled
landing.
She and her husband Jim were the op-
erators of the FBO at McMinn. Nancy
also served as an agent for AUA, Inc.
Many Swift enthusiasts will recall her
warm welcome and friendly smi le when
they stopped by for a visit.
Our condolences to her husband Jim
and their 3 daughters, as well as to her
many friends and fellow "Swifters."
ZACKMOSLEY
One of the most popular comic strips of
the '30s and '40s was "Smilin' Jack, " a
comic that mixed the world of aviation
with the action of the imagination. Zack
Mosley the creator of that memorable
comic, passed away December 24,1993 at
the age of 87. His was the creative genius
behind the strip that featured such unfor-
gettable characters as " Fatstuff" and
" Downwind Jaxon," not to mention
Smilin' Jack himself. The strip ran from
1933 until 1973, and during that time ap-
peared in 300 newspapers around the
world. Capturing the romance of aviation
in the strip was easy for Mosley, who had
been inspired by aviation when he was a
young boy watching a mail plane fly over
his home.
He was a great supporter of the Civil
Air Patrol, lending his expertise with a pen
to draw a number of logos for use by the
service. His detailed drawings within his
strip helped keep aviation in the minds of
thousands during the years, and inspired
countless youngsters towards aviation ca-
reers.
Zack Mosley is survived by his wife,
Betty, his daughter, Jill of Gainesville, FL,
and his three brothers, Joe, Bob and
Doyle.
JAMES C. REDDING
James Redding passed away November
14, 1993 at the age of 86.
He enjoyed a long career in aviation,
starting with his work as an engineer with
Grover Loening following his graduation
from MIT in 1929 with a degree in aero-
nautical engineering. Jim later worked for
EDO, Seversky and Kirkham before he
worked at Fleetwings, where he designed
the airplane for which most Antique/Clas-
sic members will remember him - the first
stainless steel airplane put into produc-
tion , the Fleetwings Seabird. Two
Seabirds of the seven produced are still
flying - Burke Oliver ' s and Channing
Clark's Seabirds are sti ll both beautiful ex-
amples of the amphibian.
Jim joined Eastman Kodak in 1939,
where he worked on aerial photography
equipment design. Towards the end of his
career, Jim was involved in the design
work for the cameras and film processing
equipment used to map the lunar surface
in preparation for the Apollo missions .
He retired in 1972.
Jim was a pilot for over 60 years, and
was an active member of EAA Chapter 44
in Rochester, NY.
Our condolences to the families and
friends of Nancy Daily, Zack Mosley and
'* James Redding.
VINTAGE AIRPLANE 3
FROM THE  ARCHIVES ... 
by H.G. Frautschy
The EAA and its members are fortunate in that a number of significant photographic collections have been do-
nated to the EAA Aviation Foundation. The photos you see here are part of the Worthington collection, a series of
photos taken by an unknown photographer from the Los Angeles area. The photographer worked for a Packard
dealer, and so many of the shots feature a bright, shiny new Packard in the foreground.
The photos all share a terrific amount of detail, by virtue of the fact they are printed from glass plate negatives.
We have W.L. Worthington (EAA 100415) of Inglewood, CA to thank for saving these valuable artifacts of aviation
history.
The Graf Zeppelin during its stopover at Mines Field,
Los Angeles, during the famous around the world
flight in 1929. In the inset shot, employees of the LA
Dept. of Water and Power appear to be working with
some electrical equipment related to maintaining
the " Graf " while it was moored. Perhaps they' re
supplying power for electrolysis to generate hydro-
gen. Imagine the ride on those wooden spoked,
solid rubber tired wheels! There is one more fun de-
tail on the truck - a mechanical turn signal. Look
closely, and you can see a painted arm and hand in
the window. Pull on the handle, and the arm points
to tell everyone where you' re headed! You can also
see some great details on the Zeppelin, including
the ground handling rails along the length of the
cabin. The " Graf" was a reliable and safe dirigible
throughout its career, and was never involved in a
accident fatal to its passengers. It was eventually
scrapped by Hitler's government, the last of the
great rigid airships to carry paying passengers in
revenue service.
4 MARCH 1994
The Buhl CA-3E Air Sedan, SIN 57, powered with the Packard DR-
280 diesel engine. This particular plane was first delivered with a
Wright J6, but the airframe was one of several different aircraft
modified to use the new Packard diesel, an engine that held great
promise as it was developed in 1929-30. (Packard was awarded
the Collier Trophy in 1931 for its work with diesel engines.) The en-
gine was designed by Capt. L.M. Woolson, a noted engine designer
for Packard. Unfortunately, just as the engine was reaching it's
peak as far as development goes, Woolson and two passengers
were killed in the crash of a Packard diesel equipped Verville Air
Coach near Attica, NY, when they lost their bearings in a storm.
While Packard continued some work with the engines, without the
zeal of its chief designer the project eventually fell by the wayside.
We have no identification regarding the location or identities of the
people in either shot, although the large brick and stucco hangar in
the background may offer a clue.
Trading places - A local native American and who we presume to
be one of Union Oil's pilots take a moment to trade their mounts.
The four-legged variety seems very well behaved, but what ap-
pears to be a whip in the hands of the Indian may have something
to do with that! This particular Travel-Air 4000 is SIN 722, and was
delivered to Union Oil of California with a 220 hp Wright. The loca-
tion is unknown.
VINTAGE AIRPLANE 5
Despite the proven long-distance pin-
point accuracy of modern day missiles,
the military still believes there is a combat
need for a highly maneuverable manned
fighter. Thus the new X-29.
Instantly recognizable by its forward
swept wing, this unique airplane is touted
as a new concept in fighter design. Imag-
ine an aircraft so unstable it requires the
constant attention of a computer to spare
it from self-destruction. The operational
G forces the X-29 is designed to with-
stand are reportedly much greater than
those its pilot can endure.
This strangely beautiful new jet fighter
isn't designed for maximum multisonic
speed to out race enemy missiles, and it
wasn't created for flying at stratospheric
altitudes out of hostile reach. Instead, its
mission is intended to engage, outmaneu-
ver and destroy the enemy by utilizing a
totally unstable design that turns on a
dime.
A radical new concept, right? If you're
referring to 75 years ago in 1917, the an-
swer is yes, and the aircraft that pioneered
and combat tested this approach was the
Fokker DR-l. The famous/infamous ,
6 MARCH 1994
by Frank Ryder
loved/feared, rewarding/frustrating killer
of pilot and foe alike, Fokker Triplane.
Also intentionally designed inherently
unstable, it, too, required uninterrupted
computer monitoring (the brain) and con-
stant servo input (the hands and feet) to
prevent self-destruction. What resulted
was the consummate air fighter, the high-
water mark against which to measure all
later designs.
To appreciate how advanced and radi-
cal the DR-l was, you must compare it to
its contemporaries, which represented the
state of the art late in World War I. As
with the X-29, there were faster and
higher flying machines, but when it came
to engagement in the deadly duel of "dog-
fighting," it was peerless. In one, the bril-
liant German Ace, Werner Voss, single-
handedly fought two flights of British
SE-5's to a standstill before finally suc-
cumbing. That day he reportedly shot
down four Allied planes and left bullet
holes in every other bewildered adversary
while demonstrating the Fokker's ability
to instantly turn on its attackers with con-
trolled flat spins.
The Great War raged from mid 1914
to late 1918, just 11 to 15 short years after
Kitty Hawk. By comparison, the F-4
Phantom is still a potent weapons system
effectively used as recently as Desert
Storm, and yet it was designed over 35
years ago. Back in World War I, going up
against the enemy in even a two-year-old
design was a certain death sentence.
During the little over four years, or
223 weeks, of hostilities, an average of
more than one new aircraft design was in-
troduced each week. Can you imagine
such a feat? Designs constantly being
sketched on floors, walls and tables with
prototype construction immediately un-
dertaken. No EAA for support or Trade-
A-Plane for scrounging parts, those folks
were real pioneers with their fledgling en-
gines. Little wonder more World War I
airmen died from accidents than from en-
emy gunfire.
New aircraft were accepted or rejected
by governments trying to establish mean-
ingful standards through trial and error
methods. Most pilots today know of the
SE-5, yet very few are familiar with the
SE-4, an earlier and faster design. Unfor-
tunately, the British government rejected
the prototype because, according to
them: "nobody can safely land an •••a:;;...,;:;;....,jflilif
aircraft at 52 mph." 41
Even though World War I
combat machines quickly incorporated
most features embodied in today's air-
craft, the Allies persisted in utilizing
wire braced and strutted, thin winged
biplanes. At the same time, the Ger-
mans were experimenting with radical
new designs. As an example, Junkers cre-
ated the first corrugated aluminum
skinned monoplanes during WW I, a de-
sign feature that carried into the next
World War.
Surprisingly, the Sopwith Triplane pre-
ceded and prompted the much better
known Fokker, but it still possessed pilot
forgiving dihedral and other stabilizing
features. As the owner and pilot of Char
Wille's authentic Sopwith Tripe replica, I
can attest it is a delightfully maneuver-
able, yet strong and forgiving, craft.
We even plan to add the relatively ob-
scure Nieuport Triplane to our collection
in the future and then compare flight
characteristics of all three. Excuse me,
but we'll take a pass on those four and
five wingers except in static model form.
Certain fighter aircraft betray their
mean intentions even sitting idly on the
ground. The P-38 and F-15 are two prime
examples. Likewise, jaunty, colorful
paint schemes do little to disguise the
deadly purpose of the Fokker DR-l.
With an airman' s eye, let ' s analyze the
design a bit.
First off, it is very compact and close
coupled, features that handicap ground
handling as quickly as enhancing maneu-
verability in the air. With three 25' wings,
it has over 70 feet of stacked wing. Add
to that another five feet of airfoil between
the wheels and you realize the total lift
available with light loading and short
lever arms. Even the huge horizontal sta-
bilizer provides lift by way of its angle of
incidence. As a result, our trip lanes climb
like homesick angels.
Notice the absence of drag inducing
flying wires. As Anthony Fokker's de-
signer, Rheinhold Platz introduced a rev-
olutionary and unbirdlike thick airfoil
with one piece cantilevered box spars
four inches high by eight inches wide. It
is told that the big interplane struts out
near the wingtips were unnecessary but
were reluctantly added at the insistence
of suspicious combat pilots who didn't
trust their lives to wings just sticking out
there with no visible reinforcement.
A single set of crossed cables above
the fuselage reinforce and align the ca-
bane struts, while a second set below does
the same for the landing gear.
Heeding the input of a battle tested
command, Fokker made the triplane so it
would knock down and reassemble very
quickly. Even a team of mules could haul
a DR-l to the front. In a matter of min-
utes a ground
crew would posi-
tion and fasten
one wing on top
of the fuselage
and one on the
bottom, slap on the cabanes , the top
wing and interplane struts, adjust the ca-
bles, connect the aileron controls, fuel up
and go face the enemy. Try that with an
X-29.
If you study those big "elephant ear"
ailerons as shown in the illustration, you
can see a large area out in front of the
hinge (illustrated by the shaded areas) .
This effectively balances the controls ,
making roll forces very light on the stick.
Unlike the Sopwith Triplane which has a
pair of ailerons on each wing, for a total
of six , the DR-l has a pair on the top
wing only. Combined with how far the
top wing is located above the prop thrust
line, the resultant roll axis seems to be
displaced somewhere above the fuselage
centerline. This allows aileron only
banked turns with little yaw, apparently
because of a pendulum effect.
When we acquired the first of our four
Fokker triplanes, I would say, "Let' s go
hide the ball" when I climbed into the
cockpit because the DR-l is quite content
to fly in any uncoordinated attitude it
finds itself. Lots of hours of familiariza-
tion later , I now usually discover
that the ball is naturally cen-
tered each time I check, instead
of buried at one end of the slip
indicator or the other. Forget
"stepping on the ball" as we
taught in flight training, for you
might quickly find yourself in an atti-
tude that grows more unusual by the mil-
lisecond. In keeping with its other unset-
tling habits, if you don' t apply forward
stick pressure in a steep bank, it will just
wrap up tighter and tighter. Against all
normal flight instructor admonitions, you
coordinate by keeping in a little top rud-
der and I caution each of our pilots to ap-
ply full power to all of our replicas when
in tight steep banks.
I have finally reached an uneasy truce
with these craft for they have almost be-
come an extension of my will. However,
realizing pride goeth before a fall, and
here in Alabama they say a mule will be
good to you for 10 years just to get a
chance to kick heck out of you once, I
never totally let my guard down.
By examining the empennage, you im-
mediately realize there is no vertical sta-
bilizer. As with the other control sur-
faces , that famous " comma" shaped
rudder has enough area in front of the
hinge to pretty well keep it turned when
turned. Most modern aircraft control sur-
faces are designed to safely neutralize and
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trail. Not this air plane . Wit h a rudder
bar under your feet , you must constantly
push one foot against the other to posi-
tion the rudder where you want it. If you
remove your feet, the plane will set up an
increasingly viol ent oscillation at certain
speeds. I frequently get out with a cramp
in my right foot. Don' t ask me why, be-
cause I' ve been too busy with cockpit
chores to figur e out why only the right
foot hurts and not the left.
The slab sided fuselage and the large
wedge shaped horizontal stab pair up at a
steep angle of attack to function like a
snowplow, forcing the relative wind out
and away from the small rudder, robbing
the top portion of effectiveness. Refer-
ring to the illustration, you see the eleva-
tor is also balanced, large, and built with
another " trademarked" Fokker shape. I
guess he believed in the tail forms be-
cause they appear on most of his air-
planes, right through the D-VIII.
Taxiing a DR-l has been compared to
walking into a moving closet and slam-
ming the door. If it wasn't for the "mouse
holes" conveniently nipped out of each
side of the inside trailing edge of the mid-
dle wing, you would be totall y taxi blind
instead of just horribly impaired. Slow
"S" turn taxiing can be accompli shed by
8 MARCH  1994 
alternately laying your cheek on each side
of the cockpit coaming and peeking under
the mid- wing. Such a deal! That guy
Tony Fokker thought of everyt hing. It 
was obviously either mouse ho les or a
periscope.
High speed taxiing for takeoff is an-
other story. Just lock the tail wheel, push
both throttle and stick forward and, voi la!
The tail is up almost instantly, revealing a
whole new world through that panoramic
opening between the top two wings. Sur-
prise of surprises, in that level attitude
even the rudder becomes effective. But
before you can pause to count your new
found blessings, you' re making like an el-
evator.
Combine all of the turbulent air
spilling over that mid-wing with the air
twisting around the exposed machine-
guns, and you discover anything less than
a Harley Davidson windshield is almost
worthless. That , combined with the vi-
sion obscuring castor oil thrown from an
original rotary engine apparently explains
why many German triplane pilots opted
for no wi ndshields whatsoever.
They say the longest surviving fighter
aces had swivel necks and never forgot
that death constantly lu rked above and
behind. The DR-l not only has a terrific
forward offensive fi eld of vision without a
lot of struts, wires, wings and hardware to
obstruct your view, but it is blessed with
unobstructed defensive visibility behind.
I am fr eque ntly asked which of our
growing coll ection of World War I ai r-
craft is my favorit e. Immedi a t e ly re-
minded of my four grown sons, I respond
by saying I love each one in a di ffe rent
and individual way. I usually add that if I
had to go to war in just one airpl ane, it
would be the Fokker DR- 1 Tripl ane. I
also tell them it mi ght just scare you t o
death having a skilled enemy stalking you
in one. Just think what Anthony Fokker
and his staff could have done if the Ger-
mans had trusted this hired Dutch genius
enough to make their most powerful en-
gines availabl e to him earlier in the war.
All right , enough conversation; let's go
fly ! Into my snowmobile suit , Nomex
gloves and leather helmet; even in Spring
it gets cold up there. That nonstandard
foot peg we install ed halfway up the side
of the fuselage eliminates the need for the
ladder often seen in old photos. The nor-
mal step hanging down from the fuselage
side can be reached from t he ground but
it requires the pil ot t o have about a 44
inch inseam to reach t he cockpi t - not
sta ndard iss ue in World War I beca use
the pilots were all short by today's stan-
dards. At 5'-7" , so am 1. The DR- 1 is
roomy but not enough to accommodate
long legs, and in order to see under that
mid-wi ng, you must sit very low.
Latch the seat belt and shoul der har-
ness, make sure your goggles or sun-
glasses are in place , and yell "c\ear. "
Si nce someone could conceivably and un-
knowingly assemble an entire marching
band under your nose, you look to your
ground crew to give thumbs up before
cranking. A few blades and you're run-
ning. No need to hold t he stick back in
your lap because the landing gear is so far
forward it would take lots of thrott le to
put it over on its nose . Engine instru-
ments O.K., so let's taxi . A wing walker
is mandatory in crowded air show situa-
tions.
Back taxi with constant "s" turns, and
do it slowly to minimize brake wear be-
cause our landing technique really goes
through brake pads in short order. Com-
plete our run up and turn the plane point-
ing about 45 degrees away from the
glideslope. This removes all those wings
from your line of vision as you look
slightly over your shoulder for landing
traffic.
All clear, so we roll into position on
the centerli ne. Tighten shoulder harness
and slowly roll straight forward as we lock
the tail wheel. If any clouds are visible,
choose a feature in the sky centered over
the end of the runway to use as a localizer
during the brief transition, and pour the
coal to it. Push stick full forward till tail
comes up, then neutralize; another 150
feet and we're flying. Hold airspeed at 80
mph as we climb about 2000 feet per
minute.
Where are those two SE-5s that took
off a little while ago? Even with brightly
colored roundels and knowing they are
lurking nearby, they're still tough to spot,
so we look for shadows moving across the
ground. There's mine! Aha, and there
are theirs, behind me. They're coming
out of the sun above me, pressing the
early advantage. Only way to avoid them
before they get too close is to swap ends
and go back under them since they are
committed to their diving speed and di-
rection.
Back on the power, nose momentarily
up, hard left rudder, nose down, full
power, speed up, and back into a climb
right at them. As they break left and
right, I continue to climb while they try to
trade speed for altitude and match my
climb. Turning to take stock, I can see
they have unwisely separated, so I turn to
press the attack on the closest one who is
now banking a little below me. Nosing
over, I quickly gain the speed advantage
and have closed the gap before he realizes
I'm located in Position A. Mentally blast-
ing him from the sky before he knows
what hit him, I then break left, scanning
the sky.
Where's his fight mate? There to my
left, turning towards me. I respond by
banking toward him as we begin circling,
each seeking the advantage, neither of us
able to bring our gun sights to bear on the
other while locked in this spiral.
As taught in published World War I
tactics, I quickly roll from a left turn into
a right turn to fly directly away from him
as I mentally time his turn to when I feel
he is beginning to line up behind me.
Once again I kick around to come at him
nose to nose, but when I broke away, he
intelligently did the same. Instead of
closing the gap, he was now about a half
mile distance, climbing away from me to-
ward the sun for greater altitude.
Deciding to take him from behind and
underneath despite Mannock's warning
of "always above, seldom on the same
level, and never below," I dive to pick up
speed before he locates me. Fishtailing
left and right to alternately look over
each of his shoulders, I simply match his
moves so his large tail feathers continue
to hide me from view.
Evidently thinking I no longer pose an
immediate threat, and without checking
for telltale shadows, he begins to bank to
the left. Now I'm so close, all I have to do
is stay below and outside his turn, but
since my arc is bigger, I have to apply full
power. As my adversary straightens out,
flying directly back to the area of our last
engagement, I ease up alongside his right
rear and with amusement watch him scan
the empty skies for my presence. Sud-
denly, as his scan belatedly widens to in-
clude looking over his right shoulder, he
spots me and grins as we wave with no
more than 50 feet separating us.
We then join up with our other SE-5
for a couple of formation victory passes
over the field. Von Richthofen wouldn't
have dreamed a replica of his famous Red
Triplane would one day be peacefully fly-
ing wing tip to wing tip with a brace of Al-
lied SE-5a's.
After playing for another 20 minutes, I
break off, check for traffic, make a short
approach, slip at 70 mph to kill airspeed
and to allow a clear unobscured view of
the runway. Over the numbers, power
off, flare at four feet, ease on down in
flight attitude, airspeed to 50, 40, feel the
wheels rolling, pinch forward stick to
keep from floating into the air again, toes
up on the brakes, neutralize the stick, let
the tail drop just a little and brake to a
stop on the mains. Just before coming to
a full stop, ease off the brakes just a tad to
gently inch the tail down without banging.
The whole landing process only took
about 300 feet and now we're sitting stock
still in the middle of the runway. Unlock
the tail wheel, loosen the shoulder har-
ness so this ground animal can once again
peek under those mouse holes, and taxi
back to the hangars while video cameras
whir and still cameras click. Fuel lean,
switches off, unbuckle, remove helmet
from head of "computer," disconnect foot
and hand "servos" from controls, up and
out. Hard to tell who's grinning most, the
pilot or the audience.
Our landing technique isn't recom-
mended for nontaildragger low time pi-
lots, the faint of heart, or those without a
good sense of feel and balance. It has
been compared with automotive's Joey
Chitwood, although I still can't fathom
how they balance a whole darned car on
two wheels. Steer it, too.
Calm days or those with a steady wind
directly down the runway wouldn't neces-
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sarily require this brake landing method,
but if you let the world totally dictate
your flying opportunities, you will get aw-
fully rusty just waiting for that perfect
day. You probably won't venture far
from home either. Stopping in the flight
attitude takes most of the wind out of the
equation unless it's strong and gusting di-
rectly across the runway.
Despite its reputation as the king of
ground loopers, this airplane doesn't re-
ally weather vane until the tail is down,
and by then you're motionless. The land-
ing roll is short, the speed slow, the tail
wheel locked, and at the first sign of trou-
ble you simply shove the throttle forward
and you're safely flying to go around and
try it again.
It's just an uneducated opinion but I'll
bet the X-29 utilizes a landing technique
that is more akin to that of other modern
military jets. Its onboard computer isn't
altitude impaired as were those World
War I pilots. Nobody knew about the ad-
verse effects of hypoxia from daily flights
at 18,000 feet altitude without supplemen-
tal oxygen, especially since most of them
were smokers. Today's crews are even
monitored for signs of battle fatigue, also
an unrecognized cause of pilot perfor-
mance deterioration in 1917.
But whether flying an X-29 or a DR-I,
both pilots have at least one thing in com-
mon. The earthbound masses have seri-
ous doubts as to whether either of our
computers are properly working.
Frank Ryder is the president of the
Lake Guntersville Aero Replica Museum
in Guntersville, AL You can see the
Fokker Triplane replicas as well as a wide
range of other WW1 era replicas in the air
at Aerodrome '94, to be held this year in
Gadsten, AL, August 20 - 21, 1994. Write
to the Replica Fighter Museum at P. O.
Box 6, Guntersville, AL 35976, or phone
205-582-4309 for more information. ....
VINTAGE AIRPLANE 9
WHAT OUR. MEMBERS ARE RESTORING 
------------------------------------------------------- byNorrnPetersen
Ken and Lorraine Morris' Cessna 140A
These photos of Cessna 140A, N5693C, SIN 15653, were sent in by
Ken and Lorraine Morris (EAA 286755, A/C 11423) of Marengo, IL.
Their 140A was delivered to Milwaukee, WI on December 23,1950 and
was di stributor Howard Morey's demonstrator at Middleton, WI for
quite a spell. After spending a considerable number of years at New
Holstein, WI (where the annuals were all signed off by Steve Wittman),
the 140A moved to northern Illinois where it was gobbled up by a run-
away Piper Cherokee in 1978 which punched in the left side of the fuse-
lage, chewed the left wing into two-inch ribbons and then sliced the two
righthand cylinder heads off the engine! Gar Williams saved the pieces
from the scrap heap and used the engine in a homebuilt. This author
bought the remains from Gar and accumulated most of the necessary
restoration parts including two left wings, a C90-14 Continental engine
with mount , a 71 X 54 cruise prop, a set of original metal wheel pants
with mounting brackets and right side rudder pedals with brakes. The
project was sold to Ken and Lorraine who promptly spent two dedicated
years completely restoring the pretty little two-placer. After all the
hard work, the sore muscles and many dollars later, the Cessna looks for
all the world like a brand new machine and cuts a pretty picture in the
sky. Note the interior photo with original bezels around the instru-
ments, the piano keyboard and the original Hallicrafters radio in the
lower left panel. Congratulations to Ken and Lorraine Morris for an ex-
cellent piece of restoration work and also their chief helper, A/C Judge
Gene Morris, Ken's father. (As a former "owner," I'll be looking for-
ward to a ride on their first trip to Oshkosh with N5693C - N.P.)
Bill Rausch's Aeronca Chief
This photo of a nicely restored Aeronca 11 BC Chief,
N4045E, SIN 11 BC-133, was sent in by ownerlrestorer Bill
Rausch (EAA 301629, A/C 12011) of Alexandria Bay,
NY. Bill reports the rebuild was a labor of love and a nos-
talgia trip for him as he had owned an Aeronca 11AC,
N85820, SIN 11 AC-232, from 1953 to 1955 and had earned
his Private license in it.
" Four-Five-Echo" has new wood, Ceconite covering,
tires, glass, headliner and upholstery. In addition, the en-
gine and prop were overhauled. The colors are silver
trimmed in Bahama Blue with white pinstriping as in the
original Aeronca paint scheme. Bill is retired so he enjoys
the Chief for local flying. He hopes to get his two sons
checked out in the Aeronca as both are licensed pilots but
have only flown "three-wheel factory builts."
10 MARCH 1994
George Schoeler's "Ponca City" J-3 Cub
Parked on the neatly mowed grass of Sandridge Airport
is a Piper J-3 Cub, N3580N, SIN 22821, owned by George
Schoeier, Jr. (EAA 443597, AIC 21137) of Collinsville, OK.
(Did you ever notice how well Cubs and grass go together?)
According to George, the Cub was built in 1947 at the Ponca
City, OK, Piper plant and spent most of its years in the mid-
western states, doing what most Cubs do - allowing their
owners to fly with the least expense. During the 1960's, it
spent time in Kansas as an aerial sprayer (like so many
Cubs). From Kansas it bounced around the Tulsa, OK area
until George purchased the Cub from an acquaintance in
November of 1992. The aircraft has about 2020 hours total
time, and according to the logs, has never been totally re-
stored. It has been recovered and repainted more than once
with replacement of windows and upholstery, but has never
been completely restored. George is busy building a new
hangar so that by next year he will be able to do a much de-
served complete restoration on the little yellow and black
jewel. Meanwhile, the Cub waits patiently at the airport for
George to show up so they can go flying together and enjoy
the Oklahoma sunrises and sunsets.
Dan Linn's Taylorcraft BC-12D
This sharp looking Taylorcraft BC-12D,
N96542, SIN 8842, was photographed on the
way home from Oshkosh '93. It is owned by
Dan Linn (EAA 319613, A IC 16196) of Col-
leyville, Texas, who was written up in the April
'92 issue of VINTAGE AIRPLANE (page 2) as
being one of the youngest Antiquel Classic
members (age 18) to own his own airplane. The
pretty T-Craft, nicknamed "Ragtime," is a 65 hp
BC-12D and features a red and white paint
scheme with silver wings. Note the wood pro-
peller with the polished metal spinner. Dan is a
genuine "ai rplane nut" of the finest order and is
heavily involved in restoring several antiquel
classic aircraft. With young men of Dan's quali-
fications coming on strong, the future of our
AIC Division can only get better.
J-3 Cub Racing Team
From down Texas way comes this photo of the famous (or in- in the blue clipped wing J-3, N70108 and Larry Coker, Arling-
famous) J-3 Cub Racing Team in their patriotic color schemes of ton, TX in the white and red ' 41 J-3, N41473.
red, white and blue. (Cub yellow won't cut it with this group!) Fearless racers to the core, this group has been known to take
Featuring red caps emblazoned "J-3 Cub Racing Team," the on tricycles, wheelchairs and even rototillers! When they really
threesome puts on a crowd pleasing show at various airport feel their oats and the engines are really humming, they have
events in the area. The trio is made up of Tom Hamblet, Grand been known to take on a fast moving hot air balloon and end up
Prairie, TX in the red J-3, N98641; Bob Branson, Burleson, TX in the lead - especially if the race is upwind! ....
VINTAGE AIRPLANE 11
SUN'NFUN 
PREVIEW
Can you believe it?  Most 
of us have had to deal with 
exceptionally  crummy 
weather during this past 
winter, but Sun  fn  Fun  f94 
is just around the corner. 
Here  are  a couple of people 
and  airplanes from  last 
year's event that may serve 
to wet your appetite for 
next month's kickoff of the 
1994 fly-in season. 
(Above right) Pudgy little Stinson 10' s
are a welcome sight at any fly-in, and
Sun ' n Fun had a couple in 1993, includ-
ing Tom Julian' s airplane from Niceville,
FL. Isn't it cute?
(Left) M.B. "Sonny" Huggins and his wife
Bettie, from Timmonsville, SC had this
nice Pi per PA-12 Super Cruiser on the
showplane line at last year' s event.
(Above left) Chuck Inderwiesen, Jr. is one of the many vendors whose booths we all shop during Sun 'n Fun. His "Wiz Bang Toy
Co. " of Sarasota, FL features many of the model kits and cast metal toys of our youth. If you don't see it, ask him - just a fraction
of his total stock can be transported to the Convention. In the Antique/Classic movement, we already know you can live a little in
the past - now you can do it in miniature! (Above right) Parking during the Fly-In can get a bit hectic, but Sun 'n Fun has a great
cadre of dedicated volunteers to guide you on your way, like this pleasant mother/daughter team on the south taxiway.
12 MARCH 1994
Anything that s like that
must be a Svvift . . .
by H.G. Frautschy
Certainly one of the darlings of the
Classic airplane crowd must be the Globe
Swift, the snazzy low wing two-place job
with the unpainted metal structure. Its
racy great looks and accommodating
structure have led it to be one of the
most modified airplanes from the 1945-
1950 era.
First conceived just prior to WW II ,
the Swift was originally going to be pro-
duced using wood construction, built
with a process known as "Duraloid."
The process, similar in makeup to Bake-
lite, used plywood bonded with a plastic
material to form various parts of the
structure. One airplane was built at the
Fort Worth plant just before the start of
the War, powered with a 65 hp Continen-
tal. Performance was, shall we say, less
than desirable. An A-80 Continental
was then put in the airplane, and the air-
plane began to show some promise. The
first Swift was put on hold for the dura-
tion of the War , whi le Globe Aircraft
was given a contract, by virtue of their
work with the Duraloid process, to pro-
duce the all wood Beechcraft AT-la, a
twin-engined trainer needed for the war
effort. They also built parts under sub-
contract for other aircraft manufacturers,
as well as drone aircraft. As the end of
the war neared, the Swift design was re-
vived, but some major changes were in
store for the airplane.
January 1945 saw the first flight of the
newly re-designed Swift. The basic lay-
out of the plane remained , but it was
completely revamped, with a strong, all
metal structure. A Continental C-85 was
installed in the updraft cowl , and the
cockpit was revised to incl ude more clear
plastic for better visibi lity. Oh boy, it
did look like it was a fast li tt le rocket!
By the foll owing November, the first pro-
duction Swift rolled off the line, and for
the most part the aviation press began to
write about the Swift in glowing terms.
All was not rosy, however , and even
though the airplane enjoyed a period of
healt hy sales, there were rumblings of
discontent among some pilots. Even
though the airplane looked like a hot lit-
tle number, some of its performance
characteristics were less than exciting.
Appearances can be deceiving at times,
and the GC-1A Swift began to gain a
reputation as " an airplane that would
bite you." It seems that some pilots
thought the airplane was more capable
than its 85 hp was able to supply, and
when they placed their demands on the
airplane, it sometimes rebelled. When
flown within its limitations, the 85 hp
VINTAGE AIRPLANE 13
Swift was a safe and snappy airplane to
fly, but one could not expect fighter-like
performance from the 85 hp mill , espe-
cially if the Beech-Roby prop was in-
stalled.
According to Max Karant , in his arti-
cle in Flying magazine dated July 1946,
when the Swift was first put into produc-
tion, the intent was to deliver the air-
planes with an Aeromatic prop. Koppers
was unabl e to supply enough Aeromat-
ics, and the manually controlled Beech
prop was installed. Unfortunately, the
Beech-Roby they were able to obtain
was designed for a 65 hp installation, and
the airplane's take-off, climb and cruise
performance suffered. As soon as the
Aeromatic was installed, the Swift began
to perform as advertised. All in all, its
pluses far outnumbered the minuses ,
with light controls in all three axis, and a
120 mph cruise speed on 85 hp. The
lower horsepower version of the Swift
could be flown at full power in ground
effect, like some light planes both back
then and today. During takeoff, if the
airplane ' s nose-high attitude was kept
without lowering the nose, allowing the
With the exception of modern radios and the small turn and bank, the panel on Mark's
Swift is just as it was in 1946.
14 MARCH 1994
Mark Holliday
airplane to accelerate, the pilot could
find himself running out of room in a
hurry. For some early Swift pilots, used
to the Cubs and Champs they learned to
fly in, it took a bit of educating before
the concept of flying in ground effect
sank in, and unfortunately, a couple of
crashes resulting from this type of flying
marred the Swift' s reputation. It was the
kind of mark that has stuck with the Swift
since that time, even if that side of its
reputation could be considered unde-
serving.
Realizing the airplane could use more
power , Globe set out to re-engine the
Swift. The Continental C-125 was shoe-
horned into the cowl , and the results
were exciting. The airframe really re-
sponded to the change - cruise speed
(according to the factory brochure) went Q)
up to 140 mph, but most of the added  
performance could be seen in the air- ]j
planes willingness to climb on a hot day,  
something pilots of the earlier Swift had  
complained about.
A number of features were introduced
With the control wheels replaced by sticks, the Swift modified by Charlie Nelson has
plenty of room in the panel for full IFR instrumentation.
with the Swift - not all were new, but
they seemed new when included in the
Swift design.
The Swift seemed to elevate the re-
tractable landing gear to a new level for
light planes. It also used an updraft cowl-
ing system, giving the Swift its "toothy"
grin when viewed from the front. NACA
wing slots were added to the wing to
make the stall more docile, maintaining
aileron effectiveness at low speeds. Wing
flaps helped to slow its approach speed.
For the fighter pilot returning from the
war, it had lots of appeal. It required a
light touch on the controls, and pilots
used to other airplanes found it took a
couple of hours to get used to flying the
airplane with their fingertips instead of
horsing the airplane around the sky.
Globe had a pocketful of orders for
the new 125 hp GC-IB Swift, but as has
happened before and since, if you don't
have the cash to build the airplanes,
you can't fill the orders. Globe wound
up declaring bankruptcy. The Texas
Engineering and Manufacturing Co.
(Temco) of Fort Worth, TX picked up
the pieces and started building the
GC-1B Swift under its name in 1947.
Temco had been a subcontractor for
Globe before that company's collapse,
building 329 Swifts before Globe suc-
cumbed. One of the most noticeable
changes in the Temco Swift was a revised
canopy - now the airplane had a metal
hatch over the center of the cockpit, with
a pair of vertically sliding windows on
each side, similar in function to an Er-
coupe. They changed the tailwheel to a
steerable, non-swivel unit , and revised
the flap stop, limiting flap travel to 30°,
instead of the 40° used before. Two mod-
els were available - the standard model,
selling for $3,250, included a fixed-pitch
prop. You could also upgrade to a deluxe
model, equipped with an Aeromatic prop
and General Electric radio. The up-
graded version cost $3,750.
For the private pilot trading up to a
new airplane, the Swift could be a hand-
ful, but with careful attention paid to
transition training, many found the up-
grade to be a pleasant surprise. The
same can be said for the vintage airplane
enthusiast looking for an interesting and
exciting two-place airplane to fly. We'll
devote the remainder of this article to
highlighting a variety of different Swifts
and their owners.
First on our list of Swift owners is
Mark Holliday (EAA 87406, A/C 1316)
Many members will recall this airplane, the SuperSwift as modified by Jack Nagle.
It' s hard to believe, but it has already been 10 years since this airplane had every-
body at Sun ' n Fun and EAA OSHKOSH '84 turning their heads with their eyes bug-
ging out as they said " WOW! " The f i rst of the modified Swifts to have the bubble
canopy modification later STC' d by Jack, the airplane was simply stunning. One of
the other outstanding changes he made to the airplane was the sUbstitution of con-
trol sticks instead of control wheel s. Now you could really fly it like the little fighter
it looked like! Coupled with the 220 hp Franklin engine and constant-speed prop,
the machine was a real go-getter, able t o true out at around 200 mph while cruising
at 10,000 feet. This was quit e a rebuild, and a lot of engineering hours were put in
before any new sheet met al was cut. For those of you who would like to read more
about Jack' s Swift, see Jack Cox's article " SuperSwift" in the November 1984 issue
of Sport Aviation.
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When you can go that fast, you're bound to run into some weather. Jack' s Super-
Swift was ready for anything with this panel.
16 MARCH 1994
of Athens, TN. A pilot for US Air, Mark
is a Swift fanatic from the word go.
When he was a young man, his father ,
who ran the family FBO, took a 125 hp
Swift in trade for a Bellanca. Before it
was sold, Mark flew the airplane, and he
really liked what he experienced. At
that time, the hottest conversion of the
airplane involved the installation of a
150 hp engine in the Swift. Mark bought
an 85 hp Swift in Detroit, fully intending
to convert the airplane to 150 hp. A
funny thing happened on the way home
though - he fell in love with the way the
85 hp version flew, and he decided to
keep it as it was delivered. How much
does he like the Swift design? Since that
first Swift in 1969, Mark figures he ' s
owned about 42 of the airplanes! He
currently has two flying Swifts, inclu{iing
the 125 you see here, and N2353B , a
Temco GC-IB Swift for which he was
awarded a Best Class II (81-150hp) tro-
phy at EAA OSHKOSH ' 93.
The airplane you see in the photos is a
rare item in the ranks of Classic airplanes
- it is basically unrestored since the day it
was built. Flown and maintained for
nearly 40 years, this GC-IB has been zip-
ping around the skies of the America for
some time now. It ' s no hangar queen ei-
ther. Mark hops into this Swift as often
as he can, and is quite willing to fly it all
over the United States.
Its first owner, Bob Rusch of Apple-
ton, WI, flew the airplane for 34 years
before selling it to Mark. His only change
c
to the airplane during that time was the
addition of updated radio gear. Other
than that , Bob kept the Swift annualed
and flew it when he could, according to
Mark.
After acquiring the Swift from Bob,
there was little that needed to be done.
A new polish job was in order, and the
blue and red trim, along with the Globe
emblems, was repainted. During its en-
tire flying career, this Swift has had only
one damaging incident. A pin in the gear
selector failed, and Bob was unable to
lower the landing gear. A skillful wheels
up landing was done, with minimal dam-
age done to the airplane.
The instrument panel is also nearly
stock, and has never been repainted. It
features stock instruments, with a turn
and bank added by Mark for some of the
limited instrument flying he has done
with the airplane.
As mentioned before, Mark enjoys
flying the 85 hp version of the Swift, and
has even performed a smooth aerobatic
display with the example that currently
resides in the Swift Foundation Museum
in Athens, TN. He mentioned that the
airplane seems to perform best with a
fixed-pitch metal prop.
Mark says he enjoys all of the various
versions of the Swift that have been built
over the years, from the completely stock
GC-1B he flies to the super modified
Swifts you see at various airshows across
the nation, which brings us to . ..
Charlie Nelson's modified GC-1 B 
"It was built like an airplane ought to
be built. I was impressed with the in-
tegrity of the airframe .. . it has eye ap-
peaL" So says Charlie Nelson (EAA
30647, A/C 523), the owner of Swift
N80367, and the president of the Inter-
national Swift Association, the type club
devoted to the little low wing hot rod.
When he is talking to his non-aviation
friends , Charlie explains the appeal of
The " Swifters"  don't just sit back and admire their airplanes after they finish polishing 
t hem - they go out and race!  Patrick Moore flew his 200 hp Swift to a third place fin-
ish in the Sun 60 race (for  factory built airplanes) held during Sun  ' n  Fun  ' 93.  Right 
next to him was Jimmy Hunt  in his 210 hp Swift.  Charlie Nelson was second with his 
210 hp Swift.  Out  of the first 4 positions, 3 were won by Swifts - the winner was Neil 
Bird with his 260 hp Marchetti SF.260.  To the right of Pat is his  wife Vicky, who' s also 
a Swift fanatic. 
the airplane in this way. "The airplane
appeals to us in the same way that sports
cars appeal to automobile owners. It's
fun to fly, it's responsive and there is a
certain pride of ownership that goes
with owning a Swift." As Charlie points
out, when you are looking for a certified
airplane, nothing compares to the Swift
and all its variants. It is light on the con-
trols and a delight to fly, according to
Charlie and the members of the Swift
Association.
Charlie' s airplane is a flying testimony
to the various STC' s that are available
for the Swift. It has the bubble canopy
that has become such a valued change to
the airframe, along with the conversion
to stick controls. With the control wheels
gone, the instrument panel is opened up
for a full panel of instruments, and he
had a great time filling the holes. For
navigation, both a GPS and a loran are
installed, along with a Stormscope and a
moving map display. Charlie has flown
the airplane all over the U.S. and with
the STC'd increase in gross weight, up to
1970 Ibs from the original weight of 1710,
the airplane is able to carry a reasonable
amount of baggage. At times Charlie
has been able to load up the airplane
with two people, lightweight golf bags
and a couple of sets of clubs packed
neatly with the heads draped over the
hat shelf edge, and still had room for fuel
and bags. To help increase his enroute
legs, he' s installed a pair of STC'd out-
board wing tanks, for a total fuel capac-
ity of 54 gallons.
The airplane is powered by the Con-
tinental 10-360 engine, the same engine
as on the Cessna T-41  or the Skymaster.
The cowl for the engine follows the same
contours as the original, with the excep-
tion of the grillwork on the front. The
new cowl is a downdraft style, while the
toothy grin of the original Swift had an
updraft style cowl behind it. To help the
airplane go a bit faster, a retractable tail
wheel has been added. Charlie pointed
out that his airplane is not flush riveted,
although many Swift restorer/modifiers
have flush riveted the entire airplane to
clean it up even more. While you can' t
see it in the photos, a slick STC has been
done to allow the use of low-profile tires
on the Swift, allowing the wheels to be
completely retracted into the wells for
The Swift Magic Team, DeWayne Upton, Lowell Sterchi and Michael Kennedy, with 
the 220 hp modified Swifts they use during their airshow act.  (Continued  on page 26) 
VINTAGE AIRPLANE 17 
Antique/Classic Show 
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(Above) The instrument panel shows why the judges were
quick to single out this airplane for close scrutiny. Note the
cast aluminum rudder pedals with dual toe brakes for instruc-
tional safety. The handle between the seats activates the flaps.
(Below) The engine compartment drew some admiring glances
from the public and the Ale judges. Note use of doublers at
each baffle fastner screw to help eliminate vibration cracks.
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18 MARCH 1994
Steve Culp's Piper PA-22120 "Pacer" 
Custom  Class B Winner,  Oshkosh  '93 
Back in 1989, a certain customized airplane had a most
amazing effect on many, many observers at EAA Oshkosh.
The aircraft in question was a red and maroon Piper Pacer that
not only looked extremely sharp, but also had "GO" written all
over it. Utilizing an entire series of aerodynamic clean-ups, the
builder, Jim Younkin (EAA 68509, A/C 1729) of Springdale,
AR, had perfected a sharp looking Piper Pacer into a reall y
fast cruising machine. In short, everybody wanted one just like
it!
One of the admirers was John S. Culp (EAA 319063, A/C
15669) of Shreveport, LA who answers to the name, Steve. He
wanted a Pacer like Jim's so bad he could taste it. Before long,
he had negotiated to trade a basket case Piper Cub for a 150 hp
TriPacer in Shreveport and soon began work on his dream ma-
chine.
Steve Culp grew up in Dallas, TX, soloed in a Cessna 152
and moved to Shreveport, LA where he worked in the custom
race car and show car business. His muli-talented hands could
do amazing work and the word soon got around that he was
available. Although always busy with plenty of work, the avia-
tion "bug" was starting to get to him. When he began the
Pacer rebuild, he was surprised to learn that aviation uses old
technology from the 1930's - a piece of cake compared to the
high tech race car world.
The PA-22120 airframe needed help in the vertical fin (al-
most rusted off) and the lower longerons needed to be re-
placed. The cabin section was opened up and found to be in
good condition. Once repairs were made (with his friendly IA
looking over his shoulder), the airframe was sprayed with
DuPont Corilon epoxy primer and finished with Imron white.
The U nivair P A-20 conversion from nosewheel to tailwheel
(Continued on page 20)
.8
planes  Winners All! 
Bill Dasilva's Grumman G-21A "Goose"
Best Amphibian Award at Oshkosh '93
Amid some pretty fierce competition from a rather large
group of pristine amphibi ous aircraft at EAA Oshkosh '93, a
white and two-tone blue Grumman G-21A "Goose," N37487,
SIN B-52, flown by owner, Bill Das ilva (EAA 170165) of
Tecumseh, Michigan, ran off with all the marbles at EAA
Oshkosh '93. The Best Amphibian Award was indeed a well
earned trophy as it involved five years of blood, sweat and
tears. Few people in this world would have the tenacity of Bill
Dasilva and his helpers to complete such a total rebui ld pro-
ject. It is an extraordi nary story.
Designed in 1937 by Leroy Grumman as his company's first
commerci al-type amphibian, the G-21A Goose proved to be a
winner from the very start. The military picked up the ex-
tremely useful twin-engined amphibi an during World War II
and many were built for the Navy and Coast Guar d. Bill
Dasilva's G-21A was built as a Navy JRF-5 in April of 1944,
just fifty years ago. Its service li fe was spent in Puerto Rico
and Anacostia Naval Air Station before being relegated to
Phoenix, Arizona for storage in 1953.
Purchased by Alaska Coastal Airlines, the Goose was
flown in southeast Alaska until 1977, when it was accidentally
sunk at Ketchikan when the pilot made a water landing with
the gear down! The Goose was salvaged by Nils Christianson
of Victoria, BC, and totally restored to flying condition. In
1987, the Goose was being put down at Petersburg, AK when
the pilot forgot to keep the whee ls up for a water landing
(sound familiar?). This time the Goose went down in 300 feet
of water!
A Seattle salvage company fished the remains out of the
"deep" and hauled the the pieces to Seattle. Here is where
Bill Dasilva came in. He bought the remains and haul ed a
(Continued on page 21)
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(Above) Cockpit of N37487 reveals a straight forward, no non-
sense, instrument panel complete with radio stack in the right
center and passageway to nose compartment under the panel.
The power levers are all overhead in classic amphibian make-up.
(Below) Locking tailwheel (for takeoff) is located just before the
retractable water rudder which unfolds downward when used in
the water at low taxi speeds.
VINTAGE AIRPLANE 19
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Steve Culp and his
"Pacer"
(Continued/rom page 18)
confi guration was accompli shed along
with new Cleveland wheels and brakes.
Dual toe brakes were built into the rud-
der pedals because Steve knew he woul d
need pl enty of dual instruction to over-
come the ingrained " nosewheel" habits
he had learned in the beginning.
The wings checked out in excell ent
shape, needing onl y new stainl ess steel
control cabl es and a few new pulleys (for
that velvet smooth control fee l). A coat
Bill Dasilva and his Goose
(Right)  Goose restorer Bill Dasilva on the left with his lovely wife, Vir-
gina, on the right.  Bill is holding their youngest son,  Kurt, while their 
older son, Jack (age 9)  was off to the Fly Market!  By looking at 
Kurt's toy, you can easily see this busy youngster's "aviation bent." 
(Below right)  The interior of this beautiful airplane is finished in blue, 
silver and mahogany paneling.  Note the posh executive folding table 
and the "gold plated" overhead air vent. 
(Below)  The graceful lines of the Grumman Goose are accented by 
the three color paint scheme as used by Bill Dasilva on N37487. 
Carl Schuppel + 
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of zinc chromate primer and things were
ready for cover with Stits HS90X light-
weight fabric. The final color coats were
Stits Aerothane in Sa nta Fe Red a nd
Boston Maroon. Most of the sanding
was done by Steve's friend, Lydi a Welch,
a lovely lady who seems to enjoy work-
ing on airpl anes. (Steve, by all means
keep such a jewel on a short leash!)
New cowlings were fabricated from
. 040 al uminum to reduce the incipi e nt
cracking of the li ghter weight material.
All glass was replaced and the int e ri or
was redone in new material. The instru-
ment panel was tastefully done in a wal-
nut burl finish that really adds a look of
class. Even the control wheels and instru-
ment knobs were repainted in a gloss
black with the red inserts setting them off.
Such attention to detail is what caught the
judges eye at EAA Oshkosh '93.
Up front, the engi ne compartment
displays Steve Culp's talent from the
firewall to the spinner. Every nut, bolt,
fastener and screw is not only the proper
one and the proper length, it was pol-
ished before installation. Nothing was
left to chance and color is everywhere.
The 800 hour Lycoming 0-320 engine
was overhauled completely and when in-
stalled, looked like the proverbial crown
jewel. Again, it was attention to detail.
The propell er had some questionable
marks on the tips from previous encoun-
ters, so it was sent in for overhaul.
The two main wing t anks of 18 ga l.
each were in fine shape, however , the
aux. tank in the aft fuselage was badl y
corroded, so it was pe rmane ntl y r e-
moved from service. A close examina-
tion of the four wing struts revealed they
were in remarkably good conditi on with
no signs of internal rust. They were
cl eaned and oiled before being painted.
Steve fully realizes he is subj ect to the
two-year examination rul e on the st ruts
in the future.
A pair of fiberglass wheel pants from
Aircraft Spruce were mounted on the air-
plane with special attention given to the
handcrafted fairings on the inside of the
wheelpants where they join with the land-
ing gear. These fairings required over 40
hours of work. Not only do they look
ni ce, they earn their keep in streamlining.
Once the Pacer was completely as-
sembled and ready to fly, the fun began.
Steve had his friendly "tailwheel instruc-
tor" spend over ten hours teaching him
the rudiments of keeping the tail behind
the nose when going down the runway.
The instruction paid off well as Steve
has nearly 200 hours logged so far and is
starting to feel comfortable in the Pacer.
In addition, Steve has logged 60 hours in
a Decathlon under the expert tutelage of
Marion Cole (EAA 48), who is just a
few hangar doors away in Shreveport.
Steve re ports the Pacer has been
clocked at 118 kts on one occasion while
turning 2400 rpm a nd at 2600 rpm, the
airspeed (uncorrected) registe red 152
mph. This is ri ght in line with Jim
Younkin' s Pacer that cruises at 155 mph.
To have a really nice looking Pacer that
moves out smartl y while st ill collecting
trophies "ai n't too shabby," according to
Steve .
One un usa I aspect of the Pacer re-
build has been Steve's occupational
change to full time aircraft restorer. The
word has gotten out on hi s abi lities and
he is now in the throes of restoring a
1936 Ryan STA to mint condition while
waiting in the wings are two Beechcraft
Staggerwing restorations to be followed
by a Travel Air 4000! In addition, Steve
is busy building up an aerobatic biplane
that is somewhere between a Pitts and a
Skybolt and will be powered with a 360
hp Russian radial engine swinging a
three-bladed MT propeller.
Perhaps you, like me, have this
strange feeli ng that Steve Culp has found
his niche in life. He is excited because
things are goi ng so we ll. We can only
add: Congratulations on your well
earned Custom Class B award and best
wishes for a ful filling life in the airplane
business. We look forward with antici-
pation to seeing your next restoration at
Oshkosh. ...
(Continued/rom page 19)
semi-load of "bent Goose" to Michigan
where the long rebuild began. Parts and
pieces were scrounged from all over. A
new nose section was purchased from
Dean Franklin (Gr umman Guru) in
Florida. Those parts not available were
hand built from scratch by Dave Heal , a
near genius with metal , and John
Glover, another metal magician.
A pair of almost new Pratt & Whit-
ney R-985 engines (450 hp) were ob-
tained in California along with a pair of
three-bladed propell ers which are no-
ticeably quieter than the two-bladed va-
riety. To help alleviate rather severe
propeller blade erosion, a stainless steel
tape was installed on the leading edges
of the blades.
All parts were anodized before as-
sembly and then a special Boeing primer
was applied and allowed to cure for two
weeks. Although Imron was used in the
wheel wells, the balance of the airplane
was sprayed with PPG Durathane using
a DeVilbiss High Volume Low Pressure
(HVLP) spray gun. Observers who ex-
ami ned t he Goose at Oshkosh '93 all
comme nt ed on the beautiful pai nt job
on the ai rpl ane. Bill says the secret to a
tight hull is to use PRC tape in all joints
before assembl y, to make them water-
tight and then caulk the corners after-
wards . Result - a really watertight
Goose.
Perhaps the overall size of a Goose
will impress the reader with the extent of
Bill ' s rebuild. The wingspan is 49 feet ,
the length is 38 feet , four inches and the
weight is approximately 5500 Ibs. empty!
Now you can see why it took five years
to rebuild. It is a very large , all-metal
airplane, built hell-for-stout to withstand
the rigors of seaplane use.
The interior is done in mahogany pan-
eling, all carefully installed and varnished
to a high shine. Behind the paneling is
heavy insulation which quiets the cabin
of the big bird in fli ght. Normal cruise
speed is 145 mph according to Bill with
fuel consumpt ion at 50 gph with both
fa ns turning. With the NACA 230015
airfoi l, the Goose is rather quick off the
ground. Bill has flown in and out of 1500
foot strips without difficulty. Off the wa-
ter, the Goose does a very respectable
job. At the Lake Otsego, MI Fly-In, Bill
beat a Cessna 185 and a Cessna 206 off
the water in short takeoff competit ion.
The Goose has 19,800 hours on the
airfr ame , so it is no t a low-t ime ma-
chi ne, however, with as much rebuilding
a nd restoration work done over the
years, it is questionable if anyone piece
of the airpl ane has that many hours on
it. Meanwhil e, the Goose flies merri ly
on its way and Bill Dasi lva and hi s fa m-
+
c
o
C
o
 
c
S
 
Q)
o
The all-important "step" located in the
aft hull is the last part of the airplane to
leave the water on takeoff. Note the ex-
tremely robust construction of the entire
area with a multitude of rivets. The ven-
tilated area allows air to enter from the
sides and help unstick the airplane from
the water.
ily have a beautiful machine with am-
phibious capabi liti es. As they sayan
the " tube," " It doesn't get any better
than this."
Bill ' s Goose is one of 64 remaining
on the FAA register.
Congrat ul ations to Bill Dasi lva and
hi s "crew" for winning the Best Am-
phibian Award at EAA Oshkosh '93. It
was indeed a well-earned award. ...
VINTAGE AIRPLANE 21
READYOUR 
by Bill Claxon
PLUGS 
(AlC 17837)
Last time we discussed cleaning and
gapping the spark plugs and the rotating
of the plugs to obtain maximum service
life and efficiency from both the engine
and spark plugs. One of the important as-
pects of spark plug maintenance is to
properly read the spark plugs. The read-
ing of the deposits can tell you a lot about
what is going on inside your engine. It can
even predict the gloom and doom of pos-
sible engine failure as well as indi cate
good operating conditions.
After you have removed your spark
plugs, place them in a tray or container
showing the location of each plug in the
engine. You do this so you can determine
which cylinder and location in the cylinder
of each plug. Often people will remove
the plugs and place them in a container all
mixed up. If you do that, you'll be unable
to tell where the deposits came from or
where the specific plug should be replaced.
Look at each spark plug very carefull y
using a lighted magnifier if needed. Look
for the amount and type of wear or ero-
sion and for the various color and types of
deposits.
1. Look at the e lectrode wear. Elec-
trodes are eroded by the blasting of the
22 MARCH 1994
hi gh-volt age sparking and the corrosive
gasses in the combustion chamber.
(Editor'S note: The high voltage spark,
as it jumps the gap between the electrodes,
strips a few atoms from the metal of the
first electrode and tries to deposit it on the
elect rode on the other side of the gap.
Eventually, you can see the results of this
action, especially the spark plug of an oth-
erwise perfectly good cylinder. - HGF)
Generally speaki ng, spark plug electrodes
eroded beyond 1/2 of the original thick-
ness should be replaced. Excessive center
electrode erosion is not normal. If you
observe this, check to determine if the
plug is of the proper heat range. Also
check to see if the ignition timing and op-
erating procedures conform to the manu-
facturer's recommendations.
2. Carbon deposits are the dull, black
sooty deposits on the electrode end of the
plug. The most likely causes are excessive
ground idling and/or an idle mixture that's
too rich. Plugs in the cold heat ranges can
also do this. Check the idle mixture to be
correct and el imin ate as much of the
ground idling as possible.
3. Oil fouling is a wet, black carbon de-
posit covering the entire firing end of the
spark plug. It is fairly common in the
lower plugs and in the bottom plugs of ra-
dial engines, hence the reason for swap-
ping the top and bottom plugs in the hori-
zontally opposed engines. Usually this is
caused by oi l drainage past the oil rings af-
ter shutdown. However, when both plugs
in the same cylinder of an opposed engine
show excessive oil fouling and carbon ,
some type of engine damage is suspect.
Cylinder inspections are indicated to pre-
clude further damage or engi ne failure.
Mild forms of oil fouling can usually be
burned off with a gradual increase of
power until the deposits are removed.
4. Lead fouling is indicated by hard,
dark cinde r-like deposits or globules that
will graduall y fill the firing end cavity and
shor t out the e lectrodes. The primary
cause of this is poor fuel vaporization cou-
pled with a high TEL content. Cleaning
as discussed in the February article and a
change in operation conditions can help to
remedy this condition.
S. Fused electrodes are a result of vari-
ous types of malfunctions. The common
reason for fused electrodes is associated
with preignition either as the cause or as
the effect. Cracked nose ceramics is a
common defect associated with fused elec-
trodes. A small part of the nose core will
break away and remain trapped behind
the ground e lectrode where it will build
up heat to the extent that it will cause pre-
mature firing of the air/fuel mixture. The
high temperatures and pressures can dam-
age the cylinder and piston. Copper
runout is also associated with preignition.
The copper center electrode can melt and
flow out, bridging the electrodes. Any in-
dications of preignition should be investi-
gated to prevent catastrophic damage.
6. Metal deposits on the electrodes is a
sure sign that a failure of some part of the
engine is in progress. The type and loca-
tion of the metal deposits can help to lo-
cate the impending failure . If the metal
spray is evenly distributed in each cylin-
der, the most like ly cause is in the induc-
tion system. For a turbo- or supercharged
engine, this may be a good indication of
impeller failure. If the metal spray is iso-
lated to only one cylinder, it will generally
be piston fai lure. Any indication of metal
spray must be thoroughly investi gated to
establish the cause and make corrections
to prevent secondary damage or complete
engine fa ilure and the possible associated
problems.
A few words cannot give a complete
description of the deposits that are found
in the plugs but very good pictures are
available from the spark plug manufactur-
ers, usually free of charge. Champion and
Auburn both have these charts. You may
find them at your local FBO or with the
mechanic.
Remember, look at those spark plugs.
They can tell you a lot and save you a
lot. ...
PASS IT TO
--7]
An information exchange column with input from our readers.
by Buck Hilbert
(EAA 21, Ale 5)
P.O. Box 424
Union, IL 601 80
Getting Ready For Any Flying Season
T
his winter so far has been a doozy,
so I've put together a few hints and
helps that apply during the start of
your flying season, whenever it
may be. Those timely little hints to get
ready for flying with Old Man Winter's
cold breath down the back of your neck,
or when Spring comes in like a lamb
(we can all hope!).
When it gets COLD we all try to stay
warm. How about some consideration
for that airplane of yours? You put an-
tifreeze in the car , you lube it, change
the oils and make sure the battery can
stand the gaff. Now how about doing
the same thing for that precious jewel of
an airplane?
Let ' s get the oil changed to the en-
gine manufacturer ' s specs, unless, of
course , you are using multi-grade or
synthetic. And while you're at it, let ' s
get the oil cooler and air inlet winter
plate(s) installed. Check the air filter
too, and if it's oily and dirty or needs at-
tention, change it or clean it! A re-
minder: no anti-ice additives are ap-
proved in the fuel! That goes for auto
fuel in your airplane as well. The alco-
hol based additives give O-rings, gas-
kets and rubber products a hard time
and that could give YOU a hard time!
How about the heat muffs and
"SCAT" tubing. Leaks? Cracks? Se-
cure and functional? Carbon monox-
ide is an insidious killer in the cabin; it
doesn' t help the efficiency of the induc-
tion system either. Any doubts in this
area calls for a complete inspection.
Take a good look at your exhaust gas-
kets and stove pipes . Hot exhaust
blowing on spark plugs and the wiring
harness can cause expensive problems.
It can blister the paint and, in extreme
cases , BURN holes in the cowling.
Let's be sure. Let's look at the intake
pipes and carburetor gaskets too. One
sure clue that there may be an induc-
tion leak is fuel staining. If it's leaking
out, air can get in and that means a
lean running cylinder. Valve problems
could result.
How about tire inflation? I shrivel
up in the cold; so do those tires. They
have a way of getting sort of flat on the
bottom when the temperature drops.
Same with oleos. The contracting metal
makes the O-rings work hard, and they
get stiff too. Let's check them really
well on the preflight. And please don't
ignore the tail wheel; it, too, needs more
than a cursory glance.
Take a good look at the control sur-
faces. Are they caked with grease? Are
the pulleys and rod ends lubed with
some lightweight , free flowing stuff?
All the controls will work better if the
attach fittings, hinges and control points
are clean and lubed. While we' re in the
mood, let's check the electrical system.
Is the battery ready for the hard use it' ll
get? Check the water level and the ca-
ble connections. How old is this guy,
anyway? Maybe we should replace it
now instead of some morning when it ' s
20 below. How do the electrical con-
nections to the battery and starter
solenoids check out? Does that starter
crank as efficiently as it should? Alter-
nator belt tight? Generator not spitting
oil, is it?
And now to a subject we all hear
varying stories about-preheat. If you
are fortunate enough to have one of
those oil pan heaters and the electricity
to run it, man, USE IT! Use it anytime
the temperature goes down below
twenty. It'll save a lot of wear and tear
on the engine. There are a lot of ways
to preheat and I'm sure you've seen
them all. I saw one of our guys preheat
his old Stinson 108 last winter using his
car heater. He made a neat litt le insert
for the side window of his car with a
couple holes in it and used some flex
hose from there right into the nosebowl
openings. He let the car idle, turned his
heat full up and the blower to high and
viola! The heat coming out of those two
flex tubes heated the engine beautifully,
and in a little more than the time it took
him to do his preflight. Simple and ef-
fective! Making up something like this
as a summertime project would be a lot
more fun than trying to jury rig some-
thing next winter when you really want
to fly.
I could ramble on and on, but the
one message I would like to get across is
that you should treat winter flying with
the utmost respect. The same goes for
the Spring or Summer - if your winter
flying has been a bit on the light side,
both you and the airplane may need a
good review. YOU are the PILOT IN
COMMAND! You have all the respon-
sibility for the safety of the flight on
your shoulders. Your safety, the safety
of your passengers and the safe perfor-
mance of the airplane all are yours.
Over to you,
Buck
*
VINTAGE AIRPLANE 23
Replacing Rusty Lower Longerons 
by H.C. Frautschy
Illustration by Bill Blake
A s menti oned in last month' s issue
of VINTAGE AIRPLANE, Randy
Howell used a method suggested to him
by hi s fri end Ron Warren to
remove the rusted lowe r
longerons on the Taylorcraft
he and his son restored.
Here's how they did it:
First , the fuse lage is
ji gge d to pr eve nt it fr om
moving after the rotten tub-
ing is removed. Then, a re-
ciprocating saw with a metal
cutting blade is used to re-
move the longerons between
each weld cluster. (Remem-
ber that the entire longeron
was removed during this re-
pair - if you intend to onl y
remove a porti o n of the
longe ron , the new tubing
must be spliced into the orig-
inal fuselage structure using
a weld repair done in accor-
dance with FAA Advi sory
Circular 43.13. An angle
splice with an internal sleeve
and rose tte welds would
probabl y be best in that in-
stance.)
A stub of tubing an inch
or two long is left on each
side of the clust er. The
length is not import ant -
whatever dist ance is com-
fortabl e to you, as long as
you avoid damaging the
good tubing near the weld
clust er. A square cut will
help in the next step, but a
few degrees off one way or
another is not critical.
Next, a drill bit the same
size as the external diameter
of the longeron tubing is ob-
tained. A little bit oversize
(say 0.010 or .020") would
still be okay. Carefully grind
the business end of t he dri ll
bit down to the inside di am-
eter of the tubing, sized so it
can act as a pilot for the rest
of the dri ll bit. Grinding the
bit about an inch down to-
wards the shank should do the job. This
part of the bit will act as a pilot shaft for
the rest of the drill bit. Be sur e and
leave a good sharp edge on the shoul -
der between the ground and unground
portion of the bit , so it can effectively
cut the tubing in the next step.
Use a large power drill and drill out
the remaining tubing at each cluster.
The pilot portion of the drill bit you re-
gro und should preve nt the bit from
jumping around as the old longeron is
r emoved. Whe n yo u ar e do ne, you
should have a cluster with a neat arc of
remaining tubing and weldment.
After checking the ali gnment of the
fuse lage, yo u' re ready fo r the new
longe ron to be clamped in pl ace and
tack welded prior to welding.
..
Ground Shoulder shown exaggerated X
Insert "Pilot Shaft" portion _ ___-.
of drill bit into tube. Drill
(cut) out remaining tube.
~         ~ ~     ~ ~ ~
Drill Bit to match
0.0. of tube -
§J.i9.tllli' oversize
okay.
Grind to match I.D. of
tube. (Length of ground
bit is not critical , but it
should be at least 1".)
First section of longeron to
be removed
This is how the ~
cluster looks after
cutti ng half way
through.
Removing Rusted or Damaged Longerons
WELCOME  NEW MEMBERS 
On this page you'll see the latest additions to the ranks of the EAA Antique/Classic Divi-
sion. Whether you' re joining for the first time, or are coming back, we welcome you, al/d
we'd especially like to welcome those of you who are joil/ing us with your interest iI/ Con-
temporary class aircraft. Welcome ol/e and all!
Lyle L. Adleman  Eau Claire, WI 
James Ahman  Flanders, NJ 
David  W. Allen  Huntington Beach, CA 
Alfred Andersen  Morrison, CO 
Appleton Public Library  Appleton, WI 
Arch  Archer  West  Point , GA 
Scott V.  Armstrong  Ft  Lauderdale, FL 
Claude A. Barber  Selkirk, NY 
Michael  Becker  Saarburg, Germany 
Rich  Beider  Lincoln, NE 
Wilbur L. Benjamin  Dayton,OH 
Larry W.  Bereuter  Columbia Heights,  MN 
Jeffrey A.  Bickett  Renner, SO 
Bernard R. Black  Gahanna, OH 
Jeffrey S.  Black  Decat ur, IL 
Gary Boyce  Palos Hills,  IL 
Gregory Bridges  Calais, ME 
James R. Browder  St  Louis,  MO 
Steven D.  Brower  Ramona,  CA 
Eric J. Burnette  Hood  River, OR 
Roland 1.  Burton  Thompson, P  A 
James M.  Cambell  Newton, IN 
William  M.  Charney  Reno, NV 
Phil  Claus  Thornton,  IL 
Theodore M.  Colombo  Hawthorne, NJ 
James A.  Colyer  Arroyo Hondo,  NM 
F.  R.  Corbacho  Tampa, FL 
Jack E.  Coshow  Salem, OR 
Gerald  R. Crawmer  Clifton Park, NY 
Bennett Cullison  Harlan, IA 
Fred G.  Daddi  Audubon, PA 
Donald C. Davis  Henderson, KY 
Ralph  E.  Davis  Daytona, FL 
Robert V.  Dentel  Victor, IA 
P.M.  Dressler  Gelnhausen, Germany 
John  R.  Dugan  Ellenburg, W  A 
Elton  Elge  Aurora, NE 
Alexander A. Fasolilli  Herkimer, NY 
Mark  Feldman  Napa, CA 
Kent  Felkins  Tulsa, OK 
Scott  Freeman  Winthrop, MA 
Timothy M.  Freudenthal  Wautoma, WI 
Duane E.  Frey  Freeport, IL 
Michael  Furlong  Kent , W  A 
Terry  W.  Gallian  Visalia, CA 
Dean Gauf  Laguna  Hills,  CA 
Tony Griffin  Tampa, FL 
John Grunik  St  Louis,  MO 
Sam  Harmon  Lexington, SC 
Kenny  Hayes  Roanoke, V A 
Randall C. Hebron  Westland, MI 
Kuikka  K.  Heikki  Kajaani , Finland 
Mary Ann  Heilman  Cheyenne, WY 
Arthur J.  Hendricks  Minneapolis, MN 
Daryl  Heusinkveld  Arlington, TX 
James F.  Hoak  Harrisonburg, V A 
James Hoerle  Wilbraham, MA 
Chuck  Honer  Gettysb urg, PA 
Robert E.  Hood  Hillsborough,  NC 
Kermit  Leon  Howell  Oklahoma City, OK 
Ralph  A.  Hoyt  Apple Valley,  CA 
Eric Jaderborg  Wichita.  KS 
Chuck Jopson  Boise,  ID 
Ken  Kavanaugh  Richmond, KY 
James Keehl  Oldsmar, FL 
Donald  Key  Macomb,  MI 
Randy  Kizer  Rancho Palos  Verde,  CA 
Capt.  David  Y.  Knox  Columia, SC 
Brad 1.  Koal 
Saskatoon, Saskatchewan, Canada 
Erik  Kristensen  Illusiat, Greenland 
Nicholas J.  Lalla  New Orleans, LA 
Russell  Lassetter  Marietta, GA 
Edwin  H.  Lathrop  Roseland, FL 
Glen  F.  Lau 
John  MacKay 
Rick  Mantei 
Steven Mark 
Albert Martin, Jr. 
James  A.  McMahon 
Linda  E. Meyers 
Edward L. Moore 
Howard  D.  Morrison 
Raymond  Myers  [J]
Bud  Newhouse 
Jerry Nibler 
S.  John Owen 
Ronald  W.  Padgett 
Carl D. Parks 
P.  H.  Peraita 
Kenneth Lee Peris 
Ted J.  Perron 
Scott Perrot 
Raymond  I. Pfeifer 
Steven  F.  Pinello 
Robert  Potter 
William  R.  Presson 
Clifford  M.  Preston 
Edgar F. Provencal 
J. Lane Purcell 
Lincoln, NE 
Winter Park, FL 
Columbia,  SC 
Eva nston, IL 
Jackson, GA 
Arlington, V A 
Miami , FL 
Hixson, TN 
Jamestown, RI 
Mesa, AZ 
Cincinnati,OH 
Anchorage, AK 
Englewood, FL 
Tampa, FL 
Palmetto, GA 
Madrid, Spain 
St  Lancaster, PA 
White Bear Lake, MN 
Vero Beach, FL 
Whitewater, WI 
Brooklyn, NY 
San  Francisco, CA 
Jackson, MS 
Gainesville, FL 
South  Lawrence, MA 
Bushnell,  FL 
Ronald  Reader  Winnipeg, Manitoba, Canada 
James T. Record  Farmingdale, NY 
C. M.  Roberts  Islington, Ontario, Canada 
Donald  G.  Rowland  Apple  Valley, CA 
Paul  E. Sangster  Flagstaff, AZ 
Mengotti  Saverio  Switzerland 
Ernest A.  Schiro  New  Orleans,  LA 
Steve Schmid  Houston, TX 
Randel  E.  Scott  Stockbridge, GA 
Martin Seibel  Asbury, NJ 
Ivan  Shelton  Newmarket , Ontario, Canada 
Rand  W.  Siegfried  Los  Altos, CA 
Sylvester J.  Sikora  Orlando, FL 
Quinn Smet  Stoughton, WI 
David  K.  Smith  Manchester, CT 
E.  M.  Smith  Saudi  Arabia 
George  R.  Smith 
Martin  G.  Snow 
Ken  Sorensen 
David  L. St. John 
B.  B.  Stanfield 
Warren Starkebaum 
Robert  H. Starkweather 
Claude  L. Stenvig 
David  W.  Summers, Sr. 
Ronald Szewczyk 
Kenneth J.  Terrio 
Jeannie Thompson 
James O. Tucker 
Parker H. Tyler 
A.  Robert  Urbach 
Sigurjoen Valsson 
Brian  Vickery 
Sam  Vickey 
Robert  Wassam 
Philip  R.  Welsch 
John E Wesson 
Rodney D.  Whipple 
Joseph  S.  Wilcox, Jr. 
David  Wilke 
David  L. Williams 
James N.  Williams 
Edwin  Lamar Wilsey 
Arthur F.  Worden 
Loren W.  Wright 
Robert  Wykoff 
Lowell  R.  Yates 
Roy  M.  Young 
Palmyra, PA 
Rochester, NY 
Spanish  Fork,  UT 
Troy, AL 
Lufkin, TX 
Plymouth, MN 
Stafford, V A 
Hoffman  Estates, IL 
Goose Creek, SC 
Brighton, MI 
Higganum, CT 
Columbia, CA 
Linden, TN 
Skowhegan, ME 
Louisville, CO 
Hueragerdi, Iceland 
Redlands, CA 
Bentley, MI 
Elk Grove, CA 
Plano, TX 
Guntown, MS 
Angier, NC 
Riverside,  CT 
York, PA 
Toston, MT 
Sonoma, CA 
Elkhart, IN 
Clarence Center, NY 
Alexander, KS 
Erie, P  A 
Jackson, OH 
Albany, GA 
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 
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year membership  in  EM Antique/Classic 
Division.  12  monthly  issues  of Vintage 
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Applicant  must  be  a  current  EAA 
member and must give EM membership 
number. 
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one  year  membership  in  the  EAA 
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issues  of Vintage  Airplane,  one  year 
membership  in  the  EAA  and separate 
membership  cards.  Sport Aviation  not 
included.  (Plus $6 for foreign  members.) 
lAC 
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which  includes  12  issues  of Sport 
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required to be members of EM. 
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Inc.  is  $30.00 per year,  which  includes  a 
subscription  to  Warbirds .  Warbird 
members  are required to  be members  of 
EM.  (Plus $5 for foreign  members.) 
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MENTER  magazine  is  available  for 
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included).  Current  EAA  members  may 
receive  EM EXPERIMENTER  for $18.00 
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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  EM AND ITS 
DIVISIONS ARE NOT TAX DEDUCTIBLE 
AS CHARITABLE CONTRIBUTIONS. 
VINTAGE AIRPLANE 25
SWIFTS 
(Continued/rom page 17) 
better streamlining.  All  the streamlining 
has  paid off - with a  normal cruise speed 
of 155-160  knots , Charlie has fun  catch-
ing  up  to  Mooney 201' s and dusting them 
off as  he flies  by.  (He's honest  though 
when  he  says  that  he  can  catch  them 
down  low, say  five  or six  thousand  feet, 
but the Mooney will  get the best of him  if 
he  goes up higher!) 
The Swift is certainly a favorite among 
the  Antique/Classic crowd, and  to  its 
credit, it  even  makes a good airshow air-
plane.  The Swift  Magic Team, a 3-plane 
formation  team,  uses  modified Swifts to 
perform an  act  that is  enjoyed all  over 
North  America.  Lowell  Sterchi  and 
Michael  Kennedy have  been performing 
since 1979 as  a  two  man  team, and in 
1986 they added  their friend Dewayne 
Upton to  the formation.  Their Swifts all 
have 210  hp Continentals under the cowl, 
which  makes  the airplane quite a  per-
former. 
Michael  Kennedy bought  his Swift af-
ter returning from  his  third combat tour 
in  Vietnam  flying  F-4 Phantoms.  After 
.:.: 
u
·c
Q. 
Q) 
o 
~
E
~ ~ ~                             ~             ~                    
400 missions in  the F-4,  he  had devel-
oped a certain set of requirements for  a 
sport airplane, and after reading a Budd 
Davisson article on  the Swift,  he  decided 
that  was  the  airplane  for  him.  He ' s 
owned one ever since, and  thoroughly 
enjoys it. 
The Swift enjoys a  tight knit group of 
followers,  both those  who delight in  the 
snappy performance of the modified air-
planes, as  well  as  the stock  airplanes that 
are showing up  more and  more on  the 
fly-in  circuit.  Either way,  the airplane 
can  be  a  sharp looking head-turner at 
your local  fly-in.  It's not hard to see why 
this  airplane  has such a  devoted  hard 
core following - it  is  great looking,  han-
dles  beautifully,  and  performs  well 
(sometimes spectacularly!)  in  its varied 
configurations.  Could we  be so  lucky to 
see some new Swifts coming down  the as-
sembly line?  Stay tuned, folks .. . 
* * * *
If you would like  more information on 
the Swift  Magic Team, contact Michael 
Kennedy, 813/353-9656. 
The  address  for  the  International 
Swift  Association  is  P.O.  Box  644, Ath-
erns , TN 37371-0644.  They publish a 
monthly newsletter, with dues $25.00 per 
year.  .... 
26 MARCH 1994
The following list of coming events is furnished to our read-
ers as a matter of infornration only and does not constitute
approval, sponsorship, involvement, control or direction of
any event (jIy-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.
APRIL 10 - 16 - LAKELAND, FL -
The 20th Annual Sun 'n Fun EAA Fly-
In and International Aviation Conven-
tion . Lakeland-Linder Regional Air-
port. For information call 813/644-2431.
APRIL 24 - GREENSBORO, NC-
North Carolina Dept. of Trans. NC
Wings Weekend. Free flight instruction
and seminars. To register contact: NC-
DOT Div. of Aviation, 919/840-0112.
APRIL 24 - HALF MOON BA Y,
CA. - Half Moon Bay Airport. Pacific
Coast Dream Machines benefit. Gates
open from 10 A.M. until 4 P.M. To ben-
efit Coastside Adult Day Health Center.
Participant fee - $10 per vehicle, ($20 day
of the show) Contact: 4151726-2328, or
write 645 Correas St., Half Moon Bay,
CA 94019.
APRIL 29 - MAY 1- BURLING-
TON, NC - Annual EAA Antique/Clas-
sic Spring Fly-In. Trophies in all cate-
gories. For information, call R. Bottom,
Jr. , 103 Powhatan Pkwy, Hampton, V A
23661. Fax 804/873-3059.
APRIL 30 - MAY 1- WINCHES-
TER, VA - Winchester Regional Air-
port. EAA Chapter 186 Spring Fly-ln.
On field camping, trophies for winning
sbowplanes. Pancake breakfast Sunday,
rain or shine. Concessions and ex-
hibitors. Contact Al or Judy Sparks,
EAA Chapter 186. 703/590-9112.
MAY 1- DAYTON, OH - 31st An-
nual Funday Sunday Fly-In at the
Moraine Airpark. Breakfast, awards,
flea market and lots of antiques. Con-
tact: Jennie Dyke, 513/878-9832. or write
Jennie Dyke, 2840 Old Yellow Springs
Rd., Fairborn, OH 45324.
MAY 13 - 15 - CAMARILLO, CA -
Camarillo EAA Fly-In and Air Show.
experimental, antique, classic, warbirds,
type clubs. Pancake breakfast, BBQ,
and Awards dinner, Vendors, lAC air
show and flight demonstrations, Factory
and FAA seminars. For information,
call 805/584-1706.
MAY 14 - MT. VERNON, TX -
Franklin County Airport. BBQ and
campout Fri. night. Pancake breakfast
Sat. morning, Hamburger lunch. Con-
tests, Forums, door prizes and awards.
Contacts: Ted Newsome 903/856-5992,
Tom Willis, 903/885-5525 or the airport
at 903/537-2711.
MAY 20-22 - COLUMBIA, CA -
1994 Luscombe Gathering. 18th Annual
event, and will feature judging, spot
landing and flour bombing, plus a clock
race. Contact : Art Moxley, 206/432-
4865.
May 27-29 - ATCHISON, KS -
Amelia Earhart Memorial Airport. 28th
Annual AAA, Kansas City Chapter Fly-
In. For information, call Herb Whitlow,
913/379-5011 or Stephen Lawlor,
806/238-216l.
May 27-29 - WATSONVILLE, CA -
30th Annual West Coast Antique Fly-In
and Airshow. Call 408/496-9559 for
more information.
JUNE 3-4 - MERCED, CA - 37th
Merced West Coast Antique Fly-In. For
more information, contact Merced Pilots
Assoc., P. O. Box 2312, Merced, CA
95344 or Mike Berry 209/358-3728. For
concessions information, call Dick Es-
cola, 209/358-6707.
JUNE 4-5 - VALPARAISO, IN
(VPZ) EAA Northwest Indiana Chap-
ter 104 3rd Annual Fly-In Breakfast.
219/926-3572.
JUNE5-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 until 3 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-InlDrive-In breakfast. 6081781-5271.
JUNE 5 - DEKALB , IL - DeKalb-
Taylor Municipal airport. 7am - noon.
EAA Chapter 241 serves its 30th Annual
Fly-InlDrive-In breakfast. For informa-
tion, call 815/286-7818.
JUNE 3 - 4 - BARTLESVILLE, OK -
Eighth Annual National Biplane Con-
vention and Exposition. Frank Phillips
Field. Biplane airshow with world fa-
mous performers, forums, seminars and
workshops. Biplanes and NBA members
free - for all ot hers an admission charge
appli es. For information ca ll Charles
Harris, Chairman, 918/622-8400 or Virgil
Gaede, Expo Director, 918/336-3976.
JUNE 11 - WHEREVER EAA
MEMBERS ARE, WORLDWIDE -
INTERNATIONAL YOUNG EA-
GLES DAY. Check with your local
EAA or Antique/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 Of-
fice, EAA Aviation Center, P.O. Box
3086, Oshkosh, WI 54903-3086. Call
414/426-4800.
JUNE11-DECATUR, AL-EAA
Chapter 9411Decatur-Athens Aero Ser-
vices 7th Annual Fly-In. All invited.
Vendors, Demonstrations, Judging. For
info call 205/355-5770.
JUNE 17-19 - DENTON, TX - Den-
ton Municipal Airport. 31st Annual
AAA Texas Chapter antique airplane
Fly-In. Contact: Dan Doyle, 214/542-
2455 . Host hotel is the Radisson:
817/565-8499.
JUNE 18 - HUNTSVILLE, AL -
Moontown Airport. 2nd Annual EAA
Chapter 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 in-
formation, 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.
JUNE 4-5 - VALPARAISO, IN
(VPZ) EAA Northwest Indiana Chap-
ter 104 10th Annual Foodbooth during
the week of Oshkosh. 8 a.m. - 6 p.m.
daily. 219/926-3572 for info.
JULY 1-3 - GAINESVILLE, FL-
EAA Chapter 611 26th Annual
"Cracker" Fly-In. Antiques, homebuilts,
Judging in 9 categories. Contact: S.S.
McDonald,404/889-1486.
JULY 8-10 - LOMPOC, CA - 10th
Annual West Coast Piper Cub Fly-In.
Contact: Bruce Fall , 805/733-1914.
JULY 17-23 - ROSWELL, NM -
25TH Anniversary convention of the In-
ternational Cessna 170 Assoc. Contact:
Lyn Benedict, 136 E. Orchard Park Rd.,
Dexter, NM 88230. 505/622-3458.
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!
VINTAGE AIRPLANE 27
MYSTERY PLANE
by George Hardie
This month's Mystery Plane is a snappy looking job for its day.
Does the background scene reveal where it was built? The photo
is from the EAA files. Answers will be published in the May issue of
VINTAGE AIRPLANE. Deadline for that issue is March 20,1994.
The first reply to the December Mystery Plane came from
Robert Taylor, Ottumwa, IA who writes:
"The December Mystery Plane is the 1922 Elias ES-l, powered
with two 80 hp LeRhone rotary engines and carried four passengers
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28 MARCH 1994
Chester Peek, noted aircraft historian from Norman, OK, sent in this photo of the Brown Columbia sesquiplane built by Willis Brown
after his departure from Spartan Aircraft. As mentioned in Chet's note, Willis' next projects were the biplane trainer, and then the
Southernaire (September and November 1993 Mystery Plane).
and pilot. Built by G. Elias and Bro.,
Inc. of Buffalo, NY. Would be quite a
sight to see at any fly-in."
Doug Rounds, Zebulon, GA writes:
" It 's the Elias Model ES-l Com-
mercial, powered by two LeRhone ro-
taries of 80 hp each. The picture
shown is featured in the 1922 AIrcraft
Yearbook, with line drawings of the
aircraft."
Details of the airplane appeared in
Aerial Age Weekly magazine for June
26, 1922. IT was labeled the Elias-Stu-
par ES-l. The Stupar in the name re-
ferred to the designer, Max Stupar,
who was a pioneer builder and fli er
who was with the Elias company from
1919 to 1927. He later worked for the
Curtiss company and the Bell Aircraft
Corp.
The other correct answers were re-
cieved from William H. Rogers, Jack-
sonvi ll e, Florida and Charley Hayes,
Park Forest, Illinois. ...
Elias Model ES- t
Commercial
VINTAGE AIRPLANE 29
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.) 
EM 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 AVIA TlON 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. 
30 MARCH  1994 
Sample issues $4 each  1 year subscription $25 
Overseas $30 
WW1  AERO (1900-1919), and SKYWAYS (1920-1940) 
Two Journals for the restorer. builder. &  serious madeller of early aircraft . 
•  information  on  current projects  •  historical  research 
•  news of museums and  airshows  • workshop notes 
• technical drawings and data  •  information on painUcolor 
•  photographs  •  aeroplanes. engines. parts 
• scale  modelling  material  for sale 
•  news of current publications  •  your wants and disposals 
Sole distributors l or  P3V. a computer program to generate a 3-view Irom a photograph. 
Published by  WORLD WAR  1    INC. 
15 Crescent Road.  Poughkeepsie.  NY  12601  USA (914)  473-3679 
35¢ per word, $5.00 minimum charge. Send your ad to 
The Vintage Trader, EAA Aviation Center, P.O.  Box 3086, Oshkosh, WI  54903-3086. 
Payment must accompany ad. VISA/MasterCard accepted. 
AIRCRAFT:
Aeronca C-3 Razorback - E-113C engine. Total restoration just completed including new 
wings, ailerons, etc. $28,000 or trade.  Projects considered. 707/938-1465. Also, A-40 with 
all  accessories - $1,000. (3-2) 
For Sale - 1951  Cessna  170A.  Four passenger.  All  metal.  Taildragger. Well  cared  for. 
2364 n, 218 SMOH.  $22,000.  608/882-4152, phone/fax. Jones Barbells Ltd.,  175 Union 
Street,  Evansville, WI  53536. 
MISCELLANEOUS:
CURTISS  JN4-D  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.  (c/5/92) 
SUPER CUB  PA-18 FUSELAGES - New manufacture,  STC-PMA-d, 4130 chrome-moly 
tubing  throughout,  also  complete fuselage  repair.  ROCKY  MOUNTAIN  AIRFRAME  INC. 
(J.  E.  Soares,  Pres.) ,  7093  Dry  Creek  Rd.,  Belgrade,  Montana.  406-388-6069.  FAX 
406/388-0170.  Repair station  No.  QK5R148N. 
(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 209/962-6121.  (c-5/94) 
NEW and  IMPROVED  Reproductions of Aeronca/Sensenich  Wood  Prop Decals -
Outstanding  six-color  silk  screen  water  transfers  - accurate  replicas  of  those  used  on 
props "ESPECIALLY MADE  FOR" Aeronca by Sensenich.  For a set of prop decals and  a 
black and  white contact photo of  an  original,  plus a small "AERONCA" decal used on the 
Airpath compass and application directions, send $27.50 to: Dick Love, Box 448, Dillsburg, 
PA  17019, telephone 717/238-8160.  (3-1) 
MAGAZINES AND BOOKS - Collection for sale dating from  1917 -1950's including Aero 
Digest, Aviation  Weekly, Aviation Monthly,  Western  Flying,  etc.  Also some books of merit, 
technical  and  otherwise. List for  SASE.  LEE  INGALLS,  P.O. Box  145,  Baldwinsville,  NY 
13027315/638-2307. 
GEE  BEE  - R-1,  R-2  super-scale  model  plans  used  for  Wolf/Benjamin's  R-2.  GB  "Z", 
"Bulldog,"  "Goon,"  Monocoupe,  Culver,  Rearwin.  Updated,  enlarged  (1/3,  1/4,  1/6-1/24). 
PLANS  on  SHIRTS/Caps!  Catalog/News  $4.00,  refundable.  Vern  Clements,  308  Palo 
Alto, Caldwell,  1083650. (c-9/94) 
WANTED:
Wanted  - Original  Juptner's  Vol.  8.  Will  trade  original  Vol.  9  in  exoellent  condition  without 
dusljacket or purchase outright. John Dupre',  111  Court Street, #3, Exeter, NH 03833-2612. (3-3) 
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':aEtF Antique/Classic 
Service

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ANTIQUE 1·800·843·3612
• Option to Repair Your Own Aircraft
CLASSIC
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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  AIRCRAF,.  SERIES 
FREE  COMMEMORATIVE  PIN 
When  you  order  Volume  1 of  the 
U. S.  CIVIL  AIRCRAFT  SERIES. 
C
ome  back  to  the  exciting  early  days  of civilian  aviation 
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: 
TABI Aero  Press 
Blue  Ridge  Summit,  PA  17294-0840 
o  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. 
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Vou  may send  your order on  a  photo copy  of thi s  form. 
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