Vintage Airplane - May 1994

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Tom  Poberezny 
May1994 Vol.22,No.5
1 Straight&  Level/ 
2 AlC News/ 
4 VintageLiterature/ 
8 Aeromail 
9 CableWeaving. 
13 PeteEngelskirger's
17 VintageSeaplanes/NormPetersen
20 HintsforRestorers
21 PassittoBuck/
E.E. "Buck"Hilbert
22 MysteryPlane/GeorgeHardie
24 WhyDoWeBother?/JohnHanson
28 WelcomeNewMembers
29 AlC Calendar
30 VintageTrader
Page  13 
Marketing and Communications 
Dick Matt 
Jack Cox 
Henry G.  Frautschy 
Managing Editor 
Golda Cox 
Art Director 
Mike Drucks 
Computer Graphic Specialists
Sara Hansen 
Olivia l. Phillip  Jennifer Larsen 
Mary  Jones 
Associate Editor 
Norm Petersen 
Feature Writers 
George Hardie, Jr.  Dennis Parks 
Staff Photographers 
Jim  Koepnick  Mike Steineke 
Carl Schuppel  Donna Bushman 
Editorial Assistant 
Isabelle Wiske 
President  Vice-President 
Espie ' Butch'  Joyce 
Arthur MorfJan 
604  Highway St.  W211  Nll863 Hilltop Dr. 
Madison. NC 27025  Germantown. WI  53022 
919/427-0216  414/628-2724 
Secretary  Treasurer 
Steve Nesse  E.E.  -Buck- Hilbert 
2009 Highland Ave.  P.O.  Box 424 
Albert Leo, MN 56007  Union. IL 60180 
507/373-1674  815/923-4591 
John Berendt  Robert C. "Bob'  Brauer 
7645 Echo Point Rd.  9345 S. Hoyne 
Cannon Falls. MN 55009 
507/ 263-2414 

Gene Chase  John S.  Copeland
2159 Carlton Rd. 
28-3 Williamsbur8 Ct. 
Oshkosh . WI  54904  Shrewsbury. MA  1545 
414/ 231 -5002  508/842-7867 
Phil Coulson  George Daubner 
28415 Springbrook Dr.  2448 Lough Lone 
Lawton, MI 49065  Hartford. WI  53027 
616/624-6490  414/673-5885 
Chartes Harris  Stan Gomoll 
7215  East 46th St.  1042 90thLane. NE 
Tulsa , OK  74145 
MN 55434
918/622-8400  61  /784-1172 
Dale A.  Gustatson  Jeannie Hill 
7724 Shady Hill Dr.  P.O. Box 328 
Indianapolis. IN 46278  Harvord. IL 60033 
317/ 293-4<130  815/943-7205 
Robert UCkteig  Robert D. -Bob- Lumley 
1708 Boy Oaks  r.  1265 South  124th St. 
Albert Lea. MN 56007  Brookfield, WI 53005 
507/ 373-2922  414/ 782-2633 
Gene Morris  George York 
11SC Steve Court. R.R. 2  181 Sloboda Av. 
Roanoke. 1)( 76262  Mansfield. OH  44906 
817/491 -9110  419/529-4378 
S.H. -Wes- Schmid 
2359 Lefeber Avenue 
Wauwatosa. WI  53213 
414/771 -1545 
S.J. Willman 
7200 S.E. 85th Lane 
Ocala. FL  32672 
904/ 245-7768 
Joe Dickey  Jimmy Rollison 
55Oakey Av.  640 Alamo Dr. 
Lawrenceburg, IN 47025  Vacaville. CA 95688 
812/ 537-9354  707/ 45 Hl411 
Dean Richardson  Geoff Robison 
6701  Colony Dr.  1521  E. MacGregor Dr. 
Madison. WI  53717  New Haven. IN  46774 
608/833-1291  219/493-4724 
Page  17 
FRONT  COVER  ...Pete  and Carol  Engelskirger"s  Cessna  170B 
has  been selected the Best  Restored  Classic , 101  to  165  hp at 
Sun  ' n  Fun  in  both  1993  and  1994.  EAA  photo  by  Jim 
Koepnick.  Shot  with  a  Canon  EOS- 1 equipped  with  an  80-
200mm lens.  1/ 250 sec. at f5.6  on Kodak Ektachrome Lumiere 
100.  Cessna 210 photo plane piloted by Bruce Moore. 
BACK  COVER  .. . "Test  Flight"  by artist Duane  " Bud"  Burgess  of 
Burlington, IA  depicts  a  scene  during  the  heyday  of  Mono 
Aircraft , Inc.  For  more on  this  painting, see the description  in 
AI C News on page 2. 
Copyright  © 1994  by the EAA Antique/Classic  Division  Inc. All  rights reserved. 
VINTAGE AIRPLANE  (ISSN  0091-6943)  is  published  and  owned  eXClusively  by  Ihe  EAA  Antique/Classic  Division,  Inc. of  the  Experimenlal 
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  Antique/Classic Division, Inc.,  P.O. Box  3086, Oshkosh, WI  54903-3086. FOREIGN  AND  AiPO 
ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPlANE to foreign and AiPO  addresses via surface mail. 
ADVERTISING  - Antique/Classic  Division  does  not  guarantee  or  endorse  any  product offered  through  the  advertising. We  invite constructive 
criticism and welcome any report of inferior merchandise obtained through our advertising so thatcorrective measures can  be taken. 
EDITORIAL POLICY: Readers  are  encouraged  to  submit  stories and  photographs.  Policy opinions expressed in articles  are solely those of  the 
authors.  for accuracy in  reporting  rests entirely  the contributor. No renumeration is made. 
Material  should  be sent to:    VINTAGE AIRPlANE, P.O. Box 3086, Oshkosh, WI 54903-3086.  Phone 414/426-4800. 
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 
What is red with black feet, tired
legs, heavy sunglasses and a need for
aspirin? Me at Sun ' n Fun Fly-In at
the end of the day. The red is from
the sun, black feet from the black dust
of the sands, soil and all of the walk-
ing needed to cover the fly-in area,
Convention booths and fly-markets .
No doubt about it , this fly-in has
grown from what it was in years past.
This year's Sun 'n Fun was the 20th
fly-in they have held. I certainly en-
joyed the event and saw a number of
unique aircraft in the antique/classic
area. A/ C Chapter 1, located in
Florida, really does a great job manag-
ing this area for Sun 'n Fun. I think
that a special thanks needs to go to
Jane and Robin Kimball for the hard
work they do registering aircraft and
explaining to potential members why
it 's a good deal to join the Antique/
Classic Division.
The chapter hosts a fish-fry at the
Antique/Classic Headquarters on
Tuesday evening. It's a fun time
where you can relax and socialize with
friends while watching a number of
aircraft depart.
This event really kicks off the fly-in
season. Just this past weekend I at-
tended the A/C Chapter 3 fly-in at
Burlington, North Carolina. On Sat-
urday, by noon they had quite a few
aircraft on the grounds. An enjoyable
part of these fly-ins is that you get to
meet with friends that you have
known for a long time, some of whom
only attend the local, smaller fly-ins.
There seems to be more of the local
type fly-ins popping up all of the time.
Be sure and check the calendar sec-
tion of your magazine to see what ' s
happening that you might have an in-
terest in, and check the bulletin board
of you local FBO - you wouldn't want
to miss one!
Since the flying weather has be-
come more friendly , and you may
have had your craft laid up for the
winter, I would like to caution you to
be extra careful when you start flying
this year. We also have just had an-
other hand propping loss in your in-
surance program. Please be extra
careful when propping - there's noth-
ing more discouraging than seeing this
type of accident happen, especially
since they are so preventable.
Your Antique/Classic board of Di-
rectors have their meeting the second
weekend of May. We will be dis-
cussing the trial planning for EAA
OSHKOSH '94. Should you have any
good ideas for the convention, please
give me a call or drop me a note. We
plan to have some very interesting ac-
tivities at EAA OSHKOSH '94 - more
on this later.
Your membership continues to
grow - we' re now over 9,000 members.
I have to give the membership credit
for asking people to become members
of your Antique/Classic Division. The
board of Directors will be starting a
membership drive this summer to help
with this effort. I think you as a mem-
ber will be happy with this program -
it has something for everybody.
You'll be happy to know that your
Division has been very supportive of
two Pioneer Airport projects, one be-
ing restoration of the Curtiss Robin
with the Wisconsin Tank Engine. We
have helped with the PT-3 project as
well. Both projects will be detailed
here in the pages of VINTAGE AIR-
PLANE during the coming year.
Should you have anything of inter-
please send it in; we would love to see
what you have.
Let's all pull in the same direction
for the good of aviation. Remember,
we are better together. Join us and
'* have it all.
C3I'WJ compiled by H.G. Frautschy
Duane " Bud" Burgess, of Burling-
ton, IA has painted a scene rich in his-
tory. His acrylic painting won an Hon-
orable Mention ribbon in the 1993 EAA
Sport Aviation Art Competition.
Moline Airport, the fall of 1929. The
manufacturi ng prowess of the Velie
Company of Moline is displayed around
the Mono Aircraft, Inc. hangar. Mono-
coupe Chief Test Pilot Vern Roberts
begins to flare a new Monocoupe 113
while the buyer, ready to fly his new air-
plane home, talks with Mono president
Don Luscombe and designer Clayton
An N.A.T. Curtiss Falcon mailplane
taxi s toward the N.A.T. maintenance
and storage hangar with its load after
flying from Chicago, enroute to its final
destination of Dallas, TX.
In the background, you can see the
silver and maroon Monoprep, Mono's
answer to the need for a two-place, side-
by-side training ship. The green and
cream Monocoach is also prominent,
re ady to take the business world by
storm as the most luxurious 4-place ex-
ecutive transport of its day. Near the
hangar, you can see a Ford model T
truck with a new 113 Monocoupe fresh
from the factory, ready to be assembled
and test flown. The automobiles in the
background are Velies, all built by the
factory in Moline that built not only au-
tomobiles, but the airplanes and the en-
gines that powered them. Only the
Great Depression could be powerful
enough to end this chapter in the
Golden Age of aviation.
The painting was done by Bud based
on information a friend of his supplied.
The Monoprep in the background was
owned by the fri end' s father, and he was
able to supply Bud with photos and
other me morabilia to he lp make the
painting as historically accurate as pos-
sible. If you are interested in Bud's
work, you can contact him at 2323 Mt.
Pleasant St. , Burlington, IA 52601.
16x21-1I2" limited edition prints are
available of the painting - contact Bud
for further information, or see the ad in
the February issue of VINTAGE AIR-
Back in the February issue of VIN-
TAGE we mentioned the phone num-
2 MAY 1994
ber of historian and placard supplier
Noel Allard of Chaska, MN. We ' ve
been advised that the number published
was incorrect. The correct number is
612/448-5047. Noel has a wide variety
of placard, instrument face and data
plate reproductions, and his work has
been seen in a number of champion
restorations. Give him a call if you have
a project you think could benefit from
his special touch.
Last month ' s calendar listed the
EAA Chapter 1056 Stearman Fly-In at
Maple Grove Aerodrome, Fowlerville,
MI on June 5. It is, in fact, being held
on June 11. The correct date is shown
in this month's calendar, but we wanted
to call your attention to the correct date
if you plan on attending this event. Call
Rich at 517/625-3338 or Ron at 517/223-
3233 for more information.
If you' re a Stinson enthusiast , and
you ' re planning on attending EAA
OSHKOSH ' 94, you may be interested
in attending the Stinson dinner , to be
held at Butch' s Anchor Inn, 7:30 pm,
Friday, July 29. Cost is $14, and you can
make your reservations at the Type
Club tent. For further information, call
John Zewiske at 414/643-7445.
Honest, I didn't come up with that
terrible pun - it ' s the name of a terrific
newsletter for enthusiasts of the Stampe
series of airplanes. We neglected to in-
clude them in the current Type Club
list. Here' s where to get in touch with
The Stampe Collector
Don and Bonnie Peterson, Editors
1341 Chestnut Ridge Rd.
Apalachlin, NY 13732
Newsletter: 4 per year
Dues: $40 per year,
$45 U.S. Overseas
Don has been very patient as we've
worked to get an article together for
SV4. I'm certain we will have it pub-
lished within the next 6 months.
The final FAA policy concerning the
use of aircraft registered in the Exhibi-
tion/Air Racing category is now being
written, with publication of the guid-
ance material for FAA inspectors due
in June. As soon as the final policy is
available, we will publish a summary of
the details here in VINTAGE AIR-
PLANE. The most significant portion
of the policy deals with the effectivity of
the policy - if you have an airplane that
was issued an original airworthiness
certificate in this category prior to July
9, 1993, you will be permitted to oper-
ate that aircraft with your operating
limitations as they were for as long as
you operate the airplane. Only aircraft
certified after July 9, 1993 will have to
operate under a further defined set of
operating limitations.
Our thanks to the Blicker Club, the
Stampe Club, the lAC and the Soaring
Society of America for their interest
and input while working with the FAA
to come up with a solution that was
agreeable to all concerned. Look for a
short article detailing the new policy
here in VINTAGE AIRPLANE as soon
as the FAA releases the final version.
You still have a few days left to head
on up to the far north with the Cub Con-
voy, a 100% VFR trip leaving Lock
Haven, P A May 22 and arriving in Fair-
banks, AK on or about May 30. A trip
designed to follow in the tradition of the
Cub Convoys of 1938, ' 39 and ' 40, the
voyage should be a memorable one.
You can join enroute (the Midwest ren-
dezvous point is Brodhead, WI on May
23). For more information, contact the
Piper Aviation Museum, 610/644-7920,
fax 610/644-9222.
June 3-6 will see another of the fa-
mous Bonanza Service Clinics at Fine-
fi eld Aviation at Lake In the Hills, IL.
If you've ever wanted your Bonanza
looked at by an acknowledged
Beechcraft expert mechanic, this is a
perfect opportunity. Sponsored by the
American Bonanza Society'S Air Safety
Foundation, the service clinics are an
ongoing series intended to help keep
Bonanzas in tip-top condition. For
more information, contact the ABS at
P.O. Box 12888, Wichita, KS 67277, or
phone 316/945-6913.
Don Levandoski, 492 W. Eckhardt ,
Macon, IL 62544 wrote to ask if any
members have information regarding
the Storms Flivver airplane. Sold in kit
form during the late 1920's, and early
1930's, the airplane was one of the fea-
tures in the July/August 1930 edition of
Aviation Mechanics magazine. It was
also featured in a profile of the airplane
and its builder in the January 1965 issue
of SPORT AVIATION. We've sent a
copy of the Aviation Mechanics article
to Don, but if anyone else has informa-
tion regarding this airplane type, please
drop him a line at the address above.
Don also report the remains of the air-
plane he has obtained has an early Con-
tinental engine, apparently modified
from some ground-based application, as
the powerplant for the airplane. Since
Continental made a number of different
4-cylinder automobile engines during
the 1920' s, it seems likely to be one of
these powerplants.
If you're one of the many airplane
owners who are confused by the recent
Airworthiness Directive regarding the
rotating magnets and coils in certain
Bendix magnetos, (AD94-01-03) join
the club. As this issue was being sent to
the press, it was learned that there will
be a subsequent revision to this AD that
will further limit the range of magnetos
affected. To make it a bit easier to un-
derstand which mags are affected by
this AD, we ' ve worked up this little
chart, based on the current AD's applic-
Remember, if your magnetos were
manufactu red by Bendix at t he Jack-
sonville, FL plant, or by TCM in their
Mobile, AL plant , t his AD does not
apply. We expect furt her information
on t his AD wit h be issued shortly. If
you are comi ng close to t he 100 hour
time li mit and woul d like t o doubl e
check t he applicabili ty of t his AD re-
garding yo ur mags , you can contact
Jerry Robinette with the FAA Atlanta
Aircraft Certification Office, 404/991-
3810, fax 404/991-3606. Our thanks to
Jerry for his willingness to work wit h
the EAA Government Affairs office in
an effort to speed along the revision of
this AD - without his cooperation, re-
lief for a number of magneto owners
would have come too late to be of any
Now entering its third year , the
EAA Antique/Classic Airplane Insur-
ance Plan is now offered with ex-
panded coverage.
Aviation Unlimited Agency (AUA)
of Greensboro, NC, along with Safeco
Insurance Co. (SAFECO) and Com-
mercial Aviation Underwriters (CO-
MAV) , a part of the SAFECO Group,
has refined and expanded many of the
special coverages aimed at the special
needs of all sport aviation enthusiasts,
especially those flying antique, classic
or contemporary aircraft.
For the latest information on the ex-
panded coverage of the EAA An-
tique/Classic Airplane Insurance Plan,
please contact AUA too free at
8001727-3823. Insurance is available to
all EAA members in the U.S. who are
also members of the EAA
Antique/Classic Division.
Three Different Applicabilities:
Red or Black
(Not TCM)
Data Plate
Models S20 S200 S600 S1200
no letter prefix or
Serial number lower than
A16058 having "A" prefix
Blue Bendix
(Not TCM)
Data Plate
Models S20 S200 S600 S1200
Serial 901001 and lower
Red Bendix
(Not TCM)
Data Plate
S1200 with no letter prefix or
Serial number lower than A 132844
having "A" prefix
Longtime sport aviation enthusiasts
will recall t he name of Troy Dodd, a
well known collector of antique air-
planes and the director of the DuPage
County Air Show, a successful event
that introduced the world of airplanes
to many a youth in the Chicago area
during the 1960's and '70s, your editor
included. Troy passed away March 3,
1994 at the age of 88 in Pompano
Beach, FL. A longtime member of the
EAA, AAA and OX-5 Club of Amer-
ica, he was also active within the world
of aerobatics, and was the founder of
the International Council of Airshows.
Our condolences to his son, Bill Dodd,
and to his many friends throughout the
Our condolences to the members of
the Alamo Liaison Squadron in San
Antonio, TX concerning the loss of
two aircraft and three crewmembers,
along with a visitor. Retired Maj . Gen.
Paul D. Straw, William Houston,
Roger Beery and Craig D. Youhe were
killed when a Taylorcraft L-2 and an
Interstate L-6 collided in mid-air and
crashed near downtown San Antonio.
According to newspaper reports, the
aircraft were engaged in a photo mis-
sion at the time of the accident. Straw,
Houston and Berry were all members
of the Squadron, based at Cannon
Field. A third airplane, a Piper L-4
"Flitfire" was also part of the flight ,
but was not involved in the mid-air.
Our sympathy is extended to the
squadron members and the families of
those involved in the accident. ...
b,.,- ()en n i Va
Libr-ar-,.,- ()ir-ect{)r-
Early Long Distance Flights 
Among the many things taken for
granted today is long-distance travel
by jet airliners. Not only long distance,
but supersonic in the case of the Con-
corde. So common is long-distance air
travel that there have even been
around-the-world races for general
aviation aircraft. One forgets that reg-
ularly scheduled intercontinental com-
mercial air travel only came into being
after World War Two. This year
photos from the Dwiggins Collection
marks the 70th anniversary of an event
that demonstrated the feasibility of an
airway around the world.
The period from 1920 to 1930 saw
tremendous advances made in long-
distance aviation, with many pilots and
flights making front page news. Air-
craft builders, engine makers, oil com-
panies and others were all contribut-
ing to an effort to improve their prod-
ucts and bring glory to their nation.
Record setting fli ghts were a means to
do both.
1919 - A  GREAT YEAR 
The first year after the Great War
saw an amazing number of long distance
flights, the success of which would spur
the idea of an around the world flight.
Mechanics fine tuning the NC-4 before departure on the first Atlantic flight.
4 MAY 1994
(Above) Crew of the Martin bomber that circumnavigated the United States.
(Below) A standard military Vimy. For the Atlantic flight the nose skid was removed. The bomb gear and bomb spaces were
replaced by extra fuel tanks.
1st Lt. John Macready and 1st Lt. Oakley Kelley, pilots of the first transcontinental flight.
The United States Navy mounted a
huge program to be the first across the
Atlantic. This effort included four Cur-
ti ss-Navy flying boats and no less than
53 destroyers strung out at 50 mile inter-
vals along the proposed route between
Newfoundland, the Azores and Lisbon.
Still, the Atlantic nearly beat the flying
One of the flying boats was a non-
starter; and two came down at sea, of
which one sank. The other limped into
6 MAY 1994
port in the Azores. One flying boat, the
NC-4 under the command of Lt. Cmdr.
Read, made the trip and made history.
The crew continued from Lisbon to
Portsmouth, England arriving on 27
May 1919, having covered over 4,000
miles in nearly 60 hours.
June 1919 saw the first non-stop flight
across the Atlantic by John Alcock and
Arthur Brown in a Vickers Vimy. The
Vimy was built in England during the
World War as a large bomber. Though
a large twin engine biplane, the Vi my
had about half the weight of the Curtiss
The aircraft was shipped from Eng-
land in May 1919 to Newfoundland,
were it would depart for the Atlantic
crossing. Departing Canada on June 14,
the Vimy headed east arriving over Ire-
land 16 hours and 1,860 miles later after
a terrible night over the North Atlantic.
The English were ecstatic about the
flight. The British journal FLIGHT said
Australian Vimy used by the Smith brothers on their England to Australia flight. 
that it was the "first real Atlantic
Flight." It was indeed an epic flight, one
that would not be matched until eight
years later by Lindbergh.
The Vickers Vi my turned out to be a
very good long-distance machine, not
only crossing the Atlantic non-stop but
flying from England to Australia. The
second great flight for the Vimy took
place near the end 1919 when the Smith
Brothers, Ross and Keith, flew via Cal-
cutta from England to Australia. They
covered the 11,130 miles in about 136
hours arriving in Darwin on 10 Decem-
The South Atlantic was first flown in
1922. On 30 March, Captains Gago
Couthinho and Sacadura Cabral of the
Portuguese Navy took off from Lisbon
in a Fairey IlID f10atplane and flew to
the Cape Verdi Islands. After a stop for
bad weather they set off for the true
ocean crossing. They failed to make it
to their destination in Brazil , but made
a forced landing at Saint Paul's Rock in
the South Atlantic seriously damaging
the aircraft. A second f10atplane was
shipped and they were able to continue
their flight. This machine was in turn
damaged on an island off the coast of
Brazil. They eventually arrived in Brazil
on 16 June in a third seaplane. Now
both the North Atlantic and South At-
lantic had been crossed by heavier-than-
air craft
The US Army was busy setting its
own speed distance and endurance
records. In 1919 Lt. Colonel Hartz and
Lt. Harmon made a complete circuit of
the United States, a distance of 9,823
miles. On July 25 of 1920 a flight of
four Army DH-4s under the command
of Capt. St. Clair Streett, departed New
York City for a flight to Nome Alaska,
arriving 40 days, 4,500 miles and 50 fly-
ing hours later. Leaving Nome on the
last day of August, the men arrived
back at Mitchel Field in New York on
October 20. The Air Service's public
relations staff compared this flight with
the Navy's NC-4 hop over the Atlantic
in 1919.
In September 1922, Lt. James Doolit-
tle, a promising young flier, made the
first coast-to-coast flight in a single day.
He flew his DH-4 from Florida to Cali-
fornia in 22 hours and 35 minutes, in-
cluding an 85 minute stop at Kelley
Field in Texas. This was followed in
May 1923 by Lieutenants Oakley, Kel-
ley and John Macready, flying a Army
Fokker T-2 from New York to San
Diego on the first non-stop coast-to-
coast flight across North America. This
flight was called "The Greatest Record
of All." One for which the pilots re-
ceived the Distinguished Flying Cross.
An editorial in the May 14, 1923 issue of
AVIATION declared the flight was "a
striking demonstration of the practical
uses of the airplane for long distance
By now a race to see who would be
the first to fly around the world was de-
veloping among aviators among several
nations. Almost all of them realized
that it would be an accomplished fact in
the very near future. It would be the
US Army that would accomplish the
feat during 1924. *' 
In the June  issue,  our next installment 

Dear Mr. Frautschy,
On page 12 of the January issue in
the text next to a picture of Mick Jack-
son's beautiful PA-24 it states that there
are only 287 180 hp Comanches on the
FAA register. I doubt this.
According to an article in the AOPA
PILOT (February 1985) by Mark
Twombly, there were a total of 1142
Comanche 180' s built. If only 287 are
left, this would mean an attrition of
75% . Certainly some 180 Comanches
have been exported, a handful con-
verted to PA24-250 status, and a few
more scrapped or wrecked, but a de-
cline of 856 airplanes? NOT!
I suspect a typo has crept in here.
Incidentally, there is really no such
airplane as a PA24-180. The model
designation for a 180 hp Comanche is
simply PA24. The 250 hp model is a
P A24-250, the 260 is a P A24-260, etc.
John C. Codman
Medway, MA
I had the author of that caption,
Norm Petersen, go back and check the
register to see how we fell into that dis-
crepancy. According to the Piper adver-
tising documents we have on hand here
at the museum, the Comanche, when
first introduced, was known simply as
the PA-24. Later, when the higher
horsepower models became available,
the"180" was added to the designation
to further define the various models of
the airplane. When first produced, the
Comanche was registered with the FAA
simply as a PA-24. Later, when the "-
250" came out, the lower horsepower
PA-24's were registered as PA-24-180's,
and I wouldn't be surprised if a few P A-
24's didn't wind up registered as PA-24-
180's when they were sold and re-regis-
tered by their new owners. 281 are
registered with the FAA as PA-24-180's.
The total number of 180 hp Piper
Comanches registered as of March 29 is
775, not the 287 we originally had in our
caption. That means that about 67 per-
cent of the 180 hp Comanches are left.
Norm also checked to see what type
of airplane you have, John, and it turns
out you are the lucky owner of the very
first production Comanche, N2024P.
Dear Henry,
Great photos of the Graf Zeppelin
in the March issue of VINTAGE AIR-
PLANE. I am intrigued by the truck in
the lower print. It is obviously bat tery
powered, electric drive which would
make it a perfect source for DC for the
operation they seem to be conducting
This type of vehicle was very popular
early in the century for stop and go de-
liveries in urban areas. I can recall the
dry cleaning establishment that my
family patronized used one as late as
Best Regards,
Rowland Hall
Northfield, IL
Dear Sir,
I don't have a clue what ship this is
but on the off chance that you might
want it I'm sending it. Hope it fills in a
blank in your collection.
Your truly,
Al Annis
EAA 46262
Plano, TX
Thanks for the photo Al - It's a shot
of His Majesty's airship R34, the first
aircraft to cross the Atlantic from west to
east in early July 1919. It first made the
trip from East Fortune, Scotland to
North America, making it the first air-
ship to do so, and the second aircraft
(after Alcock and Brown in June 1919
flying the Vicker Vimy) to fly the east to
west route over the Atlantic. Its almost
certain that your photo was taken at the
airport in Mineola, Long Island, NY,
where the R34 was moored at the end of
the first leg of its trans-Atlantic trip.
The R34 flew with the British Air
Ministry until it was wrecked beyond re-
pair at the end of a training mission on
January 28, 1921. After briefly contact-
ing the ground at night during a rain-
storm, and breaking two of the four
props, the airship limped back to its
base, but was unable to be put back in its
shed due to high winds. Moored out-
side, the bridle of the three- wire mooring
broke, and the ship was dashed to pieces
against the ground.
Thanks for sharing the shot with us,
AI. ....
M Yl 4
and Other Rigging Tidbits 
by Andrew King
Cable weaving is an art that probably
has its roots in ancient nautical history,
when sailors used similar techniques in
splicing rope for their ship's rigging. It
came into use in aviation circles in the
years just prior to World War I and was
common right up to the 1930s and even
into World War II. During my time work-
ing at the Weeks Air Museum, I was sur-
prised to find woven cables used on Japan-
ese Zeros, a Russian Lavochkin La-9 built
in 1947, in some places on the de Havil-
land Mosquito and all through the Curtiss
TP-40, which was also built late in the war.
In the early years of flying, there were
quite a few different ways of bracing air-
craft structures. The Wright brothers
used what they called "spoke wire," which
was apparently just that, the same stuff bi-
cycle spokes were made from. They
formed an eye in the end and then
wrapped the two strands of wire with tin
or template of about .015 inch thickness
for about an inch or inch and a half from
the eye with about 3/16 inch overlap, cut-
ting off the free end of the wire and sol-
dering the whole wrap. Where flexibility
was required, at pulleys for instance, they
used sections of sash chain or bicycle
chain, depending on load.
Glenn Curtiss was known to use
stranded cable, at first simply turning back
one end, twisting it around itself like you
might do making a wire fence, and solder-
ing the joint together. Eventually he be-
gan to use the wrapped and soldered
method that became standard for nonflex-
ible cable ends in the United States
through into the 1930s, laying the cable
back along itself, wrapping the joint with
wire and then soldering it.
In Europe it was common to use "avia-
tor wire," similar to piano or music wire,
sometimes called " hard wire," with the
ends held by copper sleeves or by coiled
ferrules made of the same wire. Stranded
cable was also in use with a variety of
wrapped, soldered, bolted or woven ends.
During World War I and during the be-
tween-the-wars era, it was fairly standard
in the United States to use the wrapped
and soldered end on nonflexible rigging
cables while the box or roll woven splice
was used on flexible control cables. In
France and Germany, and possibly Eng-
Tools  You  May Need 
Figure 3
Figure 1 shows a clamp for holding either flexible or non-flexi-
ble cable while making an eye spli ce. A necessary adjunct t o
this work is an awl or marlin-spike such as is shown in Figure
2. This may be made from screwdriver or f r om drill -rod with
t he handle put on afterward. Or it may be purchased from any
aeronautical supply house.
For serving tucked or Roebling splices with cord, a serving
maul (Figure 3), made of a piece of brass tubing soldered to a
piece of brass rod will expedite the job, once the splicer has
become familiar with its use. The cord is started on the cable,
then the inside of the tube is l aid on the cable, the serving
cord carried around the tube and wrapped around the shank
of the maul several times. The friction of the cord sliding
around the shank keeps the serving t ight.
Figure 2
Points of
turned up
Figure 1
Strand ----¥lft-----\-H\-----.....n
No. 1
Free End
How to Make a
Five- Tuck Navy Splice
This is one of only two splices approved by the Civil Air Regulations for use
on control cables over 1/16" in diameter. It may be used on 7 x 7 flexible or
7 x 19 extra-flexible cable. A number of practice splices should be made
before doing any of this work on an airplane which is to be flown.
MATERIALS: A piece of cable of suitable length, a thimble to fit same, a
length of linen cord, a small quantity of shellac.
TOOLS; Splicing clamp, marlin-spike, serving-maul if desired, pliers, cable
cutters, hardwood block, a small mallet made of wood, rawhide, fiber,
brass or copper.
1) If cable has not been soldered at the end, solder it thouroughly for a
distance of about half an inch and cut in the center of the soldered portion,
This is absolutely essential in cable which is not preformed, and makes the
job easier in any case. This is the only soldering permitted, and as this
section is ultimately cut oft, the finished splice has no solder in any part of
2) Turn back points of thimble, lay cable around thimble, leaving a free end
six to eight inches long, and clamp in splicing clamp, which may be held in
a vise or not, as desired. To simplify the instructions, assume the cable
clamped in such a manner that the free end is to the right and the screw
end of the splicing clamp away from the splicer. Thus in Figure 1 the
splicer would be toward the bottom of the page.
3. Select the strand nearest the thimble point on the free end and work the
marlin-spike under it gently, taking care not to catch any of the f ine wires
in the other strands. By rotating the marlin-spike in a counter-clockwise
direction around the free end, this strand will be unlaid without disturbing
the remainder of the cable, which will be held by the solder at the cut.
Break this first strand loose at the end. It will be referred to as No.1. The
terminal will now appear as in Figure 1.
4. Work the marlin-spike under the three top strands nearest the point of
the thimble on the standing part of the cable, keeping it above the core,
and then turn the spike so as to lift these three strands. An enlarged view
of a cross-section of the cable during this operation is shown in Figure 2.
5. Push the end of strand No.1 throught the opening made by the marlin-
spike, and pull snug with pliers.
6. Remove marlin-spike and unlay strand No. 2 on free end, using the
same method as with No.1 . This procedure will be followed with each
strand as it is needed, so will not be described again. An enlarged cross-
section, looking toward the thimble, with the strands shown widely sepa-
rated to simplify the explanation, is illustrated in Figure 3. The core strand
is shown in black.
7. Lift strands A and B and insert No.2.
8. Unlay strand No.3.
9. Lift strand A and insert No.3.
10. Unlay core strand.
land and other places, more tucks. This type of splice was also
the woven spli ce soldered when completed. I have never
was used not only been able to successfully do t his and can
on flexible cable only theorize that their non flexible cable
but also on non- was a lot more flexible than the modern
flexible cable by stuff. Also, in France and Germany it was
separating t he common practice to wrap the standard
stra nds into flexible cable splice with brass wire rather
groups of four than the linen cord used in England and
or five and mak- America.
ing a splice simi- When I first set out to Jearn cable splic-
lar to a standard ing, I was warned of the bloody fingers
box spl ice with that would result from this overcompli-
10 MAY 1994
"W t
11. Lift A and B and insert core strand, draw-
ing snug. Lay core strand along standing part
and tie down with a piece of cord.
12. Unlay strand No.6.
13. Insert marlin-spike between A and F and
lift F and E. Insert No.6 in opening.
14. Unlay No.5, lift strand E, insert 5 between
Marlin-Spike Inserted
Figure 2
E and D and bring out between E and F.
Marlin-Spike Turned 15. Lift F, insert 4 and bring 4 out between F
16. Pull all strands tight with pliers, pulling toward thimble. This
completes the first tuck. There should now be one strand
emerging between each two of the standing part except Band
C, where the core strand comes out.
17. Tuck the first strand to the left of the core strand as shown
in Figure 3, over one and under one, working to the right, and
passing over the core. (In this case it will be No.1, which will
pass over C and under B, pulling the core of the free end to the
core of the standing part.)
18. Proceed likewise with each strand in turn, as No.2 over B
and under A, No.3 over A and under F, untill all strands have
been tucked. the last one will emerge at the same place as the
19. Pull all strands tight, with pliers, toward thimble.
20. Repeat the procedure outlined in 17 and 18. this time No.5
will be the first to the left of the core and first to be tucked.
21. Pull all strands tight and cut off core strand.
22. Separate each strand into halves, and repeat procedure in
17 and 18 with half of each strand, beginning at any point this
23. Pull tight and cut off the half strands which were not tucked.
24. Proceed as in 22. (The strands will now be quarter strands).
25. Pull tight and cut off all strands as close as possible.
26. Pound the splice with the mallet, rolling it on the block of
hardwood while pounding, so as to smooth out any irregulari-
27. Flatten thimble points.
28. Begin serving with linen cord half way between second and
third tucks carrying the wrapping over the loose end of the cord.
29. Carry the wrapping down to a point 1/4" beyond the last
tuck making the last four or five wraps around a pencil or similar
object, so that they will be loose enough to push the end of the
cord back under them. See Figure 5.
30. Pull tight, cut off cord and give two coats of shellac, allow-
ing at least two hours between coats. this completes the splice.
cated task, but this turned out to be un-
true; I've jabbed myself only a couple of
times in many, many splices. It's a little
like rib-stitching; it takes a little time to
learn to do well, but once you get it you
realize it isn't so bad. A standard five
tuck box splice usually takes me about 45
minutes to finish.
You will need pliers, cable cutters, a
rawhide or plastic hammer, a vise and two
hard-to-find things that are probably more
easily made-a splicing fixture and a mar-
lin spike. The marlin spike can be ground
down from a screwdriver , and I've also
seen one made from a piece of strea m-
lined flying wire which has the proper ba-
sic cross section. (Upholstery shops often
have a tool that looks similar to the illustra-
tion of a Marlin spike we' ve included in
this article - HGF. ) The tip should be
rounded in plan form and sharp enough to
push between cable strands but not so
sharp that when you slip and jab yourself
it draws blood. If it's too sharp it can also
pull out strands within the strands that
you don't want separated.
Figure 4
The splicing fixture can take several
forms; its function is to hold the cable
tightly to the thimble while the splice is
being made, and often it must allow for a
fitti ng or turnbuckle end to be in the cable
end. The type I use was supposedly used
at the Spartan School of Aeronautics back
in the 1930s. It's made from a short sec-
tion of pipe with a T-shaped slot on one
side and a hole with a nut welded to it on
the other side. A threaded rod runs
through with a cup on the end; turning this
in clamps the cable end and thimble into
Figure 1
How to Make a
Wrapped Terminal
Non-Flexible or 1 x 19 cable cannot be spliced, and although flexible cable must be
spliced when used for air controls, if the diameter is more than 1/16", there are some
places, such as brake or water rudder controls, where the wrapped type of eye may
be used.
MATERIALS: A piece of cable, of suitable length, a thimble of the proper size, 20
gage soft steel tinned wire, solder, soldering flux, which should be stearic acid or a
mixture of stearic acid and rosin.
TOOLS: Splicing clamp, vise, pliers, soldering iron, blow torch, (unless soldering iron
is electrically heated) cable cutters.
1. Grip splicing clamp in vise.
2. If cable has not been cut, run solder into it for a length of about 1/2" and cut in the
center of the soldered portion, otherwise, the cable will unlay when cut. the cut
should be made diagonally. See Figure 1. Instead of soldering, the cable may be
served or wrapped tightly with the soft steel wire on each side of the point where the
cut is to be made.
3. Turn up the points of the thimble, lay the cable around it and clamp in the splicing
clamp, leaving a free end several inches long. The length of the free end after the
job is finished should be 21 t imes the diameter of the cable. See Figure 1. If possi-
ble, the cable should be laid around the thimble holding this dimension, so as to
avoid making another cut. It should then appear as in Figure 1. It is possible to do
the job without a splicing clamp, but not as handily.
4. Insert end of soft steel wire between the two cables under the turned up points of
the thimble and begin wrapping wire around the two parts of the cable, drawing
each turn tight and close against the preceding turn.
5. After laying the turns close for a distance little less than 7D, a space equal to the
diameter of the cable but not less than 1/8" should be left for inspection. Then wrap
closely again. See Figure 2, which shows how the eye should appear when the
wrapping is complete.
Figure 2
6. Fill all crevices, including the inspection holes and the space between the thimble
and the cable with solder until flush with outside of wrapping. Wipe off excess sol-
der while hot. This completes the job.
NOTE: Instead of using a soldering iron the whole terminal may be dipped in melted
solder if a melting ladle is available.
the T-slot. There are also a coupl e of C-
sect ion pieces inside the circle t o help
ali gn the cabl e e nd with the slot. The
threaded rod is run through a tube welded
to a wide blade that can be cl amped into
the vise to all ow the entire splice to be ro-
tated, which makes the process much eas-
ier. There is, of course, a T-handle at the
e nd of the threaded rod to ti ght e n the
cl amp. There are other types of splicing
cl amps around, most being made of steel
blocks with a V-shaped opening cut hori-
zontall y at one end and some method of
clamping the thimble/cabl e eye into this
opening. Anybody who can restore an
12 MAY 1994
airpl ane can come up with something to
do the job.
Whil e the steps involved are repeated
in this article, I will refer you to the CAM
18 or Brimm and Boggess' "Aircraft Main-
tenance," which is better, but out of print
since the 1940s, and I will offer some tips
that will help to understand the process
and diagrams.
The most useful measurement of cable
length is inside of eye to inside of eye, and
getting the second end made at exactly the
right distance from the first can be tricky.
I usually put a pi ece of masking t ape
around the cable exactly six inches short
of t he desired length and then make the
end so that it measures six inches from the
edge of the tape to the inside of the eye.
The 1911 Wright B project I' m currently
working on has no turnbuckles in the rig-
ging and I am trying to hold to tolerances
of plus zero and minus 1116 inch on wire
The most common cabl e splice is the
five-tuck box splice, sometimes called the
Army-Navy five-tuck splice, and this is the
only one shown in the CAM 18. A careful
study of the diagrams and instructions and
(Continued on page 26)

T", i, , 'pooi,[ pi,,, in Ohio wh",
t he buzzards come home to roost every
spring, usually right on a certain day. The
small town is called Hinckley, Ohio and is
located a short distance south-southwest
of Cleveland. Among t he inhabitants
await ing the annual spring "buzzard
show" is an aviation-minded couple by the
name of Gene and Carol Engelskirger
(EAA 394286, AIC 18337) , who not only
reside in Hinckley, but are the proud own-
ers of an extremely nice 1954 Cessna 170B,
N2727C, SIN 26271.
We caught up with these good people
at Sun 'n Fun '93, where the fine color
photos for this article were taken by EAA
Chief Photographer Jim Koepnick. In ad-
dition, we had a chance to visit with Gene
(who answers best to the nickname,
" Pete" ) and Carol and discover the his-
tory of their fine airplane - plus some in-
teresting background on this lovely cou-
Pete Engelskirger was born in 1940 in
Erie, PA, of German parentage and grew
up two blocks from the airport. As a
young lad, he would sometimes jump the
fence to be among the airplanes - and
dream. During high school, he soloed a
Piper PA-18-95 Super Cub and went on to
obtain his Private license. Following high
school, he attended PIA (Pittsburgh Insti-
tute of Aeronautics) where he earned his
A &  P rating before going to work at Sun-
dorf Aeronautical Corp. at Cleveland,
OH. Before long he had earned his Com-
mercial and Instrument tickets and flew
charter flights and gave instruction.
In 1965, Pete hired out to fly a corpo-
rate DC-3 which begat a Grumman G-1
(owned by a lady). His next position was
flying a Cessna 414 for a data processing
company (18 years) which led to his pre-
sent position as a Grumman G-II captain
(Above and left)  Pete Engelskirger and 
his lovely wife, Carol with thei r  beautiful 
170B.  Note the curved fuel vent above 
the center cabin with the tiny mount for 
a  mica mast just ahead of it (left).  The 
mica mast was used for supporting an 
antenna wire from the fin to the mast 
and to the cowl , just ahead of the wind-
VINT  IR  N  1 
for a Cleveland company, flying out of
Cleveland Hopkins airport.
Carol Engelskirger (nee: Coleman) is
of Irish descent and a glider pilot. Her ex-
perience has been in Schweizer one and
two-place machines as a member of the
Cleveland Soaring Society. Although not
a powered airplane pilot, it must give her
husband a good feeling to know that if the
Cessna's engine ever quits, he can look at
her in the right seat and say, "It's all
The Engleskirger's original airplane
was a Piper J-3 Cub, N98737, SIN 18966,
which they restored in the early 1970's
with an 85 Continental and a white paint
scheme. They have enjoyed the Cub for
over twenty years (their son soloed in it)
14 MAY 1994
and plan on rebuilding it once again, only
this time it will be yellow with a black
lightning stripe.
In early 1990, Pete and Carol learned
of a Cessna 170B that was for sale in
Pomeroy, OH. It was owned by a really
nice couple, Ray and Marita Miller, who
wanted some friends to buy it, but they
couldn't come up with the money. The
Engelskirgers checked the airplane over
carefully and bought it after examining
the logs, which went back to factory new
and the inital ferry flight to Lost Nation
Aviation at Willowby, OH. The Cessna
had spent its entire life in Ohio and the
Engelskirgers were the 5th or 6th owners
since new. It had the original 0-300A en-
gine, McCauley prop and a set of alu-
minum wheelpants. About the only non-
standard item was a set of Cleveland
brakes and wheels which can come in aw-
fully handy when landing a 170 in a stiff
The airplane was flown to Pete and
Carol's farm in Pennsylvania where it was
totally disassembled and the parts stripped
of paint. One by one, the parts were
hauled back to Hinckley where the air-
plane was slowly put back together. One
item added was a set of retractable "mov-
ing handles" in the aft fuselage that allow
the tail of the airplane to be moved with-
out undue stress on the stabilizer (and
other tender parts). In addition, the Ponk
gear mod was installed, the parts having
been acquired by former owner. Roy
Miller, but never installed. All metal
parts were carefully primed on the inside
before assembly - it's called long term cor-
rosion control.
Meanwhile, the Continental 0-300A
engine was sent out for a complete major
overhaul by Clydesdale Engines. A new
interior for the 170 was installed by Den-
nis Walters at Air Mod Upholstery,
Lunken Airport, Cinncinati, OH. The in-
side trim was painted in "Trooper Tan"
which the late Tom Hull (of Cessna 195
Grand Champion fame) had carefully re-
searched. The outside colors were the
same Cream and Maroon that Tom Hull
had used on his 195. (It never ceases to
amaze this author of the widespread effect
on Cessna restorations nationwide, that
was the direct result of the late Tom Hull's
diligent research and total commitment to
sharing his vast knowledge with Cessna
restorers everywhere.)
The two venturies that operate the DG
and AH were retained on the righthand
side of the bootcowl as they were field in-
stall ed six months after the airplane was
delivered new. An electric T & B was also
retained. New glass all around along with
a new windshield was carefully installed to
finis h off the "new" look. The super job
of detai ling really sets off the pretty inte-
rior in the airplane, especiall y the pri nted
decals by the switches and control knobs.
The 170 presently has the optional 7:00
X 6 tires install ed, which makes for a very
nice handling and soft landing airplane.
However, in order to uti lize the original
meta l wheel pants , the tires have to be
changed to 6:00 X 6 to fit inside the pants.
Meanwhile, the nicely painted hubcaps
look very chic. Incidentally, Pete En-
gleskirger did all his own painting on the
airplane and a close inspection reveals his
work to be quite outstanding. Final de-
tails included a nicely rebuilt Scott 3200
tailwheel on one end and the original pro-
peller spinner on the other end - complete
with new McCauley decals on the original
You have to admit the end result is a
very nice looking Cessna 170B that flies as
well as it looks. Pete and Carol can fly to
their Pennslyvania farm from Hinckley in
onl y 45 minutes, the 170 clipping along at
120 mph. With a King KX155 radio and
an Apollo Loran, communications and
navigation are a cinch. As Pete says, "It is
a dandy family airplane for Sunday
jaunts. "
The next project for Pete and Carol is
the second rebuild of their J-3 Cub which
wi ll keep them busy for a spell. However,
when its your very first airplane and has
been in your family for over twenty years,
it has surely earned a new set of feathers!
It will be fun to see 01' N98737 back in its
original yellow and black colors, parked
next to your beautiful Cessna 170B. They
will make a dandy pair. ...
.r:: 0. .....____
(Above) Large venturis have been on the 170
since it was six months old and the gyr o instru-
ments were installed.
(Right) Immaculate engine compartment in-
cludes new engine baffles with their attendant
seals plus a coat of silver paint on the inside of
the cowling.
16 MAY 1994
This photo (above) of this
Piper PA-11, N4707H, SIN 11-494,
mounted on a set of Edo 1320
floats was sent in by Hugh
McKenna of Oswego, NY. The
PA-ll is owned by Rich Revoir
(EAA 127492, A/C 7326) of Hast-
ings, NY, and is powered with a
Continental C90-8 engine. Rich
reports the PA-ll was purchased
as a total wreck in 1988 and was
painstakingly restored over a
three year period. The covering is
finished in Stits Aerothane and
the Edo 1320 floats, which were
located locally, were finished off
in the same yellow . The blue
lightning stripe matches the blue
on the inside of the airplane'S
cabin. The PA-ll features two
18-gallon wing tanks for long
range work and Rich says the
sharp-looking floatplane is very
quick off the water - usually less
than 500 feet! His present plans
include going to Edo 1400 floats
this summer to gain a bit more
flotation. It will be interesting to
hear Rich's comparison of the two
sizes of floats when the job is com-
by Norm Petersen
Another of Hugh McKenna's photos is a very nice looking Aeronca Champ, N2182E,
SIN 7 AC-5756, mounted on a set of Edo 1320 floats and owned by Tom Mangan (EAA
297907) of Brewerton, NY. Among the amenities the Champ is blessed with are a Continen-
tal C90-12 engine (with the accessory drives plated off), three fuel tanks (in the nose and both
wings) and the large dorsal fin with two auxilary fins on the stabilizer. In addition, the
Champ has a seaplane door which makes it handy for propping the airplane from the right
float. Note also the sliding left side cabin window, the dual shoulder harnesses, Lexan tinted
skylight and 71 X 41 seaplane prop. Tom bought the 7CCM converted Champ in Maine
about three years ago and has done numerous upgrades on it ever since including a new paint
job this past winter. The photo was taken on Lake Neatahwanta near Fulton, NY.
T his pretty photo of a Stinson SR-
9F, C-FOA W, mounted on a set of Edo
Wb5030 floats was sent in by owner
Gerry Arnold (EAA 177783), of Oak
Bank, just east of Winnipeg, Manitoba,
Canada. Powered with a Pratt & Whit-
ney R-985 of 450 hp, the SR-9F was
built by Stinson in 1938 and imported
into Canada in 1940 for use by the On-
tario Government. In the late 1950's, it
moved to Yellowknife, NWT, where it
served on floats and skis until 1977
when Gerry bought the Stinson and
stored it until 1981, when the total re-
build began. The entire aircraft was
covered in Stits and the bump cowl was
made from scratch out of aluminum to
keep it original. In 1984, Gerry flew the
big "gullwing" on wheels until hew as
able to buy a set of the correct floats
(Edo Wb5030) from Green Airways
who had them on an SR-9F that was do-
nated to a museum. Gerry reports that
with a new Hamilton Standard 2D30
prop with -6 blades, the big f10atplane ideal machine for such work. Gerry is
cruises at 130 mph indicated. It is used Fleet Manager for Arnold Brothers
for fishing trips into the north country Transport , Ltd. who operate a fleet of
and with doors on both sides and a re- trucks throughtout the U. S. and
ally good load capacity, it makes an Canada.
18 MAY 1994
L ese pictures of Cliff Everts Travel Air A-6000-
A , N9966, SIN 1099, were sent in by Dan Vavra
(EAA 263656, A/C 12206) of North Pole, AK, who is
an Illinois transplant with a strong yen for float fly-
ing. In the first photo, the huge wings are being rein-
stalled following recover. When you are dealing with
a 54 ft., 5 in. wing span, along with an 84" chord, it
takes some strong muscle to get everything lined up
for installation! The man in the blue sweater is
owner Cliff Everts, who runs a fleet of freighter air-
planes out of Fairbanks, AK, and uses the Travel Air
for fishing trips, etc. The fuselage has been metalized
and power is provided by a P & W R-985 of 450 hp.
The floats are Edo Yd-6470. The second photo is
taken from Dan Vavra's Super Cuby on amphib Edo
floats on an outing with the Travel Air, complete
with the full cowl on the engine and the new cover
job looking sharp. Cliff's Travel Air is one of nine
remaining on the FAA register.
Lis shot of Hugh Cox's Cessna
195, N9342A, SIN 7521, mounted
on a set of oversize 39-4000 Edo
floats (38-3430 are normal for a
195) was contributed by Merrill
Wien (EAA 58226, A/C 9957) of
Kent , W A, who owned the airplane
while living in Alaska in the 1970's.
The 195 is presently the pride and
joy of Hugh Cox (EAA 353802,
A/C 17997) of Anchorage , AK,
who has owned the big floatplane
for quite a number of years. A
rather handy machine on floats be-
cause there are no wing struts to
crawl over, the 195 has a 300 hp Ja-
cobs engine and uses auxiliary fins
on the ends of the stabilizer when
floats are mounted.
L ese photos of the Bushmasters
were sent in by Milo De AngeJis (EAA
374136) of Vernon, BC, Canada who
converts Piper PA-22 TriPacers to the
"Super 22 Bushmaster" configuration.
The conversion involves a longer fuse-
lage, extended nose, longer wings and
struts and a left hand seaplane door.
In addition, the righthand door swings
upward for seaplane use. The airplane
is then mounted on a set of PK 2300
floats and a long Borer seaplane pro-
peller is installed. The result is called
the Super 22 Bushmaster , a dandy
load hauler and a top notch performer,
especially on floats. To date they have
converted eleven PA-22's to this con-
figuration and the second photo shows
six of the Bushmasters at Milo's dock
at Stuart Island, BC, for a FishingIFly-
In this past summer. ...
And this month's winner is  ... 
William D. Owen 
EAA 133910 
Starkville, MS 39759 
Drill Press Becomes
Valve Spring Compressor
If you have a  drill press 
in  your shop  you  also have 
a  valve spring compressor 
for parallel valve cylinders. 
Refer  to  the  photos, and 
you  ca n  see  how  easil y  it 
can  be done.  To compress 
the  va lve  springs,  all  you 
need  is  a  block  of wood  to 
hold  t he  va lves  up  and  a 
piece of 1-1/4 inch  pipe  with 
a  section cut out , so you can 
r each  in  a nd  re move  t he 
valve  keepers. 
By  placing  t he  cylinder 
in  the dri ll  press and  com-
pressi ng  the  spr ing, it will 
a ll ow  you  to  have  both 
ha nds  free  t o  re move  or 
r eplace  t he  keepers, o nce 
th e  spi ndl e  is  locked  in 
place.  You may wish to  use 
needle  nose  pl ie rs  to  re-
move the  keepers, just  to  be 
on  the  safe side. 
Readers are invited to  submit entries to 
EAA's Hints For Homebuilders, Att: Golda Cox,
P.O. Box 3086, Oshkosh, WI 54903-3086. En-
tries will be reviewed by a panel of EAA judges.
Readers whose hints are published in any EAA
magazine will be awarded a 3/8" Drive Socket
Wrench Set from Snap-on Tools. Aircraft
Spruce &  Specialty will award a $25 gift certifi-
cate plus a current catalog, and American Saw
& Mfg. Co.  will award a  Lenox 4012 Hacksaw
Frame. Members are also invited to  submit
hints of an electrical nature. Any electrical hint
used will receive a Fluke Model 23-2 Multimeter
with Holster from the Fluke Corporation. The
contest will run from August through July of
each year with a Grand Prize being presented
by Snap-on Tools (KR657 Roll Cab and KR637
Top Chest), Aircraft Spruce & Specialty ($250
gift certificate), and American Saw &  Mfg. Co. 
(Lenox VBKMA -6 Vari-Bit Kit). A Grand Prize
will also be awarded by the Fluke Corporation.
These awards will be presented during the EAA
Convention. Our thanks go to  our sponsors for
these awards.
20 MAY 1994 
An information exchange column with input from our readers.
I had quite a discussion  with our local 
FlSDO (Flight Standards District Office) 
people a while back regarding  whether or 
not there was  a restricted  Two-Control Li-
cense.  The following communique came 
down from  FAA  Headquart ers  with  re-
gard to  this issue.  This clears  up a confus-
ing point that of which no one seemed to 
have a clear picture. 
If the flight  test is given in an  Ercoupe 
(or a  General Skyfarer, for that matter), 
does it matter when the license is  issued if 
the airplane does not have rudder pedals? 
I queried a couple different designees 
and the F1SDO  and received conflicting 
answers.  I  went to  E. W.  "Chip"  Wilson, 
one the supervisors at the Rockford tower 
facility  and an  instructor on tail draggers, 
etc.,  and I asked him to  get on the  "hot-
line "  to  Washington for clarification. 
Here is  what came through. 
It might give some of our members a 
real boost to  know that they don't have to 
accomplish a multiple airplane check ride 
in order to  secure their Private  Pilot ticket. 
A  note from  Ri ck  Cremer  to  Scott 
Hartwig in  the FAA  explains the situation: 
Scott, I checked my  interps (interpre-
tations),  inspector handbooks, and with 
my  friends  in  the General Aviation Divi-
sion  (AFS-800)  and we see no  reason 
why  a pilot taking a check ride  in  an  air-
plane with no  rudder pedals would  have 
a  restriction on  his/her airman certifi-
There is  no  FAR that requires  that 
the airplane be so equipped.  FAR 61.45 
flight  test:  Required aircraft and equip-
ment is  the reg that would state that re-
quirement and it doesn't.  The only ques-
tion  is  the ability to do the slips discussed 
in  the PTS.  We all  agreed  that a  flight 
test in  an  airplane without separate rud-
der pedals would make forward  slips  to  a 
landing a  problem but that would  have 
to be taken into consideration. 
I hope this has helped - Best Regards, 
There  you have it  - the boltom line is 
that your flight test examiner can  test you 
in your two-control airplane and issue you 
a  regular pilot's license.  My  thanks to 
Chip  Wilson for  "birddogging" this ques-
tion,  and to  Rick and Scott for taking care 
of it at  FAA HQ. 
That  Pearl Harbor Aeronca still gener-
ates all sorts  of interest.  Here's one of the 
letters 1 received: 
Dear Buck, 
During 1940 while  I  was  Chief Pilot 
and flight  instructor for Miller Flying Ser-
vice at Berry Field in  Nashville, TN one 
of my students was  Miss  Cornelia Clark 
Fort.  At eight hours of dual  I  soloed 
Miss  Fort, April 27, 1940 in  a  Luscombe 
50, NC 22051.  June 17, 1940 I gave her 
the required dual cross country, Nashville 
- Lambert Field, St.  Louis - Nashville  in 
Luscombe  NC25362.  Miss  Fort obtained 
her Private license in  two  months.  J an-
uary 4, 1941  I finished  Miss  Fort's aerial 
acrobatic  training in  a  UPF-7  Waco, 
February 4,  1941  I  reported  to  an 
Army contract school, the South East Air 
Corps Training Center at  Albany, GA. 
After two classes of Air Cadets, I  was 
promoted to Flight Commander. 
In  early 1942 I saw Miss  Fort at Berry 
Field and she explained in  detail  her ex-
perience in  the air in  Hawaii  the morning 
of the Japanese attack.  She was instruct-
ing in  a J-3  Cub. 
The credits of the  movi e  "Tora, Tora, 
Tora" list an actress as  playing the part of 
Cornelia.  In the movie a  Stearman was 
(Editor's note:  In  the newspaper clip-
ping enclosed with  this letter,  the sad de-
tails of Miss  Fort's  death  on  March 21, 
1943 in  a mid-air collision.  By  that time, 
she had over  1,100 hours in her logbook, 
much of it  while serving as pilot for the 
Woman 's Auxiliary Ferrying Command.) 
After hearings I was advised  that Miss 
Fort was completely exonerated of blame 
by Buck Hilbert 
(EAA 21, Ale 5)
P.O.  Box 424 
Union, IL 60180 
concerning the mid-air collision of the 
BT-13 and P-51. 
I  am  enclosing clippings concerning 
Miss  Fort's history. 
J.A.  "Blackie" Blackburne 
ATP 36491, A&E 46376-40 
A/C 11696 
College Park, GA 
Hi Blackie, 
Guess you and I  chased each  other 
around in those good old CV-440s.  I flew 
them for  VAL and I'll bet we  were on the 
ramp  together more than  once.  Like 
maybe FWA  or TOL. 
You  wouldn't believe the interest this 
Pearl Harbor story has created.  1 have 
three letters  lying on my desk, your's in-
cluded,  just from  the last chapter in  this 
There have been all kinds of letters,  al-
legations and stories come out of this one. 
Yours adds some authentic background 
with the clippings and all. 
Meanwhile, it  is great that you took the 
time to  write.  Do it again.  I always like to 
hear from one of the guys that  was  on the 
airside of the fence  when I  was hanging on 
the other side.  1 was a line boy in  the CPT 
program at the old Elmhurst,  I L  airport. 
1 sandbagged with a lot of the guys that 
went on to  become instructors in  the con-
tract schools and even had one of them as 
fligh t  commander at  Wickenburg,  AZ 
when  I  went through  Primary there in  '43. 
I  was in class 44£.  Graduated from  the 
Western  Training  Command at  Ft. Sum-
ner,  NM. 
Got with  VAL in  '52 after the Korean 
War and had a  wonderful 32 years  with 
them.  Retired in  '84. 
Hang in there,  Blackie, 
and Over to  You, 
by George Hardie 
The design of this airplane offers a
clue as to the period in which it was
built. The photo is from the La Malfa
collection in the EAA archives. An-
swers will be published in the July issue
for that issue is May 20.
First off, we ' d like to apologize for
the mix-up with the dates for the March
Mystery Plane - The correct date was
supposed to be April 20, 1994, with the
answers published in the June issue.
Sorry for the mixup!
Pete Bowers, Seattle, Washington
had the answer to the February Mys-
"It is Glenn Curtiss' first effort at a
flying boat. Built in late 1911. Basi-
cally, it was a stock Model D airframe
with engine and landing gear removed,
attached to an elongated float that con-
tained the motor, seats and controls that
made it a flying boat rather than a pon-
toon seaplane. The single 60 hp Curtiss
V-8 engine drove two tractor propellers
rotated in the same direction. At least
two sets were tried-one left-hand and
one right-hand. The photo shows the
left-hand arrangement.
"Apparently the Wrights were more
successful with chain drives than Curtiss.
The undesignated Curtiss boat never
flew, mainly because of transmission
problems. A later 1912 Curtiss design,
with a direct drive engine again mounted
between the wings as a pusher and a
longer hull that now supported the tail
surfaces directly, became the first suc-
cessful flying boat and Curtiss received a
patent on it. In spite of the lack of suc-
cess, the 1911 boat was featured in fitll-
page Curtiss magazine ads of the time
and made the first public use of the term
flying boat. "
The man standing on the back of the
hull in the photo is John Kaminski, an
18-year-old student from Milwaukee,
Wisconsin at the Curtiss Flying School.
The first attempt at takeoff showed the
boat could not break the surface, so
Lansing Callan told Kaminski, "Johnny,
stand on the back of the hull." The boat
broke free from the water but the air-
plane could not climb.
Other answers were received from
Lynn Towns, Brooklyn, Michigan; Bob
Gall, Morgantown, West Virginia; C. C.
Cannon, Winterset, Iowa; Lindsey Dunn,
Hammondsport , New York; James
Freese, Ukiah, California; Robert
Wynne, Mercer Is land , Washington;
Charley Hayes, Park Forest , Illinoi s;
Frank Abar, Livonia, Michigan; W. Van
Walke nburg, Jasper, Georgia; John
Linke, Omaha, Nebraska and Herbert
deBruyn, Bell evue, Washington, John
Nordt III, South Miami, FL. ...
22 MAY 1994
First Curtiss flying Boat 
I .
"C.J' '-
. J
,. .1.1
... ~
• • •
Why Bother?
A bout five years ago, I finished a
cover job on my J -3 Cub. It had taken
over a year and was not without its peri-
ods of frustration. Indeed, there were
times when I would throw my tools down
and rue the day I ever started the task of
restoring the old plane. The futility of it
all became crystal clear when I sold the
completed Cub for what seemed like a
good price at the time but later deter-
mined to be less than I had invested dol-
lar-wise in the project (read that a dollar
loss and not a nickel back for my labor) .
Frustrated and angry at myself, I made
my wife , Peggy, promise that if I ever
again talked about restoring an old air-
plane, she would kick me right square in
the butt. She had all too often been on
the receiving end of my project related
frustration, so she gladly agreed to the
promise. I then blissfully went out and
bought another airplane (another J-3 Cub,
completed and flyable of course) which I
have flown ever since.
Come forward now to the last week of
August 1993 to a Saturday morning coffee
at Roy Redman's hangar here in Min-
nesota. Sitting with a cup of coffee, Roy
casually mentioned an airplane be had
heard of for sale that needed its restora-
tion completed - a Piper J-4A Cub Coupe,
24 MAY 1994
By John Hanson
Ale 4183
no less; a truly intriguing and fairly rare
aircraft. No harm in looking, I told my-
self; no harm in just thinking about it.
What a coincidence - this plane was in
Marengo, Illinois, about 20 minutes from
my brother Jim' s house. Maybe I'd just
have him and my father take a ride over
and just take a quick look, I thought. No
harm in that. No harm at all .. .
Yep, you guessed it. My father and
brother called that night and said it looked
great, fairly complete and priced right. To
make the decision easier yet , my father,
mother, brother and sister-in-law were
about to drive to my house in Minnesota
for a visit and the nice folks selling the air-
plane offered to loan us a flatbed trailer to
hook up to my father ' s van to get the
Coupe up here. They would even load it.
A deal was struck and the plane was in my
hangar a day later.
My wife, of course, wanted to know if I
remembered the promise I had so care-
fully extracted from ber five years before.
With a sheepish grin, I said, "What
promise?" She laughed and said, " You
know; the one that had to do with my
foot, your butt and restoring another air-
plane!" I could tell she was really as
pleased as I was about my finding the
Coupe but we had fun anyway running
around the house until she caught me and
ceremoniously kicked my butt. Then we
poured a couple of drinks and celebrated
the find. What a fantastic lady! I'll teach
her to rib-stitch yet.
The whole thing got me to thinking,
though: why exactly do we restore these
old planes? Why is it so important to us to
take an old neglected piece of machinery
and make it like new? Why do we put in
countless dollars and hours of our time,
only to produce a finished machine that is
worth less than our dollar investment
alone more often than not?
The answer lies, I think, in something
antique restorers have in common ,
wbether it be airplanes, cars, furniture or
whatever it is that they restore. We all
feel poignantly the loss of something that
used to be here and isn't here today. What
is that something? Call it a mystique. The
feeling that all was right with the world.
The hopefulness of the past. Simplicity.
Put anotber way, things from the past are
important to us because they are symbols
of a time that, for one reason or another,
appeals to us as much as or more than to-
In the case of the airplane, we restore
them at least in part because they are arti-
facts from the era when flying was adven-
turous and full of bope, before the time of
strangling regulation and fear of litigation.
Flying was still magical when these craft
were young. We carefully return them to
their new condition because we want to
make that feeling of flight as nearly like it
was when they were new as possible.
You have undoubtedly beard it said
that antique airplanes are time macbines.
With apologies to Albert Einstein and his
theories, it is true. When we take off in an
airplane that was built in 1940 and climb
up high enough so that the modern cars
and TV antennas are not visible, for all in-
tents and purposes it is 1940. This is what
flying was like back then. It is what it
sounded, smelled and felt like. Until you
return and land, it is 1940.
That, I guess, is why we put so much
more into these restorations than we can
ever hope to get out (financially, at least).
Every piece of the airplane is restored in-
dividually as part of the overall experi-
ence. It is somehow different to take the
ship aloft when one knows every piece in-
side, when one knows not only what it
feels like to fly the plane, but also when
one knows how they built them back then,
On the way to my hangar, I drive
through some classic Minnesota farm
country. Rolling bills, barns, cows, horses
and farmhouses with long gravel drive-
ways. Quite often one finds an old tire
swing hung from a large branch of an an-
cient oak tree in the yard. The rope hold-
ing the swing may be old and frayed and
the rubber on the tire cracked and dry, a
remnant left by kids long since grown and
gone. Why does the farmer leave the tire
swing up many years after his children
have gone? It is probably the same reason
we keep old airplanes around. The swing
sways in the breeze the same way it did a
decade or two ago when his beloved chil-
dren would come and play on it after
school and chores were done. The kids
would look out of tbeir warm comfortable
rooms on cold December days and watch
it swing in tbe teeth of a blizzard and feel
better for being inside. They would sit on
that swing and dream of the future, wbere
they would go, people they would meet,
adventures they would live, maybe the
person they would marry.
That swing. After it meant so much,
how could he take it down? No, it carries
too much of the past with it. It is a time
machine. It must stay since the wind
makes it sway the same way it did when
the kids were small and loved it so.
And that's also the reason we keep
the old airplanes flying. They are the
past, still looking and feeling the same as
they did when they were new. By keep-
ing them flying, we are ensuring that the
past is not forgotten just as surely as the
farmer, by keeping the swing firmly tied
to the oak tree, keeps the memory of his
children home though they may be thou-
sands of miles away. He can' t bring him-
self to take the swing down, and we can' t
bring ourselves to see an old airplane rot
I'm not saying I won't find myself ask-
ing my wife to make that butt kicking
promise again in the not too distant fu-
ture. As a matter of fact, I guess I proba-
bly will. What I am saying is that those
old airplanes are our tire swings. The
farmer keeps the tire swing up and we
keep the old planes up, for much the
same reasons. The past will never really
come again, but for a little while we can
remember it clearly through our tire
swings. ...
.tJ' __ ~
• I ~ ­
\ r   ~
C4&k Ue4fJi"q
(Continued/rom page 12)
some practice splices will lead to suitable
understanding of the process . John
Barker hint #1: after separating each
strand from the free end of the cable , it
helps to keep the strand from fraying and
making it hard to tuck if you solder the
end of it just enough to prevent this. The
books will say to pull the end of a tucked
strand back toward the thimble; however,
if you pull back at too sharp an angle, you
will birdcage the splice-a little experi-
mentation will show the proper angle and
pull , patience is a must , and you should
expect to throwaway the first few efforts.
Beating down the splice with a rawhide
or plastic mallet to tighten it up when fin-
As you can see, the Wright Model B pro-
ject nearing completion by Ken Hyde
and Andrew King involved a lot of rig-
ging like that described in this article.
The dummy Wright engine was created
by Pat Packard.
ished works pretty well on 3/32 inch or 1/8
inch cable, but on 5/32 inch you might try
squeezing the splice in a soft jawed vise
and rotating it between squeezes.
There are a few things here that are
kind of esoteric and hard to describe -
they' re best learned by doing. Perhaps
the best advice is to go ahead and try it ; it
isn' t as hard as it might seem and it adds a
nice finishing touch to an antique air-
plane, especially one that ' s going to be
scrutinized at EAA OSHKOSH.
The box splice is the most common,
but all the prewar Pipers used roll splices
on their flexible cables, probably because
it takes a few minutes less time and saved
Piper a few cents per week in labor. (They
also used non flexible cable with wrapped
and soldered ends in the control system
when they could, if there were no pulleys.
The elevator control of the J-4 Cub Coupe
was done this way; it was cheaper than the
7 x 19 flexible cable.) This type of cable
end is sometimes called the Roebling roll
splice after the company that manufac-
tured the cable in the good old days. The
Roeblings were also the family who engi-
neered and built the Brooklyn Bridge and
the suspension bridge over the Ohio River
at Cincinnati , and I' ve often wondered if
there are giant roll splices in the cables of
those bridges.
The roll splice is the same as the box
up to the end of the first tuck, but then in-
stead of the strands being tucked over and
under the strands of the standing cable ,
they are tucked in the opening just behind
where they come out and also come out in
the same place as in the first tuck, so that
the strands of the free end end up each
The tools essential to splicing aircraft cable. The fixture
used by Andrew was used by Spartan School of Aero-
nautics, but you can machine your own splicing clamp
using the photos or the illustrations in this article.
26 MAY 1994
Finished examples of the wrapped and soldered cable end (left) and
the spliced end (below). Both add greater authenticity to Ken Hyde's
magnificent Curtiss Jenny.
wrapping around one strand of the stand-
ing cable, 1 around C, 2 around B, and so
Piper used a six-tuck roll splice, taper-
ing it in a rather strange way. After the
fourth tuck, two adjacent strands were cut
off, the other four tucked, two more cut
off, the last two tucked, and then cut off to
finish the splice. When wrapping the
splice with a cord they started at the sec-
ond or third tuck and laid one end of the
cord along the cable and wrapped the sec-
ond end over it , finishing it off after the
sixth tuck was covered up by tying the two
ends of the cord into five half-hitches so
that a small curved row of knots shows at
the end. Piper also painted the wrappings
to color code the cables-red for rudder,
green for aileron and yellow for elevator.
The J-4 also used black on the wrappings
of its parking brake cable.
The wrapped and soldered cable end is
easier to figure out and do, and the same
splicing clamp is used. I've seen brass
wire used for the wrapping but I don' t be-
lieve that this is correct. I use plain old
galvanized steel wire from the hardware
store. Be sure to use a noncorrosive flux.
Incidentally, World War I airplanes like
the Jenny didn't always use the inspection
openings in the wrapping as is shown in
the more modern books. I use a big sol-
dering iron to make the joint, alt hough my
employer, Ken Hyde, used a bullet mold
and dipped the terminals he made for his
Jenny. I do recommend soldering all the
way around the thimble. Kermit had a
1916 Avro 504K down in Miami that had
these ends on the cables (t hey were new
cables from a 1972 restoration) and two of
them flexed ever so slightly at the back of
the thimbles until they failed and caused
partial landing gear collapse and damage
that took weeks to fix.
Piper again had a slightly different and
quicker method of doing the wrapping.
They looped the wire through the V of the
thimble and wrapped two strands at once,
this being recognizable by having a double
strand goi ng di agonally across the inspec-
tion opening instead of the normal si ngle
Hard wire bracing was also quite com-
mon in the teens and 1920s and less so the
' 30s, usually used in interior bracing of
wings and fuselage. The hard wire ends
were formed into eyes and ferrules made
of 10 or 12 wraps of the same wire (soft
wire should not be used) were slipped
over the two wires and the free end bent
up to secure the assembly. To form the
eye a fixture is used consisting of a block
of metal with three rods sticking out of it
in a row; I usually use three bolts threaded
in and sawn off. Sometimes it helps to set
the center one back a little to get a good
eye. Forming the ferrule is awfully hard
Live with your airplane in  Virginia's 
beautiful central Shenandoah  Valley 
out of anything bigger than .100 inch but
this is big enough for .125 inch wire and
hopefully you won' t be using anything big-
ger than that. The ferrule can be formed
by wrapping the wire around two pieces of
the right size wire twisted together slightly
over the length of the ferrule to account
for spring back. I would recommend sol-
dering the finished terminal not because it
adds strength, but to help prevent rust in-
If you're striving for a very accurate
restoration or replica, figuring all this stuff
out will be well worth it. *'
IEI"I,', N"" '0" " 0,,,""'0' romm"", 'ock""m, " v,,·
ginia's magnificent Shenandoah Valley; a community speciaUy
planned for people who've had a lifelong romance with flying.
Taxiway lots begin at 40K. 176 Lot Development - underground
utilities, private roads and gated entrances. Eagle's Nest Airport has
un0bstructed approaches with a 3,000 foot (2,000 foot paved) runway and
2,500 foot grass sailplane runway. Taxiways from your own backyard
hanga r. Golf - 4 country clubs are located just a few minutes from Eagle's
Nest. Skiing - major ski areas just 30 minutes from the airport . Finest
Soaring-Ballooning Area in the U.S.
Contact Eagle's Nest at 1-800-234-2792

P.o. BOX 2, BASYE, VA 22810 · 9988
On this page you'll see the latest additions to the ranks of the EAA Antique/Classic Division. Whether you're joining for the
first time, or are coming back, we welcome you, and we'd especially like to welcome those of you who are joining us with
your interest in Contemporary class aircraft. Welcome one and all!
Phil  H.  Ablitt 
Surrey, British Colmbia, Canada 
Irvin  A. Anderson  Delta,  OH 
Gesualdo  Belfiore  Nicila Coviello, Italy 
Sam  Bellotte  Harper's Ferry, WV 
F. Michael  Bickel  Lenzburg, IL 
Peter H.  Blake  Kintnersville, P A 
Stephen  Blazer  St Joseph,  MO 
John  H. Bolding  Baytown, TX 
Anthony  Bonaffini  Fairfield, cr
David  Wm  Boone  Atlanta, GA 
F.  William  Boros  Trenton, NJ 
Andrew H.  Boschen, Jr.  Norfolk,  MA 
Jeff A.  Bosonetto  Marietta,  GA 
Dan  M.  Boyce  Carrollton, TX 
Edward  M. Braley  Des  Moines, IA 
Richard  Bringe  Hartford, WI 
Dennis Broderson  Port Townsend, W A 
J.  D. Brown  Tucson, AZ 
Roger R.  Brown  Sunbury, OH 
Ted  Burger  Port Byron, IL 
Charles M.  Buster  Dunnellon,  FL 
Dick  Butler  Tullahoma, TN 
Darrell D. Campbell  Wilsonville,IL 
Jon  Champion  Charlotte, NC 
Lane  D.  Chenoweth  Anchorage, AK 
Richard  A.  C1eis  Albuquerque,  NM 
Royce  Clifford  Levcadia, CA 
Drew Coats  Houston, TX 
Loretta A.  Cook  Perryman, MD 
Timothy W. Coyle  Fraiser, Australia 
Kirby L. Cramer  Bellevue, W  A 
Roger Crandell  White  Rock,  NM 
Allen  B.  Crowe  Spotswood, NJ 
Richard A.  Curtin  Anniston, AL 
W. R.  Cutter  Phoenix, AZ 
Kent A.  Dailey  Bealeton, V A 
William  C.  Dannecker  Palm  City, FL 
David  Darbyshire II 
San  Luis  Obispo, CA 
Donald  A.  Davis  St James, MO 
Douglas R.  Diener  Fallbrook, CA 
James Dodd  St  Simons island, GA 
William  Dunn  Del  Norte, CO 
Melvin  C.  Eisaman  Aurora, CO 
Roger Ely  Phoenix, AZ 
Timothy E.  Emge  Ft Branch, IN 
S.  J. Engel  South  Bend, IN 
Sam  Farmiga 
Le  Bourget Airport, France 
John L. Fastnaught  Purcellville, V A 
John  M.  Ferriter  Waterville,  NY 
Gordon O.  Fevig  Ulen, MN 
Roy J.  Fischer  Lakeland, FL 
Thomas R.  Flaglor  Greeneville, TN 
Robert Fray 
Haddon, Peterbourough, England 
Joseph Frazier  Crystal Lake, IL 
Dale A.  Furlong  Foot Hill  Ranch, CA 
Kevin  Gardner  Collierville, TN 
Theodore G.  Glasrud 
White Bear Lake, MN 
28 MAY 1994
Sidney S.  Glynn  Lakeland, FL 
William  J. Gores  Franklin, WI 
Craig Gosnell  Duncansville, P A 
Thomas W.  Gould  Tilden, TX 
Tom  E.  Gregory  Spring, TX 
Milton  L. Gruner  Brighton, MI 
Scott Hager  Stratford, WI 
Bill  Hammill  Guelph, Ontario, Canada 
William  C.  Hanaway  Meadville, P A 
Christopher Hand  Wilton, CT 
James W.  Harlan  Lewisville, TX 
James W.  Hart, Jr.  Houston, TX 
Peter O. Hengst  Sandton, South Africa 
Bill  Hewitt  Brush Praire,  WA 
Ronald F. Hofmann 
Cottage Grove, MN 
Harry A.  Holscher  Coopersburg, P A 
Bradley Howerton  Austin, TX 
W.  Greg Huseth  Decatur, GA 
George E. Ingram 
London, NW,  England 
Ben L. Jacikevicius 
Robert P. Janes 
David  G.  Jani 
William  F. Jelin 
Skip Jenkins 
Thomas A. Kachmar 
Lar  Kaufman 
Roger Keeney 
Thomas W. Kelly 
Don  Keown 
Charles King 
Tom  King 
Jerry C.  Kingsley 
Rol  F.  Kinney 
Steve  R. Klosterman 
Hilary G. Knight 
Marvin L. Kroeker 
Walter G.  Kuhn 
Robb Kunkle 
Lyle  H. Lamboley 
Ken  Leggett 
Patrick F. Leonard 
Moizes Franco Leonel 
Bob Liddle 
Arthur P. Loring, Jr. 
Gary G.  Maas 
Paul  B.  Mace 
Bernard A. May 
Kevin  T.  McDonald 
Stephen E.  McGuire 
Michael  C.  Meek 
Allan T.  Michasiow 
Don  Miller 
Larry  A.  Moses 
C.  A.  Naramor 
Tom  Noack 
Kurt Virgilio  Nopper 
Jim  Oakley 
Rollinsford, NH 
Vernal, UT 
Brodheadsville, PA 
Hazlehurst, GA 
Keller, TX 
Concord, MA 
Apple Valley, CA 
Irwin, P A 
Sunriver, OR 
Byron, CA 
Ukon , OK 
Sarasota, FL 
Sewickley, PA 
Dorsey, IL 
Moorhead, MS 
Herald, CA 
East Berlin, P A 
Tampa, FL 
Yelm, WA 
Elmwood  Park, IL 
Curitiba, Brazil 
Granby, CO 
Edmonds,  WA 
Massena, IA 
Ashland, OR 
Perkasie, P A 
Austin, TX 
Ponca City,  OK 
Seattle, W  A 
Troy, NY 
Harrison Twp, MI 
Chehalis,  W  A 
Fayetteville, GA 
Pacheco, CA 
Guarulhos, Brazil 
Vancouver, British Columbia, Canada 
David  Olig  Fargo, NO 
Noni  Onstott 
A.  G.  Oosenbrugh 
Alan  H.  Ostrowski 
Frank S. Papay 
F. Dale Parker 
Arthur J. Parks 
Robert L. Parks 
Jack  D.  Patzold 
Dennis D.  Perryman 
Chris Polsley 
Chuck  Powell 
Pando Rodolfo Prieio 
Glenn F. Pugh 
Thomas A.  Quinn 
Gene Rambo 
George  E.  Regan 
Wilbur E.  Reich 
J.  W.  Reining 
Agustin Riveros 
Mt Pleasent , MI 
Asch,  Netherlands 
Oak Forest, IL 
Elyria, OH 
Pawhwska, OK 
Cincinnati , OH 
Sandpoint, 10 
Newhall, CA 
Pleasantville,  IA 
Galion, OH 
Tucson , AZ 
Tulsa, OK 
Washington, DC 
Holly, MI 
Peoria, IL 
Phoenix, AZ 
Villa Santa Adela, Maipu, Chile 
Thomas  R.  Roach  Sacramento, CA 
Loren C.  Sattler  Toledo, OH 
Robert F.  Schmidt  Pheonix, AZ 
Talmadge Scott  Hernando, FL 
John Shipley  Tremonton, UT 
Robert M.  Shumaker 
Lawrenceville, GA 
Tom Skarda  USAFA,CO 
Shaun Smith West  Lafayette, IN 
Randy St.  Julian  Painesville, OH 
Brad Stahl  San  Luis Obispo, CA 
Tracy  A.  Standish  Seward, KS 
John  H.  Stevens  Billings,  MT 
William  F.  Stevenson, Jr.  Lafayette, LA 
Preston Strohsahl  Tucson, AZ 
Ernest W. Sutton 
Belleville, Ontario, Canada 
Peter James Szczebak  Islip Ter, NY 
Dennis Tegan 
Auchenflower, Qweensland, Australia 
Daniel G. Traver  Greensboro, GA 
Ben Troemel  Valparaiso,  FL 
Glenn C.  True, Jr.  Ojai , CA 
James Turner 
Paisley, Scotland, Great Britain 
William J.  Wade  Anchorage, AK 
William  A.  Walenceus  Oelwein, IA 
Bob H. Wampler  Portland, OR 
Joseph F.  Ware, Jr.  Oxnard, CA 
Joseph G.  Watson  Eugene, OR 
Juergen Weichert 
Ottawa, Ontario, Canada 
Shenandoah Whalen  Amelia, OH 
Alan C.  Whitehouse  Spokane, W  A 
Whites Car Care  Cincinnati,OH 
John T.  Williams  Gainesville, GA 
Orville  V.  Withey  Portland, OR 
Michael Wright  St Joseph, MO 
Uwe  Richard  Yoigt 
Schweinfurt, Germany 
Lester S.  Yost  Shermans Dale, P A 
Ed Yount  Bargersville, IN 
MA Y 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.
MA Y 20·22 ·HAMPTON, NH - Hampton
Airfield. 18th Annual Aviation Flea Market.
Fly-in, Drive-in - camping on airfi eld. No
fees. No rain date. Anything aviation related
ok. Food availabl e. For info call 603/964-
May 27·29· ATCHISON, KS - Amelia
Earhart Memori al Airport. 28th Annual
AAA, Kansas City Chapter Fly-In. For infor-
mation, 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 Air-
show. Call 408/496-9559 for more informa-
Frank Phillips Field. American Hatz Assoc.
gat hering and forum. For info, call Louie ,
Frank Phillips Field. N3N Restorer's Assoc.
gathering and forum. For info, call Gerry
Miller, 303/245-7899.
JUNE 3·4· MERCED, CA - 37th Merced
West Coast Antique Fly- In. For more infor-
mation, contact Merced Pil ots Assoc., P.O.
Box 2312, Merced, CA 95344 or Mike Berry
209/358-3728. For concessions information,
call Dick Escola, 209/358-6707.
Keller Field. Gathering of Eagles Airshow
and Fly-In. Awards for best antique, classic,
homebuilt and warbird. for information, con-
tact Bob Zak, 216/441-0661.
EAA Northwest Indiana Chapter 104 3rd An-
nual Fly-In Breakfast. 219/926-3572.
JUNE 5· JUNEAU, WI - EAA Chapter
897 Fly- In , drive-in pancake breakfast at
Dodge County Airport. Breakfast served 8 -
1 pm. Hamburgers and brats served from
noon until 3 p.m. Aviation fly market. Co-
sponsored by the Goldwing motorcycle and
Hot Rod associations. Contact: Rick, 414/885-
JUNE 5· LACROSSE, WI - Annual Fly-
In/Drive- In breakfast. 6081781-527l.
JUNE 5 • DEKALB, IL - DeKalb-Taylor
Municipal airport. 7am - noon. EAA Chap-
ter 241 serves it s 30th Annual Fly-In/Drive-In
breakfast. For informati on, call 815/286-7818.
Eighth Annual National Biplane Convention
and Exposition. Frank Phillips Field. Biplane
airshow with world fa mous performers, fo-
rums, seminars and workshops. Bipl anes and
NBA members free - for all others an admis-
sion charge applies. For inform ati on call
Charles Harris, Chairman, 918/622-8400 or
Virgil Gaede, Expo Director, 918/336-3976.
Hook Field. 7th Annual National Aeronca
Convention. Aeronca Tours, banquet Satur-
day ni ght , Awards. Call 812/232-1491 for in-
formati on.
with your local EAA or Antique/ Classic
Chapter t o find out if they are holding a
Young Eagles Rally. If yo u' re too far away
from a chapter activity, you certainly can do it
on your own. You can inspire a life - take a
youngster for a ride! For more info, contact
the EAA Young Eagles Office, EAA Avia-
tion Ce nt er, P.O. Box 3086, Oshkosh, WI
54903-3086. Call 414/426-4800.
JUNE 11 Co rrect ed Date
FOWLERVILLE, MI - Maple Grove Aero-
drome. Sterman Fly-in, sponsored by Mapl e
Grove EAA Chapter 1056. Vintage airplanes
invited. All welcome. A/C parts swap meet.
To pre-register or for info call: Rich - 517/625-
3338 or Ron - 517/223-3233. Rai n date June 12
or June 18.
ter 94l!Decatur-Athens Aero Services 7th
Annual Fly-In. All invited. Vendors, Demon-
strat ions, Judging. For info call 205/355-5770.
ter 1048 2nd Annual J-3 Cub and Piper high-
wing Fly-i n. For info call 205/442-3313.
Co unt y Memorial Field. 10th Annual
Fairchild reunion. Con t act Kike Kell y.
JUNE 17·19· DENTON, TX - Denton
Municipal Airport. 31st Annual AAA Texas
Chapter antique ai rpl ane Fly-In. Cont act:
Dan Doyle, 214/542-2455. Host hotel is the
Radisson: 817/565-8499.
Annual American Waco Club Convention
and fly-in. For info, call the A WC at 616/624-
6490 or write A WC, 3546 Newhouse PI. ,
Greenwood, IN 46143.
town Airport. 2nd Annual EAA Chapter 190
Father's Day Fly-In. Poker run, spot landing
contest , refres hments, etc. Camping OK.
100LL and auto gas available. Rain Date:
June 25. For information, call Rick Nelson
205/539-7435 or Frank Fit zgerald 205/882-
9257. Or you can write EAA Chapter 190,
P.O. Box 18852, Huntsville, AL 35804.
JUNE 19· RUTLAND, VT - Annual Tail-
draggers rendezvous sponsored by EAA
Chapter 968. Fly-in breakfast. Call Alpine
Aviation for info. 8021773-3348.
JUNE 23·26· MT. VERNON, OH - 35th
Annual Natio na l Waco Reunion Fly- In.
Michigan Cit y Aviators - EAA Chapter 966
Pancake breakfast. 7 a.m. - Noon. Call Glenn
or Kathy Dee for info: 219/324-6060.
Chapter 611 26th Annual "Cracker" Fly-In.
Antiques, homebuilts, Judging in 9 categories.
Contact: S.S. McDonald, 404/889-1486.
JULY 8 ·10 - GENESEO, NY - National
Warplane Museum (D52). 6th Annual North-
east Stea rman Fly-In. Bring your tiedowns!
For info call Naomi Wadsworth, 716/243-5266
or Amy Malcolm, 716/243-0690.
JULY 8·10· LOMPOC, CA -10th Annual
West Coast Piper Cub Fly-In. Contact: Bruce
Fall ,805/733-1914.
JULY 16·17· DELAWARE, OH - 13t h
Annual EAA Chapter 9 Fly-In. Young Eagle
rides, BBQ chicken, refreshments, mor e.
Contact Don Rhoads. 6141747-2522.
JULY 17·23· ROSWELL, NM - 25TH
Anniversary convention of the Internati onal
Cessna 170 Assoc. Contact: Lyn Benedi ct,
136 E. Orchard Park Rd., Dexter, NM 88230.
JULY 22· 23 - COFFYVILLE, KS - Funk
Owners Association Reunion. Contact Gene
Ventress, President, 10215 S. Monti cell o,
Lenexa, KS 66227 tel. 9131782-1483.
JULY 23·24 - SHIOCTON, WI - Annual
Fly-In. Food se rved both days. Band Sat.
night , no cover. Skydiving both days by the
Northeast Wisconsin Skydivers. Airplane
rides, bingo, free tethered hot air balloon
rides. Sunday breakfast, 7- noon. Free camp-
ing to EAA all through convention. Ca ll
Joyce Baggot, 414/986-3547 for info.
Chapter 875 Annual Fly-In wild rice Pancake
breakfast. 7:30-Noon. P.1.c. free.
Chapter 992 an nual Fly-In. Free pancake
breakfast for fly-in pilots. Call Clem Spencer
at 414/384-0800 (days) or 384-4694 after 5pm.
IN (VPZ) EAA Northwest Indiana Chapter
104 10th Annual Foodbooth during the week
of Oshkosh. 8 a.m. - 6 p.m. daily. 219/926-
3572 for in fo.
42nd Annual EAA Fly-In Co nvent ion.
Wittman Regional Airport. Cont act John
Burton, P.O. Box 3086, Oshkosh , WI 54903-
nual Stillwater Aviation Days. Rotary pan-
cake breakfast. Wings , wheels and whirly-
birds. Weat her date Aug. 7th. Call James
Anderson, 800/321-6387 or 612/430-1200 for
EAA chapter 391 11th Annual Prosser Labor
Day Fly-In. Food, Flying, tours , raffle and
more. Camping on the field. For more info
call Thompson Aircraft at 5091786-1034.
NY - Northeast Flight ' 94 Airshow. Call the
Empire State Aerosciences Museum for more
information, 518/399-5217.
Galesburg Municipal airport. 23rd National
Stearman Fly-In. Contact: Tom Lowe, 823
Kingston Lane , Crystal Lake, IL 60014.
Phone 815/459-6873.
- 8th Annual North Central EAA "Old Fash-
ioned" Fly- In. Workshops, forums, exhibits,
large swap area, awards, more. Camping on
field. Call G regg Erikson, 708/513-0641 or
Dave Christ ianson, 815/625-6556. Pancake
breakfast September 18.
OK - Frank Phillips Field. 37t h Annual Tulsa
Regional Fly-in. For info call Charli e Harris,
GAS, NV - Sixt h Annual western Waco As-
soc. Reunion. Largest Waco gathering in the
western U.S. Contact Jon Aldrich, 209/962-
6121 for more info. ...
Membership  in  the  Experimental  Aircraft 
Association,  Inc. is $35 for one year,  including  12 
issues of SPORT AVIATION.  Family membership 
is available for an additional $10 annually.  Junior 
Membership  (under  19  years  of age)  is  available 
at $20 annually.  All major credit cards accepted 
for membership. 
Current  EAA  members  may  join  the  Antique/ 
Classic  Division  and  receive  VINTAGE  AIR-
PLANE magazine for an additional $20 per year. 
EM Membership,  VINTAGE  AIRPLANE  mag-
azine  and  one  year  membership  in  the  EAA 
Antique/Classic  Division  is  available  for  $30 per 
year (SPORT AVIATION magazine not included). 
Current EM members may join  the  International 
Aerobatic Club,  Inc.  Division and receive  SPORT 
AEROBATICS  magazine  for  an  additional  $30 
per year. 
magazine  and  one  year  membership  in  the  lAC 
Division  is  available  for  $40  per year  (SPORT 
AVIATION magazine not included). 
Current  EAA  members  may  join  the  EAA 
Warbirds  of America  Division  and  receive 
WARBIRDS  magazine  for  an  additional $30 per 
EAA  Membership,  WARBIRDS  magazine  and 
one year membership  in  the  Warbirds  Division  is 
available  for  $40  per year  (SPORT AVIA TION 
magazine not included). 
Current  EAA  members  may  receive  EAA 
EXPERIMENTER magazine for an additional $18 
per year. 
EAA  Membership  and  EAA  EXPERIMENTER 
magazine  is  available  for  $28  per year  (SPORT 
AVIATION magazine not included). 
Please  submit your remittance  with  a  check  or 
draft  drawn  on  a  United  States  bank payable  in 
United  States  dollars.  Add $13  postage  for 
SPORT AVIATION magazine  and/or $6 postage 
for any of the other magazines. 
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  modeller of early aircraft 
•  information  on  current projects  • historical research 
•  news of museums and airshows  •  workshop notes 
•  technical drawings and data  •  information on paint/color 
•  photographs  • aeroplanes, engines, parts 
• scale  modelling material  for sale 
• news of  current publications  • your wants and disposals 
Sole distributors for P3V. a computer program to  generate a 3-view from  a photograph. 
Published by  WORLD WAR  1  ~ INC. I 
15 Crescent Road. Poughkeepsie.  NY  12601  USA (914) 473-3679 
  5 ~ 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. VISAjMasterCard  accepted. 
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.,  ROv-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) 
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,  1083605. (c-9/94) 
Rare  Hub  - 10  spline,  2-3/8"10,  3-1/2"00,  8  hole,  6-5/8"dia.  bolt  pattern,  6"  prop. 
708/985-9074. (6-2). 
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PHONE (414) 426-4800 
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8:15-5:00 MON.-FRI. 
ENGLAND!  A  TIGER'S  TALE  tells  a  fascinating  story  of  the  classic  "TIGER  MOTH" 
featuring Christopher Reeve - a must for those who love open cockpit lIying! TAILDRAG-
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rolling  English  countryside.  This video also features  the  new "EUROPA" homebuilt from 
England. (Cover story Private Pilot, Jan. '94). FAREWELL TO CRANFIELD takes you  to 
the  largest lIy-in  convention  in  Europe. This  annual  PFA event has  all  the excitement of 
Oshkosh  attracting  nearly 1200 vintage,  homebuilt and  recreational aircraft.  Only $19.95 
each plus $3.75 S&H for the firsttape and $1  each additional tape. 1-800-nO-0747. MAl L: 
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P.O. Box  909· Gnffm, GA  30224 
FAX Line (404) 229-2329 
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Fabric  Selection  Guide  showing  actual  sample  col ors  and 
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r-,  I don't belong to an 
r EAA  Chapter or live near 
one ... But SOMEDAY I'd 
like to help that Young 
Eagles Program. 


SaturdaYt June  11 th,  1994  is  the first EAA  International  Young  Eagles  Day.  It's a day when every EAA  member 
can share something very special- the  world of flight - with a young person  eager to  take  to  the sky. 
The  only way this  worldwide celebration of flight for a new generation  will be successful,  however, 
is  if as  many EAA  members as  possible participate in  this grassroots,  one-to-one program. 
Participation is easy, even if you donlt belong to an EAA Chapter. If youlre a pilot, fly a few kids
yourself that day (and even before and after that day). Young people are easy to find through school s,
churches and civic groups. You could help a child discover the same enjoyment you receive from
aviation -- and maybe spark an interest that could create a new pilot in the future.
If youlre a pilot and an EAA Chapter member, find out if your Chapter is having a Young Eagles flight :
rally that day. It's a great way to energize your Chapter and introduce your enthusiasm for aviation to a
whole new audience. It's also a great way to discover that kids still love airplanes and the chance to fly.
Even non-pilots can participate in EAA International Young Eagles Day. In the May 1994 issue of Sport
Aviation,  you' ll find a Young Eagle Certificate. Use that certificate to match an EAA pilot with a young
person in your area who wants to put his or her dreams on wings.
The  Young  Eagles  office is  ready to  answer your questions and help you participate in  this special day. 
Call (414) 426-4831
for more information. 
You  don't have to  wait for "someday" to be part of the  Young  Eagles  program ... but if you've been saying 
that you' ll get invol ved somedaYt 
Someday is Saturday, June 11the
EAA  International Young  Eagles  Day.  Be part of it. 
Remember,  the sky -- and a child's imagination  -- have no limits. 

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