Vintage Airplane - Sep 1995

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11" Wingspan 
Joe Hughes' Thundering Airshow Machine 
Eastwood Exclusive 
In  1977, joe Hughes built this amazing flying  machine. 
It is  now on display in  the  Experimental Aircraft Association 
Museum in  Oshkosh,  WI.  This die-cast metal  replica is a tribute 
to  Hughes and the Stearman itself bears original  pad-printed 
markings. The cockpit canopy hides the coin slot and the 
engine cowl  twists off for  coin  retrieval. 
Proceeds benfijit The BAA Education Foundation.
#301500  Joe  Hughes  Stearman  Biplane/Bank  $34.95 
I  I 
"Noel-1" DC-3 
/2"  Wingspan 
Yuletide Express Delivery 
Eastwood Exclusive 
Santa is  to sure make  his deliveries on  time,  now  that he 
has a DC-3!  "Noel-I" features  special  two color,  pad printed 
wreaths around the side windows and on  the wing,  and green 
engine fairings.  Like  the  real  thing,  this  DC- 3die-cast plane!bank 
has  retractable front wheels and turning propellers. This limited 
edition would make  the  perfect gift for  that special aviation  fan  on 
your gift list. 
#312000  North Pole Airways  Plane/Bank  $29.95 
580  Lancaster Ave.,  PO  Box  3014,  Malvern,  PA  19355·0714 
Please Send me:
PA reSidents please
add 6% tax to Totat
Laird  Super Solution .............$89.95  each 
Joe  Hughes  Stearman ...... .....$34.95 each 
North  Pole  Airways  DC-3 ......$29.95 each 
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S30.01  .  50  56.95 
S50.01  .  75  S7.95 
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S150.01  & up  S13 .95 
Canadian residents please call for shipping details
Please Indicate
Method Of Payment
oIVISA I 0  0  IliAI 0 
Card  #  ____________ 
Exp. Date ____________ 
Name _____________ 
Address ____________ 
City,  State,  Zip ___________ 
Phone  # ____________ 
Signature  ____________ 
Tom Poberezny 
September 1995  Vol. 23, No.9 
2  Straight &  Levell 
Espie "Butch" Joyce 
3 AlC News/H.G. Frautschy 
5  EAA Oshkosh '95 Award Winners 
6  Mystery Plane/H.G. Frautschy 
7  Aeromail 
8  Type Club NoteslNorm Petersen 
10  Gullwing Anyone?lHal  Cooney 
12  The Departure 
StalVSpin AccidentlDick Hill 
13  A  "Mint"  Contemporary Class 
Cessna 172/Norm Petersen 
16  Great Lakes Treasure-
Zac and Doris Howard's 
Hammond 100/H.G. Frautschy 
20  Waco RNF/Norm Petersen 
22  What Our Members Are Restoringl 
Norm Petersen 
24  Pass it to BucklE.E. "Buck" Hilbert 
26  Von Willer's Command-Airel 
Norm Petersen 
27  Welcome New Members 
28  Calendar 
30  Vintage Trader 
Page  10 
Marketing & Communications 
Dick Matt 
Jack Cox 
Henry G. Frautschy 
Managing Editor 
Golda Cox 
Art Director 
Mike Drucks 
ASSistant Art Director 
Sara A.Otto 
Computer Graphic Specialists 
Olivia L.  Phillip  Jennifer Larsen 
.. 0  Mary  Jones 
ASSOCiate  Editor 
Norm Petersen 
Feature Writers 
.,  George Hardie, Jr.  Dennis  Parks 
Stoff Photographers 
Jim Koepnick  Mike Steineke 
Carl Schuppel  Donna Bushman 
Editorial ASSistant 
Isabelle Wiske 
President  Vice-President 
Espie "Butch" Joyce  Arthur Morgan 
P.O.  Box 35584  Germantown, WI 
Greensboro. NC 27425 
Secretary  Treasurer 
Steve Nesse  E.E.  "Buck" Hilbert 
2009 Highlond Ave.  P.O.  Box 424 
Albert Lea. MN 56007  Union, IL 60180 
507/373-1674  815/923-4591 
John Berendt  C. "Bob" Brauer 
7645 Echo Point Rd.  9345 S.  Hoyne 
Cannon Falls. MN 55009  Chicago. IL 60620 
507/263-2414  312/779-2105 
Gene Chase  John S. Copeland 
2159 Carlton Rd.  28-3 Williamsburg Ct. 
Oshkosh, WI  54904  Shrewsbury. MA 01545 
414/231-5002  508/842-7867 
Phil  Coulson  George Daubner 
28415 Springbrook Dr.  2448 Lough Lone 
Lawton. MI 49065  Hartford. WI  53(127 
616/624-6490  414/673-5885 
  HarTis  Stan Gomoll 
7215 East 46th St.  104290th Lane, NE 
Tulsa, OK  74145  Minneopclis. MN 55434 
918/622-8400  612/784-1172 
Dale A. Gustafson  Jeannie Hill 
7724 Shady Hill  Dr.  P.O.  Box 328 
Indianapolis. IN 46278  HalVord, IL 60033 
317/293-4430  815/943-7205 
Robert Ucktetg  Robert D. "Bob" Lumley 
1708 Boy Ooks Dr.  1265 South  124th St. 
Albert Lea, MN 56007  Brookfield. WI  53005 
507/373-2922  414/782-2633 
Gene Mortis  George York 
115C Steve Court. R.R.  2  181  Sloboda Av. 
Roanoke. 1)( 76262  Mansfield. OH 44906 
817/491-9110  419/529-4378 
S.H. OWes" Schmid 
2359 Lefeber Avenue 
Wauwatosa. WI  53213 
S.J.  Wrllman 
Joe Dickey  Jimmy Rollison 
550akeyAv.  640 Alomo Dr. 
Lawrenceburg. IN 47025  Vacaville. CA 95688 
812/537-9354  707/45 H)4ll 
Dean Richardson  Geoff Robison 
6701  Colony Dr.  1521  E.  MacGregor Dr. 
Madison. WI 53717  New Hoven. IN 46774 
608/833-1291  219/493-4724 
Page  16 
Page 26 
FRONT  COVER  .  From  north of  the border. here' s John Van  Ueshout's  1958 
Cessna  172. winner of the  "Most Original - Contemporary award at EM Sun  ' n 
Fun  '95.  EM photo by Jim Koepnick . shot with a  Canon EOS-l N equipped with 
an  8O-2oomm  lens.  1/125 sec.  at  fl3 on  Kodak  Ektachrome  Lumiere  100  film. 
Cessna 210 photo plane piloted by Bruce Moore. 
BACK  COVER  .  "The  Last  Ride :  a  painting  by  San  Diego  artist  Glen 
Winterscheidt . was  awarded an Excellence ribbion during  the  1995  EM Sport 
Aviation Art Competition.  For more information. see A/ C  News on page 3. 
Copyright  ©  1995  by the EM Antique/Classic Division  Inc.  All  rights reserved. 
VINTAGE AIRPLANE  (ISSN  0091-6943)  is  published  and  owned  exclusively  by  the  EM Antique/Classic  Division.  Inc.  of  the  Experimental 
Aircraft  Association  and  is  published  monthly  at  EM 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  EM Antique/Classic 
Division,  Inc.  is $27.00 for current  EM members for  12 month period of which $15.00 is for the publication of VINTAGE AIRPlANE.  Membership 
is open to all who are interested in aviation. 
POSTMASTER:  Send  address  changes  to  EM Antique/Classic  Division,  Inc.,  P.O.  Box  3086,  Oshkosh,  WI  54903-3086.  FOREIGN  AND  APO 
ADDRESSES - allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO 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 that corrective 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.  Responsibility for accuracy in reporting rests entirely wrth the contributor.  No renumeration is made. 
Material should be sent to:  Editor, VINTAGE AIRPLANE, P.O.  Box 3086, Oshkosh,  WI  54903-3086.  Phone 414/426-4800. 
trademarl<s.  THE  EAA SKY SHOPPE  and  logos of the  EAA AVIATION  FOUNDATION  and  EAA ULTRAliGHT CONVENTION  are  tradernarl<s 
of the above associations and their use by any person other than the above association is strictly prohibited. 
EAA Oshkosh '95 has come and gone
with a speed that almost blows your mind.
It seems that you work almost a full year
to ensure that the week of the convention
goes smoothly for those who feel the need
to attend the greatest aviation convention
in the world, and then Boom! its over!
The Antique/Classic Division can only
continue to improve and provide the best
services for the an tiq ue/classic area of the
Convention with the input of the member-
ship to the Officers and Directors. Please
let us hear from you with any suggestions
that you might have that will help us make
your stay more pleasant.
I feel this was one of the best conven-
tions we have had in the Antique/Classic
area. We had over 170 antique aircraft in
attendance, a record for us. One of the
reasons for this great attendance was the
presence of the American Waco Club,
which was responsible for having over 40
Wacos attend this year. Phil Coulson,
president of this club, Antique Judge and
a Director of the Antique/Classic Divi-
sion, was just beaming with pride at all
those beautiful Wacos. I should mention
that your past vice president of the Divi-
sion, Jack Winthrop, flew his UPF-7 from
Texas and seemed to have a great time
(very nice Waco, Jack).
There were loads of nice antiques this
year. You will be reading more about
these airplanes soon in the October issue
of VINTAGE AIRPLANE. These color
photos alone will be worth a years' dues.
This year when it comes to Classics, the
judges really had their hands full with the
quality of workmanship greatly improving
each year. Just riding down the flight line
I could see what I would classify as show-
room quality airplanes. With over 700
Classics on the flight line, the Judges had
to keep on the move.
When the Antique/Classic Division es-
tablished the Contemporary category four
years ago, there were a number of individ-
uals who felt that the flight line at Oshkosh
was being given up to become a parking
lot of regular, plain airplanes. Well, one
by Espie "Butch" Joyce 
would only have to walk the flight line this
year and view the quality of workmanship
of many of these airplanes and the pride
of ownership of this historic period of avi-
ation. The perfect example of this is the
Contemporary Grand Champion this year,
a Cessna 150. This airplane is the serial
number one production Cessna 150, with
over 6,000 hours of training time. This
aircraft and its restorer, Craig Roberts ,
deserve to be recognized by the aviation
There is a topic that the Division will
be discussing in the near future. With the
presence of the American Waco Club this
year there were a number of "NuWacos"
parked with the group, aircraft recently
produced by the Classic Waco Co. in
Michigan. I had a number of people stop
by and talk to me about these planes be-
ing parked in the antique/classic area.
Opinions on this issue seem to be split -
some people thought it was great, and
then there were some who had the opin-
ion that maybe they should not be parked
in the antique area. The topic is "should
the Antique/Classic Division form a new
category for these type of aircraft?" I' d
appreciate hearing from the membership -
write to me and voice your views on this
subject, so that the Board can make the
proper call on this issue.
Overall, I think that the EAA Oshkosh
'95 Convention was a great success. We
are already working to see that Oshkosh
'96 is even better.
While we are on the subject of fly-ins ,
Mr. Bob Hasson, chairman of the Copper-
state Regional EAA Fly-In, wrote to ask
that I pass along the following:
"The COPPERSTATE has always at-
tracted a larger number of show planes,
usually averaging over 350. However, the
fewest type to attend has historically been
Antiques. Since most of our volunteer
force are homebuilders, perhaps we
haven' t courted the antique community as
diligently as we could have. But, we are
all hard core aviation enthusiasts and ap-
preciate all machines aeronautical. In
fact, most of our judging staff are into
restorations. Three years ago they
proudly selected a Bird aircraft as our
Grand Champion! The purpose of this
letter is to advise you of our growth inten-
tions and to cordially invite the entire An-
tique community to join us in making the
COPPERSTATE a true world class avia-
tion convention. " For information call
I have a request of the individual Chair-
man at EAA OSHKOSH '95. It has been
my desire for some time to assemble a
written manual of Chairman's responsibil-
ities at the EAA Oshkosh Convention re-
lating to the operations of the
Antique/Classic area. For the past several
years I have been receiving written input
from different Chairmen as to how they
see their job responsibilities. If you have
not sent me this information, please take a
few moments to write down this info and
mail it to me so that I can complete this
It was great to have all of these Golden
Age air racers back to Oshkosh this year.
What a sight it was to see these racers rac-
ing around the airport. It was a scene that
made me have goose bumps. On a sad
note, Captain Harold Neumann passed
away July 5,1995. Harold had flown a
number of these racers during the original
air races. Many of you may remember
Harold from flying his white Monocoupe
"Little Mulligan" and performing aero-
batics at air shows. Harold was a good
friend to many people and aviation, and
we'll miss him.
One business item now. A special
meeting of the EAA Antique/Classic Di-
vision membership is being called, to be
held on November 10, 1995 at 9:00 AM at
EAA Headquarters, Oshkosh, WI for the
purpose of amending the Division's Arti-
cles of Incorporation and Bylaws in prepa-
ration for application to the IRS for
501(c)(3) status, which will classify the di-
vision as non-profit.
Your membership has passed the
10,000 member mark. We were able to do
this with the loyalty of the members and
their hard work. Ask a friend to join us so
they, too, might enjoy the benefits of be-
ing a member of the Antique/Classic Divi-
sion. Let's all pull in the same direction
for the good of aviation. Remember we
are better together. Join us and have it
all! ..
Glen Winterscheidt's painting of a 
late evening scene depicts a 1929 Travel 
Air as flown  in  these modern times  by 
Barnstorming Advent ures, Ltd. of San 
Diego, CA.  The plane frequently flies 
over hi s home on  its "Sunset Snuggler" 
flight , so  named because the Travel  Air 
holds two  passengers up  forward, side-
by-side.  The return to the airport is the 
subject of Glen's painting. 
A  Naval  Aviator who  later gradu-
ated  from  the Art Center College of 
Design  in  LA with  a Professional Arts 
degree, Glen retired from  General  Mo-
tors in  1990 as  the Chief Designer of the 
Truck and Bus  II studio.  Retiring  to 
San  Diego  (a favorite spot for  many re-
tirees who  had been in  the U.S.  Navy  at 
some point in  their lives)  Glen  now  en-
joys painting aviation  and landscape 
scenes.  For more information on Glen's 
painting,  you can contact him at 5738 
Del Cerro Blvd.,  San Diego, CA 92120. 
In 1993, the Don  Luscombe Aviation 
History Foundation purchased the Type 
Certificate for the 8 series of aircraft to 
help  preserve the  history of the aircraft 
and  to  make it  possible to make parts 
and technical  support available  to  the 
many Luscombe owners who wish  to 
keep their aircraft airworthy. 
To  help  finance  this  work,  the 
DLAHF  ha s  offered  a  rebuilt  Lus-
combe 8 as  the grand  prize in  a  raffle 
each of the past two  years,  and  is  doing 
so  again  in  1995.  Only 2400  tickets are 
made available, and just under 500  tick-
ets remain  for  this year's raffle, which 
will  be  held  in  conjunction with  the 
EAA Copperstate Fly-In in  Mesa, AZ, 
October 12-15, 1995.  Tickets can  be 
purchased by contacting the DLAHF, 
P.O.  Box 63581,  Phoenix, AZ 85082, 
phone 602/917-0969. 
Proceeds are  used to  maintain  an  ex-
tensive Luscombe parts inventory and 
offer factory  technical  research  and 
data  upon  request.  Developments initi-
ated by  the Foundation have  included a 
redesigned and stronger landing gear, 
tail  beef-up kits and  fittings,  wing in-
spection  kits  and  other minor modifica-
tions that have been FAA reviewed and 
compiled by  H.G.  Frautschy 
now  the oldest fly-in  the the northeast, 
this fly-in  sounds like a lot of family  fun. 
Held  in  Bingham, Maine  the event fea-
tures aircraft rides, carnival rides  and 
competitive events for  pilots,  as  well  as 
a host of ot her community oriented ac-
tivities.  Admission  is $3.  For lots more 
information, contact the Upper Ken-
nebec Valley  Chamber of Commerce at 
207/672-3978 or 4100.  NORDO aircraft 
pilots are requested to call 207/672-4814 
prior to departing to give  thei r approxi-
mate arrival  time.  Also, no  foot  traffic 
is  allowed  across the  runway - a walk-
way will  be provided at the north end of 
the field  for pilots and their passengers. 
CLUB - To be  held  October 6-8,1995 
at  Schuylkill  Co unty  Airport  in 
Pottsville, P A.  In  addition to  their so-
cial gatherings, a service clinic will  be 
held  at Witmer's Aircraft  Service.  For 
more information, contact Ellie Thoens, 
908/542-5599 or Tom Witmer, 717/544-
TOGETHER  - The International Liai-
son Pilot's Association will  hold a fl y-i n 
get-toget her  in  conjunction with  the 
Point Mugu  Airshow,  September 23-24. 
For  more  info,  call  George  " Chip" 
The EAA Ai r Adventure Museum bas added another dimension to it's Pio-
neer Airport experience with  the dedication of a new exhibit within  the main 
museum building.  Visitors are now invited to Pioneer with a display that fea-
tures a hangar facade filled  with artifacts such  as an  original airway  beacon  that 
was lit with acetylene, one  of the first  microphones used  at the Cleveland air-
port and other interesting items from aviation's golden age. 
A  display honoring the vol unteer pilots at Pioneer is  mounted on  the wall, as 
well as  photos of the various airplanes  housed in  the six  hangars that make up 
Pioneer Airport.  A  seventh hangar honoring the memory and legacy of Steve 
Wittman is  now under construction, and is scheduled to be dedicated during the 
Spring opening of Pioneer Airport in  1996. 
In front of the Pioneer Airport hangar in  the Museum, a 1929 Velie Monocoupe 
113, restored and donated by the late John Hatz is  on display, as  is  a 1921  Ford 
Model T Depot Hack, restored by  the late Lyle Milius, and  loaned to the museum 
by his sons, Doug and Richard in  honor of the father and  their mother, Mildred. 
An aniiouncement is  made to alert visitors throughout the museum that 
transportation is  available to the airport, which lies just outside the the back en-
trance.  When the announcement is made, a large rotating beacon is  turned on 
to gui de  those who wish  to  visit Pioneer Airport to the new exhibit, where they 
can board a tram for the short ride over to Pioneer. 
We'll  have a full  report on 1995  activities at Pioneer Airport in  the Novem-
ber issue of Vintage Airplane. 
Audrey Poberezny was presented the National Aeronaut i c Association's
Katharine Wright Memorial Award during EAA OSHKOSH '95. With Audrey are
(left) Jack Cole of t he NAA and Joyce Wells, president of the 99s (far right).
During EAA OSHKOSH '95, the National Aeronautic Association awarded 
Audrey Poberezny the Katharine Wright Memorial Award.  Audrey, the wife 
of EAA Founder and Chairman of the Board Paul Poberezny, and mother of 
EAA President Tom Poberezny was selected for the award based on her life-
long contributions to the success of the Experimental Aircraft Association and 
to the growth of sport aviation over the past 40 years. 
While Paul was  busy working during the day as  a full-time officer in  the Wis-
cousin Air National Guard, Audrey was responsible for the day-to-day opera-
tions of EAA from  its founding in the basement of the Poberezny home in 1953 
until EAA built its first offices in  Hales Corners in  1964.  Audrey then served 
EAA as General Manager until 1970.  She continued to serve in  various capaci-
ties, as she does to  this day as  the Chairman of Guest Relations facility  at EAA 
OSHKOSH.  Much of the outstanding reputation of EAA's offices can be at-
tributed to  the organizational and business skills  used by Audrey during the 
early days, and to the professional attitude she brought to EAA. 
The Katharine Wright Memorial Award is  presented annually to a woman 
who has provided encouragement, support and inspiration to her husband and 
thus was instrumental in  his  success, or who made a personal contribution to the 
advancement of the art, sport and science of aviation and space flight over an 
extended period of time.  Other recipients have included Moya Lear, Anne 
Lindbergh, Ascha Peacock Donnels, Olive Ann Beech, Elizabeth Pfister, June 
De Etta Maul and Nadine Jeppesen. 
Our congratulations to Audrey for  this well deserved honor. 
L..-_______________________     : ~ _____l 
Robinson at 818/899-8647.  Proceeds are to benefit the Sun  ' n Fun 
For those of you  who plan on  being  Museum.  Contact  Wayne  Boggs, 
in  Florida this  winter,  you  may  wish  to  Chairman, 813/251-1820 or Art Hen-
start out your 1995-96 season  with  a  derson, Sun ' n Fun Museum  manager 
visit  to  the Sun  ' n Fun  Foundation's  at 813/644-0741. 
Wings  ' n Things ' 95,  November 4-5. 
There will  be an  open house at  the Sun  TYPE  CLUBS 
' n  Fun  museum, along with  hands-on 
aviation workshops , an  aviation  parts  If you' re a Culver aficionado, there's 
auction, air advent ure days  for youth,  a  newly  re-created type  club for  you. 
f1y-bys , airplane  rides, and giant  scale  Tt 's the Culver Aircraft Association. 
radio controlled aircraft will  be joined  They hope to soon be  publishing the 
by  the  Polk County Harl ey  Davidson  Culver "Cadet-O-Gram"  newsletter, 
Owners Group Motorcycle show and a  edited by Dan Nicholson.  I've  not yet 
Corvette show to  round out this event.  seen an example, but  Dan advises it will 
be a forum  to exchange  information on 
activities and technical  information. 
For more information write: 
Culver Aircraft Association 
c/o  Dan Nicholson 
723  Baker Dr. 
Tomball, TX 77375 
As a point of interest, Allen Johnson 
has kindly Jent his  restored Culver Dart, 
featured  on  the  cover of the July 1994 
issue of Vintage Airplane, for display in 
the  EAA  Air  Adventure  Museum. 
Thanks, Allen! 
A  new Type  Club  has  been formed 
for fans  of the Cessna T-SO  "Bamboo 
Bomber."  Des ignat ed  the  AT-17  or 
UC-78  by  the  Army when  it  served with 
the  military, the airplane has  a dedicated 
following.  The new president is  Dwain 
Pittenger, owner of NU78 in  Hereford, 
TX.  The club will  work to  keep the few 
planes of this  type  flying  and will  pro-
mote restoration of the  few  basket cases 
which  have escaped disposal.  There are 
sixty-one owners listed  in  the  FAA reg-
istry,  out of the  more  than 3,000  that 
were produced during WW  II. 
Elmer Steier of Whittemore, IA is 
vice-president, and further information 
can be obtained from  the club's secre-
tary/treasurer, Jim  Anderson, Box 269, 
Marine on St.  Croix, MN 55047. 
First, from  Tom  Bins of Bins A via-
tion,  Hangar 36, Adams Rd, Eagle River, 
WI  54521,  phone 715/479-3484,  we  have 
a request for any  photos, manuals,  speci-
fications,  or information  regarding the 
Rearwin Speedster.  Tom is working on 
the  restoration of a  125  hp  Menasco 
powered Speedster, and  is finding  infor-
mation  tough  to come by.  Anything you 
can  add would be appreciated. 
In  wh at  has to  be one of our more 
unusual  requests, we got a call  a while 
back  from  Ed Love, a process engineer 
at Packard Electric Co. , Mail  Stn.  03M, 
408  Dana St. , P.O. Box 431,  Warren, 
OH 44486.  Ed is  interested in  obtain-
ing some  origi nal  ignition cable pro-
duced  under a new  (in  1931!)  patent by 
the company.  A  display  is being made 
of  some  of  the  products  made  by 
Packard  Electric for  their corporate 
HQ.  This particular ignition  cable fea-
tures a  multiple conductor wire en-
cased  in  a  rubber insulator, with  alter-
nating layers of Jacquer coated fabric 
and a  flexible  metal shielding that is 
also coated with  a  lacquer and  fabric 
finish.  It may be  difficult  to ascertain if 
the  old  ignition cable you  have  was 
built by Packard, but if you have an old 
sample of ignition cable lying around 
your shop  that  fits  this description, feel 
free  to send it  to  Ed Love at the ad-
dress noted above.  ... 
fAA  Oshkosh  '95 Antique/Classic 
Grand Champion - E.  T.  (Woody) 
Woodward,  Franklin,  TN  - 1937  Bucker 
jungmeister, N133jU 
Reserve Grand Champion - Alan 
Buchner,  Fresno,  CA,  1932  Waco  QDC, 
Transport Category:
Champion - jerry and  Betsye  Holmes, Chat-
tanooga,  TN,  1944 Grumman G21 A Goose,  NC 
Runner-Up - john  D.  Fields, Sonora,  TX,  1937 
lockheed  12A, NC33RA 
Replica Category:
Champion - jim jenkins,  Goshen, CT,  1991 
Gee  Bee  E,  NC 856 Y 
Runner-Up - Stephen  Halpern,  Hewlett Harbor, 
NY,  1992 Wedell-Williams Type  44,  NC161Y 
Outstanding - jim Clevenger,  Marion,  NC,  1984 
Wedell-Williams,  NC278V 
Grand Champion - Gene  Engelskirge r, 
Hinckley, OH, Cessna  170B, N2727C 
Reserve Grand Champion - Orlo 
Maxfield,  Northville, MI,  Funk  B85C,  N1654N 
Class I (0-80 hpj - Ray  L.  johnson, Marion,  IN, 
Aeronca Chief  11 AC,  NC3469E 
Class /I (81-150 hpj - john C.  Reib,  Stuart,  Fl, 
Stinson  108-2,  NC9818K 
Class 11/  (151  hp and Up) - james B.  Sayers,  Edi-
son,  OH, Cessna  195, N2197C 
Custom Class A  (0-80 hpj - Donald  Claude, 
Dekalb, Il, Taylorcraft  BC12D,  NC96440 
Custom Class B (81-150 hpj - Robert  McBride, 
Cedar  Par, TX,  Piper  PA-12, N98979 
Custom Class C (151  hp-225 hpj - Frank Speran-
Grand Champion - Craig  Roberts,  Aurora, 
OR,  1958 Cessna  150, N5501 E 
Outstanding Customized - Charles 
Gunderson,  Redondo  Beach,  CA,  1960  PA-23, 
Class I (0-160 hpj - Stephen  l. Button,  Indi-
anapolis,  IN,  1957 Tri  Champ  7FC,  N7534B 
WW-II Era:
Champion - Paul  Romine,  Fishers,  IN,  1943 
Beech  Staggerwing,  NC265E 
Runner-Up - William Quinn, Columbia, MO, 
1947 Beech  G-17S, NC80315 
Outstanding - George Mays,  lowell ,  IN,  1942 
Waco  UPF-7,  NC39714 
Customized Aircraft:
Champion - jim Patterson,  louisville,  KY,  1938 
Spartan,  NC17615 
Runner-Up - W.  H.  Symmes,  Miami ,  Fl,  1937 
Monocoupe 110 Special,  NC2347 
Outstanding - Dan  White,  Brooklyn  Park,  MN, 
1941  Waco UPF-7,  NC39713 
WW-II Military Trainer/liaison
Champion - David  Wogernese,  Eau  Claire,  WI, 
1942  Fairchild  PT-23,  NC60606 
Runner-Up - Clay Smith,  Athens,  Al, 1942 In-
terstate  l-6, NC47093 
Outstanding - john  Vorndran,  Stoughton,  WI, 
1940 Stearman  PT-17,  NC58712 
deo, Fayetteville, AR,  Piper PA-22/20,  N3383A 
Custom Class D (226  hp and Up) - Colin and 
june Powers,  Independence,  OR,  Cessna  195, 
Best In Class:
Aeronca Champ - Air  Knockers,  Inc., 
Wadsworth,  Il, 7BCM,  N84405 
Aeronca Chief - Duane  Huff,  lawrenceville, 
GA,  11 AC,  NC3420E 
Beechcraft - lorraine Morris, Marengo,  Il - F-
35,  N4242B 
Bellanca - Mark and  judy Ohlinger, Akron, OH, 
Cruisair, N86937 
Cessna 120/140 - Ken  Morris, Marengo,  Il, 
140A, N5669C 
Cessna 170/180 - Alan  Drain and  Steve  Kleimer, 
Bozeman, MT, 180, N3180D 
Cessna 190/195 - Kent  and  Sandy  Blankenburg, 
Class /I (161-230 hpj - Roth  Heinz, Merrill , WI, 
1960 Cessna  182,  N1895 
Class 11/  (231  hp and Up) - larry Van  Dam, 
Riverside,  CA,  1957  Bonanza  N5478D 
Class IV (Multi Engine) - Arthur Bastian,  New-
ton, Nj, 1956 Cessna  310,  N364AP 
Outstanding In Type:
Champion - Cliff Harkins,  Houston, TX,  1957 
7FC,  N7577B 
Beech (Single Engine) - Kenneth  Howard, 
Queen  Creek,  AZ,  1960 Debonair 33,  N601 V 
Bronze Age
(1933-1941 ):
Champion - Edward  Shenk,  Garrett,  IN,  1940 
Luscombe 8A, NC28580 
Runner-Up - Tom  Flock,  Rockville,  IN,  1941 
Waco UPF-7,  NC 32021 
Outstanding Open Cockpit Biplane - Richard 
Bushway,  So.  Strafford,  VT,  1940 Waco  UPF-7, 
Outstanding Closed Cockpit Biplane - Steve  Pit-
cairn,  Bryn  Athyn,  PA,  1935  Waco  CUC, 
Outstanding Open Cockpit Monoplane - Gene 
Chase,  Oshkosh,  WI ,  1933  Davis  D-l-W, 
Outstanding Closed Cockpit Monoplane-
Wendy and  Warner Griesbeck,  Aldergrove, 
B.C.,  Canada,  1938 Fairchild  24K,  CF-BWW 
Silver Age
Champion - Willis and  Claudia  Allen,  EI  Cajon, 
CA,  1929 Travel  Air D-4000,  NC671 H 
Groveland, CA,  195,  N195KB 
Ercoupe - Keith  Harding,  Flint, MI, N179G 
Luscombe - james Bendelius,  Accord,  NY, T8F 
Observer,  N2246B 
Navion - Canby Sales  & Service,  Brighton, MI , 
Piper }-3 - Mike Horn,  North  little Rock, AR, 
Piper (Others) - Marion  Burton,  little Rock, AR, 
Vagabond  PA-17,  N4820H 
Stinson - Andrew  Heins,  Huber  Heights,  OH, 
108,  NC97141 
Swift - R.  K.  johnson,  Faribault, MN, GC-l B, 
Taylorcraft - John  Krumlauf,  Nashport,  OH, 
BC12D, N43437 
limited Production:
Ted  Teach,  Dayton,  OH, Mooney Mite,  N4122 
Bellanca- Drew  Peterson,  Yelm,  WA,  195814-
19-2 Cruisemaster,  N9846B 
Cessna 170/172-175 - William See,  Centerburg, 
OH, 1958 Cessna  175, N45K 
Cessna 180/182-210 - john  C. Brinton  II , 
Wasilla,  AK,  1958 Cessna  182, N4970D 
Piper PA-22 - Wally Rojem,  lambertville, MI, 
1957, N7557D 
Piper PA-24 - Mike Carpenter,  DeSoto,  TX, 
1958, N5259P 
by H.G. Frautschy
This month's installment of "Mystery Plane" is a true puzzler
- it took considerable effort on the part of Dennis Parks, the Li-
brarian here at EAA HQ to track down its identification. If
you're able to ID it and you can supply us with
a published reference, we'll all be the richer for
it! We don't often give hints, but I will with
this one - the photo was taken here in the
United States. The answer will be published in
the December issue of Vintage Airplane. An-
swers for that issue must be received no later
than October 25, 1995.
Tony Morris, Marsh Gibbon, Bicester, Eng-
land wrote with a most complete answer to our
June Mystery. Here's what he penned:
"At last a 'Mystery Plane' that I have a
chance with!!! - I very much enjoy this feature
and must make a determined effort to pick up
some more back issues of the journal.
"The big help for me with June's 'Mystery
Plane' was the 'G' on the rudder, thus indicat-
ing it was registered in the U.K. or the British Commonwealth.
In fact it's the prototype Reid Rambler, registered G-CA va and
first flown on 23 September 1928 by Martin Berlyn. W.T. Reid
had left Canadian Vickers in February 1928 to set up his own
company, the Reid Aircraft Company, with offices on Craig
Street in Montreal.
He was joined by Martin Berlyn, also from Canadian Vickers.
"They began the design of a two-seat light aircraft for flying
clubs, training schools and private owners and assembly took
place in a hangar at Cartierville. The aircraft, the Rambler, was a
sesquiplane with folding wings and Warren-truss bracing. A
balanced rudder with no fin - as shown in the photo - was used
and inversely tapered ailerons were fitted. The structure was all
metal with fabric covering. I believe the powerplant was a 80 hp
Cirrus II. That first flight mentioned above was somewhat hair
raising as the ailerons had locked up as soon as the aircraft was
airborne and a series of flat turns had to be used to complete the
circuit to land. The geometry of the aileron control system had to
be rearranged to cure the fault .
(Continued on page 21)
Dear Henry, 
Regarding Bob Hollenbaugh's inquiry 
on  restoration of plastic knobs for  his 
Chief project, I  believe he will  find  that 
their finish  can  be  nicely  restored  by 
cleaning/polishing the knobs with  Brasso 
metal polish  (or equal).  Probably any 
good  metal  polish will  accomplish  the 
same results as  Brasso since metal pol-
ishes all  seem to be compounded from 
the same ingredients.  Use only small 
amounts of polish on  the knob faces  to 
prevent damaging imprinted legends or 
lettering, or until  the effect of the polish 
can  be determined.  Recessed  lettering 
can  be refinished  by  filling  (paint) and 
wiping process.  If refilling lettering, al-
low  paint to dry and repolish face  care-
fully  to remove the  paint outside of re-
cess.  The  knob faces  are easiest polished 
by  rubbing them  on  a  soft,  thick  cloth 
held stationary on  the bench top. 
I also  use  Brasso with great re-
sults to clean/polish phenolic (plastic) 
cases on instruments installed in  my  pro-
jects.  The only precaution when  doing 
the instrument cases is  to go easy on any 
inspection  marks,  logos or plates stamped 
or applied on the cases in  the event one 
wishes  to  preserve  the  marks,  as  the 
Brasso  will  ultimately  strip  off  the 
stamped marks. 
Hope this helps. 
Hubert Loewenhardt (AIC 19167)
835  New  London Turnpike 
Stonington, cr 06378 
Dear Hubert,
Thanks for the tip - if just the surface of
the knobs are discolored or oxidized, your
method ought to do the trick nicely. Many of
the plastic knobs on the controls of the classic
airplanes we now fly were imprinted using a
heated stamp. The letters would then have
slightly raised edges, and then a slow dnjing
enamel would be used to fill the letters, with
the excess wiped off.
I believe the problem experienced by Bob
Hollenbaugh and many others goes much
deeper though - in fact, it goes directly into
the plastic. As plastic ages, the plasticizers
within the material begin to migrate to the
surface and evaporate, causing the surface to
become crazed as the plastic on the surface
begins to dry out and shrink. As the aging
process continues, the plastic cracks deeper
and deeper, presenting the restorer with a
tough problem. Other than a new set of
knobs (long since unavailable in their origi-
nal form), what can a restorer do? What op-
tions do automobile rebuilders have when
presented with this difficulty? The composi-
tion of the plastic is  also an interesting ques-
tion - are thelj made of the same type of cel/u-
laid used on early plastic automobile steering
wheels? We'd love to publish the answers, if
one of you can help! - H.G. Frautschy
Dear Dennis (Parks), 
It was a pleasure to read your article in 
about Gordon Israel  and  the crash of his 
racer,  the " Redhead. "  I was  a  kid  at the 
time, about 15  years old, and spent my 
summer days at the Omaha Airport all 
summer, every summer.  I  never missed 
an  air race in  Omaha in  the 1930's, and 
those who flew  them  imprinted them-
selves deeply into my memory. 
Gordon Israel  had  a  brother named 
George with  him  that year in  Omaha. 
George told  people he didn ' t fly  the  Red-
head  himself because it was so small  there 
was  no  place for his  feet.  I don't know if 
that was  true, but Gordon was the only 
one I saw fly  it. 
As Gordon was  on approach to  land-
ing that day in  1934, George  Israel was 
standing by  the speakers stand (the "PA 
system" of those days)  in  front  of the 
grandstands not far from  me. 
Gordon was lined  up  to land  in  the dirt 
alongside the paved runway.  He made an 
excellent landing and  was  rolling out 
when  it appeared the airplane started 
wobbling  from  side  to  side  and  then 
started up  on  its  nose and cartwheeled 
onto its  back, pinning Gordon inside and 
George was  instantly on a  run  to  the 
airplane, fearing fire.  He was  the first 
one to reach  the Redhead, lifting up  the 
tail  enough  to allow Gordon to slide out. 
There was  no fire. 
The next airplane after the Redhead 
was  the Brown  B-2, "Miss Los Angeles. " 
It was also  making an  approach to  Runway 
35,  but that runway  was closed by  the Red-
head lying on it , so  the Brown B-2 pilot (it 
was  Roy Minor) e lected to land to the 
northeast and  roll  out into the grass, with 
no surfaced runway yet in  that direction. 
About  300  feet  into  the  grass  the 
Brown started to wobble  too,  bit it got 
straightened out. 
At the end of the  roll -out the  pi lot of 
the Brown B-2  turned off the ignition  and 
walked  back along its  rollout path until 
he stopped  to  pick  up something, after 
which  he  headed for  the speaker's stand. 
When  he  reached  the speaker's stand he 
was carrying a brickbat. 
It was  thought around the airport af-
terward that the  Redhead had encoun-
tered that same kind of brickbat, which 
caused the wobble in  both airplanes, end-
ing in  a  much  less  favorable  way  for the 
We  went o ut  and  hand  pushed  the 
Brown B-2  back to  the  hangar.  The Red-
head was carried back to  the hangar by 
another group of people. 
After 61  years the  pictures of those 
1930's air races are sti ll  vivid  in  my  mind, 
and I  wanted to share this one with  you 
folks  for  your historical records. 
Robert P.  Laible 
5503 NW Fox  Run  Dr. 
Parkville, MO 64152 
Dear H.G.: 
This is  in  reference to  Dan Cullman's 
letter concerning the use of Phillips head 
screws in  early aircraft. 
Since  we  restored Bob's Champ in 
1983, on several  occasions the  use  of 
Phillips screws  has  been brought to ques-
tion.  We  used them on  the  rear window 
frame.  It can easily  be  proven that this  is 
correct by  reference to  Aeronca Drawing 
#7-458  (Covering-fuselage) where it 
clearly specifies #6-112 " Phillips Head 
Cadmium Plated Type A  PK Screws." 
I don' t  know exactly when  the Phillips 
screws first  were used, but I have a  1942 
Aero Digest which  advertises them.  I 
also  know that they were used  in  military 
birds that I flew  during the Big War. 
There was  another similar screw that 
was  used  extensively:  the "Reed and 
Prince."  It was  frequently  referred to as a 
"cross point" screw head.  This type was 
not the same as  Phillips and  required a 
different driver with a sharply pointed 
end.  My  tool  box contains both types. 
C.  H.  (Harold) Armstrong 
(A/C 746) 
Route 3, Box 46 
Rawlings, MD 21557-9609 
Type Club 
by  Norm Petersen 
Compiled  from  various  type club 
publications & newsletters 
The Cub Club -
John Bergeson, newsletter editor
Fuel  Starvation on  Take-off in  a 
PA-ll  - by  David  Pearce 
The engine sputtered and nearly 
quit during a very hot, high density al-
titude takeoff three summers ago.  I 
was doing a series of different "angle 
of attack" takeoff tests to determine 
the actual  airspeed indications and 
rate of climb measurements to plot a 
chart for  my  students to  use.  The 
Piper factory  does not have an  official 
manual showing charts for takeoff and 
landing performances as  do the mod-
ern aircraft handbooks, so I was creat-
ing my  own  for  my  students to use. 
This was  the first  time it had ever hap-
pened in  the PA-ll over the many 
years I had owned it and when I  was 
taking flying lessons in  it as  a student 
To determine the problem, I had  the 
carburetor rebuilt and checked, mags 
overhauled, timing and the fuel  system 
checked.  After all  of this, the problem 
persisted.  I  had  replaced all  the fuel 
lines, carburetor bowl assembly, etc.  at 
the time of restoration, so  I  ruled out 
for  the time being collapsed or failed 
Again, I  had to resort to an engi-
neering analysis.  First, I had to deter-
mine what, if anything, I was doing that 
was  different from  the past years.  Af-
ter much worrying, I remembered that 
I had recently found  a copy of a book 
that has listed the performance specifi-
cations for the various Pipers.  It speci-
fied  that the "best angle"  (Vx)  for  the 
PA-ll  was  supposed  to  be  50  mph 
(about 1.2 to 1.3 times the stall speed of 
37 mph).  This was the speed that I had 
been using for my short field  takeoff 
8 SEPTEMBER  1995 
calibration test when  the problem first 
I  had always  used 60  mph  prior to 
this, so this  had  to be  the problem as  it 
represented the only deviation from my 
old procedures.  But why? 
Again I used my  trusty inclinometer 
to determine the angle of attack that 
caused the engine to lose  power.  The 
other symptom was  that when the en-
gine  lost power, I would  put the  nose 
down to obtain the best gliding speed 
of 60  mph, and the engine would clear 
up  and  run at full  rpm as if nothing had 
Using this information, I  used a set 
of the fuselage  blueprints and deter-
mined that in  the 50  mph climb speed, 
the angle of attack was so great that the 
carburetor was  higher than the wing 
fuel  tank as well as  the infamous header 
tank.  (Resorting to  the old plumber's 
rule that water {in  this case, fuel}  will 
not run  uphill,  I found  the problem.)  I 
merely had to change  the Vx  speed to 
55  and the problem went away. 
But if this was  the problem, then 
why did Piper publish the Vx  airspeed 
to be 50?  Going back and looking at 
the book, I found  that this airspeed was 
specified for a 65  hp PA-ll and not a 95 
hp version.  With the extra 30  hp, the 
angle of attack for  Vx  was  much higher 
than for the 65  hp version.  I have not 
been able to locate a Spec. sheet for  the 
95  hp PA-ll, but when I do, I  am sure 
that the Vx will  be shown as 55  to 65 
mph.  Of course different loadings and 
different density altitudes will affect the 
actual angle of attack, so  an overall air-
speed must be chosen that will give  a 
moderate angle of attack to ensure fuel 
flow  in all conditions. 
For myself,  I now use 55  until I clear 
any obstacle and then climb at 70 to en-
sure fuel  flow,  better cooling and visi-
bility.  Using this procedure, I  have 
never encountered the problem again. 
Cessna Pilots Association  -
John Frank, Editor (805-922-2580)
Removal  of Mogas Stains -
by  Don Mcintosh 
No sooner had I  sent off a  letter to 
you  requesting advice on removal of 
Mogas stains from  my  Cessna 172 
than the solution was presented to me 
by a local mechanic. 
The  product  he  suggested  and 
which  I  have tried with excellent re-
sults is  a  cleaner called "Dow Bath-
room Cleaner" and is  available at any 
Just spray it  on and wipe it  off - it 
works like a charm! 
You may wish  to share this wi th 
other members,  I'm sure it would 
work as  well with 100LL although the 
dye in the fuel  does not seem to be as 
The cleaner also works well on re-
moval of dust, grime, exhaust stains, 
From  England  -
Civil  Aviation Authority 
Cessna Model  172 - The pilot re-
ported that the rudder pedals had re-
sistance on both left and right (appli-
cation).  Only by flying another Cessna 
172 did he  realize  how much  resis-
tance had been built up.  He therefore 
asked the engineers (mechanics)  to 
check the rudder control circuit.  On 
thorough inspection, by engineers who 
did not normally maintain the aircraft, 
the tail section was found  to contain a 
termite nest about the size of a  house 
brick.  The reporter went on to say 
that the aircraft was imported to the 
UK from the USA in  1992 and despite 
having various inspections in the inter-
vening period, the termites' nest was 
not noticed by any engineers. 
Cessna Model 140 - During an an-
nual inspection, the engineer looked
closely at the flexible hoses and, from
the date markings shown upon them,
deduced that the hoses were over 30
years old. The LAMS schedule re-
quires , as a minimum, all flexible
hoses to be inspected and tested six
years after installation and then every
three years thereafter. In some cases,
the Manufacturer's requirements are
New Rules For ELT Annuals -
by Steve Ells
Everybody counts on their ELT's.
but until recent ly regulations haven' t
demanded stringent inspections. Of-
ten ELT inspections consi s t of no
more than repl acing the battery when
due. Changes to FAR 91.207 effec-
tive June 21,1995, specify what is re-
quired as far as the ELT is concerned
at annual inspection. These changes
also require any new ELT's purchased
after the effect ive da te to be a unit
certified under the more stringent
specifications of TSO-C91a.
Since the introduction of the ELT
in the 1970's, the specification for per-
fo rmance has been Technical Stan-
dard Order C91. In the two decades
si nce introduction, much has been
learned about EL T performance and
more technically advanced unit s are
available. Today ELT's are on the
market that transmit not only the war-
bling crash signal but also have the ca-
pability to transmit their longitude
and latitude if navigat ion equipment
can supply the information.
The main reason the specifications
have been updat e d is the need for
tighter controls on maintenance and
performance to cut down on the num-
be r of false alarms which day in and
day out average over 100 a day
throughout the country. Where there
is an actual crash the record is mar-
ginal, with only approximately 25% of
crashes radiating a usable signal.
New requirements for annuals on
ELTs include inspections on the fol-
lowing four items: l)Proper installa-
tion; 2) Battery corrosion; 3) Opera-
tion of controls and crash sensor and
4) The presence of a sufficient signal
radiated from the antenna. Items 1,
4, and part of 3 can be done with the
unit mounted in its rack. To complete
it e m 2, the ELT must be removed
from its rack and opened up.
When the ELT is out of the plane,
a primitive crash sensor (switch) test
in item 3 can be performed by striking
the ELT against one's hand, or sling-
ing it in a throwing motion. The " Di-
rection of Flight" arrow must point in
the right direction. If the ELT turns
on and sends out a di stincti ve war-
bling signal on 121.5, the crash switch
has been tested sufficiently for annual
signoff. By regulation, all ELT test s
that actua lly emit a signa l must be
done within the first five minutes after
the hour and must be limi ted to three
sweeps of the signal.
The last part of t he annual is to test
the r adi a ted signal strengt h of the
ELT. In the past most mechanics
would tune the comm radio of a
nearby aircraft to 121.5 and momen-
tarily turn on the ELT they were test-
ing. If the signal ca me over the
speaker, that was suffi cient. FAA Ac-
tion Notice A8310.1 s ugges t s that
holding a cheap battery powered AM
radio tuned to any st ation within six
inches of the antenna is a satisfactory
test. If the ELT signal is strong
enough to overpower the station and
come over the speaker, that proves
the ELT is radiating enough power to
comply with the signal strength part
of the annual.
A log e ntry is required saying that
the ELT has been t es t ed in accor-
dance with 91.207 (d) (1 through 4)
and has passed all tests. This is due
every annual.
The Luscombe Courant -
Loren Bump. editor (208-365-7780)
I Learned From This!
Have you ever sa t down and
thought about what some folks call
the "good ole days"? Of course you
have, we all have at one time or an-
I a rose this morning at 0500 t o
work on the " Courant" as I always do
when J put out the newsletter. Well , I
thought , what am I going to do for
this page? To muster up a little ma-
terial and possibly nostalgia, I plugged
in the video tape of the 1985 CLA
(Continental Luscombe Association)
fly-in in the VCR only to see " Ole
Bump," the great "Fearless Leader"
land and taxi right up to the camera,
jump out with his big mouth "just a
f1appin '" as usual.
I didn' t pay any attention to what
he was saying, I just sat there looking
at that beautiful " rag-wing" Lus-
combe, the "Fearless Fargo Express"
that he owned at one time, wondering
how anyone pe rson could be so
" dumb and stupid" as to sell such a
nice looking " machine" as it shined
like a diamond in the sunshine.
I'll tell you something "Ladies &
Gents", if you own a Luscombe, don' t,
I repeat , don't ever sell it. You'll re-
gret it for the rest of your life, believe
me, I know what I am talking about.
As I sat there watching it taxi out
for takeoff at the end of the tape, a
very large lump arose in my throat ,
tears flooded my eyes, I reali zed then
and there, I had made the greatest
mistake of my young life when I sold
my beloved LUSCOMBE. I ' ll give
all of you a piece of advice, don't ever
sell your Luscombe, else you'll regret
it and cuss yourself out.
No matt er how much yo u are of-
fered, stop and think about it. Down
the road, you can' t replace it for what
yo u may acce pt for it and look at all
the wonderful flying you' ll be missing
out on.
I know there are other a irpl anes
out the re t o choose from. You are
thinking, ' 'I'll get a bigger, faster ship."
Of course you will , but when you are
sitting there pushing buttons and turn-
ing knobs on that fancy new machine,
you'll be thinking thoughts of the
flight s you had in your old Luscombe,
asking yourself, " Why did I sell my
Luscombe, I can' t replace it for what I
got for it , I sure do miss the old ship. "
This is a bucket of bolts, etc.
From the newsletter of the Bellanca!
Champion Club, "B-C Contact" we
have these notes.
Airworthiness Alerts:
Lift Strut Rusts - 3/ 93 During a
schedul ed inspection, it was di scov-
ered that the left front wing lift strut
was corroded through from the inside.
This corrosion caused a hole approxi-
mately 1 by 118 inch in the lower sur-
face of the strut Gust below the drain
hole). Thi s hole was in the web fair-
ing between the two steel strut sup-
ports. This condition compromised
the structural integrity of the strut. It
was further stated that all of the struts
on this aircraft were changed due to
surface corrosion. Tota l time - 1547
hours on the subject aircraft.
Aileron Hinge Bolts - 4/93 During a
scheduled inspection, it was discovered
that the aileron hinge bolt holes were
worn excessively. Further inspection
revealed that the aileron hinge clevis
bolts were not the proper length. The
bolts installed were AN24-12, and the
correct bolt is an AN24-16. this condi-
tion allowed part of the threaded por-
tion of the bolt to remain inside the
hole and interfere with the bearing
surface during aileron operation.
It is a good maintenance practice
to check all parts, both new and used
for proper condition and fit before in-
stallation. Total time on subject air-
plane was 1058 hours plus.
(Continued on page 27)
By Hal Coonley
NC  17394
A Nostalgic  Beauty 
That  Really Takes  You  Back! 
I'll bet everyone of you over 50 years
of age who built model airplanes as a kid
has built a model of the Gullwing Stin-
son Reliant. You have to admit, it had
class, not to mention size-and those dis-
tinguished and beautiful wings!
Somewhere in the distant past, I re-
member someone describing the Spitfire
elliptical wing as not having any two ribs
alike. What about the Gullwing Stinson?
Count them. There are exactly 22 ribs
per wing, times two that makes 44, and
no two of them are alike. No wonder the
airplane cost almost $10,000.00 back in
the thirties. (Depending on the engine
installation, of course.) All handmade.
Labor intensive was the rule then. The
fact is, the entire wing is unique in design
and construction! How many wings do
you know of that have welded steel tube
main spars? How about triangular plan
form steel tube combination of drag,
anti-drag and compression members
front to rear spar? It certainly makes a
stiff wing! Notice too, only one short lift
strut. No rear strut to relieve the twist-
ing moments. Take a look at the relative
inboard attach point of the lift strut and
all that cantilever structure outboard!
Airfoil sections have been engineered
and designed to do many miraculous
things. Consider some of our later model
transports and the century series fighters
with wing loads in the multiple hundreds
of pounds per square foot. Well, our
Stinson Gullwing comes equipped with
the ever famous Clark Y, which came
out sometime in the 1920s. Our wing is
18 percent thick at the li ft strut attach
point and tapers to only six percent at
the tip and root. It sure does the job.
It lifts 4,000 pounds at gross takeoff
weight with 258.5 square feet of wing
area. That calculates to 15.47 pounds
per square foot of wing load and, need-
less to say, it doesn't surprise you when it
stalls, if you want to call it that. Really,
it's more like a "mush." Hold the yoke
against the stop and it sort of floats from
a burble to another burble, recovering by
itself with a little nose down pitch and
then does it all over again. Some of the
old-timers say that they would never bail
out of one in an emergency -they'd just
continue the stall all the way down with a
slower vertical speed than a parachute!
This stall speed just happens to be about
50 to 54 mph with full flaps. You might
call it an awfully heavy ultralight!
Speaking of flaps, how about vacuum
operated flaps! We have a port in the
intake section of the crankcase that
evacuates everything and lets static air
push them down . We have a vacuum
storage tank, which brings a play on
words. If vacuum is almost nothing, why
do we need a ten gallon tank to store it
in? The Gullwing has it! It 's aft of the
rear cabin bulkhead. When the flap
lever is placed in the down position, this
stored vacuum is ported to the up side of
an actuator that is about six inches in di-
ameter and atmospheric pressure on the
downside extends the flaps. No inter-
connect to prevent split flaps! A big
spring to pull them up after landing if
there is no air load. The ailerons are ca-
ble operated except the last part of the
motion where we have a bell crank and
push rods.
Let's take another look at our wing
structure. The ribs are made of square
aluminum tube (about 5/16  inch each
way). Not a weld in the whole assembly.
Not really riveted either. Each joint at
the intersection of cap strips and struc-
tural bracing has an aluminum gusset on
each side and is secured with a round
head aluminum rivet type pin with a
snap on Tinnerman type steel fastener
on the backside. No upset heads! No
corrosion from dissimilar metals and
none have vibrated off in the 50 plus
years this wing has been flying! There
was plenty of zinc chromate though. The
wing had been recovered twice after it
was converted to civilian service. The
last time with Razorback. There wasn't
really any bad fabric but the wings had
been rib stitched without using the invisi-
ble stitch and it just looked too rough, so
we replaced it with Stits material and af-
ter about 1100 rib stitches later were
ready to apply some color. We chose
blue and silver and the Eastern Airlines
logo because Eastern had three of these
magnificent machines in the late thirties
and early forties that were used for in-
strument trainers.
This aircraft isn't one of the original
SR-9 or -lOs that Eastern used, but it has
been modified to those specs. This air-
plane was born during the middle part of
WW II, September 30,1943 to be exact.
It was known as an AT19, SIN 77-131
and carries the RAF SIN 42-46770. It
was known by the British as SIN FK 944.
We have some of the wartime logs on the
airframe and engine but very little detail
of missions andlor service. The aircraft
went to England at the end of 1943 but
we are unable to determine exactly
where. The RAF forms we have indicate
Evanton RNAS, Southern Aircraft,
Gatwick, Abbotsinch, Fleetlands,
Yeouilton, Donibristle and Stretton.
(I'm not exactly sure of the spelling be-
cause the ink has faded.)
Some of the names of mechanics and
pilots that are almost faded out look like:
E . D. Lock, RNAS Strelton, 1944; J.
Arthur, RNAS Strelton, 1944; R. Brom-
ley, No.1 NAFS Yeouilton, 1945; H. K.
Davison, No.1 NAFS Yeouilton, 1945;
and D. K. Hayes, no station shown.
"On 3-1-46 the main planes were re-
moved and 'embalmed.' On 4-1-46
preservation for shipment was accom-
plished by A. Sweeney, A. Loggie and T.
W. Barnfield and the lendllease contract
was fulfilled."
Somehow the aircraft got back to the
States and the civil logs begin August 29,
1946 with 318:55 hours on the airframe
and engine. It flew until June of 1949
and the next log entry is August 1, 1954
when it was licensed. However it appar-
ently did not fly much because the next
log entry is September 11, 1959 at which
time it had accumulated 391:50 hours
and then made it through June of 1965 at
which time it was approved for a ferry
flight with 438:00 hours. By April 20,
1967 it had run the time up to 566:00
hours. By 1973 it had made it to 602:01
hours and had found a home in LeMars,
Iowa. Adrian Kale, a United Airlines
Captain had acquired it and from then
until July 25,1991 it logged a total of al-
most 48 hours.
It was purchased in August of '91 by
myself and Chuck Pease, both retired
Eastern Captains. The rejuvenation be-
The aircraft was strictly milit ary in-
side. The instrument panel had been
moved forward about six inches and in
no way looked like the SR-10 For-
tunately the factory left jig points for the
civilian panel. The RAF gyros and fac-
tory installed instruments were still
working so we began from that. There
was one instrument that went back to the
late 1930s called a fuel/air ratiometer. It
does exactly what the name implies-
samples exhaust gas from the manifold
and tells you how many pounds of air per
pound of fuel you are using. It still
works! The RAF used only the left seat
for the PIC and had moved the engine
controls from the center of the panel to
the left side of the cockpit, and instead of
Aherns type controls , had installed a
three control quadrant (throttle, mixture
and propeller). Idle cutoff was reversed
from our American standards. Forward
was off. The controls were installed in
the center of the instrument panel so
that the airplane can be flown from ei-
ther seat. The lack of nav/com equip-
ment made that conversion simple. We
installed a KX 155 nav/com, a transpon-
der with encoder and an Apollo loran for
those long, slow cross-countries! The
only military equipment still installed
(and unused) is the pilot's relief tube!
The airplane had been covered with
Razorback and was still as strong as the
day it had been installed. However, the
rib stitching was not to our liking and the
paint was peeling anyway, so the wings,
ailerons, flaps, horizontal and vertical
empennage was removed for recovering.
The Spartan military interior was redone
in leather and Eastern Airlines colors.
Wheel pants and Cleveland brakes were
(Right) Hal is busy doing something to
this all metal structure you can rarely do
with a wing - clean it with a pressure
The Lycoming R 680-13 engine had
less than 300 hours on it since new and
was installed by the RAF just prior to
returning it to the States in 1943. They
apparently thought the airplane was for
night operation because the entire en-
gine and accessories were painted dull
night fighter black. The engine ran like
the proverbial sewing machine but used
about a gallon of oil a day setting in the
hangar. The seals had dried and were
incapable of holding oil where it was
supposed to be. The engine was built
before O-rings were invented so the
cylinder base seals were of gasket mate-
rial. After sweating the oil problem,
another engine was installed. That is
another story for later.
The original electrical system con-
sisted of a 20 amp Eclipse generator (!)
and a 12 volt battery. One landing light
consumed about 40 amps by itself! The
50 amp Jasco alternator and a complete
rewire of the system put us into the
modern world. The factory installed
starter switch was right out of Henry
Ford's Model A factory. Mash down
with your left heel and hope it didn't
slip off. While we're talking about Ford
parts, the pilot's side window will crank
up and down, compliments of another
Model A part-the window mecha-
nism. It still works good too! Inciden-
tally, this 20 amp generator weighed in
at 20 pounds, including the control unit
which is a watchmakers delight-all
mechanical with the prettiest springs
and interlocking electro/mechanical de-
vices they could dream up 50 years ago.
Our test flight came about one and
one half years after the restoration be-
gan. It was kind of soul satisfying to see
smoke come from the exhaust stacks on
the initial engine start and to get a good
mag check on the first try! Since that
day in February, 1992 we have become
quite well educated on the whimsies of
old, round Lycoming engines. The re-
placement engine was a 100 hour
SMOH and it presented oil tempera-
ture problems which required removal
and overhaul, all due to a badly worn
master rod bearing. Initial oil pressure
was good until the oil temp got up to
normal operating range (140 degrees)
and then the hotter the oil got, the lower
the oil pressure dropped and the lower
the pressure dropped, the higher the
temperature became until both pres-
sure and temperature were at the red
lines and we were at our max pucker
factor. We tried a new oil pump and oil
pressure regulator. We installed two
types of oil coolers which helped but
didn't cure the problem. We learned
about oil transfer sleeves and associ-
ated rings. We about wore Steve Curry
(of Radial Engines Limit ed) to the
limit. However he was very knowl-
edgeable and patient and helpful , and
was able to come up with the final solu-
tion of the out of tolerance master rod
bearing. So now our piece of aviation
history is running like a charm and flies
like a dream. It still cruises at 125 mph
like they did in the 1930s and it likes
gasoline, about 16 gallons per hour, but
if you like the sound of a round engine
and the smell of aviation fuel and oil,
and can stand low cruise speeds and
love the looks of big gullwings, then this
is the ultimate bird from the GOLDEN
When thePOWER goes DOWN,
the NOSE goes DOWN,
RememberthatTURNS and
Plan eachtakeoffwith a
firm resolve:
by Dick Hill
During recentyears,verylittle at-
tentionhasbeenfocused onthistype
accident. Theaccidentscontinue,we
arelosingfriends and aircrafttooof-
ten. TheFAAfocuses little attention
in thisdirection- somesmalleffortis
exerted duringflight testing, and
somesmall influe nce is used in the
suggestions for theBiennialFlight
in ourcurrentliterature.
Asa resultoftwo recentaccidents
involved, flown bypersonalfriends,
oneonwhichwasfatal accidentand
theothernearlyso,I'vewritten the
followingin thehopethatitcanhelp
youidentifythis typeofsituationbe-
fore it tooclaimsyouasavictim.
Theprobablescenarioin thistype
ofaccidentis asfollows:
The engine had been running
roughin the past,butjustbeforethis
When reachingthe treetops,it
startedtomissa bit.
(Remember, thiscan happen in
Eve n when everything is going
good,the rateofclimbwill notbeex-
- theairspeedwill below,andifthe
speedwouldrapidlydiminish. Then,
in abouttheamountoftimeit takes
to read this, the STALL SPEED
would bereached and no airspeed
Whilethisis takingplace, thepilot
(Thisis a very naturalurge,a very
classic situation that I call, "the
toreturntothenormal. It is natural
tolandontheairport- noonewants
to land in a fie ld. It takesa firm re-
solvetoresisttheurge toturnback.)
A turnwouldbe started,butbeing
so low,thepilotwould notwant to
lowerthewing and possiblysnaga
1.  Theplaneis slow!
(Holdthe nose up!)
2.  Theplane is low!
3. Can'tlowerthewing!
(Holdthewingup! )
4.  Havetoturnback!
(Pushitaroundwith therudder?)
Theseare theexactstepsthatare
SPINTRAINING. In training,itis
doneata highaltitudeand then the
SPIN RECOVERY is taught after
thespinis established.
In the case ofan unintentional
SPINatlowaltitude,recoveryis only
possibleaftera lengthystayin theIn-
Eachyearwe readaboutseveralac-
cidentsofthis type. In somecasesthe
all toooftenthe results oftheSPIN
aresuch thatthereis no tripto the
ICU,onlyto thecemetery. Inatten-
tion toproperprocedures,toooften,
resultsin fatal accidents. Mostall of
theseaccidentsarefully preventable.
Please review the causes of
In the "old days," pilots were
Wearestill flying thesametypeof
airplanes,with thesametypeofen-
gines, with thesametypeofproblems
lawsofGravityareresisted. ...
A "Mint" Contemporary Class 
by Norm Petersen
One meets the nicest people in this
aviation business and while looking down
the line of antique and classic airplanes at
EAA Sun 'n Fun '95, I spotted the tall
tail of a pre-1960 Cessna poking above
the rest of the polished airplanes. Mov-
ing closer, the paint scheme on the air-
plane clearly identified it as a 1958 Cessna
172 with Canadian registration, C-FDGS.
The pretty airplane' s owner, John Van
Lieshout (EAA 414941 , AIC 23086) of
Toronto, Ontario, Canada, was answer-
ing questions posed by several bystanders
- as rapidly as he could. Everybody
wanted to know how a 37-year-old air-
plane could look so close to factory new!
For John Van Lieshout , the answer
was quite easy - he is the same age as the
airplane - and look what fine shape he is
in! It was fun to listen to John expl ain
the background of the 172 with his pre-
cise wording and his very becoming Ca-
nadian accent (out and about). A true
gentleman and a man of many talents,
John is one of those rare people who
stumbled into owning a really unique
piece of aviation hi story and suddenl y
found the spotlight to be directed at him.
He wears the illumination very well , I
might add.
John was born in London, Ontario, on
August 8, 1958, of Dutch parents who
had emigrated to Canada in the early
1950's. As a youngster, he was inter-
ested in alI things mechanical and was al-
ways building model airpl anes. Even pa-
per airplanes drew his attention in school
and he readily admits that if he had been
the teacher, he would have thrown John
Van Lieshout out of class on several oc-
casions. However, John did excellent
school work and his teachers had infinite
patience with the young lad who was con-
sidered by his classmates to be the class
At age 21, John had his first airplane
ride in a huge Air Canada 747 airliner
and was completely thrilled with flying.
In the next few years, his theater avoca-
tion turned into movie production work
which produced just enough extra in-
come to afford flying lessons. He began
flying at Toronto City Center Airport
(called Toronto Island Airport in those
days) with Central Airways. On the day
of his first cross-country solo, he called
up the school for a takeoff time and was
informed it had gone bankrupt - no air-
planes were alIowed to fly!
It was several months before John
managed to gather four partners and pur-
chase a Cessna 150 at Thunder Bay, On-
tario. With this airplane, John was able
to earn his Private ticket, his night rating
and Commercial license. As John says,
"I've never used my Commercial ticket,
but I just wanted the extra training. Be-
sides, being in the film making business,
it's a nice little item to have if you have to
do some aerial photography."
Later that same year (1991) , John be-
gan looking for an older 172 or similar
airplane. Spotting a tiny ad in a Cana-
dian aviation paper that said, "1958 172,
$17,000" John called up the person, who
turned out to be a broker in Camloops,
Be. The airplane was located in Fort
Simpson, way, way up in the Northwest
Territories - miles from nowhere, how-
ever, in two wee ks it was to be flown
down to Camloops. It was still too far
away for John. But then a funny thing
happened. John' s mechanic, Bill Davies,
mentioned he was going on vacation for a
couple of weeks to (of all places) Cam-
loops to visit relatives. Arrangements
were made to have Bill inspect the 172,
which had been ferried nearly 900 mil es
south from Fort Simpson, NWT, to Cam-
loops, BC
(Above) Cruising along over the great
state of Florida, John Van Leishout
brings the 172 in close for the camera.
Note the antennae poking up from the
fuselage and the large rotating beacon
on the top of the fin. This was deluxe
transportation back in 1958.
(Left) John's neat wheel covers on the
6:00 X 6 wheels match the colors of the
airplane exactly.
The phone call from Bill Davies was
quite a revelation, "I can't believe this
airplane. The compression is so incredi-
ble. It's the original engine. The paint
looks original. I mean, it' s just wonder-
ful." In no time at all, John negotiated
the purchase (sight unseen) and with a
pilot friend, John McMurttrey along for
company, flew the airlines to Camloops
and prepared for the long fli ght (over
2200 miles) back east to Toronto.
Flying east over the Canadian Rockies
in the 172 was an unforgettable experi-
ence. Neither pilot had ever flown over
rugged mountains before and the fantas-
tic scenery used up most of their camera
film. John Van Lieshout says, "This was
the most spectacular trip I had ever done
in my entire life. I had a lump in my
throat. The feel ing was just overwhelm-
ing. I can now understand why people
want to fly to Alaska, etc."
Once past the huge mountains, the
pair noted the flat prairie terrain of Al-
berta and Saskatchewan which gave way
to the woods and lakes of Ontario. The
long cross-country trip required three
days and ended on the parking ramp at
Toronto - with two very tired, but happy,
The history of Cessna 172, N8534B,
SIN 36234, goes back to when it was built
on November 11, 1957, and when it was
first sold to Earl Lloyd Danielson in the
tiny town of Ferdig, Montana, on May 11,
1958. Fourteen years later, in early 1972,
the 172 was imported into Calgary, Al-
berta, with 1103 hours total time. The
"N" number was de-registered and a new
Canadian registration of CF-DGS was al-
located. (Note: The Canadian Interna-
tional call sign was "CF," with three let-
ters following, for about 45 years before
it was changed to "C," with four letters
following, in the mid '70s. Hence our
subject 172 became C-FDGS with the
new system.) The Cessna was sold to a
man in Fort Simpson and was stationed
there for a number of years with a brief
stay at Yellow Knife, NWT, on Great
For those lucky enough
to remember 1958, this is
exactly the way the panel
looked when this air-
plane came off the fac-
tory line. The Narco Su-
perhomer Mark IV cover plate with its "whistle stop
tuning" receiver was the latest word in navigation in
those days. With the cover removed, the new radio and
transponder come into view.
A total of six or seven own-
ers operated the airplane from gravel
runways and unimproved landing strips
in the summers with flights being made in
the winter from frozen lakes and even
country roads. The farthest north DGS
was flown was to a place called Rigley on
the Mackenzie river to deliver supplies to
an oil rig approximately 200 miles south
of the Arctic Circle.
It is quite evident that the 19 years
that DGS spent in the cold, dry climate of
the Northwest Territories helped consid-
erably to inhibit corrosion and delay the
"aging" process that all airplanes en-
counter. In addition, the excellent care
that Earl Lloyd Danielson lavished on
the airplane while he owned it for 14
years in Montana also contributed to the
unusually healthy condition the Cessna
exhibits today.
Since he has owned DGS, John Van
Lieshout has devoted much of his spare
time to buffing and polishing the bare
aluminum and painted surfaces of the
aircraft. In addition, he has installed a
new carpet, a new (one-piece) wind-
shield and a second venturi for running
the instruments. Using the original seat
coverings, John was able to re-stuff the
seats to original configuration. The in-
strument panel was refurbished to orig-
inal condition including the original
Narco Mark IV Superhomer face plate
which covers the GPS and NavCom
equipment whenever the airplane is
placed on display.
Perhaps the most amazing item on the
aircraft is the factory original paint. Spe-
cial items like the spinner and the ven-
turies as well as areas of hangar rash,
have been color matched and carefully
repainted. Overall, DGS looks pretty
much like she did back in 1958 when it
left the factory and went to Montana as a
new airplane with the registration,
At EAA Sun 'n Fun '95, John's beau-
tiful Contemporary Class 172 caught the
judge's eye in the bright Florida sun and
they seemed to stop to look at it on a
regular basis - both inside and out. Ap-
parently the visits were not in vain as on
the final evening of the fly-in, the
awards ceremony loudspeaker rang out
with the name, John Van Lieshout,
Cessna 172, C-FDGS, winner of the
Most Original Award in the Contempo-
rary Class.
Suddenly, the hours and hours of ded-
icated labor on polishing, painting and
fixing up the 37-year-old airplane didn't
seem nearly so hard on the muscles and
body joints. It's funny how a "pat on the
back" makes the work seem so much
Congratulations to John Van Lieshout
for winning the Most Original Award at
Sun 'n Fun '95. It was an award well de-
served. We look forward to visiting with
this friendly and affable Canadian pilot
on many future occasions and we wish
him the best of luck while enjoying his
immaculate Cessna 172, C-FDGS. ....
Great Lakes
Zac and Doris Howard's
Hammond 100
by H.G. Frautschy
The early days of aviation are filled
with stories about airplane designs that
went through several manufacturers dur-
ing their production lifetime. The eco-
nomic realities of aircraft production
meant that all too often a manufacturer
would go broke before he could build
enough airplanes to make a profit, or
other money matters would make the
sale of a company the prudent avenue to
pursue. Sometimes, the simple act of
copying a successful design was employed
to put an organization in the aircraft
building business.
The Hammond 100 is one of those
1930's era biplanes that has a convoluted
lineage. First conceived by the engineer-
ing staff and students at Parks College in
East St. Louis, IL, the Hammond 100 had
started as the Parks P-l in the spring of
1929. But its direct ancestor was the
Kreider-Reisner C-2 Challenger. One
March day in 1929, Parks student Charles
Ritsch was assigned the task of painting
the Parks insignia on the tail of the new
C-2 now stationed on the Parks airport.
No other changes were made to the air-
frame of that airplane.
As researched by Parks College stu-
dent and author Terry Bowden (EAA
389420, AIC 17353), and detailed in an
article in the December 1991 issue of
Vintage Airplane, there were four more
C-2's purchased by Parks to serve as the
starting point for their own design. The
first was dismantled to serve as patterns
for jigs and structural tests, and the other
three were then modified to become
Parks P-ls. The engineers and mechanics
at Parks didn' t just copy the C-2 design -
they improved it by moving the radiator
from in front of the pilot's face on the top
of the fuselage to below the cowling, just
forward of the landing gear. A new oil
dampened shock absorbing tail skid was
also employed. The engine was now a
"Parks Super OX-5," a Curtiss engine
modified by Parks Aircraft, Inc. The ex-
act nature of the changes made to the
Curtiss engine is not known, and any in-
formation our readers can add to that
mystery would be appreciated.
Early P-l 's still used the "hay cutter"
style of straight axle landing gear without
brakes, but later examples had a split axle
type gear, and included Bendix brakes.
The P-l had a wingspan of 30'1" with a
length of 24'1", and weighed in with a
gross weight of 2078 lbs., all for a price of
$3,165.00 during the summer of 1929.
Students in the Parks Air College me-
chanics program were used to help build
up the airplanes, learning the arts of weld-
ing, woodworking and covering in a prac-
(Left) The instrument panel of the Ham-
mond has an Elgin compass as its cen-
terpiece, and also features an early ser-
ial numbered Kollsman non-sensitive
altimeter (SIN 45). The forward cockpit
has SIN 46 Kollsman altimeter installed.
The brakes are actuated by small toe
pedals mounted on the outboard ends of
the rudder pedals.
tical way as the P-1's and its higher pow-
ered sister ship, the P-2, worked their way
down the assembly line. While it may
seem logical that the Parks airplanes
would immediately find themselves on
the flight line at the college, Parks contin-
ued to use Travel Air biplanes to a great
extent even after the production of the
Parks airplanes had started. It may very
well be that the timing of the airplane's
production and the Great Depression
may have had a big part in how those
plans never fell into place. Only a few
short months after production of the
Parks airplanes had started in earnest, the
stock market crash of 1929 created a twist
in the fortunes of Parks Air Lines, inc.,
the parent company of Parks Air College
and Parks Aircraft.
Detroit Aircraft, Inc. gained a control-
ling interest in Parks Air Lines in the tur-
bulent times after October 29,1929, mean-
ing that for Parks to use a P-1 or P-2 on
the flight line, it would now have to go to
an outside manufacturer to purchase the
airplanes that still bore the Parks name.
Detroit Aircraft was a holding com-
pany that had, among its various compa-
nies, the Ryan Aircraft Co. During 1930,
after reorganizing its holdings, the offi-
cers of Detroit Aircraft decided to merge
the Ryan and Parks concerns, with the re-
sult that the-P-2 was to be produced in
Detroit as the Ryan "Speedster." A total
of six Ryan P-2A Speedsters were built
before Detroit Aircraft was forced to
close its doors in 1931. As an aside, Oliver
Parks was able to regain control of his
flight school and college, but he would
never again enter the field of aircraft pro-
After the demise of Detroit Aircraft,
Dean Hammond, a young aircraft de-
signer from Ann Arbor, MI, was able to
purchase the production rights, drawings
and tooling for the Parks series of bi-
planes from the now-defunct firm. Dean
B. Hammond was the president and Gen-
eral Manager, and he had mechanic/pilots
Galey Alexander and Erwin Skocdopole
as part of the Hammond Aircraft Corpo-
ration, Ypsilanti, MI. By June 25, 1932,
they had built their first airplane, which
they dubbed the Parks P-1H. A number
of changes had made the new P-1 series a
shadow of the original P-l. The rudder
was now squared off, and on the other end
of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5. A
tail wheel was now standard, and the land-
ing gear was markedly different. A wide
stance (100 inches) split axle gear was now
used, dampened by a pair of air/oil spring
struts. A new name for the airplane was
also in order - it was to be called the Ham-
mond 100.
Production of the Hammond 100 could
never be described as brisk. A total of 6
of the biplanes were built between 1932
and 1935, when Hammond closed down
the plant.
By then, he was busy working on a de-
sign for the Bureau of Air Commerce's
"$700 Airplane Contest," an airplane with
a radical new look that piqued the imagi-
nation of many of the general public who
would be interested in flying an airplane.
Later work by Hammond and his chief en-
gineer, Carl Haddon, with the assistance
of Lloyd Stearman, resulted in the pro-
duction of the Hammond Y, Y-125 and Y-
1-S series of pusher configured low wing
airplanes by the Stearman-Hammond Co.
of San Francisco, CA.
In later years, Dean Hammond re-
turned to the Midwest, settling in Michi-
gan. One of his neighbors was Wendell
(Above) From EAA's Radtke collection,
this shot of the Hammond 100 shows the
full exhaust collector used on some
Kinner K-5 engines, as well as a set of
Grimes navigation lights and the
generous width (100 inches) of the
landing gear. You can also see what
appears to be aileron gap seals on both
the upper and lower wings.
(Below) A long stroke split axle landing
gear helps soak up the bumps and jolts
of grass fields. The wider stance of the
P-1H helped improve its ground handling.
Carr, and the two became acquainted. At
one point, Wendell had the framework for
five Hammond fuselages and the plans for
the airplanes as well. As an enthusiast,
Wendell did much to preserve the history
of the Hammond 100, and after Dean's
passing, his knowledge and interest was all
that kept the memory of the airplane alive.
During the 70s, Wendell collected
many parts and pieces of various Ham-
mond 100's, keeping many of them in his
friend Zachra Howard's hangar. A few
changes in his personal life eventually led
Zac to ask Wendell what he was going to
do with the Hammond project. Knowing
he probably was not going to be able to
restore it, he said that he would be inter-
ested in selling it, but only to someone
who would restore the airplane.
"I will," was Zac's reply.
A few weeks later they agreed on a
price, and the Hammond project was Zac's
to complete. After the purchase in 1983,
Zac and his wife Doris took stock in what
they had.
The fuselage they owned was one of
the few lOGs built, SIN 204. It consisted of
rusty steel tubing, rotten wood good only
for patterns, and other odd pieces and
parts. Not everything was there - as the
restoration began, they kept finding pieces
in unusual places. At one point, the fire-
wall was found acting as a patch on the
side of a barn! While not any good as a
firewall, it made a good pattern.
The engine mount was found with a set
of casters mounted to it, and a seat at-
tached where the engine would be bolted.
It made a dandy roll-around seat, but the
Howards felt it would work better in its
original application, so they were able to
bring it home to Ypsilanti.
The fuselage was in reasonably good
condition, although the aft end of the
Hammond needed some tubing replaced.
Oramel Rowe (EAA 17378, AIC 12007)
of Stockbridge, MI was enlisted by Zac to
do the rework, replacing a couple of tubes
at the tailpost.
The cowling was in equally rough
shape, and was only good for patterns,
but between the originals and the set of
prints that came along with the project, it
was possible to make a new set of cowl-
ings exactly like the originals. Zac cred-
its the late Pard Diver, of Meyers Air-
craft fame, for the excellent work done
on the new cowl and other fuselage sheet
metal. Zac recalled that Pard seemed
anxious to complete the project's sheet
metal, all the while reminding Zac that
the two of them weren't getting any
younger. Only six months after finishing
his work on the Hammond, Pard Diver
passed away.
One of the most remarkable finds while
Wendell Carr and the Howards were gath-
ering parts was the discovery by one of
Dean Hammond's nephews of the original
paperwork for the Hammond 100.
Parks College does not have a set of
prints for the Parks series of biplanes, nor
does the Smithsonian or the FAA. Re-
markably, not just one but four sets of
original blueprints were found, the actual
sets used by Dean Hammond and his
craftsmen to build the Hammond 100s.
The blueprints were intended for use by
the design, engineering production and fi-
nal inspection "departments." The prints
are dated starting in 1929, and end with
Hammond drawing and revisions dated
1932. Also found was the original stress
analysis, as well as the original bill of sale
to George Downs, whose son now works
for the FAA in Oklahoma City. The elder
Downs sold the airplane in the early 1940's
as war broke out and civilian airplanes
were grounded. Finally, included with the
papers is the original CAA Type Certifi-
cate! Add a set of jigs, tooling and an ap-
propriate engine, and you could go into
the biplane business!
The wings on this Hammond are com-
pletely rebuilt. An all wood structure,
new I-beam spars had to be routed and 84
wing ribs needed to be made. Zac sat
down each evening and turned out a new
rib each night, and after three months, a
full set of ribs were ready to be assembled
to the spars. The Hammond 100 has
ailerons on each wing, one of the differ-
ences (besides engine power) between
the 100 and the Parks P-2, which had
ailerons on the lower wing only. Even
with the four ailerons, rolJ response must
have been a bit on the sluggish side, since
contemporary photographs of the Ham-
mond 100 have shown the use of aileron
gap seals, in an effort to improve the
aileron response.
The instrument panels were surpris-
ingly complete, including a pair of Kolls-
man altimeters, marked with SIN 45 and
46 and an Elgin compass. Along with the
others instruments, all were rebuilt by
Great Lakes Instruments, overhauled,
yellow tagged and then installed in the
new panels.
Care was taken during the restoration
to use the proper hardware during the re-
build. Where there were castelJated nuts,
plastic insert nuts were not substituted -
only a drilJed AN bolt and cotter pin were
used to safety the nuts.
There were only two changes made to
the airplane that are not original - the use
of the Ceconite 7600 process to cover the
airplane, and a change to the exhaust con-
figuration on the Kinner K-5 engine. Un-
able to find an exhaust collector system
for their Kinner (and you thought colJec-
tors for Wrights were tough to come by!),
the Howards had to use single Kinner ex-
haust stacks on each cylinder. If anybody
can come up with a lead on an exhaust
collector, I'm sure Zac and Doris would
like to hear from you. A 100 hp Kinner
K-5 was built up for the Hammond, after
Zac investigated using the more common
125 hp Kinner B-5 or B-54. The paper-
work required to change the engine instal-
lation discouraged him from making the
change, so the K-5 model was kept , al-
though the engine that came with the pro-
ject was unusable. A K-5 that had 10
hours on a major overhaul was bought
from a restorer in Texas.
The brake system is the original blad-
der/expander type brakes, and it also has
the original tailwheel, including an origi-
nal Western Union Telegram from Ham-
mond certifying the use of a steerable tail-
wheel on the airplane.
The wings on this Hammond are com-
pletely rebuilt. An all wood structure,
new I-beam spars had to be routed and 84
wing ribs needed to be made. Zac sat
down each evening and turned out a new
rib each night, and after three months, a
full set of ribs were ready to be assembled
to the spars. The Hammond 100 has
ailerons on each wing, one of the differ-
ences (besides engine power and other
airframe changes) between the 100 and
the Parks P-2, which had ailerons on the
lower wing only. Even with the four
ailerons, roll response must have been a
bit on the sluggish side, since contempo-
rary photographs of the Hammond 100
have shown the use of aileron gap seals, in
an effort to improve the aileron response.
Advancing age and the health prob-
lems that can sometime crop up during
that time in one's life began to affect Zac
as he worked to complete the Hammond,
but it never occurred to him to stop - the
project had become a strong reason to get
up each morning and take whatever the
day had to offer. Eight years after buying
the project in 1983, the Howard was com-
pleted and test flown in 1991.
Except for the hot summer months,
Zac and Doris now reside in Florida,
where the weather is kinder to Zac's lungs.
No longer able to hold a medical certifi-
cate, he nonetheless enjoys flying the
Hammond with his friend Joe Araldi
(EAA 70897, AlC 9081) who serves as pi-
lot-in-command. Doris is also an avid
rider in the Hammond, enjoying the fruits
of her labors on the old biplane as it flies
over central Florida with Joe at the con-
trols. Still , Zac and Doris have decided
that it is time for someone else to own and
fly the P-1 H, so it is up for sale. You can
call them in Ypsilanti, MI until the end of
September at 313/487-2180. Their florida
phone number is 9411683-1757, and they
expect to be there by mid-October.
As the last of its breed, the Hammond
100 (Parks P-1H) restoration has proven
to be a rejuvenator and common bond
for Zac and Doris Howard that has
helped them bridge the bumpier parts of
life. Vintage aviation can have that cohe-
sive effect on folks who share their lives
with one another - it's often the reason to
keep going when life drops a rock or two
in the road. The pride the Howards can
feel when they look at the restored Ham-
mond 100 IS only part of the story. It's
the time they spent together working on
the project that has the most meaning in
their lives. ...
Pam  Barker's 
This story on  the restoration of Waco  RNF, N663Y,  was contributed by Pam 
Barker (EAA# 483575) of Germantown, NY, who happens to be an airline pilot 
by trade and a co-director of the Old Rhinebeck Aerodrome (Cole  Palen's legacy) 
along with her  director husband, John  Barker.  We had a chance to meet this
lauely young couple in  the spring of 1994, when  they visited EAA headquarters 
by Pamela  Barker 
Germantown, New York
This Waco RNF, NC663Y, SIN 3356, is
powered with a Warner 145 hp engine. It
was built in 1930. The paint scheme is an
original custom scheme copied from
Wayne Hayes' flying RNF, NC11254, SIN 
3457. His airplane was ordered from the
factory in these colors by its original
owner, Speed Hanzlik. NC663Y was orig-
inaUy blue and silver and powered with a
125 hp Warner. It was used in Texas for
instrument flight training in the CPT pro-
gram in the early 1940's. NC633Y has
only 625 hours total time, as it sat idle for
many years after a landing accident that
damaged the landing gear and engine
mount. It was purchased by Wayne Hayes
in the 1980's, who planned on restoring it
for resale. Wayne agreed to sell me the
basket case in 1989.
Five years later, I test flew the airplane
on August 24,1994. I did the restoration
myself with a considerable amount of help
from friends and my husband, John
Barker. He did the necessary welding for
the landing gear repairs and the 145
Warner engine mount. In addition, he
provided the expertise for the engine
overhaul and a great deal of misceUaneous
help along the way. Ken Cassons did the
welding on the new aluminum oil tank
and helped out with a supply of Warner
parts. Karl Erickson spent a lot of time
wet sanding and helped with the wood-
work on the new wings. Roger Story pro-
vided many of the Waco parts that I
thought I had - but didn' t. Thomas Beck
relinquished the "N" number from his Ag-
cat as the Waco had been de-regist ered
to update us on the operation of Old Rhinebeck Aerodrome.  (See  SPORT AVIA-
TION, May, 1994, pp 70)  The  real joy was  meeting Pam and John  Barker and 
discauering  two very delightful antique airplane aficionados who  "practice what 
they preach."  - Norm  Petersen 
for many years. Kevin Murray built the
exhaust and carburetor heat system from
scratch using original drawings and some
sketches. Hannon Dickerson and George
Olson supplied the overhaul parts for the
engine. The aluminum nosebowl was
made by Georgia Metal Shaping with
some help from Bob and Barbara
Kitchens. The side cowls are fiberglass
and were constructed by Orville
Williamson. Tim Salisbury dynamically
balanced the engine. Harrison Engine re-
worked the valve seats and guides. AI
Va sac did some pretty fancy soldering on
one of the terneplate fuel tanks and many
other friends provided a helping hand,
gave advice, and loaned me tools, materi-
als and parts when I needed them.
The fuselage of the airplane was virtu-
ally undamaged. It still had the original
throttle-brake mechanism along with aU
of the cables, pulleys and fittings for me-
chanical brakes. Many people told me
that I would be very frustrated with this
arrangement and would probably end up
tearing it aU out to put in hydraulic brakes
that worked. Just in case you are unfamil-
iar with this brake system, the throttle
lever moves fore and aft as is conventional
for the throttle. The lever also pivots in-
wards towards the center of the aircraft
for brake activation. Everything is inter-
connected with the rudde r pe dals by
means of cables and pulleys so that if one
rudder pedal is ahead of the other, more
braking action is applied to that wheel. If
the rudder pedals are neutral , equal brak-
ing is applied to both wheels. It sounds
complicated, and I spent a lot of time
thinking about it as I was restoring the air-
plane. All of the potential problems that I
anticipated simply were not a factor. The
brakes work better than any other antique
airplane brakes that I have experienced.
And the throttle arm brakes are very nat-
ural to use. The instrument panel insert
had been modified to accommodate an at-
titude indicator and sensitive altimeter.
Other than that, the panel was still com-
plete and original. I used aU of the origi-
nal aluminum cockpit combings, side pan-
els and head rest, so there are a few
residual dents.
The Waco weighs 1316Ibs. empty with
a gross weight of 19381bs. With 32 gallons
of fuel, five gaUons of oil and a passenger
on board, there is still plenty of room for
baggage. Of course, if planning a cross-
country of any length, a good deal of that
space is taken up by tools, a grease gun for
the rocker arms, extra engine oil and an
oil squirt can for the valves.
The airplane is kept at Columbia
County Airport in Hudson, New York. It
currently has 15 hours on it since rebuild.
There are a few little things to finish up as
there probably will always be. Right now,
I'm trying to locate a short starter drive
for the Warner engine . It likes to kick
back when propping and I am a littl e on
the short side, so a starter would help in
venturing a little further from home base.
On June 21 of this year, my father, who
is also a pilot and airplane restorer, and I
took off for the Waco Fly-In at Wynkoop
Airport in Mt. Vernon, Ohio. It was the
first time I had ventured away from the
open fields of the Hudson Valley. We
flew nortb on the first leg of our trip, hop-
ing to avoid most of the Catskill moun-
tains. There were still some lingering
clouds in the hills at six o' clock in the
morning that caused us to modify our
straight line course. But even with my
very rusty dead reckoning skill s, we still
managed to find Cooperstown, New York.
I didn't, however, have time to use the
handheld radio or the intercom with head-
sets. When I packed all of that stuff, it
didn't occur to me that while one hand
would always be on the stick, the other
woul d be required to keep the sectional
chart from flying away.
Cooperstown Westvi ll e Airport is a
tai ldragger paradise. They have a 2300
foot long beautiful grass strip that is plenty
wi de with excellent approaches. After
topping off with 80 octane fuel, we taxied
out for takeoff and noticed some bl ack
puffs of smoke coming from the short ex-
ha ust stacks. Well , I had just installed a
fres hl y overhaul ed carburetor and sus-
pected that the idle mixture may not be
set j ust right. We took off and headed
(Continued from page 6)
"The aircraft was named 'Rambler' by
the wife of Toronto's mayor at Cartierville
on the 29th of September.
"'In December 1928 control of the Reid
Aircraft Company was purchased by the
Curtiss Aeroplane &  Motor Company and
it was renamed the Curtiss-Reid Aircraft
Company. A production list in the main
source used, Molson &  Taylor's 'Canadian
Aircraft since 1909' gives 45  production
aircraft in addition to the prototype. A
headrest and fairing were added for produc-
tion machines and excepting on early pro-
duction aircraft, Friese ailerons and a fin
and unbalanced rudder were fitted . Stan-
west towards Penn Yan, NY. The engine
wasn' t sounding just right , in fact , I think I
heard it skip a few times. Back we went to
Cooperstown to take a look.
The engine was really running rough
by the time we made it back into the pat-
tern. With a conservative approach and a
barnstorming slip, punctuated with a back-
firing engine, we touched down safely on
the grass. The spark plugs were covered
with black soot, so we cleaned them with
my toothbrush and some gas. After check-
ing the carburetor for leaks and adjusting
the idle mixture, we agreed that the en-
gine sounded like it woul d stay running,
but decided the old Waco may not be
ready for the long trek to Ohio. We took
off and climbed up to altitude over the air-
port, t hen t urned east and headed for
home. As soon as I brought the engine
back to cruise RPM, it started backfiri ng
and falteri ng. Well , we were beginning to
become regulars at the Cooperstown Air-
port by now.
The field is run by John and Mari e Pe-
ters and t here is a nice littl e cafe run by
Mar ie's pa re nts th at feat ures a grea t
breakfast and lunch. We could not have
chosen a better place to troubleshoot and
repair the airplane. They provided us
with a ride to town, a list of places to stay,
all the tools and lights that we needed for
our work, a hangar and a good deal of old
fashioned hospitality. My husband, John,
drove out with the extra carburetor that
we had set out for emergency needs. In
the next 24 hours, we met several people
who worked at the airport or lived nearby.
Everyone was really helpful. The adven-
ture we got was not the one we had
planned. We did find out that aviation
people are still like they were in the old
days, ready to help their fellow pilots and
mechanics and forever ready to drop the
routine of work and join in the adventure.
Most of the ti me these days our equip-
ment is so reliable, that we breeze in and
get fue l and are on our way before we
have the opportunity to meet anyone.
In case yo u're wo nderi ng what we
fo und, it was a loose seat on the econo-
mi zer valve in the carburetor. After the
second return to the airport, the entire air-
plane was engul fed in black soot when it
ran. Someone said it looked like it was
running on coal instead of 80 octane fuel.
Peter Bowers, of Seattle, WA kindly sent along these two photos of the Rambler. 
(Above)  An early Curtiss-Reid Rambler with A.D.C. Cirrus II engine turning a right-
hand propeller.  Note the absence of vertical fin and the retention of the original trian-
gular-chord ailerons.  In January 1929, Canadian registrations changed from G-CA to 
a new series starting with CF-AAA. 
(Below)  A later production Rambler with vertical fin, straight-chord ailerons, leading 
edge slats, and a  100 hp De Havilland Gypsy engine turning a left-hand propeller. 
Note the vane-type airspeed indicator on the outer wing strut. 
dard powerplant was the 90 hp Gipsy [.
The last development, the Rambler III, had
considerable redesign and an inverted 120
hp Gipsy III. [hope that all makes sensei"
G.A. Doten, Guelph, Ontario, Canada
pointed out in his answer that the last
Rambler built was built in 1937, and reg-
istered as CF-BIB. It was actually a re-
build of CF-ABR with a new fuselage.
Other answers were received from
Charley Hayes, New Lenox, IL; Robert
Wynne, Mercer Island, W A; Vic Smith,
Uxbridge, Middlesex, England; Ralph
Nortell, Spokane, W A.  ... 
------------------------------- by Norm Petersen 
Dick Simpson's Fleet 16B
These photos of a rece ntly restored Fleet 16B,
NC41DJ, SIN 635, were sent in by owner Dick Simpson
(EAA 92944, A/C 1568) of Birmingham, AL. Finished in
Ceconite and butyrate dope (AN yellow a nd Dakota
black), the Fleet is powered with a Kinner R-55 of 160 hp,
swi nging a wooden propeller. The paint scheme is the
same as the airplane displayed from 1941 to 1943 at the
Royal Canadian Air Force training station #17 at Stanley,
Nova Scotia. Once mustered out of service, the Fleet
spent a number of years in Mexico as
fore coming to the U. S. in 1978 in a
derelict condition. The rebuild took
three years (1992 to 1995) with needed
parts coming from Canada, Mexico
and six states in the U. S. Dick re-
ports the Kinner engine was over-
hauled by Hugo Bartel (EAA 92801,
A/C 2067) of Williamsburg, P A, who
also made the fuselage top cowlings.
The pretty Fleet is based at Talladega,
AL, just east of Birmingham.
Jim Knights'Taylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185, SIN
9585, is Jim Knights (EAA 377639, A/C 18719) of Evans
City, P A. He purchased the pretty two-placer in April,
1994, from Jim Brandt (EAA 145320) of Birmingham,
AL. Brandt, an ATP, CFII, A & PIAl , even gave Jim ten
hours of transition training (60 takeoffs and landings) be-
fore all parties felt he was ready to fly the bird back to
Pennsylvania. The cross-country trip took two days and
the local EAA Chapter 45 gang (Rostraver Airport) was
just as excited as Jim to see the plane arrive. It was last
covered with Stits in 1972 and is in remarkable shape,
having been hangared all that time. Features include 24
gallons of gas (three tanks) with an EAA auto fuel STC
and a McCauley "Klip-Tip" propeller. Jim says, "Having
spent most of its 49 years in Alabama and Georgia, the
T-Craft has acclimated well to the northern climes! "
Milton Smith's Great Lakes Biplane
The photo of this pretty white Great Lakes 2-
TIE, N108CH, SIN 235, was sent in by owner Mil-
ton Smith (EAA 87167, A /C 4467) of River Vale,
NJ. The Great Lakes was built in 1930 as NCI1318
and in the 1960's, it was changed to N108CH by
Charlie Hillard, who owned it for a spell. The
Smiths purchased the airplane as a basket case
about five years ago and spent 4-112 years restor-
ing the pretty biplane to its present condition. The
first flight after restoration was in May of 1995.
The fully cow led engine is a 165 hp Warner and
the wheelpants look to be of Cessna origin.
John Reib's Stinson 108-2
This in-flight photo of a Stinson 108-2,
NC9818K, SIN 108-2818, which is the
pride and joy of John Reib (EAA 446304,
A /C 22994) of Stuart , FL, was sent in by
his good friend Richard Smith (EAA
127143, AlC 23759) of Franklin, PA. The
sharp looking Stinson was totally restored
from a basket case by noted Stinson re-
storer, Butch Walsh (EAA 95866, A/C
11988) of Arrington, VA, who gave the
old bird one of his famous original paint
jobs that really glistens in the sunlight.
Apparently someone else appreciated the
fine work done on the Stinson as it ran off
with the Classic Class II Award at EAA
Oshkosh '95! For an oldtimer like John
Reib, it was quite a thrill to come home
with the hardware. John Reib learned to
fly in this very same airplane way back in
1956 when it was purchased by Conair,
Inc. The Stinson was eventually totaled
in 1986 and the parts were found in Butch
Walsh's back yard! From there, the re-
build was begun. Prior to Oshkosh '95,
the Stinson was flown around the perime-
ter of the U.S. in 96 hours of flying time,
ending up at Oshkosh, WI. The entire
fli ght went very well and the old girl aver-
aged 9 gph for the trip. The Franklin en-
gine never missed a beat in spite of some
rather sharp comments heard on several
stops during the flight! There are
presently 530 Stinson 108-2 airplanes on
the FAA register and a total of 2319 Stin-
son 108 airplanes of all numbers.
Richard Smith's Monocoupe 90A
Parked in the morning sunshine is Monocoupe
90A, NC18056, SIN A765, which is owned by
Richard and Georgeen Smith (EAA 127143, A/C
23759) of Franklin, PA. Powered with a Warner Su-
per Scarab 145 hp engine, the Monocoupe cuts a
mean figure with the full bump cowling and original
metal wheel pants over the original lO-inch wheels.
Richard reports the Monocoupe was taken down to
bare metal and built up with 34 coats of hand rubbed
butyrate dope over Ceconite. The colors are Ten-
nessee Red and Canary Yellow. With an original
factory completion date of June 17, 1937, the pretty
Monocoupe features an electric starter and a wind
generator and has a total time on the airframe of
only 1500 hours.
Bill Fulgham's '39 Taylorcraft
This photo of a pretty pre-war T-Craft, NC23872,
SIN 1508, was contributed by owners, Bill and De-
lores Fulgham (EAA 237499, A/C 18437) of Van
Buren, AR. Bill reports the T-Craft, which started
out as a Model B with a 50 hp Franklin engine, was
ferried from the factory in Alliance, OH, to Waco,
TX, on November 16,1939, for use in Jack New-
land's Civil Pilot Training Program. After two
years in the CPTP, the T-Craft had 15 owners over
the years before Bill bought the airplane in 1981
and commenced a total rebuild. It was quite a sur-
prise to find the airframe was in perfect shape and
had never been bent in those preceding 42 years!
In 1957, the Franklin engine had been replaced with
a Continental A65-8, making the airplane a BC-65.
Bill has flown the T-Craft over 500 hours since the
rebuild and has visited a large number of the cen-
tral U.S. states in the pretty yell ow and red two-
placer. With a 74 X 46 cruise prop, the little speed-
ster indicates 105, although the GPS says an actual
95 cruise. Bill really enjoys the get up and go of the
lightweight pre-war model and admits it is a dandy
cross-country airplane for two people. ...
Working on a project of your own? Send your photos along with a 
short story on your airplane to:
Attn:  H.G.  Frautschy 
EAA Headquarters 
P.O. Box 3086 
Oshkosh, VV154903-3086 
nat ed, but I just could not be comfortable 
putting that airplane back in  the air with-
out knowing the condition of the structure. 
~   U C K
Off came  the fabric, and it  was  in  great 
shape.  But the rust on the  fuselage  frame 
and the bird nests, dead birds and  rusted 
steel fittings  in  the wings  made me  forget 
all  about my  concern about taking off a 
good fabric cover.  In  the  right wing, every 
bay outboard of the fuel  tank was  full  of 
nests, dry weeds and grass.  And that's 
my  point; depending on what you know 
about a strange airplane, removing a 
good fabric may be the best thing to do. 
by Buck Hilbert
I have another disassembled parts air-
EAA #21 Ale #5 plane whose  logbook says  the wings were 
P.O. Box 424 recovered with  Ceconite about 20 years 
ago  and never flown.  I  think  I'll do  the
Union, IL 60180
The events of Dec. 7,  1941  still continue to
generate letters - here's another concerning
Cornelia Fort:
Capt.  E.  E.  Hilbert, 
The Cornelia Fort subject continues to 
interest me very  much.  While  I agree with 
some of the  reports I must disagree with 
some that  I know to be untrue. 
March 29, 1940 to  April 27 ,  1940 I 
gave Cornelia  Fort eight hours dual and 
15  minutes solo, three takeoffs and land-
ings,  in  a  Continental 50 hp Luscombe, 
NC22051.  At mid-summer a  newspaper 
report and pictures showed me  present-
ing Cornelia Fort a  miller flying service 
diploma for  obtaining a  Private  License 
in  the shortest time ever for an any Berry 
Field student.  January 4,  1941  I  fl ew 
with  Cornelia Fort finishing  her  aerial 
acrobatic training in  a  Waco UPF-7 and 
celebrating her obtaining her  Commer-
cial rating.  During Cornelia's time  at 
Miller Flying Service she paid for  her fly-
ing time  with  personal checks.  I  was 
gone before March 1941  when Cornelia 
received  her Flight Instructor rating, be-
coming Nashville's first woman flight  in-
After instructing in  middle Tennessee, 
Cornelia went to Hawaii  and went to work 
as  a  flight  instructor for  Andrew Flying 
Service in  October 1941.  She was  in  the 
air  the morning of December 7, 1941  when 
Pearl Harbor was attacked. 
On my  scheduled leave  (April 21  - May 
3,1941) from  the Albany, GA Southeast 
Air Corps Training Center I  talked  with 
Cornelia at Berry Field  Nashville and she 
told  me  that she was  flying a J-3  Cub with 
a male student when she realized what was 
happening.  She stated that she half slow 
roll ed,  invert ed, back with  throttle and 
stick and dived straight down, very care-
fully  leveling out at  tree top level , return-
ing to the airport. 
Cornelia was  the second person to vol-
unteer for  the Woman's Auxiliary Ferry-
ing Squadron, late  in  October 1942.  She 
died  March 21,  1943 at the controls of a 
BT-13  that was struck by  a  fighter  near 
Merkel, TX,  at the age of 24.  Her logs 
showed more than 1,100 hours. 
The credits of the motion picture "Tora, 
Tora, Tora has a line  that reads "(An ac-
tresses name) .... Cornelia.  Also, the au-
dio during a shot of a Stearman is  "OK, 
Miss  Fort." 
Buck, will  you  please let me  know what 
you  are able to substantiate?  Thank you 
very much. 
J.  A. " Blackie" Blackburne 
3477 Parkview Dr. 
College Park, GA 30337 
As  I said, the civilian  aviation  activity 
that morning has  really created a lot of in-
terest.  We can all  imagine what it might 
have  been like  to suddenly find  oneself 
surrounded by  rising sun emblems on the 
sides of unfamiliar airplanes!  I'll bet the 
collective heart rates of all  those involved 
probably registered  on the Richter Scale. 
I'm sure the curiosity of what it  must  have 
been like that morning is  part of the rea-
son so  many seem to be curious about who 
was  flying  what airplanes and where on 
Dec. 7. 
Dear Buck: 
Your page in  the June VINTAGE AIR-
PLANE had an  interesting discussion  and 
some good  information.  I thought I would 
stick in  my  two cents worth and share my 
experience with you.  A few years ago I ac-
quired a disassembled Stinson 108-1  that 
had been in  that condition about eight 
years or so.  It had been stored both out-
doors  (next to  the bay in  Rhode Island) 
and indoors.  Although I couldn't confirm 
it,  I was  told it had been recovered about a 
year or so before it was  disassembled.  It
was  Ceconite in  pretty good  condition and 
I  felt  the finish  could have been rejuve-
same  thing if I have to use  them. 
Best regards, 
John G.  (Jack) Young 
EAA 18004, AIC 4516
2400 Arnsley Drive 
Herndon, VA 22071-2537 
Good thinking John - being prudent is  one
of the ways you can increase both you and
your airplane's longevity! Over to you.
Small talk makes the world go 'round
Radio communications
At the last  Board meet ings,  Dave  Ben-
nett showed me  the pictures he had taken 
when I was inducted into the Sport Avia-
tion  Hall of Fame Antique & Classic Divi-
sion.  I eagerly accepted  his offer to send 
me  a set. 
They arrived yesterday and in  with  the 
pictures was  a story about a  pilot being a 
smart mouth talking to  Air Traffic Con-
trol.  It was good for  a laugh, but it seems 
it 's happening too often these days.  A 
word to the  wise  here; I  understand there 
is  another move from  our friendlies  to ini-
tiate violations for improper use of the  ra-
dio- improper phraseology, off-color re-
marks ,  etc.  They  are  bound  and 
determined, it seems, to take the fun  out of 
When I  was a  hot shot airline captain, 
there was always a lot of chatter and good 
time conversations with  the controllers. 
The enroute guys  in  the  middle of the 
night were often a  little bored and just 
longing to talk to stay awake, or just to 
have something to do.  Sometimes the con-
versations went like this. 
"Hey, United 814,  Kansas City Center. 
What's your flight  conditions?" 
Now this is  a cargo run, it 's two AM, 
and although  this sounds formal,  he's indi-
cating he just wants to talk. 
The copilot, somewhat of a joker, picks 
up  the mike, "Uh, well,  let's see.  We  are 
somewhat restricted to about seven layers 
of severe clear; can' t see much more'n 80 
or 100 miles tonight. " 
"United 814, tbis is Kansas City. I just
wondered if yo u could see tbe ground.
"Well , yeab, as a matter of fact we can
see all tbree street ligbts in Leota, Kansas."
"Hey, tbat' s really sometbing, United.
Contact Cbicago Center on 132.7. Good
night! "
" Chicago Cent er, tbi s is Unit ed 814
level three seven zero. Over. "
"Roger, Unit ed 814, Indent! Kansas
City says your f1i gbt conditions are VFR,
that right?"
"Yep! Wbatcba got there in the Fox
Valley Center? Over. "
"Well , you know they got us cooped up
bere in tbis building witbout any windows,
but when I came to work at 11 it was rain-
ing. Wait a minute; Eddie just came back
from bis smoke break. Hey, Eddie, wbat's
it like outside?" You can bear someone in
tbe background , and then our Cbicago
controller comes back in loud and clear,
"He says it's clearing up and be can see the
stars. I guess the front's gone through,
United. You are cleared direct O' Hare.
Tell me wbat your beading will be. "
"Roger, Cbicago Center, proceeding di-
rect. Our new heading zero six two. Tell
approacb tbis our night so we want a
straight in tonight! "
"Gotcba,814. Keep your speed up and
we ' ll tell them. By the way, what' s tbe
name of that town in Iowa?"
And that ' s the way it was. But there
were other times, too, when business was
the only way. Like tbe one I'm about to
recount. This incident took place back in
the 1960s when tbe evening (five o'clock)
departures bank was all lined up for take-
off at O' Hare. There were about ten air-
liners all waiting for T.O. clearance on
runway 14 ri gbt , sitting on the parall el
taxiway. Suddenly we hear a plaintive call
from a FLIB (tower talk for a "Foolish Lit-
tle Itinerant Bugger") wbo is somewhat
confused and a little lost. All activity
comes to a bait while O'Hare controllers
belp tbis guy find himself and then direct
bim to O'Hare for landing.
"Ub, can anybody bear me? Tbis is
Piper 4144 Zebra. I need belp. "
"4144Z, tbis is O' Hare Tower, do you
"Tbis is 4144Z, I read you."
"44Z, what is your position? Over. "
" Ub, Tower, wbat did you say your
name was?"
"Everybody bold your position wbile
we get tbis guy taken care of, Ok? Every-
body stay off tbe frequency! 44Z, tbis is
Cbicago O' Hare. Over. "
"Ob, gosb, you're a BIG airport, rigbt?"
"Roger, 44Z. How can we belp?
Over. "
"Well, uh, I seem to be a little lost and
not quite sure wbere I am."
"44Z, tbis is O'Hare. Describe your
surroundings. Over."
"Ub, what do you mean? Over."
"Wbat does it look like where you are?
Wbat are you fl ying over? What are your
"Oh, I get it. Yeab, let's see. I'm flying
north, uh, east. Ub, I see a railroad abead
of me and a bunch of hi gh lin es across
from that, some apartment buildings and a
purple-no, blue- water tower with some
writing on it. I think it says Palomine or
something. "
"Ok 44Z. Wbat is your altitude and say
again your direction of f1i gbt! "
"44Z is heading towards tbat wat er
tower now and I ' m headed eas t at 2300
feet. Over. "
" Ok 44Z. I tbink we have you on the
radar. Turn to 180 for identification."
"Roger, Tower, 180. Should I turn rigbt
or left ?"
"Turn right and head SOUTH, 44Z. "
"Ok- OKAY! Don' t get nasty about
it! "
Several minutes pass.
"44Z, radar contact. Turn beading 270.
That's West! "
"44Z turning to west heading."
Several more minutes go by.
"44Z, do you see the expressway just
under you; you' re just crossing it?"
"Yeab, I see it! Wbere am I?"
"44Z, you are crossing Highway 53, 14
miles nortbwest of O'Hare. Turn now to a
heading of 180; you should see Arlington
Park racetrack just ahead after you make
tbe turn. Confirm!"
More time goes by.
"Hey, yeab, got it!"
"OOH KAY, 44Z, pick up tbe express-
way going southeast tbere; follow that un-
til you see the runway. You are cleared to
land Runway 14 Left at O'Hare. Report
the runway in sight. "
A couple more minutes and then,
"Roger, O'Hare, I bave the runway in
"GOOD, 44Z. You are cleared to land!
Everybody else just bold until we get this
guy on tbe ground!"
"44Z, O'Hare Tower. Where are you?
We don' t bave you in sight!"
"I'm on final for 14L, O' Hare, but there
are a wbol e bunch of big airplanes on tbe
runway! "
"44Z, you are lined up witb tbe parallel
taxiway for 14 Rigbt ; you are cleared to
land on 14 LEFT! "
"Ub, I don't know wbat all the airplanes
are doing on the runway, but I'm going
around! Can you get them airplanes off
the runway?"
"44Z, this is O'Hare. The runway you
want is off to your left. Turn to a 090 bead-
ing, then do a 270 to your left and line up
witb 14 LEFT! "
It' s real quiet and we all watch tbis guy
do a tigbt left 360 and line up witb our
taxiway again.
" Uh, Tower, tbis is 44Z. I ' m doing
wbat you said but those airplanes are still
on tbe runway and I'm going around
"44Z, you haven' t got the bi g pi cture.
Tbis is a big, busy airport and we have par-
allel runways. Tbere are TWO 14s, a Right
and a Left ; you are lining up with the taxi-
way for 14 Right. You should be a mil e to
th e left t o line up with th e LEFT one.
Have you got that? OVER! "
Confused silence .. .
"I AM lined up with the left one; why
are all them airplanes still setting tbere?"
"44Z, do you see tbe RIGHT runway?
There is a 707 sitting in position waiting to
take off."
"Yeab, Tower, I see him sitting tbere. "
"Ok, 44Z, land on that runway, fly over
tbe top of the airliner, land long and taxi
up towards tbe terminal and we ' ll direct
you to parking!"
"WHAT? Land over the top of bim?
Are you crazy or sometbin?" Ub, ub. It 's
too busy here; I'm going somewbere else
wbere I can land! 44Z is leaving."
There was stunned sil ence from tbe
tower. Then a new voice came on, "TWA
633 cleared for takeoff Runway 14 Right ;
turn to a beading of 250. United 527
cleared into position and hold. The rest of
you close it up and we' ll clear up this mess.
UAL 527 cleared for takeoff. Who's next?
Is tbat American 21 ? Ok, guys, let's get it
moving again. Tighten it up; let' s MOVE
it! "
Don' t let tbem grind you down. Tbere
are still real people bebind those micro-
pbones, people just like you and me. Treat
tbem like people and everybody will be
An anonymous note has poured in from
upstate NC. Here's as it was written, verba-
Dear Buck,
I just read your editorial in the August
Vintage Airplane. I drain two sumps on
my Taylorcraft, tbe wing tanks, in addition
to my gascolator when I preflight. Not to
do so would be to invite disaster because
tbese tanks both drain into the header
tank as tbe plane is flown , by valves, as
needed to replenish the beader tank.
In addition, althougb your wise advise
is well taken, the word "contaminate" is
always a verb, never a noun, as you use it.
Tbe noun form is "contaminant".
Look it up in the dictionary; and work
to preserve tbe Englisb language, as well
as vintage airplanes.
Yours truly,
A subscriber
I stand corrected.
Over to you A. Subscriber,
(Left)  All dressed up in its white, 
orange and dark blue paint 
scheme, the Command-Aire looks 
just as it did when it rolled out of 
the factory in Little Rock, AR. 
This photo was taken prior to the 
painting of the uN" numbers on 
the airplane. 
(Below)  The power section of the 
airplane is this neatly cowled OX-
5 engine with its large wooden 
propeller.  You can see the water 
temperature gauge on the top of 
the radiator.  The landing gear is 
supported by bungee cords in 
Bob  Von  Willer's 
Command-Aire 3-C-3 
by Norm Petersen 
photos courtesy  Bob Von  Willer 
Few people have the patience and determination to to-
tally restore an old 1928 biplane, however, Bob Von
Willer (EAA 457002, A/C 22253) has recently finished his
second biplane restoration, a beautiful 1928 OX-5 pow-
ered Command-Aire 3-C-3, NC6686A, SIN 511.
Bob's previous efforts have been noted in the June
1995 issue of VINTAGE AIRPLANE magazine in the
story concerning his mint 1930 Fleet Model 7 biplane,
which had been on the California circuit of antique air-
plane fly-ins for a number of years.
Designed by Albert Voellmecke, the Command-Aire
was one of the airplanes that did a respectable job of f1y-
(Above)  The delicate framework is readily seen in 
this photo.  All controls are by push-pull rods in-
cluding the Frieze ailerons on the lower wings. 
(Right)  The bare airframe is assembled prior to 
covering.  Note the nice fitting metal parts on the 
fuselage and the immaculate woodwork in the 
wings.  The streamlined tube from the center sec-
tion to the landing gear replaces the normal cross-
wires between the center section. 
26 SEPTEMBER  1995 
ing well when powered with the 90 hp OX-5 engine of
WW I fame. The large wing area of 303 square feet had to
lift a gross weight of 2200 lbs. with a useful load of 790 Ibs.
and with the big, water-cooled, V-8 pulling the large
wooden propeller, the Command-Aire would lift a pilot
and two passengers in great style. Normal cruise was
about 85 mph and the 40 gallon fuel tank made for a range
of about 440 miles. The pictures highlight the exceptional
restoration work of Bob Von Willer. ...
(Continued from page 9)
Tracking parts When Restoring
by Mike Smith
In  the process of rebuilding an  air-
craft, I'm sure that many members look 
at the airframe and wonder how  to  iden-
tify all  the small parts that make up  the 
aircraft once they are removed for clean-
ing, bead blasting, and  painting.  I've 
known some people who keep separate 
individual bags or boxes of section of the 
aircraft (brake parts, aileron parts, wing 
parts, etc.) so  that they can  identify each 
part when  assembly is again at hand . 
This is  a  good idea, since  reassembly 
may be months or years in  the making. 
However, even identification of parts 
from  a  box marked "wing parts" can  be 
puzzling after a  few  months without 
some sort of easy identification. 
The method I  use  is  this:  After clean-
ing and  repainting several  parts that 
have  locations and  names fresh  in  my 
mind ,  I  mark  each  part  after  the 
paint/primer has dried with  a  permanent 
fine  point pen.  I used a Berol brand that 
I  bought at K-Mart or $2.27  for  a  pack-
age of 4. 
(Editor's Note: The Sanford extra-fine
point "Sharpie" also works well in this appli-
The fine  tip allows me  to  identify even 
the smallest of parts. I look  the part up  in 
the appropriate aircraft parts manual and 
mark  it  with  the drawing number, item 
number part number and  nomenclature. 
For example, 25-27-1-2613  brake pedal 
identifies the  part with drawing #25, index 
#27, part number 1-2613, and  nomencla-
ture brake pedal.  This system tells me  to 
go directly to the brake system  and  look 
at the aircraft and if there is  any appropri-
ate hardware associated with  it.  Even  if 
parts get mixed  up, I still  have a  means of 
positively identifying the part.  This may 
all  seem like overkill, but it  works  for  me. 
My  IA approved of it and also said  that 
this  type of pen is  not corrosive (like a 
pencil  lead).  ... 
Stephen F. Abrew  Knoxville, TN 
John  G.  Addams  Mayfield Village, OH 
William  R. Aikens  Bloomfield  Hills, MI 
William  L. Arave  Tollhouse, CA 
Melissa  G.  Ashby  Sumner, W A 
Donald W.  Baggett  Okeechobee, FL 
Sergio Basso  Venezia, Italy 
Michael  Becker  Alameda, CA 
Douglas Biagini  Granville,  IL 
Eugene A.  Bibber  Gorham, ME 
Wayne P.  Biehle  Loveland, OH 
Peter L. Bilan  Albuquerque, NM 
John Blaszczyk  Madsen, Ontario, Canada 
Dennis  Boggs  Cincinnati , OH 
William  A.  Borgstrom  Chicago, IL 
Larry B.  Botsford  Newport News, V A 
Oliver A. Bradley  Vista, CA 
John W.  Brown  Anchorage, AK 
John H.  Burson III  Carrollton, GA 
Jacob J. Bussolini  Dix Hills,  NY 
Paul  Byrne  Pleasanton, CA 
Pierre Cardinal  Lachine, Quebec, Canada 
Brandon M.  Chase  Ojai, CA 
Ken  W.  Cheek  Yadkinville, NC 
Lyman  R.  Chisholm  Flagler Beach, FL 
Charles J. Christensen  Cumberland, WI 
Kent Clark  Ferguson, MO 
Peter J.  Conroy  Elmhurst,IL 
James W.  Crichton, Jr.  Victoria, TX 
John A. Davis  Crete, IL 
Michael J. Denest  Folcroft , PA 
Charles T.  Dhooge  Grand Prairie, TX 
Rick  Dodge  Alameta, CA 
Richard A.  Doll  EI Cajon, CA 
Gregory Donovan  Brunei 
Oliver W.  Dredger, Jr.  SI.  Marys, KS 
Larry Erd  Toledo, OH 
Joseph Fields  Oakland, CA 
H.  Colin Fisk  Durango, CO 
Ron French  San Jose, CA 
Norbert  Fronczak  Warren, MI 
James T.  Garlick  Comber, Ontario, Canada 
Herman Gamier  Oakland, CA 
Gordon L. Graham  Kissimmee, FL 
Joseph H.  Hamilton  Miami , FL 
Jewell Hardee, Jr.  Collinsville, OK 
Raymond T.  Harrison  Alta Loma, CA 
Kim  Heme  Yokine, WA, Australia 
Michael P.  Hickey  Battle Ground, W A 
Rod  R. Hill  Flagstaff, AZ 
George R. Holm  Conifer, CO 
Donald B. Holton  Ormond Beach, FL 
Todd L. Houdek  Elmendorf AFB, AK 
Cheryl J.  Hussan  Norwalk,OH 
Robert R. Janke  TwainHart , CA 
New Members 
Vanessa 1.  J ago 
Thunder Bay, Ontario, Canada 
Robert Wayne Johnson  Kirkland, W A 
Ronald  E.  Knudsen  New Bern, NC 
Gary Koppie  Emestburg, fA 
Thomas Kutschera  Youngsville, NY 
Louis Q. LaSalle  Frenchtown, NJ 
Keith  A.  Larson  Locust Grove, V A 
Eric D. Libbey  Santa Ynez, CA 
Charles Lilley  Athol , MA 
Jeffrey B.  Lindsey  West Linn, OR 
Clarence R.  Linsley  La  Crescenta, CA 
John O.  Loney  Montrose, CA 
Ronald  E.  Lund  Anchorage, AK 
Brad C.  MacArthur  Larsen, WI 
Michael A.  Mancuso  leRoy, NY 
Ronald  B.  Massey  Flower Mound, TX 
Thomas G.  Matowitc Jr  Mentor,OH 
A. C.  McKinley  Winston Salem, NC 
Timothy 1.  Murphy  Wilamette, IL 
H.  Doak Neal  Medina, TX 
Curtis N.  Nippe  Monticello, IL 
Susan  A.  Payette 
North  York, Ontario, Canada 
Robert Penoyer  Fabius, NY 
Dudley A. Philips  Conroe, TX 
Stephen T.  Pollina  Adams, WI 
Michael P.  Pope  Chippewa Falls, WI 
Rick  Purrington  Fairfield, NJ 
Steven L. Rahlf  Muscatine, IA 
Edmund E.  Rautenberg 
Herbert L. Ritzman 
George H.  Savord 
Jerry Schallock 
Doug 1.  Schumacher 
John D.  Seaver 
Lloyd S. Sorensen 
Frank Spinner 
Donald C.  Stackhouse 
John A. Steiger 
Martin Stenger 
John C.  Stevens, Jr. 
Bennie E. Swanson 
Ed Thiel 
Dennis K.  Thomas 
Susan D. Truman 
Shinichiro Tsuji 
Ana M.  Vegega 
Richard  P. Von Buedingen 
Peter Wahlig 
James F.  Wakenell 
Jeffrey K.  Walker 
Phillip E.  Walpole 
Charles Watkins 
Jonathon Whaley 
James R. Williams 
Glen  M.  Witter 
Rich  L. Worstell 
Dauo Yeagley JII 
Gary Zamis 
Speedway, IN 
Pewaukee, WI 
Temecula, CA 
Rhinelander, WI 
West  Bend, WI 
San  Pedro, CA 
Solvang, CA 
Brooklyn, NY 
Houston, TX 
Gernsheim, Germany 
Park City, UT 
Hayward, CA 
Park City, UT 
Colorado Springs, CO 
Reston, VA 
Tokyo, Japan 
San  Mateo, CA 
Aiken, SC 
Lorsch, Germany 
Summerville, SC 
Ogunquit, ME 
Marengo, TL 
Jacksonville, FL 
Chesham, Bucks,  England 
Decatur, GA 
Wausau, WI 
Gordonville, TX 
Wilmington, OH 
Pompano Beach, FL 
The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval, spon-
sO""hip, involvement, control or direction of any event (jIy-in, seminars, fly market, etc.) listed Please selld the information to EAA,
Au: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Illformatioll should be receivedfour months prior to the event date.
- 38th Annual Tulsa Regional Fly-In,
co-sponsored by EAA A/C Chapter
10, EAA lAC Chapter 10, AAA Chap-
ter 2. For info, call Charlie Harris ,
SEPT. 22-23 - LOm, CA - The Great
West Coast Waco and Travel Air Fly-
In, hosted by Precissi Flying Service.
Flying events, memorabilia auction,
and great food. Contacts: Frank
Rezich, 805/467-3669 or Jon Aldrich,
Tara Airbase. 10th annual "Anything
That Flies" Fly-In. Early arrival on
the 22nd, Big Day on 23rd. USO style
big band party Sat. night, awards, mili-
tary vendors. 2100x80 sod strip - pri-
vate field - operation and attendance is
at your own risk. Call Novaro or Jan
Nichols, 7041'284-2161 , Or 910/650-
Woolsey IntI. airport (5D5), 30 miles
north TVC VOR. Fly-In breakfast,
Pancakes, sausage, ham, cherry Jam
and more. Antique planes and autos.
Biplane rides . sponsored by the
Northport Pilot ' s Assoc. Contact:
Keith Strong, 616/386-7557. Rain date
SEPT. 23 - SAN JOSE, CA - Reid
Hillview Airport Day '95, call 415/941-
6418 for more info.
SEPT. 23 - CLINTON, MI - Ercoupe
Owners Club Fly-In. 517/456-4806.
Tennessee Taildraggers Assoc. 11th
Annual Fly-In. 901/968-3666.
Johns Landing Airfield. 4th Annual
Antique/Classic Fall Fly-In, sponsored
by EAA Antique/Classic Chapter 22
of Ohio. Food, fun and friends. Call
Virginia for more information -
South Jersey Regional airport. Air
Victory Museum Air Fair, 10 a.m. -5
p.m., air shows at 12 and 3 p.m. Call
609/486-7575 to volunteer, or 609/267-
4488 for info and directions.
Gulf Coast Regional Fly-In. 504/467-
Parks College reunion for WW II
Army Air Force cadets trained by
Parks at Sikeston, Cape Girardeau,
Tuscaloosa or Jackson, MS. Call Paul
McLaughlin 618/337-7575, ext. 364 or
Shenandoah Valley Airport. Fly-In
pig roast, sponsored EAA chapter
511, contact Sheldon Early, 540/433-
OCT. 1 - lOLA, WI - Annual Fall
Color Chili Dinner. 414/596-3530.
Shenandoah Valley Airport. Fly-In
breakfast, sponsored EAA chapter
511 , contact Sheldon Early, 540/433-
Antique Airplane Fly-In. Contact
Dick Fournier 405/258-1129 or Bob
Kruse 405/691-6940.
Southeast Regional Fly-In. 205/765-
Castle Airport. EAA East Coast Fly-
In 25th anniversary. " A Gathering of
Eagles" WW II victory airs how and
Fly-In. Special statue dedication in
honor of the WASP's of WW II. For
pilot's info pack, contact EAA East
Coast Fly-In Corp., 2602 Elnora St.,
Wheaton, MD 20902-2706 or phone
Annual Fall Fly-In for
Antique/Classic aircraft, sponsored by
EAA A/C Chapter 3. Awards in all
categories. For info call or write R.
Bottom, Jr., 103 Pwhatan Pky.,
Hampton, V A 23661 Fax at 804/873-
4th Annual Biplane Fall Classic.
404/413-7] 12.
Rutland airport. Annual Leaf
Peepers Fly-In, 8-11a.m. Sponsored
by EAA Chapter 968 , the Green
Mtn. Flyers and R.A.V.E. (Rutland
Area Ve hicle Enthusiasts) .
Breakfast both days , Fly-Market.
Call Tom Lloyd for info: 802/492-
OCT. S - TOMAH, WI - Bloyer
Field. 8th Annual Fly-In breakfast
sponsored by EAA Chapter 935.
Flea market , static displays. Call
John Brady for info: 608/372-3125.
OCT. 12-15 - PHOENIX, AZ - Cop-
perstate Regional Fly-In. 602/750-
OCT. 12-15 - Phoenix, AZ - Williams
Gateway airport. Luscombe
Foundation Southwest gathering.
For info, call the Luscombe
Foundation at 602/917-0969.
OCT. 12-15 - MESA, AZ - 24th
Annual Copperstate Regional Fly-In.
Call 800/283-6372 for info pack, or if
you wish to commercially exhibit ,
call 5201747-1413.
Chapter 252 Steve Wittman
Memorial Fly-In. 414/426-348l.
OCT. 14-15 - SUSSEX, NJ - Quad-
Chapter Fly-In, Flylflea-market
sponsored by A/C Chapter 7, EAA
Chapters 238, 73 and 891. For info,
call Herb Daniel, 2011875-9359 or
Paul Styger (Sussex airport) 2011702-
OCT. 20-22 - KERRVILLE, TX -
Southwest Regional Fly-In. 915/651-
OCT. 27-29 - TUCON, AZ - Flying
Treasure Hunt. 520/889-941l.
Wings 'n Things '95. 813/251-1820.
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 $27 per year. 
EAA  Membership,  VINTAGE  AIRPLANE mag-
azine  and  one  year  membership  in  the  EAA 
Antique/Classic  Division  is  available  for  $37 per 
year (SPORT AVIATION magazine not included). 
Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may be
just the answer to obtaining that elusive part. .40; per word, $6.00 minimum
charge. Send your ad and payment to: Vintage Trader, f AA Aviation Center, P.O.
Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your VISA or MasterCard
number to 414/426-4828.  Ads must be received by the 20th of the month for
insertion in the issue the second month following (e.g., October 20th for the
December issue.)
Current EAA  members may join  the  International 
Aerobatic Club,  Inc.  Division and receive SPORT 
AEROBATICS magazine  for  an  additional $35 
per year. 
EAA  Membership,  SPORT AEROBATICS maga-
zine  and  one  year  membership  in  the  lAC 
Division  is  available  for  $45  per year  (SPORT 
AVIATION magazine not included). 
Current  EAA  members  may  join  the  EAA 
Warbirds  of America  Division  and receive  WAR-
BIRDS magazine for an additional $30 per year. 
EAA  Membership,  WARBIRDS  magazine  and 
one year membership  in  the  Warbirds  Division  is 
available  for  $40  per year  (SPORT AVIATION 
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). 
1939 STINSON SR-10 (Reliant) - 10434 
n, 598  SMOH,  265  SPOH,  KX175B 
Trans,  KI208 OBS,  KT-76A Xponder,  ELT. 
Call  John  Hopkinson,  403/637-2250,  FAX 
403/637 -2153.  (10-2) 
Wright J6-7A  forward  exhaust  system 
- I need  pair of 22x1 Ox4  Goodyear tires. 
Ralph  Graham,  612/452-3629.  (10-2) 
Ultraflight  Magazine - Buy,  sell,  trade, 
kit  built,  fixed  wing,  powered  parachutes, 
rotor,  sailplanes,  trikes,  balloons  and 
more.  Stories  galore!  Sample  issue, 
$3.00.  Annual  subscription  $36.00. 
$24.00  Ultraflight  Magazine,  12545  70th 
Street,  Largo,  Florida  34643-3025. 
GEE  BEE  etc.  - Model  plans  used  by 
Benjamin,  Eicher/Kimball,  Turner, 
Jenkins.  52  plans,  1/3 smaller.  Shirts, 
etc.!  Catalog/News  $4.00,  $6.00  for-
eign.  Vern  Clements,  308  Palo  Alto, 
Caldwell,  ID  83605,  208/459-7608.  (9-
New  manufacture,  STC-PMA-d,  4130 
chromoly  tubing  throughout,  also  com-
plete  fuselage  repair.  ROCKY  MOUN-
TAIN AIRFRAME INC. (J.  Soares,  Pres.), 
7093  Dry  Creek  Road,  Belgrade, 
Montana  59718,  406/388-6069,  FAX 
406/388-0170.  Repair  station  No. 
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. 
P.O.BOX 3086 
OSHKOSH,  WI54903-3086 
PHONE (414) 426-4800 
FAX (414) 426-4873 
8:15-5:00 MON.-FRI. 
(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.  (ufn) 
FREE  CATALOG  - Aviation  books 
and  videos.  How  to,  building  and 
restoration  tips,  historic,  flying  and 
entertainment titles.  Call for a free cat-
alog.  EAA,  1-800-843-3612. 
Wheel  Pants  - The  most  accurate 
replica  wheel  pants  for  antique  and 
classics  available.  100%  satisfaction 
guaranteed.  Available  in  primer  grey 
gelcoat.  Harbor  Products,  Co.,  2930 
Crenshaw  Blvd.,  Suite  164,  Torrance, 
CA  90501,  phone  310/880-1712  or 
FAX 310/874-5934. (ufn) 
Curtiss  J N4-D  Memorabilia  - You 
can  now  own  memorabilia  from  the 
famous  Curtiss  "Jenny,"  as  seen  on 
have  T-shirts,  posters,  postcards, 
videos,  pins,  airmail  cachets,  etc.  We 
also  have  R/C  documentation  exclu-
sive  to  this  historic  aircraft.  Sale  of 
theses  items  supports  operating 
expenses  to  keep  this  "Jenny"  f lying 
for  the  aviation  public.  We  appreciate 
your  help.  Send  SASE  to  Virginia 
Aviation,  P.O.  Box  3365,  Warrenton, 
VA 22186. (ufn) 
Wanted - Pair of Goodyear 22x1 Ox4 
tires or close size to fit  my hubs.  Ralph 
Graham,  612/452-3629.  (10-2) 
30 SEPTEMBER 1995 

Two  hands-on days  of theory and practice. 
In troductory Course - $149.  Ex:cellent 
overview of designs,  materials,  &  basic skills. 
Intermediate Courses  - $199 each. 
Sept 9th & 10th:
Oshkosh WI 
Oct 21st & 22nd:
Tulsa OK 
Nov 4th & 5th:
Lakeland FL 
Nov 11th & 12th:
Fabric Covering: Cover an actual  wing. 
Composite Bastes: Fabricate a real  parr.  Reservations & Information
Sheet Metal' Assemble a typical  piece.  800-831-2949
Welding: Learn how to handle a torch. 

• Homebuilts

Kit Plane Co.'s •

• Ultralights
Workshops •
4. 0
• Warbirds Airshow •


Fly-Bys •
• Camping Awards •
• Vendors Forums •
• Auto Engine Round-up Military Aerial Demonstrations •
October 12 - 15, 1995 • Williams Gateway': Airport
Mesa, Arizona • 1-800-283-6372  
Nitrate/Butyrate Dopes 
From An Old Friend 
High-tech, wet-look paint  to the letter. Classic Aero is 
just doesn't look right on a  kind to the environment 
classic airplane.  Return  and has been exhaustively 
with us  to those thri ll ing  tested both in the air and on 
days of yesteryear ...  back  the ground. 
when airplanes had a satin- Classic  Aero dopes are 
smooth finish  that looked  a  made  in America by  Poly-
foot deep.  Fiber, whose only business 
You  can still get that gor- is  making aircraft coatings. 
geous finish with Classic Aero  The icing on the cake  is 
nitrate/butyrate dopes.  We  that the best costs less than 
use  only the very finest u.s.  other simi lar products. 
components, and our formulas  Classic  airplanes  deserve 
follow  the original Mi l Specs  Classic  Aero dope finishes. 
• •

  Irc::: r o. • oaUngs
800-362-3490 • FAX 909-684-0518
PO Box 3129  .  Rivers i de, California 92519 
Fly high with a 
quality Classic interior 
Complete interior assemblies for do-it-yourself installation. 
Custom quality at economical prices.
• Cushion upholstery sets
• Wall panel sets
• Headliners
• Carpet sets
• Baggage compartment sets
• Firewall covers
• Seat slings
• Recover envelopes and dopes
Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00 .

259 Lower Morrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
"Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test.
"When I reported my loss, Mac McGee,
from AUA, was very concerned and told me I
would probably hear from an adjuster yet
that day. He was right. Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane. I
didn't realize that he would be flying in from
St. Louis, Missouri (about a 1,000 mile trip)
and I couldn't have asked for a warmer
reception. During the repair process he
regularly checked with me on the progress.
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA.
"Not only am I very satisfied with the
price of the policy, I am delighted with the
service from the agency and the claims
- James S. Smith
AUA's Exclusive EAA
Antique/Classic Division
Insurance Program 
liability and hull premiums
ical payments included
discounts for multiple aircraft
carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals
carrying all risk coverages
We're Better Together' 
COMAV, working with ADA Inc., has the broad knowledge it takes to cover the specialized needs of antique
and classic aircraft pilots. COMAV coverage is backed by SAFECO Insurance, one of America's most trusted
companies, with an A++ rating from A.M. Best. For more about our unique programs, contact your aviation
specialist. Or, if you're an EAA member, call ADA at 800-727-3823. Remember, we're better together.

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