Vintage Airplane - Sep 1998

September  1998  Vol.  26, No.9 
CONTENTS 
EDITORIAL STAFF 
Publisher 
To m  Po b erezny 
Editor-in·Chiet 
Jack Cox 
Editor 
He nry G. Fra utschy 
Managing Editor 
Golda  Cox 
Contributing Editor 
John  Underwood 
Computer Graphic Specialists 
Na ncy Hanson  Ol ivia L.  Phill ip 
Pierre Kotze 
Staff Photographers 
Jim Koepnick  LeeAnn  Abrams 
Ken Lichte nberg  Mark Scha ible 
Advertising/Editorial Assistant 
Isabelle Wiske 
EAA ANTIQUE/CLASSIC DIVISION, INC. 
OFFICERS 
President  Vice-President 
Espie 'Butch" Joyce  George Daubner 
P.O. Box 35584  2448 Lough Lone 
Greensboro.  NC 27425  Hortford. WI  53027 
910/393-0344  414/673-5885 
Secretary  Treasurer 
Steve Nesse  Charles Horris 
2009 Highland Ave.  7215 East 46th St. 
Albert Lea,  MN 56007  Tulsa.  OK  74145 
507/373-1674  918/622-8400 
I  Straight &  Level/Espie "Butch" Joyce 
2 AlC News 
3  EAA AirVenture '98 Awards List 
5  Aeromail 
6  DH Moth Technical Notes/ 
Jim  Newman and  Mike Maniati s 
8  Open Door Policy/Dick Hill 
10  Estonian Spirit of St. Louis 
Replica/PietTe Hollinder 
12  Mystery PlanelH.  G. Frautschy 
13  Lou Fairchild 24H1
H.G.  Frautschy 
18  OH-CUB Returns/ 
Oswald  Stanl ey 
21  Worthington Collection/ 
John  Underwood 
23  Pass It To Buck/Buck Hilbert 
26  What Our Members Are Restoring! 
H.  G.  Frautschy 
29  Welcome New Members 
28  Membership Information/ 
Classified Ads 
31  Calendar 
Page  18 
DIRECTORS 
John Berendt  Gene Morri s 
7645  Echo Point Rd.  5936 Steve Court 
Connon Falls.  MN 55009  Roanoke, TX  76262 
507/263-2414  817/491-9110 
Phil  Coulson  Robert C. "Bob" Brauer 
28415 Springbrook Dr.  9345 S. Hoyne 
Lawton.  MI 49065  Chicago. IL 60620 
616/624-6490  312/779-2105 
Joe Dickey 
John S. Copeland 
55 Oakey Av. 
1  A Deacon Street 
Lawrenceburg.  IN  47025 
Northborough.  MA 01532 
812/537-9354 
508/393-4775 
Dale A. Gustafson  Stan Gomoll 
7724 Shody Hill  Dr. 
104290th Lane. NE 
Indianopolis. IN 46278 
Minneapolis. MN 55434 
317/293-4430 
612/784-1172 
Robert Uckteig  Jeannie Hill 
1708 Boy Oaks Dr.  P.O.  Box 328 
Albert Lea.  MN 56007  Harvard.  IL 60033 
507/373-2922  815/943-7205 
Dean Richardson  Robert D. "Bob" Lumley 
6701  Colony Dr.  1265 South  124th St. 
Modison. WI 53717  Brookfield.  WI  53005 
608/833-1291  414/782-2633 
S.H. 'Wes" Schmid  Geoff Robison 
2359 Lefeber Avenue  1521  E.  MacGregor Dr. 
Wauwatosa. WI  53213  New Haven, IN  46774 
414/771-1545  219/493-4724 
FRONT COVER  .. A  couple of beautiful Fairchild 24H  restorations have been com-
pleted recently.  including this shining example owned by Lou Frejlach,  LaGrange. 
IL  and shot during the Sun  'n Fun  EAA Fly-In.  EAA photo by Jim Koepnick.  shot 
with a  Canon EOSl n equipped with an 80-200mm lens.  1/60 sec.  @  f16 on Fuji 
Sensia  100 ASA slide film. EAA Cessna 210 plane ftown by Bruce Moore. 
BACK COVER  .. - Acosta vs.  Coombs· is  an acrylic painting by the late William 
Warren.  and submitted by his twin brother,  Frank.  The  twins have been drawing 
airplanes since they were youngsters,  and a  ride in  an uncle's Waco 10 solidi-
fied a  lifelong love of drawing airplanes. William's painting was presented with 
an Honorable Mention ribbon in  the  1998 Sport Aviation Art Competition. See 
AIC News for more information. 
DIRECTORS  EMERITUS 
Gene Chase  E.E. "Buck" Hilbert 
2159 Corlton Rd.  P.O.  Box 424 
Oshkosh,  WI  54904  Union.  IL 60180 
920/231-5002  815/923-4591 
Copyright  ©  1998 by the EM Antique/Classic Division Inc. All  rights reserved. 
VINTAGE AIRPLANE  (ISSN  0091-6943)  is  published  and  owned  eXClusively  by  the  EM Anti que/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. 
Periocicals 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 perioc of which $18.00 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  ANDAPO 
ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreignand APO addresses via surfacemail. 
ADVERTISING  - Antique/Classic  Division  does not guarantee  or endorse  any  procuct  offered  through  the advertising.  We  invite constructive 
criticism  and welcome any report of inferior merchandise obtained throughour advertising so that corrective measures can be taken. 
EDITORiAl POUCY: 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 with the contributor. No renumeration  is made. 
Material should be sent to:  Editor, VINTAGE AIRPLANE, P.O.  Box 3086, Oshkosh, WI 54903-3086.  Phone 920/426-4800. 
. The  words  EM, ULTRAUGHT, FLY  WITH  THE  FIRST  TEAM, SPORT  AVIATION, FOR  THE  LOVE  OF FLYING  and  the  logos  of EM, EAA 
INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAl AEROBATIC  CLUB, WARBIRDS OF AMERICA are 
® registered  trademarks.  THE  EAA  SKY  SHOPPE  and logos  of  the  EAA  AVIATION  FOUNDATION, EAA  ULTRAliGHT  CONVENTION  and 
EAA Ai r Venture are trademarks of the above associations and their use by any personother than the above association is strictly prohibited. 
ADVISORS 
Steve Krog  Roger Gomoll 
1002 Heather Ln.  321-1/2 S.  Broadwoy
Hortford, WI  53027  Apt . 3 
414/96&-7627 Rochester.  MN 55904 
507288-2810 
Alan Shackleton  David Bennel! 
P.O. Bax656  403 Tanner Ct. 
Sugor Grove. IL 60554-0656  Roseville, CA 95678 
630-466-4931  91(r782-7025
STRAIGHT & LEVEL 
by ESPIE "BUTCH" JOYCE
T
his year's EAA AirVenture '98
was by all accounts one of the best
I can remember. I generally arrive
in Oshkosh a week before the Convention
starts to help those volunteers who have
already been on site working to ensure
the Antique/Classic area of the Conven-
tion grounds are in good condition for
you to enjoy during your stay. I also
check that our Antique/Classic activities
are set to start, which will make every-
one' s stay at Oshkosh more enjoyable.
This year the weather was great for al-
most the entire Convention, with only the
last day of the show, Tuesday, turning
rainy. A number of aircraft were not to be
able to depart as they had planned, so they
got to stay a few more days. This is not fITSt
time I have seen this happen at a Fly-in, as
over the years attending different events I
too have been held up by the weather.
Even flying the Baron with radar ,
Stormscope, and a NorthStar M3 GPS,
this year our planned departure time had
to be delayed for over a half a day to let
most of the nastiest weather pass off to
the northeast of Wisconsin, and even then
we had to fly south to the Badger VOR,
then cross the lower part of Lake Michi-
gan to Indiana to avoid the severe weather
in the Chicago area. While crossing Indi-
ana and heading southeast we had to do a
good deal of what I call broken field run-
ning, using the radar to go around the wet
stuff that was causing the flooding in that
area. Once we were in Ohio, the weather
was better and after passing Columbus,
Ohio we had a clear shot home, landing
at our home base at Shiloh Airport in
North Carolina in great VFR weather.
When we opened the cabin door we
were greeted with a 95°F temperature and
95% humidity, which was a sharp con-
trast from the 75°F weather of Oshkosh.
While waiting to depart Oshkosh, we
were touring the museum in the morning
when I ran into Hale Wallace of Skybolt
fame . He 's from from Marion, NC and
he said he thought that it would be three
days before he could leave Oshkosh.
There were a number of people who rode
home with friends who had driven to the
Convention. They had to leave their air-
craft on the Convention grounds so they
could be retrieved at a later date. Jerry
Brown had to leave his beautiful award
winning Waco UPF-7 tied out at its park-
ing place in the Antique area. He rode
home with Dale Gustafson, one of your
directors and the chief Antique Judge at
Oshkosh. They both live in the same ap-
proximate area of Indiana.
One of the more unusual aircraft this
year was brought to Oshkosh by Clem
and Bob Armstrong They brought a
Schweizer glider in on a trailer and put it
together to display the aircraft for
everyone's pleasure. Bob checked around
the Antique/Classic area and found a
85hp Cub equipped with a tow hitch.
The Armstrongs were actually able to
fly this glider early in the morning, so it
could be judged and give our photogra-
phers a change at getting a shot of it in
the air. One of the requirements to be
judged is that you have to have either
flown your aircraft in to the show or
have flown the aircraft at the show to be
eligible for judging.
Speaking ofjudging, the quality of the
aircraft restorations continue to get even
better as any Antique Judge will tell you.
There were no less than five aircraft that
could have been the Grand Champion -
there were only a few points difference
between these aircraft . The Classic
Judges also had their hands full this year
with a great number of excellent aircraft
restorations from which to pick the win-
ners. Being a Beech 18 lover, each year I
try to go around and check out the ones
on the field out to see how I would look
seating in the left seat!
There was a Beech 18 that arrived for
the show from Matthews, NC. This air-
craft is a E-18 that Doug Armstrong had
restored to a new better than show room-
new condition. This E-18 was just one of
the growing number of Contemporary
judging category aircraft that are being
restored to like-new condition by their
proud owners.
As always your Officers, Directors,
and Advisors welcome your input and
suggestions to help us to improve your
Antique/Classic Di vision and our pres-
ence at EAA AirVenture.
While at Oshkosh, I had a conversa-
tion with the people who have put
together the newest regional event, the
Golden West '98 EAA Regional Fly-In.
lt will take place September 25-27, 1998
at Castle Airport, Atwater,CA. Since it
is a new fly-in , they have put together
some estimates of what to expect for this
long weekend.
They asked that I pass along these
numbers to the membership. They expect
1,500-2,000 aircraft of all types to attend,
and with the number of aircraft located in
California this will most likely happen.
They expect 30,000 people to attend,
with 120 exhibitors, and a Balloon "Dawn
Patrol" Friday, Saturday and Sunday.
General information : The control
tower opens Thursday; 5 forum tents
each day; 3 workshop tents each day;
youth education activities; entertainment
Friday night and Saturday afternoon;
and a Dinner Dance featuring a 1940' s
swing band.
The awards for judging will be an-
nounced at a Sunday Breakfast, and there
will be a daily air show. Judging ends at
3:00 p.m. on Saturday.
Castle Facilities: on site "Castle" shut-
tle, camping for tents & RVs with
portable showers, Museum, Aviation
Challenge Camp, Challenger Learning
Center, bowling alley/theater/sports club,
Shuttle bus service to Merced Hotels
(small charge). For more information
contact: Lela Edson at (530) 626-8265 or
their Web site www.gwfly-in.org.
lt looks as though the safety informa-
tion you've been reading has been
helpful, as we have not had a hand prop-
ping accident reported for some time
now; lets keep being careful out there!
Ask a friend to join us and lets all pull in
the same direction for the good of avia-
tion. Remember we are better together.
Join us and have it all! ...
VINTAGE AIRPLANE 1
A/C NEWS 
compiled by H.G. Frautschy
ABOUT THAT BACK COVER ...
Frank Warren, the talented artist who
painted the series depicting the entrants of
each of the pre-WW-II Thompson Trophy
races we published in Vintage Airplane,
February through Jul y 1995, also had an
equally talented twin brother, William.
We had not seen any of William 's
work until this past year's Sport Aviation
Art Competition, when "Acosta vs.
Coombs" was entered by Frank, in his
brother's memory. Sadly, William Warren
passed away Nov. 4, 1997.
Frank wrote this about hi s twin
brother: "We began drawing about age
3, and served as illustrators from ele-
mentary through high school, including
our last class book. Our first flight was
in our uncle Glenn's Waco 10. It was
airplanes from then on! William served
as an armorer with the 20th AF on
Saipan during WW-II.
"Educated at Compton Jr. College and
BF A Art Center College of Design, he
spent 29 years as an illustrator for
Hughes Aircraft, plus 10 years as a free-
lance illustrator. He won many awards,
including a 1 week cruise aboard a U.S.
Navy aircraft carrier."
"Acosta vs. Coombs" depicts the 1921
Pulitzer race at Omaha, NE. The airplane
in the foreground is a Curtiss CR -I flown
by Bert Acosta and 'loaned' by the Navy
to Curtiss. Acosta set a new closed-course
records of 176.75 mph. The triplane ,
called the 'Cactus Kitten' was flown by
Clarence Coombs, who placed second.
Both planes were designed and built by
Curtiss and used CD-12 engines, which
were direct ancestors of the Allison and
Rolls Royce Merlin ofWW-II fame. The
tiny CR would be developed as 'Golden
throughbreds' and truly fabulous racing
planes. Acosta was the prototype of the
daring aviator, with a girl in every town
and an drink in either hand. My brother
and I were and are lifelong biplane fans."
- Frank Warren
Santa Barbara, CA
FAMILY AIR ACADEMY
The excitement of the EAA Air Acad-
emy will be shared with families in a
weekend program scheduled for October
16-18. This Academy offamily fun with
2 SEPTEMBER 1998
a focus on aviation will provide hands-on
workshop and flight experiences, plus
in-depth view of EAA, its programs and
Oshkosh facilities. "Families," can include
conbinations of grandparents, parents,
uncles/aunts, youth and children,. They'll
stay at the new EAA Air Academy
Lodge. A registration fee of $1 00 per
four bunk room plus $75 per person in-
cludes five meals and acitvities from
Friday through Sunday lunch. For further
information or phone registration please
call EAA Headquarters at 1-920/426-4800
and ask for the Education Office, or
e-mail: [email protected]
HELP WANTED AT THE EAA
AIR ACADEMY
Expanded programs and facilities have
created additional staff opportunites at the
EAA Air Academy. Positions range from
the year-round lodge host couple to coun-
selors, instructors and support personnel.
For information on how you might playa
role is sharing aviation with the children,
youth and adults attending the EAA
Air Academy in Oshkosh, WI, write the
EAA Education Office, PO Box 3065,
Oshkosh, WI 54903-3065 or e-mail:
[email protected]
DAWN PATROL AT THE
USAF MUSEUM
September 26-27 will see the second
Dawn Patrol Rendezvous take place at
the USAF Museum, Wright-Patterson
AFB in Dayton, OH. WW-I era replicas
have been invited to attend a fly-in event
featuring flying aircraft, reenactors and
model aircraft. If by chance you have a
WW-I aircraft and have not been sent an
invitation to the event, or if you'd just
like more information, contact Teresa S.
Jones, Special Events Manager, USAF
Museum, 1100 Spaatz St., Wright-Patter-
son Air Force Base, OH 45433-7102,
937/255-8046 extension 311, e-mail at
[email protected]. mil
The event will be open to the public.
NELSON BALANCING SERVICE,
NEW BEDFORD, MA
AIRWORTHINESS DfRECTIVE
In the mail to over 200,000 owner/
operators of various Lycoming and Con-
tinental engines is a new Airworthiness
Directive issued by the FAA and pub-
lished in the Federal Register, August 20,
1998 (Volume 63 , Number 161) Rules
and Regulations, page 44545-44552.
Docket No. 98-ANE-27-AD; amendment
39-10713; AD 98-17-11. It relates to
Textron Lycoming and Teledyne Conti-
nental Motors Reciprocating Engines
which had crankshaft work perfomed by
Nelson Balancing Service, New Bedford,
MA. Here is the FAA's summary and the
main body of the AD as published in the
Federal Register:
SUMMARY: This amendment adopts
a new airworthiness directive (AD), ap-
plicable to certain Textron Lycoming
and Teledyne Continental Motors recip-
rocating engines that had crankshafts
repaired by Nelson Balancing Service,
Repair Station Certificate No. NB7R820J,
Bedford, Massachusetts, that requires
removal from service of affected crank-
shafts, or a visual inspection, magnetic
particle inspection, and dimensional
check of the crankshaft journals, and, if
necessary, rework or removal from service
of affected crankshafts and replacement
with serviceable parts. This amendment
is prompted by reports of crankshafts
exhibiting heat check cracking of the ni-
trided bearing surfaces which led to
crankshaft cracking and subsequent fail-
ure. The actions specified by this AD are
intended to prevent crankshaft failure
due to cracking, which could result in an
inflight engine failure and possible forced
landing.Effective October 19, 1998.
FOR FURTHER INFORMATION
CONTACT: Rocco Viselli, Aerospace
Engineer (assigned to Textron Lycoming),
New York Aircraft Certification Office,
FAA, Engine and Propeller Directorate,
10 Fifth St., 3rd Floor, Valley Stream,
NY 11581-1200; telephone (516) 256-
7531, fax (516) 568-2716; or Jerry
Robinette, Aerospace Engineer (assigned
to Teledyne Continental Motors), Atlanta
Aircraft Certification Office, FAA, Small
Airplane Directorate, 1895 Phoenix
Boulevard, One Crown Center, Suite
450, Atlanta, GA 30349; telephone (770)
703-6096, fax (770) 703-6097.
The list is long for affected types, and
due to space constraints, the list of work
orders will not be published here, but the
FAA will be sending a copy of the AD to
each registered owner of the affected en-
gines. Of the tens of thousands of engines
listed, the FAA feels that less than 300
actual crankshafts will have to be re-
moved from service, but due to inadequate
records maintained by the company, it
must send the AD to all affected engines.
If your engine crankshaft was not over-
hauled by Nelson in the time frame listed,
no further action will be required.
AD 98-17-11 Textron Lycoming and
- Continued on page 28-
AirVenture 
1998Awards 
ANTIQUE 
GRAND CHAMPION: 
Greg Heckman 
Dixon, IL 
1942 Ryan PT-22 (N53178) 
RESERVE  GRAND CHAMPION (3): 
•  Stephen Pitcairn 
Bryn Athyn, PA 
1929 Pitcairn-Mailwing PA-6 (NC54AK) 
•  Joe Koller 
North Lake, WI 
1931  Alexander Eaglerock A-I, 
(NC439V) 
•  Stephen Pitcairn 
Bryn Athyn, P A 
1931  Pitcairn-Mailwing PA-8 (NC1075 I) 
CHAMPIONS 
Transport 
Kent and Sandy Blankenburg 
Groveland, CA 
1938 Lockheed  12A (NC99K) 
Transport Runner-Up 
Santa Barbara Aerospace 
Los Angeles, CA 
1943 Douglas DC-3A (N92578) 
wwn Military Trainer Liaison: 
Alan Wright 
Kalamazoo, MI 
1942 Twin Beech C-45  (N213SP) 
Customized Aircraft 
Jerry Brown 
Greenwood, IN 
1942 Waco UPF-7 (NC39727) 
Silver Age (1928-1932) 
Brown Dillard 
Dayton,OH 
1930 Fairchild KR-21  (N207V) 
Silver Age Runner-Up 
Vernon Dallman 
Esparato, CA 
1928 Monocoupe Model 70 (N6740) 
Bronze Age (1933-1941) 
Ron Englund 
Springfield, OR 
1940 Aeronca 65-TL (N31432) 
wwn Era (1943-1945) 
David Gay 
Winter Park, FL 
1943  Boeing Stearman A75Nl  (N44018) 
Customized 
Wilber Forsythe 
Quitman,AK 
1939 Taylorcraft BC65 (N23892) 
Customized Runner-Up 
Michael Reese 
Portland, OR 
1943 Grumman G-44 Widgeon (N135MR) 
Military Trainer !Liaison 
Joseph Jacobi 
Mexico,MO 
1943  Taylorcraft L2B (NC73515) 
Military Trainer !Liaison Runner-Up 
Ken Lapp 
Calgary, AB, Canada 
1944 Piper L4J (C-FWJJ) 
Outstanding Closed Cockpit Monoplane 
Lon Dienst 
DeKalb, IL 
1940 Faircruld 24W-40 (N28685) 
Outstanding Open Cockpit Monoplane 
Bill Rose 
Barrington, IL 
1935  Faircruld 22C7D (N14768) 
Outstanding Closed Cockpit Biplane 
James Bohlander 
Hampshire, IL 
1938 Beechcraft E17B (N57829) 
Outstanding Open Cockpit Biplane 
CurtDrurnm 
Manitowoc,  WI 
1943  Boeing Stearman A 75NI  (NI066N) 
Outstanding Open Cockpit Biplane 
Runner-Up 
Dan White 
Andover, MN 
1940 Porterfield LP-65  (N32328) 
wwn Era Outstanding Open 
Cockpit Biplane 
Charles Andreas 
Neenah, WI 
1943  Boeing Stearman (N624lD) 
Outstanding Closed Cockpit Biplane 
Stephen Cooper 
Fairbanks, AK 
1942 Beech D17S (NC236) 
Outstanding Open Cockpit Biplane 
Runner-Up 
Roy Carver 
Davenport, IA 
1944 Beechcraft D17S (N4612N) 
CLASSIC 
GRAND CHAMPION 
John Dove 
Missoula, MT 
Piper PA-12 (N3381M) 
RESERVE  GRAND CHAMPION 
Douglas Nealey 
Barrington, IL 
Twin Beech D-18S (N52DN) 
CHAMPION GLIDER 
Robert and Harold Armstrong 
Rawlins, MD 
Schweizer SGU  1-19 (N918 10) 
Best Class I (0-80  hp) 
Eric Barnillil 
Clemson, SC 
Aeronca II AC Cruef (N85805) 
Best Class II (81-150 hp) 
Richard Charette 
Wadsworth, IL 
Aeronca Champion 7BCM (N84405) 
Best Class III (151+ hp) 
Charles Webb 
Fort Worth, TX 
Cessna  195B (N195CW) 
Best Custom Class A 
Mark Henley 
Sulphur Rock, AR 
Aeronca Champion 7AC (N3651E) 
Best Custom Class B 
Timothy Hancock 
VINTAGE  AIRPLANE  3 
Malinta,OH 
Piper PA-22-150 (N2818P) 
Best Custom Class C 
Max Ramsay 
Wichita, KA 
Cessna  180  (N9281C) 
Best Custom Class D 
Steven Brower 
Ramona,CA 
Cessna  195A (N95U) 
Best Aeronca Champ 
Allen Smith 
New Berlin, IL 
Aeronca 7 AC Champion (N1134E) 
Best Aeronca Chief 
David Long 
Keyser,  WV 
Aeronca  11 CC Chief (N4628E) 
Best Beechcraft 
Kenneth Morris 
Marengo,IL 
Twin Beech F35  (N4242B) 
Best Bellanca 
Jeff Plantz 
Media,PA 
PiperPA-12 (NX867IM) 
Best Swift 
Donald Thomson 
Independence, OR 
Globe Swift C-lB (N80971) 
Best Taylorcraft 
James Zangger 
Cedar Rapids, IA 
Taylorcraft (NC94953) 
Best Limited Production 
Terry Dorris 
Greenbrier, TN 
DeHavilland DHC-2 (N8306) 
Preservation Award 
•  Jack Shahan 
Stone Mountain, GA 
Cessna  140A (N9633A) 
•  Bill Goehel 
Hurst, TX 
Cessna  170B (N 146YS) 
CONTEMPORARY 
OUTSTANDING IN TYPE
Beech Single Engine 
Claude Rich and Anna Sim 
Williamsburg, V A 
1960 Beech Bonanza (N688V) 
Cessna 180/182-210 
John Vorunski 
Manluis,NY 
1959 Cessna  182 (N2435G) 
Champion 
James Webber 
Arvin, CA 
1957 Aeronca 7FC (N754lB) 
Piper P A-22  Tri Pacer 
Gary Angelo 
Jonesboro, AR 
1957 Tri-Pacer (N7826D) 
Piper P A-24 Comanche 
Robert McGraw 
Chalfont, P A 
1960 Piper Comanche (N7028P) 
Piper PA-23 Apache-Aztec 
Robert Dalzell 
Owenboro, KY 
1957 Piper Apache (N103RS) 
Madison, WI 
Bellanca  14-13-2 (N74424) 
Best Cessna 120/140 
John Warren 
White Lake, MI 
Cessna  120 (N89690) 
Best Cessna 170/180 
Andrew Smith 
Hillsboro, TX 
Cessna  170B (N3477D) 
Best Cessna 190/195 
David Cole 
Willis, TX 
Cessna  195B (N195S) 
Best Ercoupe 
Marland Malzahn 
Antigo, WI 
Ercoupe 415C (N2926H) 
Best Navion 
Rollin Tomlin 
Georgetown,OH 
North American Navion (N4102K) 
Best Piper J-3 
James Eck 
Ponca City, OK 
Piper J-3  Cub, (NC3496N) 
Best Piper PA12/14 
Harry Mutter 
GRAND CHAMPION
Doug Armstrong 
Charlotte, NC 
1959 Beech  18S (N930R) 
RESERVE GRAND CHAMPION
Mike Cook 
Limon, CO 
1956 Cessna  172 (N691OA) 
Outstanding Customized Aircraft 
Larry Van Dam 
Riverside, CA 
1957 Beech H35  (N5478D) 
Outstanding Customized Class I 
(0-160 hp) 
Michael Willcox 
Kingstown, IN 
1957 Cessna  172 (N8384B) 
Class II (161-230 hp) 
Howard Dundore 
Woodland Park, CO 
1959 Cessna 182 (N 182HD) 
Class III (231+ hp) 
E.  P.  Wiesner 
Highlands, CO 
1959 DeHavilland Beaver (NI01CB) 
Custom Multi Engine 
Dean Duffney 
Maple Grove, MN 
1958 Travel Air (N8306D) 
SEAPLANE/ 
AMPIllBIAN 
GRAND CHAMPION
Bob Hammer 
Kirkland, W A 
TA16 SeaFire (N15BH) 
RESERVE GRAND CHAMPION
David Woodcock 
Issaquah, W A 
TA16 SeaFire (N99DW) 
CHAMPION
Bill  Rose 
Barrington, IL 
Grumman Goose (N600EZ) 
Outstanding Fabric 
Mark Wrasse 
Neenah, WI 
1946 Aeronca Champion 7DC 
(NC83507) 
Outstanding Metal 
Jim Chappell 
North Bay, Ont., Canada 
Cessna  172 (C-FTIV) 
Outstanding Amphibian 
Jim and  Steve Hancock 
St.  Paul, MN 
Cessna  170A (N5795C) 
EAAAirVenture Oshkosh '99 dates: July 28-August 3.
4  SEPTEMBER  1998 
WHAT DID THE
"WALTZ KING" FLY?
Dear Mr. Frautschy,
In January 1936, Zimmerly Bros.
Air Transport, Fred Zimmerly and Bert
Zimmerly of Lewiston, ID, owned the
Brunner-Winkle Bird BK, 3-place,
open cockpit biplane NC 10676, SIN
2060-40, which may be the aircraft you
may be interested in. They also owned
Zenith Z-6-8 NC935Y, but this was a
7 -place cabin biplane. Earlier, in 1932,
NCI0676 had been owned by Pounder
Flying Service, Inc. of Portland, OR.
Interestingly, Bird NC I 0675 was
owned by Miss Edith Foltz, also of
Portland, who flew a Bird in the 1932
Cord Cup Race from Burbank, CA to
Cleveland, OH.
Wayne King, born 16 January 1901
in Savannah, IL was an alto sax player
and vocalist, before becoming the band
leader at the Aragon Ballroom in
Chicago about 1927. Known as the
" Waltz King," Stardust was one of his
early recording hits. He was still an ac-
tive band leader into the 1970s.
I hope that this is of some interest,
and I have sent a copy of this e-mail to
James Glass.
Best Wishes,
Vic Smith,
EAA 287737, AlC 13710
Uxbridge, UK
James had written us back in the
Spring, lookingfor information con-
cerning the 3-place airplanejlown by
or for Wayne King, the famous band-
leader. His letter was published in the
May issue of Vintage Airplane.
YOUNG EAGLES PROMOTION
DearH.G. ,
I thought you might get a kick out of
this promotion and it may serve as a
guide to others in our Young Eagles
program. I sent thi s release out to two
local papers, and they both picked it
VINTAGE 
AeroMail 
Glen Mittlestadt sent in this photo and caption to his local newspapers. If you would like assis-
tance in getting the word out in your area, contact the EAA Young Eagles office at 4141426-4831.
"Happy, high flying Cub Scouts from Landrum'S Pack 155 are shown here during a Young
Eagles pre-flight briefing. The Young Eagles program is sponsored by the Experimental Aircraft
Assoc. to instill the love of flight into the hearts of youth. Local pilot Glenn Mittelstadt, shown
behind the scouts, flew a mix of 15 Cub Scouts and some Girl Scouts for two days of flight.
Mittelstadt spent an evening with the group teaching the theory of flight and used a textbook
primer, "What's a Piper Cub", written by local airline pilot Jim Wheaton, and illustrated byavi-
ation artist Sam Lyons. Mittelstadt's antique 1941 J-3 Piper Cub, seen here was used as a photo-
graphic prop for the book."
up. From this publicity I expect to get
other youth groups to come forward
and ask for flight programs. I urge our
membership to try this and reap rewards
for our common goal.
God Bless,
According to the book,"Kitty Hawk
and Beyond" by Geibert and Nolan
(Wright State University Press, 1990),
Orville Wright flew his airplane in Germany
- Continued on page 29-
Glenn Otto Mittelstadt
r
EAA 356507, AlC 19546
Landrum, SC
EARLY BERLIN
FLIGHT?
Dear Mr. Frautschy,
Enclosed is a photograph of
a mystery plane. It was taken
by my father while he was
studying in Berlin, Germany,
prior to WW-I. He said it was
a Wright Brothers plane.
VINTAGE AIRPLANE 5
MOTH TIE RODS 
from  Material Supplied by the U.S.A.  Moth Club  and Jim  Neuman 
Thanks to Jim  Neuman and Michael Ma-
niatis of the DH Moth  Club  here  in  the USA, 
we  have the following  technical information 
to  share with you  regarding the DH  Moth se-
ries ofbiplanes. In Great Britain, deHavi lland 
has  issued a series of Technical  News  Sheets 
covering the inspection  and  replacement of 
the  Datum  Bolts (TNS  28) and the fuselage 
Tie  Rods  (TNS  29).  In Britain, the Moth was 
banned from  aerobatic flight  pending a suc-
cessful conclusion of the  investigation  into 
the causes of failure  of this item  on an Aus-
tralian Tiger Moth.  The  Moth club in  Britain 
is is  working on  an expanded  interpretation 
of the  work  required  to  perfom the  inspec-
tion,  and  has  entered discussions with  DH 
expressing concern for some of the  method-
ology used  in the inspections. 
Owners and  mechanics of the Moth series 
of biplanes  should take advantage of the fact 
that a very active  and technicall y competent 
type club exists  for  the  Moth, "The DeHavil-
land  Moth  Club" of the U.K.,  and  their 
counterpart here  in  the  USA, the  USA  Moth 
Club, which  is  chaired  by Michael  Maniatis, 
48  W.  22nd St, New York, NY  10010, phone 
212/620-0398, FAX  212/620-4281.  We 
strongly urge  you  to contact  Mike  and sign 
up  in  the USA  Moth  Club. He  can  make 
complete copies of the UK's  Moth  Club 
Technical  Briefing Notes  avai lable to  you, 
and  keep you  updated. 
Here's what Gerry Schawm of 
the USA  Moth Club included in 
their newsletter: 
Technical News Sheet (CT) Moth
No. 32 issue 1
"If you were planning  on doing aerobat-
ics  in  your Moth, Don't! 
"For that matter, you should not do them in 
your DH60, 80, 83, 85, 87, 94 and Queen Bee. 
"As  a result  of a structural  failure  of a 
Tiger  in  Australia, the  following  Mandatory 
directive  has  been  issue  in  Great  Britain. 
'Flight Limitations - Following a recent acci-
dent with a Moth  aircraft, operators of all 
Moth aircaft are  prohibited to  carry out any 
forms  of aerobatic or spinning manoeuvers 
pending  the  results  of the  CASAA  (Civil 
Aviation Safety Authority Australia) and the 
BASI (Bureau of Air Safety Investigations) 
and fe-issue  of the T.N.S.  (CT)  Moth  No. 
32.' We  will  keep you  posted! 
"While we are at  it, there  is  also a Techni-
cal News  Sheet CT (Moth) No 29 Issue I.  cracking at the root end, di stortion and incor-
Thi s matter concerns the lateral fuselage  rect tensile strength specification. 
tie  rods,  some of whi ch were found  to have  "If you want a copy of these News  Sheets, 
Figure 1 
£j
f4  I  Joint Fitting Pt. No. H 34640/1
r- '  >_..-d  ' " m;" hoi" for ';90< of 0"11,, 
\   !'!'·if  '1(" 
I \  - - =t'  \'  j' 11
=r:
:  \\  II  . 
.-'<i.
Lateral Fuselage Tie Rod 
Ref er to tabl e f or detai ls 
Fuselage Cross Tube Pt. No.  H 22411A 
IE 
A 

= 
?
L--, 
I( 

4-8-+ 
Figure 2 
AlC Type  ROD  pt No  A  B  C  0  NUT 
DH  60  M III  H 33746  27.1"  0.625"  0.3125 "  .3125  BSF  H 25486 
DH  60 Gill  H 33746  27.1"  0.625 "  0.3125 "  .3125  BSF  H 25486 
DH  60M  H 25487  26.5"  0.625 "  0.3125"  .3125  BSF  H 25486 
DH  60T  H 37869 A  26.95 "  0.500 "  0.8mm "  Smm x 1mm  pit ch  H 37870 
DH  82  H 37869  A  26.95"  0.500 "  0.8mm"  Smm  x 1mm pitch  H 37870 
DH  82A  H 37869  A  26.95 "  0.500"  0.8mm"  Smm x 1mm pitch  H 37870 
DH  82 B  43210  27 .31  "  .073"  0.3125  "  .3125 BSF  H 25486 
DH  83  H 37863  39.15"  .0500"  0.8mm"  Smm x 1mm  pi t ch  H 37870 
Material Spec = S154 HTS  Cadmium  Finish 
6  SEPTEMBER  199B 
contact Mike or better yet, speak to Ed Clark,
Moth Aircraft Company in Hawthorne, CA
310/679-2884. We are given to understand that
Ed has found several rods cracked after mag-
nafluxing. (In a conversation with Ed recently, he
mentioned that of10 rods that had been in ser-
vice at some time, 50%ofthem showed cracks
when he checked them using a magnajlux ma-
chine. He and his company can help you with
replacement ofyour Tie Rods. - HGF.)
"And then there is Technical News Sheet 28
Issue 2, which goes on to speak about Fuse-
lage Datum Bolts (See Figures I and 4). The
rear datum bolt at 'loint L' is made of mild
lie rods 
steel while the front datum bolt at ' loint E' is
high tensile steel to cope with the stresses im-
posed by the engine attachment. The news
sheet goes on to say that a visual inspection of
the bolts should reveal that the bolt at 'joint E'
in addition to a part number should have a ' V'
shaped groove at the apex of each hexagon flat.
If you cmmot be sure, then remove the suspect
bolt and corresponding lock plate and replace
with the appropriate bolt part no. H37880 and
lockplate Pt. No. H25045 Mk I, before any
further flight takes place. The new bolt must be
torque tightened to 7.5-8.5 ft. lubs (10. 17-
11.526 Nm) prior to locking with the new
Figure 3
cross  tLJbe

    -
......
---
i -----
joint H
Figure 4
lockplate Pt. No. H25045 Mk I. You should read
this bulletin in toto for compliance, and once
again if you need a copy of the actual technical
news sheet, call or write Mike Maniatis.
"We are checking with the Moth Club in
Great Britain as to the availabilty and cost of
these parts, and as soon as we hear some-
thing we will let you know."
The corresponding illustrations from the
Technical News Sheets are reproduced in this
article, as well as these drawings and their ex-
planation from Jim Neuman of Hobart, IN.
Born and raised in Great Britain, Jim has long
been involved in the field of technical illus-
tration, including a stint with deHavilland.
Here's what lim wrote to Ben Owen,
EAA' s Director of Information Services:
"The enclosed illustrations will probably
help better understand the problem with the
Tie Rods (found at Joint H, see figures 2 and
4) and the forward fuselage Datum Bolt
(found at Joint E, see Figures I and 3).
"You will note that I wrote 'Datum Bolt'
in the singular. They are only found on the
right side of the fuselage and the one af-
fected is at Joint E, as I have mentioned.
I know the importance of these Tie Rods
will not be lost on you. As you can readily
see, they are a through-the-fuselage contin-
uation of the lower wing main spars and,
therefore, are subject to strong tension
loads in positive G maneuvers. The reason
for this is that the Moth flying wires are
NOT attached to the fuselage , as are most
wires, but are attached to the wing spars .
Thus the positive G flying wire loads are
not directly taken out into the fuselage
frame as in most types. That is, each left or
right wing cellule is virtually a structure in-
dependent of the fuselage.
"Those who fly Pitts, Skybolts, etc. ,
might be a little mystified by these rods but,
what they might not realize is that on those
aformentioned types, the massive cross tube,
to which the mainspar wing fittings are
welded, serves as the spar carry-through
member and is subject to the same tension
loads and also compression loads.
"It would seem prudent to magnaflux
those Tie Rods at each restoration/recover,
especially if aerobatics are expected to be
performed. Futhermore, the rods should be
magnafluxed if the wings have been subject
to an accident such as a ground loop in which
the wing tips have show a close affinity for
Mother Earth."
Once again, the address for the USA
Moth Club is:
USA MOTH CLUB
c/o Michael Maniatis
48 W. 22nd St.
New York, NY 10010
phone 212/620-0398
FAX 212/620-4281
VINTAGE AIRPLANE 7
A seemingly trival event can cause you to be distracted 
from your primary mission in the cockpit. 
A
ircraft accidents are quite often
caused by the simplest of cir-
cumstances. A minor incident can be
turned into a major incident or a
tragedy due to a pilot's inattention or
lack of understanding. In any event,
the most important thing to do in any
emergency is FLY THE A IRPLANE.
For example, several years ago, a lo-
cal doctor bought an Apache and had it
delivered to the airport. The ferry pilot
gave the new owner a checkout and a
quickie rating. The doctor made a few
flights and the ferry pilot went home.
Shortly thereafter, the doctor arrived at
the airport and pulled his prize posses-
sion out of the hangar. He made a quick
preflight, then started the engines and
taxied away.
No one paid much attention as he
began his departure, but about the
time he retracted the landing gear, the
flight became rather erratic. There
were some pitch-ups and didoes as the
pilot flew a very short pattern around
the field. By that time, people were
walking out of the offices and hangars
to see what was happening.
The pilot made a tight turn onto a
short final and the Apache slid in for
a beautiful belly landing. The crowd
ran toward the plane, expecting it to
burst into flames. The pilot stepped
out on the wing, stood up and dusted
himself off, surprised to be greeted by
an anxious crowd.
What had happened? As the plane
lifted off, the door came open. The pi-
lot was so frightened that he reached
over and tried to close it. That ac-
by DICK HILL, ATP, CFI
counted for the erratic flight path.
During the short flight, the pilot be-
came so concerned about the door
that he forgot to fly a proper pattern
and then forgot to lower the landing
gear. In short, he forgot the cardinal
rule of aviation: first and foremost,
you FLYTHE AIRPLANE.
Many dollars later the plane was
repaired and once again the owner
went out to fly his, now even more ex-
pensive, prize. Once again, there was
an erratic takeoff, followed by a belly
landing. The reason was the same as
before! The door had popped open.
This time the plane was put up for
sale and said pilot became absent
from the airport.
During checkouts in complex air-
planes, adequate time should be spent
on the very important discussion of
cause and effect. Along with the usual
explanation of aircraft systems, things
like the problem of a door popping
open should be covered to prepare the
pilot if it happens during the flight. As
the pilot in command, be sure you
know the proper procedure for closing
the door and follow that procedure
each time you close it. If the door
does come open in flight, leave it
alone - your primary duty is to FLY
THE AIRPLANE.
Years after this particular series of
events, a friend bought a Cessna Bam-
boo Bomber. He had never even been
in one before, but decided that this
was the plane for him. It was a typical
situation where the plane had been
stored for an extended period of time
and needed extensive work. The new
owner was an experienced taildragger
pilot and thoughts of flying the plane
gave him no cause for concern. The
plane was made ready for a "landing
gear down" ferry flight to its new
home and the ferry permit was issued.
During the long, boring flight, the
pilot started to relax. About that time,
"POW! " The door came open. The pi-
lot's immediate thought was to get
that door closed. In this particular air-
plane, the pilot, while seated, can
reach the door with his left hand, but
cannot get any leverage to pull on the
door handle.
When the door came open, the pi-
lot unfastened his seat belt and stood
up, straddling the main spar which
runs between the pilot's seats. While
holding the plane level with his right
hand, he grabbed the door handle with
his left and gave it a mighty tug.
This action jerked the control wheel
also and sharply pulled the nose up,
slamming him down against the spar.
His effort had no effect whatsoever on
the door! The pilot painfully pulled
himself up and leveled the plane off
while becoming seated. By the time
he landed, he needed help to get out
of the seat and off the plane.
In events such as these, there are
several factors to be considered. First,
as mentioned before, get a proper
checkout with a qualified instructor,
who will cover important safety items
such as how to close and secure the
door of the plane you fly. These items
should be covered before you ever
8 SEPTEMBER 1998
leave the ground. (In the case of the
Apache, the ferry pilot was the check
pilot and the examiner. Apparently he
did not give the pilot adequate infor-
mation while giving him his license. In
the second case, no one was available
to give a checkout so the pilot was on
his own. As it worked out, the Bamboo
Bomber door was out ofadjustment
and eventually popped open again,
during a later flight.)
Second, when an aircraft door
opens in flight, it becomes an airfoil,
much the same as the upper surface
of a wing. The large surface area of
the door creates a lot of lift. The
simple fact is, that the air moving at
high speed past the door creates a
low pressure area and pulls the door
out to a point where the pressures
become equal.
The door of any general aviation
airplane will only come open a couple
of inches while in flight. This does not
appreciably affect the flight character-
istics of the plane. It can be pulled in a
little, or pushed out a little, but it is
impossible to close the door in flight.
The open door will not cause any real
problem, unless you attempt to use
force and forget to fly the airplane!
So- LEAVE THE DOOR ALONE!
Perhaps you might want to add just a
few miles an hour to your approach
speed to compensate for any turbu-
lence over the tail, but don't try to
close the door.
After landing, do not taxi with the
door open if you are turning down-
wind. Remember that the prop blast
does not always reach the door. A gust
of wind from the rear can flip it be-
yond its limits, causing extensive
structural damage. A properly adjusted
door will remain closed throughout all
normal flight maneuvers . If ever it
does spring open, have it checked and
make sure that it is adjusted before you
fly the plane again.
Third, always remember your pri-
mary duty - FLY THE AIRPLANE.
...
VINTAGE AIRPLANE 9
Europe's Spirit Replica 
by PIERRE HOLLANDER
Scandinavian Air Show AB in Sweden, which I run,
needed something new to highlight our airshows. We already
had an aerobatic routine with a Pitts S2B, a Soviet balloon-
hunting act with 2 YAKs, and aerobatics with 2 ladies
standing on the wing of the G-164. All the acts are good
crowd pleasers, but we needed more.
Charles Lindbergh had a connection to Sweden, as his
grandfather emigrated to the USA, so making the decision for
building the Spirit had some help there.
The copy of his Spirit of St. Louis was built in Estonia, un-
der the supervision ofMr. Illar Link, who is a well known
gliding champion in the former Soviet Union.
Mr. Mats Rooth from Vasteras, teacher at the Aerotechnical
school, was the coordinator, and the Spirit was built according
to Swedish EAA standards.
The project started in 1991 using drawings and pictures of
the original aircraft. The actual building started in 1992, and
took 5 years to complete. Most of the project was built in
Paide, some 100 kilometers. southeast of Tallinn.
The objective was to build the Spirit as close to original as
possible. For safety reasons, the engine is modified, also the
wheels are modified to incorporate brakes, as aerodromes
have changed to airports and are no longer round grass fields.
As you can see in the photos, the wheels are spoked,
10 SEPTEMBER 1998
The  photos  were  taken  by  Rogge  Schederin  from  an  Antonov  AN-2,  registered  ES-CAD  and 
piloted  by  Jacob  Hollander  and  Kalle  Aberg  during  September  of  1997  over  the  town  hall 
located in downtown Stockholm, Sweden. 
and sometime during 1998 they will be
covered with fabric in the same manner
as the original.
SOME OTHER ITEMS OF NOTE:
The exhaust pipes are little changed
if you look carefully.
3 instruments are temporarily in-
stalled, as the originals are out for a
general overhaul. By the time you read
this they should be reinstalled.
The earth inductor compass in the air-
craft is exactly the same model as original.
Lindbergh used one of Pioneer's pro-
totypes for his flight to Pari s. As a
testimony to his navigation skills and the
new instrument, he was approximately
3 miles off track when passing Ireland.
This aircraft is built as a reminder to
the large flying public as to what was
going on just 70 years ago. It was the
most fuel efficient and most long-
range navigation-equipped aircraft of
its time.
Today, the Spirit must fly with an
leading aircraft fl ying formation while
en route. The forward visibility is to-
tally restricted due to the large main
fuel tank in front of the pilot.
The wing profile is the well known
Clark Y, a lot of lift , but also drag.
Wingspan is 14.2 meters as the original
Spirit. Cruising speed is 105 mph.
HOW IS IT TO FLY THE SPIRIT?
So far, I have over 35 hours on the
airplane after the maiden flight in
August '97.
It behaves like the original aircraft, ac-
cording to Lindbergh's flight test report.
Very slow response on ailerons. The
stabilizer should be a little bigger, but
was ignored due to the short construction
time. This was accepted by Lindbergh,
giving a more pitch unstable aircraft.
Indeed it is, but being well aware of it,
it feels normal.
The total lack of forward visibility is
another special feeling . I am used to
Pitts and Tiger Moths, but this! Take off
is conventional, with short ground run
distance. Just keeping attitude and the
Spirit flies when ready.
Cruise is nice, when using a leading
aircraft. Otherwise one gets uncertain of
what is going on ahead, and starts flying
in turns all the time. Side windows are
large, but it gets uncomfortable to lean
to one side all the time. The wicker seat
was modem in 1927.
The periscope on left side is used
very little.
Landing is very special, using the
sideslip method. It is a must, to find a
reference for a touchdown point. Other-
wise, every airport is too small.
I did not sideslip on the first landings,
but now it is OK to use 600 meter strips,
as long as the crosswind is comfortable.
For now, the Spirit has its hangar
space at Karlsborg, formerly an Air Force
base. It is located on the west side of lake
Viittem in the south part of Sweden.
Plans for '98 are to participate in var-
ious airshows in Europe. So far this year,
we have shown the Spirit in Helsinki,
Finland, !LA in Berlin, Gorazka Air Pic-
nic outside Warsaw in Poland, (a NATO
base) Bardufoss above the Arctic circle
in Norway and Visby on the island of
Gotland in Sweden. The interest from
the aviation public has been great. ...
You can find us on the internet at: 
http://home6.swipnet.se/-w-63829/ 
Pierre1/lndex.html 
or on Alta Vista search on  "Scandinavian 
Air Show" 
Email : [email protected] 
<mailto:[email protected]> 
VINTAGE  AIRPLANE  11 
From the files of G. Thomas Mcinerney II in Jackson, MI Modified after it left the factory with a 450 hp Wright
comes the September Mystery Plane, with an added Whirlwind replacing the 215 hp Lycoming R-680 origi-
bonus, the Gee Bee Model Y flown by Florence nally installed, the Gee Bee lost part of the fabric from
Klingensmith in the 1933 Air Races held in Chicago. the right wing, causing it to plunge out of control into a
garden, killing Klingensmith, and
September Mystery Plane
by H.G. Frautschy
Sincerely.
John Carter
1403 2nd Av East
Bradenton. FL 34208
More information and another photo
of the C-2 is avai lable on page 255c of
the 1929 edition of "Janes, All The
World's Aircraft."
John has been on the trail of the
Crosley airplanes for a long time now. As
you can imagine, the ident ification of
these aircraft can be a bit confusing, since
all of the various monoplanes and bi-
planes bui lt by the company as it searched
for an airplane to manufacture were given
the name "Moonbeam!" ....
Send your Mystery Plane
correspondence to:
Vintage Mystery Plane
EAA
P.O. Box 3086
Oshkosh, WI 54903-3086
Only one intrepid member sent in an
answer to the June Mystery plane. Admit-
tedly tough, it is not listed in Juptner's
U.S. Civil Aircraft, and was never put into
production. John Carter, EAA 41061, AlC
180, of Bradenton, FL sent us this note:
"The Mystery airplane in the June
1998 issue of Vintage Airplane is the
Crosley Moonbeam. SIN 2. The aircraft
first flew 9 August 1929 powered by a
Wright J-6-5 of 165 hp.
The ship was operated until WW 11
when it was given to the University of
Cincinnati and hung in their wind tunnell
aeronautical lab where it remained until
the early 1960s. when it was junked so a
new subsonic wind tunnel could be built.
Jhave a letter fi'om Prof R. 1. Kroll of
uc. stating the demise ofthe aircraft. He
joined the College ofEngineering Aero-
nautical branch in 1957.
Also in my file for Crosley is a letter
from R. L. Bisplinghojf who attended C. U
in 1942. and he remembers the aircraft
hangingfrom the rafters. He joined the
Navy in 1943.
1 wish 1 had better news concerning
the airplane.
Further information can be obtained
from my articles in the September 1973
and April 1976 issues of Vintage Airplane.
Jalso have photos ofserial number 5. J
would like to hear from uc. alumni and
staff members from the period to see if
further information can be obtained.
furthering the undeserved repu-
tation that the Gee Bees were
"killer airplanes."
Its larger neighbor in our photo is
pretty well known, but we
thought you'd enjoy looking it
up nonetheless.
To be included in the December
issue of Vintage Airplane, your
answer needs to in to th e
Vintage Airplane office no later
than November 25, 1998.
1929 Crosley C-2 .
Moonbeam
1 2 SEPTEMBER 1998
14 SEPTEMBER 1998
24H. With its Ranger engine hidden under a Fairchild was Deluxe with a capital "D."
Twenty two owners.
long nose that often culminated in a spinner, Lou Frejlach (EAA 13463, AIC 7558),
22 different people lured by the seductive a faired set of wing struts and landing gear of LaGrange, lL is one of those people, one
lines of one of the Golden Age of Aviation's legs that culminate in a nice pair of wheel of the many who has enjoyed the look of
classic cabin monoplanes, the Fairchild pants, and the three-piece windshield, the the timeless beauty. When the opportunity
came along to purchase a Ranger-powered
Fairchild 24, he jumped at the chance have
his long time friend, Norm Binski, to finish
the restoration Norm had already started.
Nonn and Lou split their time between
the Chicago area in the summer months,
and Florida in the winter. Norm had the
pieces for the Fairchild at his place in Punta
Gorda, FL, and Lou's other good friend,
Jim Bohlander (EAA 423435, AlC 20017)
pointed Lou to the project. Longtime
friends, Jim met Lou when he was just a
20-year-old kid, and Lou was busy flying
airplanes for fun all around the Chicago
area. Jim has recently completed a career as
1 a Captain for United Airlines, and now
 
  Lou Frejlach (right), LaGrange, IL and his
"0 long time friend, Jim Bohlander (left) of
  Hampshire, IL.
spends the year in both Florida and Illinois.
He enjoys helping his longtime friend with
his airplanes (Jim has owned a beautiful
Beech Staggerwing for a number of years)
including Norm's Cessna 310, which they
have flown to Europe and back, as well as
all over North America and the Caribbean.
Lou's career was quite different. During
much of the middle part of this century,
Lou Frejlach was the owner/operator ofthe
Big Boy restaurants in the Chicago area, in-
cluding the one in Palatine, IL, the same
one I used to got to with my family as I was
growing up. Good burgers, Lou & Co.!
Just this past month, Lou celebrated his
sixty-fIrst year as a pilot, 61 years since he
soloed in a J-2 Cub. He spent the WW-JI
years with the Air Transport Command,
doing test work for Consolidated Aircraft
on PBYs and B-24s, flying all over the Pa-
cific. Airplanes have been his hobby for all
the years since then, and when he went
outside of aviation to realize his personal
goals, he kept busy by restoring a T-6 and
a P-51 , which he had over 20 years ago.
Lou said he was sorry now he let the P-51
go, but time gets away from you. The
years seem to sneak by, without anyone
noticing until they glance over their shoul-
der and look back.
When he negotiated with Norm Binski
to buy the Fairchild 24 project, Norm had
been restoring it for himself. An A&P me-
chanic, Norm moved to Florida and did
part-time work maintaining the Charlotte
County Sheriffs Department aircraft until
he retired at age 60. Among other projects,
he had a Sopwith Camel replica, and a
Fleet biplane. The Fairchild was a big pro-
ject, and one of the nice things about
moving to the south-central gulf coast of
Florida was Norm's association with an-
other Fairchild 24 restorer, Geo Hindall,
(EAA2l6658,A/C l7532)whohasa
home and shop/hangar in Englewood, FL,
only about 40 miles away from Norm in
Punta Gorda. They traded information and
often would make parts for one another -
make two, then give one to the other re-
storer to fmish up.
A jillion details are always in the works
for an antique airplane, and the Fairchild is
no exception. Norm kept at it though, and
by January, 1997 it was ready for the silver
base coat. Norm helped push the airplane
out of the Mod Works hangar, where the
paint was applied, and went home com-
plaining he didn't feel well.
By 3 a.m. the next morning, his wife
Ruth called the paramedics to assist her
husband, who was having difficulty breath-
ing, but sadly, he passed away before they
could get him to the hospital. It was later
discovered Norm had a undiagnosed con-
gestive heart condition. Unfortunately, his
distrust of doctors prevented him from
seeking treatment. Only 64 years old,
Norm didn't get to see the frnal finishing
touches put on the airplane.
Ruth and Lou both knew the quality of
work done by Geo Hindall, who was just
finishing up his Fairchild 24W. Geo was
VINTAGE AIRPLANE 15
asked to oversee the completion of the
painting by Mod Works, who were doing
work they had never done before - apply-
ing paint to a fabric airplane was a new
experience for them, as was working with
Aerothane enamel. Before it went in for
the final paint, Lou and his good friend
Marge Poeschl, who hails from Oshkosh,
WI, wet sanded the silver in preparation
for the final color paint. Then it was back
to Geo's hangar, to complete the rigging
and sheet metal work that still needed to be
completed. He also installed the Hartzell
HC20X 12-8 controllable pitch prop you
see installed. While not original factory
equipment, it is certified for use on the
Ranger engine. The prop is controlled us-
This side shot of the 24 shows off the classic profile of the Ranger version of the Fairchild. The
Ranger engine installation can be accessed "in four minutes" according to the factory
brochure. Including the firewall, the airframe of the Warner powered version of the Fairchild
24 is essentially the same airplane.
ing counterweights and engine oil pressure
picked up at the oil pressure gauge port .
The oil is routed through a slide valve that
is attached to a vernier control mounted on
the instrument panel. You simply regulate
the oil pressure sent to the prop, which acts
on a rubber diaphragm. As you lessen the
pressure, the counterweights pull the
blades into fine pitch, which is where they
would go in the event of a system failure.
An ingenious prop, its overhaul cost was
around $7,400, so Geo was very careful
every time he had to handle the prop!
Given the warm ambient temperatures
in Florida, an oil cooler was desired, and it
was also installed by Geo, along with one
other request by Lou. (The original 24H
also had an oil cooler installed of a slightly
different configuration.) He asked that a
second set of steps be added to the back of
the landing gear struts, to make it easier to
climb into the airplane. They're exact
copies of the refueling steps installed on
the front of the landing gear struts.
The landing gear wheel pants are the
originals, and, as pointed out by Geo, are
not always perfectly symmetrical ; "If
you look at them real close, you'll see
they were handmade. Even mine are the
same way, and one side of them will
  hang lower than the other. Sometimes
the mating joint in the two whole halves
of the aluminum is not vertical, not per-
pendicular, but every one of them were
handmade at Hagarstown. As much as
they were not machine made, they were
as individual as any two people were,"
said Geo.
The interior of the airplane had not
yet been started when Norm passed
away, but he and Lou had already made
arrangements for Mod
Works to perform
that function as
well, and had al-
ready selected the
leather color as well
as the interior fab-
rics. One of the most
16 SEPTEMBER 1998
distinctive aspects of the Fairchild 24 is
the work done on its styling by the
renowned industrial designer, Raymond
Loewy. Loewy's work on the interior,
when he wasn' t redefining the toaster or
adding his touch to the locomotive, helped
solidify the reputation of the Fairchild as
one of the sublime examples of functional
art. Sixty years later, the Fairchild 24 is
still looked upon as one of the sleekest ap-
pearing airplanes to grace the skies.
Besides, who among us who built rubber-
powered model airplanes will ever forget
how well a stick and tissue "24" would fly,
with that long nose out front, and very lit-
tle ballast needed to balance the airplane!
This example was built in 1937, is one
of25 built in that year, and was originally
built as one of the Deluxe models, with
only three seats. The four seat version
would only allow 8 Ibs. of baggage with
four standard adults on board, so the three
seat version would allow for more equip-
ment to be installed. Later, one of the
owners decided be wanted to have the
fourth seat added, so he had a sheet metal
company in Miami build and install the
wide rear seat. Even without looking at the
337 form, Geo knew the seat was not an
original piece of work by the factory.
"The Fairchild factory welders were
pure artists," he recalled. "Of all of the tube
and fabric airplanes I've ever been associ-
ated with, this is the finest quality
welding. The detail is magnificent; there
is not a speck of slag, not a void, nothing
but the most beautiful continuation of
puddles around every weld on their air-
frames. They had the best welders I' ve
ever seen in an aircraft factory."
Just as Geo ' s Fairchild 24W had
served with the Civil Air Patrol
squadron at Rehoboth Beach, DE, so
had this airplane, flying coastal patrols
from June of 1942 through October 31,
1943, when the coastal patrol bases
were disbanded.
The jillion or so details that Norm had
been so diligently working on were fol-
lowed up by Geo, and a test flight by Jim
Bohlander just before Sun 'n Fun con-
firmed its good looks were a match for
its flying abilities. With just a few hours
on its restoration, the Fairchild was
flown up to Lakeland, where it was
awarded the Best Cabin Trophy. But
don't look for it down in Florida - Lou
has graciously decided to loan the
Fairchild to the EAA Air Adventure Mu-
seum, so it can be put on display for
Jim Koepnick
many more people to enjoy. Come see what
the late Norm Binski and his friends did to
make another Fairchild 24H come to life. ...
From the factory specificat ion manuaVEAA Archives
u u - :.
" .. ..
~ ~
~ m I '. . -       _     . ~ . : .. ...:.. •
FAI R C H \ 1- 0 . 2,4
M" Of. I.C"8F
111'\0 $4H
VINTAGE AIRPLANE 17
OB-CUB RETURNS! 
It has been over five years since
Hannu Ruuhii, Raimo Stanley and Os-
wald were featured with their restoration
ofthe Cub that came to be registered
in Finland as "OH-CUB." Back then,
it was rebuilt as a J-3 Cub, but now,
well, let's have Oswald tell us ...
10 years ago we decided to pur-
chase a Cub to be used for "nothing."
A quick check among Finnish Piper
Cub fans showed that none of the seven
J-3s registered in the country was for
sale. Sweden and Norway gave the
same results.
Then someone said they knew the
Germans had plenty of Cubs for sale at
18 SEPTEMBER 1998
by OSWALD STANLEY
EAA 268583, Ale 10511
modest prices, since motorgliding was
less expensive. So we put an ad in
Aerokurier and got one contact from a
group willing to sell their Cub.
The plane was an ex-L-4 made in
1944 and had 5,000 hours on it. All the
paperwork was saved and preciously
traced back to 1955, when it had been
bought from Switzerland. After making
the deal the seller told us that now there
were only seven J-3s left in Germany
and they had been criticized for selling
such a rarity abroad!
After several difficulties and stand-
bys due to the bad weather during the
transfer from Germany to Finland in
March 1986, it finally was tied down
overnight at the Finnish border.
The fo\1owing night was one of
those "once-in-a-century" storms, and
gales were up to 60 knots. Despite the
fact the airplane had been tied to 800
pound concrete blocks, the wind turned
it upside down and the four concrete
blocks followed, destroying everything
nearby. That was the end of old D-EFIL
(read DEVIL).
From the remains we decided to
build OH-CUB.
The restoration was started by sell-
ing all the modem and mostly German
instruments and excellent performing
Hoffmann prop. We had flipped a coin
and chose to rebuild the plane as a 1-3
Cub, complete with the yellow color
scheme. We repaired the fuselage from
the remains, found one third of the ribs
were usable, cut new mahogany floor-
boards and built all new wooden spars.
Everything else was bought new from
the USA. The original spars were con-
structed of rather light wood, and were
not particularly strong in our sample
tests (read far below acceptable).
We built the spars from
the lightest local wood
which was 60% stronger
than the originals and con-
sequently the total weight
of the four spars exceeded
the originals by 35 pounds.
The original/replica cream
faced instruments were
ordered through Smokey
Mountain Airparts and the
prop was naturally a wooden
one from Sensenich.
When we started the
restoration we were plan-
ning to fly the plane in 12
months , shooting for the
Spring of 1987. Well, now
afterwards we know what
went wrong with the sched-
ule and the budget.
We had mixed up the def-
initions of "Repair" and
"Restoration!" That misin-
terpretation cost us triple the time and
money (having listened and read about
others and their projects, this seems to
be about normal).
According to the "Birth Certificate"
(which are available through the Cub
VINTAGE AIRPLANE 19
During a fly-in at the Jamiharvi Airfield in 1995, Oswald Stanley (left) and Raimo Stanley pause
for a moment next to OH-CUB.
Club) OH-CUB, SIN 12320, ex-D-EFIL,
ex-HB-OBT, ex-USAAF 44-80024
originally weighed 729 Ibs. During the
build-up we tried to save as much
weight as possible. We covered the
plane with Stits (now Poly-Fiber)
HS90X fabric process, complete with
the absolute minimum amount of paint,
without the separate aluminum paint.
The result was 745 Ibs., which we con-
sider quite low due to the heavier spars
and the heavier than original A-65
Continental engine. We also have a
"homemade" Kevlar ® wing fuel tank
in place of the heavy steel tank in-
stalled in Germany. While in Germany,
the plane's weight grew to 875 Ibs.
The plane was finally completed in
February 1989, almost three years and
2,700 working hours after we bought
it. Being practically a new airplane it
flies straight and easy and even now
after having enjoyed plenty of hours in
it we still have the same answer for
people who ask why we wanted to
have such an ancient airplane like the
J-3 (L-4).
"It cannot be used for anything use-
ful , but we just love to fly it. " You
could call it "reverse snobbing!"
OUR L-4'S HISTORY
Our Piper L-4H, SIN 12320 (US-
AAF No: 44-80024) was built in
Lockhaven, PA in July, 1944 and it
was shipped to England and saw ac-
tion with the USAAF and U.S. Army
(HQ, Ninth US Army). It was sold as
war surplus to Switzerland in 1946
and registered as HB-OBT, and then
later to Germany, where it was regis-
tered as D-EFIL. We brought it to
Finland in 1986.
After three years of registration it
was awarded the status of flying mu-
seum aircraft on January 17, 1989.
Nearly 54 years old with 5,200
hours flying time since new, it is a fme
testimony to the sound design and
durability of the classic Cub, surely
one of the fmest aircraft ever built.
As you can see in the photos, OH-
CUB has now been refitted to the L-4
configuration, as it appeared during its
life in the military, with the exception
of the civilian registration on the wing
and fuselage. ....
20 SEPTEMBER 1998
The Worthington  Collection 
by JOHN UNDERWOOD (EAA 1989, AC 1653)
This is Union Oil's Eaglerock and Travel
Air 4000 in Apache territory. Jack Harding
is the gent on the horse in Worthington
photo 75 (below), and Carl Lienesch is on
the right in photo 78 (right) . Carl was
Union's chief pilot until he had a bad acci -
dent with their Travel Air 89-4000, which
was a brute legitimized on a Group 2
approval. One or more of his passengers
died and he never got his confidence back,
though he did continue to fly, but never
with the same enthusiasm. During WW-II
he was supervisor of the CPT Program.
Union's pi lots did a lot of touring
around the West promoting air-mind-
edness by giving free rides. Warren
Carey is standing on the right tire in
photo 76 (left), and the guy in the
vest on the right is Jack Harding.
VINTAGE AIRPlANE 21
We don't have any information on the
exact location or identity of this Travel
Air transfer team, but they were most
likely either at Muroc Dry Lake bed, (now
Edwards AFB) or Rosamond, farther to
the west.
They tried two different stunts; in a couple of
the shots (left) they're seen trying a car-to-
airplane refueling, and in the remainder of
the pictures they're doing the old "transfer
from-the-car-to-the-plane" trick. It is most
likely the summer of 1931, as the Terraplane
automobile is the same one used by a outfit
doing a similar stunt with a Buhl Pup. (We'll
show you those shots in a later issue-we
know a lot more about that project.)
22 SEPTEMBER 1998
by  E.E.  "Buck"  Hilbert 
EM #21 Ale #5
P.O. Box 424, Union, IL  60180
Dear Buck,
I just finished reading " Pass it to
Buck" on how a midair can ruin your
whole day ... no doubt! Being a glider
and Cub pilot, a no radio, no electrical
system kind of guy has me doing some
rethinking. The "see and avoid" con-
cept has fallen into bad times. True, the
concept is alive and well at grass strips,
but it is a dying art at our paved air-
ports . Radio equipped aircraft and
radio position reports in the pattern
have become so common that the men-
tality of many pilots has become, "If I
don't hear it, it doesn't exist." Most pi-
lots flying newer aircraft with tall
instrument panels and smaller wind-
screens are not looking out for us "no
radio flyers."
So what can be done? I guess No. \
is to be real scared and have a swivel
head, yawing, banking and checking
shadows. No.2, bite the bullet and buy
a handheld radio. I recently bought a
$300 unit and I'm convinced it will
save an accident, or a near accident.
Even ifl'm on the ground, I can an-
nounce a potential hazard over Unicorn
(i.e., sailplane on downwind or that a
pilot may want to put the landing
gear down) .
As we all know, safety is most im-
portant, so don't be afraid to be heard.
Bill Batesole
EAA \35658, AlC 4603
Ludlow, VT
Thanks for the note. Bill!
PaSSitto 
Buel< 
Athens, Tennessee? Hmmn, Dorothy
and I are on the way home from Sun 'n
Fun and after braving the Atlanta area
traffic (on the ground, mind you) we
are RON at Cleveland, TN. The idea of
visiting Charlie Nelson and his Swift
bunch at Athens has never been far
from my mind, but now we are plan-
ning to do it.
On up northeast on 1-75 here comes
Athens, now where ' s the airport? Nat-
urally, it 's way on the other side of
town , and as we thread our way
through and out into the rolling hills, I
am doubtful there is even an airport
out here. One of the failings of airports
these days is a lack of signage. Seems
like the airport isn't important enough
to deserve signs.
What a beautiful location. What
beautiful airport. Hidden away like this
among these rolling Tennessee hill s,
it's enough to make a person want to
stay here forever.
Tucked in the museum hangar is a
collection (see the pictures) that is sim-
ple, effective, and tells the story of the
Swift from its inception to the final
product. From the stock airplane to the
most highly modified speedwagon.
Charlie must be sleeping in thi s
morning, but the Parts Dept. and the
shop people are all busy. Vaughn Arm-
strong, Scott Anderson and Sara Manor
make us feel welcome and open all the
doors. Dorothy and I are free to wan-
der, read, look and touch.
If you are within thinking distance,
by all means drop in and revel in that
Tennessee hospitality. Actually, the
Swift people make the Museum. Stop
in an meet them, you' ll love it!
VINTAGE AIRPLANE 23
Nagle bubble canopy,  six-cylinder Continental, this is  N80637,  one of the "hopped-up" 
Swifts in the museum collection. 
Hey, see ifthis helps you when you head
out to the hangar to do your annual with
your AIlooking over your shoulder •.•
Final Catch-AU Items During Annual 
Inspection 
I.  Not exactly the plane/engine per 
logs, 337 file,  last annual paperwork, 
engine and airframe total times, rest 
of paperwork. 
2.  No exterior I.D. plate ''N'' numbers. 
3.  Placards. 
4.  ELT Battery date and functional test. 
S.  Functional Ignition switch test. 
6.  Oil Filter element inspection. 
7.  Oil dipstick and filler cap security 
and leakage. 
8.  Fuel  cap, placard, seals and O-rings 
and vent system. 
9.  Fuel Selector valve positive shut off, 
detents, placards. 
10. Battery box and drain, STC 
requirement? 
11. Tachometer check, placard/markings. 
12. Tail wheel rudder control springs and 
attachment. 
13. Cabin door hinges, locks, catches. 
14. Primer operation and condition. 
IS. Proper operation of all  fuel  drains. 
16. Trim tabes)  - Indicator, actuator, 
play. 
17. Balance weights, ailerons, 
elevator, etc. 
18.  Signs of water leakage and corrosion. 
19. Tires, wheels (including tailwheel), 
proper inflation, check wear patterns, 
size, etc. 
20. List of discrepancies presented 
to owner. 
Swift owners are denoted by a pin  in their hometown on the big wall 
Bits and pieces  of Swift history are displayed on the walls of the 
map,  made  up from sectional charts. The  list that Dorothy is  looking 
museum hangar,  including various wingtips, cowls and  prop/spinners. 
at has all the Swift pilots who flew in for the most recent Swift Fly-In. 
24  SEPTEMBER  1998 
Dear Mr. Hilbert,
Enclosed you will find two photos of old air-
plane stuff. The first shot (below) is of (I believe)
2 generators. The data plates read as follows:
Type R-I , Serial No. 46464M, Order No.
4434, Mfr' s Dwg. No. 2000-3, weight ofunjt 48,
Acceptance AN?4?383 Jamco Jack &  Heinz, Inc. Cleveland,
Ohio USA
For use in 24 volt systems.
Type (unreadable) Serial No. 72994 Order No. (unread-
able) Mfr's Dwg. No. 2CM80B5, weight of unit 48,
Acceptance AN-B 174, Ford Motor Company, Made
in USA.
The other photo (below, right) is of old tube type radios in
various states of disrepair. Descriptions follow:
Radio Dynomotor, ARC Type 14482, CE CODMX310,
Continuous Duty Rating. Serial No. on receiver: 1935
R-13 Receiver [N] 28v equipment. Tubes are: 3@9003,
(Left) 
This  handsome looking 1946 GC-1 B Swift belongs to Geoffrey 
Crawford,  of Poway,  CA,  who has  put it on  loan to the museum. This 
one has the flip open canopy top with the slide down side windows. 
(Below) 
Another very stock Swift in the museum rests on the beautifully fin-
ished floor. You can  just see  a corner of the Swift emblem used  as the 
centerpiece for a compass  rose  painted in the center of the 
hangar/museum floor. 
15 MC-4, 14F7, 12A6, 14R7, 15MC-2, 14A7, 15 MC-3,
14R7, 15MC-I , 9002, C-102B, C-102F, C102H.
Receiver Radio R-508/ARC, Serial No. 780, Aircraft Ra-
dio Corp. , Boonton, NJ, Order 31231 Phila-55, US 23v D.C.
Serial 284, Order No. 47544 Phila-56 28v D.C.
Receiver R-19 (28v) , Serial 1935 CAATC IR4-6, 188-
148MC, 8.3 Ibs. Aircraft Radio Corp. Boonton, NJ
Signal Corps US Army, Transmitter, Radio T-2781U, Ser-
ial 6800, Order No. I 1661-ph-52, Motorola, Inc.
If anybody would like these items and would like them,
they are free, providing you arrange to pick them up or
arrange for shipping. The generators are heavy!
Joe George
Davis Airport (PN08)
101 Davis Rd
Home, PA 15747
VINTAGE  AIRPLANE  25 
WHAT OUR MEMBERS ARE RESTORING 
--------------------------by H.G. Frautschy 
RED AND WHITE TRIO
Jack McCarthy (EAA 7588, A/C 6518, and
Century Club member 125), Stevensville, MD,
owned this pretty Monocoupe 110 for almost
41 years until he sold NC12345 (yep, that's the
real registration number!) to the College Park
Airport Museum, which is the oldest continu-
ously operating airport in the USA. Opening Sept. 12, 1998,
you can fly in under the class B airspace to visit the airport
and museum, which is owned by the Maryland National
Parks and Planning Commission.
The Monocoupe is powered with a 145 hp Warner (it was
a 125 Warner) - Jack hold the STC for the engine change.
His other airplanes include this pretty Pietenpol Air
Camper, NX6107B. Built from B.H. Pietenpol's plans, it is
Ford model A engine powered, and was first flown in No-
vember 1997. 2,700 hours were spent on its construction,
which began in 1993. It cruises at 72 mph, and stalls at 38,
consuming only 3.8 gallons per hour.
The third airplane in his trio of similar paint jobs is what
he calls "the world's greatest trainer and all around good
airplane," a Piper PA22-20 powered with a 150 hp Ly-
coming. It has been used by Jack's son to earn his li cense,
and by his daughter, who soloed the Pacer. Jack says it is
getting a bit rough around the edges, and he'll recover it af-
ter he finishes his next project - an ultralight version of the
Dormoy Bathtub.
1947NAVION
N8667H was sometimes a forgotten
and neglected airplane, but not any
more, if owner Eric D. Vanoni (EAA
531589, A /C 28870) has anything to
do with it! Based at the famous Santa
Paula airport in California, his Navion
has been lovingly cared for, and has
had a complete disassembly, with all
of the hydraulic lines and electrical
wire replaced, along with many com-
ponents. A new instrument panel was
installed, and the entire cabin insu-
lated. A baggage door was installed,
along with a retractable rear step, and
new wheels and brakes were also
added to the list of accomplishments
during the airframe's overhaul.
26 SEPTEMBER 1998
1947 BONANZA
A "straight" model 35 Bonanza, SIN D956, this very nice
Beechcraft is owned and flown by Jay Ashmore (EAA
576691), Paris, TX. A retired Air Force pilot, Jay tells us the
airframe has about 3,200 hours on it, and the current engine,
a 205 hp Continental, has only 560 hours of running time.
It still has the original upholstery install ed, and the last
time it was annualed, the A&P remarked he thought
it was one ofthe cleanest aircraft he had ever worked
upon. Jay, who got back into flying after making a
few 1,000 mile auto trips, says he enjoys each trip in
the Bonanza like it was his first flight ever. With a
170 mph cruise speed, it can cover those thousand
miles a lot quicker!
HICKORY GROVE AIRPORT
Pete (EAA 576850, AlC 2860 I) and Jeanne (EAA 576850)
Reed of Goshen, OH have a restoration shop specializing in
Stearrnans on their own fie ld, Hickory Grove Airport. The
1941Piper J-4A is nicknamed "Clarabell e" because of its red
nose. Jeanne learn to fly using Clarabelle, and passed her test
in 1990. Purchased from a private individual who had over-
hauled the engine and painted it as you see it now, it will soon
be restored to original configuration, including a Cub Cruiser
orange paint scheme.
The 1943 Stearman E75NI is SIN 75-8788, and took 5-1/2
years to complete. Powered with a 300 hp Lycoming and fea-
turing an AT- I 0 cowling, it is covered in the Poly-Fiber
process, and painted Moss green with Sun Valley ivory. The
project originally came out of EI Salvador in the late 1980s.
It was to be flown out of that country and returned to the
U.S., but a crash meant the bent airframe, sans engine, was
what eventually arrived in the country.
It has won numerous awards, including the Grand Cham-
pion and Best Custom Stearman at the 1996 National Stearman
Fly-In in Galesburg, IL, and the Grand Champion Open
Cockpit at the National Biplane Fly-In at Bartlesville, OK.
VINTAGE AIRPLANE 27
A/CNews
- Continued from page 2-
Teledyne Continental Motors: 
Amendment 39-10713.  Docket 98-
ANE-27-AD. 
Textron  Lycoming (L YC)  0-23S, 0-
23S-C I ,  0-23S-C2C, 0-23S-L2C, 
0-23S-N2C, 0-290, 0-290-D2, 0-320, 
0-320-A, 0-320-AIA, 0 -320-A2B, 0-
320-B2B ,  0-320-B2C,  0-320-D2J, 
0-320-D3G, 0-320-E2A, 0-320-E2D, 
0-320-E2G, 0-320-E3D, 0-320-H2AD, 
0-360, 0-360A 1  A, 0-360-A 1D,  0-360-
A3A,  0-360-A4A,  0-360-A4K, 
0-360-B I B, 10-360-F I A6, AEIO-320-
El B,  HIO-360-C lA,  10-320, 
10-320-BIA, 10-360, 10-360-AIA, 10-
360-AIB6,  10-360-BI E  IO-360-C 
10-360-C I C, 10-360-C I (; 6,   
C I D6,  1O-360-D,  0-S40-A I BS ,
0-S40-AI DS, 0-S40-R2AD, 10-S40, 
10-S40-C4B5, 10-540-S I AS, TIO-540-
A2, LIO-320-CIA, LIO-360-CI E6, and 
10-720 reciprocating engines; and Tele-
dyne Continental  Motors (TCM) A-65, 
A65-3,  A65-8,  A75,  A75 -8, C75-12, 
C85, C85-8,  C8S-12, C90-8FJ, C90-12, 
0-200, 0-200-A, 0-300, 0-300-D, 10-
360-C,  E-185-4,  E-2 2S-8,  0-470, 
0-470-K, 0-470-L, 0-470-R, 0-470-
II ,  10-470,  1O-470-N ,  1O-470-S, 
10-520, 10-520-D, GTSIO-520, and 
TSIO-520-VB  reciprocating engines, 
with  install ed crankshafts  repaired by 
Nelson  Balancing  Service,  Bedford, 
Massachusett s,  Repair Station Certifi-
cate No. NB7R820J, between February 
1,1995, and December 31,1997. 
(FAA list of Engine types./Nelson work
orders was included here in original AD)
Compli ance:  Required  as  indicated, 
unl ess  accomplished previously. 
To prevent crankshaft failure  due  to 
cracking,  which  could  result  in  an  in-
flight  engine  failure  and  possible forced 
landing, accomplish  the  following:(a) 
Within  10 hours time  in  service after the 
effective date of this  AD, determine  if 
thi s AD  applies, as follows: 
1.  Determine if any repair was conducted 
on  the engine that required crankshaft 
removal  during the February 1, 1995, 
to  December 31,1997, time frame; if 
the engine was not di sassembled for 
crankshaft removal  and  repair in  this 
time  frame, no further action is required. 
2.  I  f the  engine and  crankshaft  was  re-
paired during this time frame, determine 
from  the  maintenance records (en-
gine  log book), and Table  1 of this AD 
if the crankshaft was repaired by Nel-
28 SEPTEMBER 1998
son Balancing Service,  Repair Station 
Certificate No.  NB7R820J  Bedford 
Massachusetts.  The 
records  should contain  the  Return  to 
Service (Yellow) tag for the crank-
shaft that will  identify the company 
performing the  repair.  Also the  work 
order number contained in  Table  1 of 
this  AD  was etched on the crankshaft 
propeller flange,  adjacent to  the  clos-
est connecting rod journal.  Because 
some etched numbers will  be diffi-
cult to  see,  if necessary,  use a  lOX 
magnifying glass  with  an  appropriate 
light source to  view the work  order 
number.  In  addition,  the  propeller 
spinner, if install ed, will  have to  be 
removed  in  order to  see this  number. 
3.  A person with a private pilot or higher 
rated certificate may  make the deter-
mination of appli cability of this  AD 
provided the  propeller spinner does 
not have to  be  removed. 
4.  If it  cannot be determined who re-
paired the crankshaft,  compliance 
with this  AD  is required. 
5.  If the  engine and crankshaft were  not 
repaired during the time frame  speci-
fied  in  (a)(I), or ifit is  determined 
that the crankshaft was not  repaired 
by Nelson  Balancing Service, no  fur-
ther action is  required. 
b.  Within  10  hours time  in  service after 
the effective date of this  AD, accom-
plish the following: 
I.  Perform  a  vi sual  inspection as de-
fined  in  paragraph (b )(2)  of this  AD, 
magnetic particle inspection, and a di-
mensional  check of the  crankshaft 
journals, or remove from  service af-
fected  crankshafts and  replace with 
serviceable parts. 
2.  For the purpose of this  AD, a  visual 
inspection of the crankshaft is defined 
as  the  inspection of all  surfaces of the 
crankshaft for cracks which  include 
heat check cracking of the nitrided 
bearing surfaces, cracking in  the main 
or aft fillet  of the  main bearing jour-
nal  and crankpin journal,  including 
checking the bearing surfaces for 
scoring, galling, corrosion, or pitting. 
Note 3:  Further guidance on all in-
spection and acceptance criteria is
contained in applicable TCM or LYC
Overhaul or Maintenance Manuals, or
other FAA-approved data.
3.  Replace any crankshaft that fails  the 
visual  inspection,  magnetic particle 
inspection, or the  dimensional  check 
with a serviceable crankshaft, unless 
the crankshaft can be  reworked to 
bring it  in  compliance with: 
1.  All  the  overhaul  requirements of the 
appropriate  TCM  or  L YC  Over-
hauUMaintenance Manuals; or 
ii.  All  of the  FAA-approved require-
ments for any  repair station which 
currently has  approval  for  limits other 
than those  in  the  appropriate TCM or 
L  YC Overhaul/Maintenance Manuals. 
4.  For the  purpose of thi s AD,  a service-
able crankshaft is  one which  meets 
the  requirements  of  paragraph 
(b)(3)(i) or (b)(3)(ii) of this AD. 
Note 4:  Crankshafts removedfrom
TCM engine models 10-360, 10-520, and
TSIO-520 series engines are also subject
to compliance with AD 97-26-/7.
c.  An  alternative  method of compliance 
or adjustment of the compliance time 
that provides an  acceptable  level  of 
safety may be  used if approved by the 
Manager, New York (LYC) or At-
lanta (TCM) Aircraft Certification 
Offices.  Operators shall submit their 
requests through  an  appropriate FAA 
Airworthiness  Inspector, who  may 
add comments and then send  it  to  the 
Manager, New York or Atlanta  Air-
craft Certification Offices. 
Note 5:  Information concerning the
existence ofapproved alternative meth-
ods ofcompliance with this airworthiness
directive, Ifany, may be obtained from
th e A tlanta Aircraft Certificati on or
New York Aircraft Certification Office,
as applicable.
d.  Special  flight permits may be  issued 
in  accordance  with  sections 21 . 197 
and  21.199 of the  Federal Aviation 
Regulations  (14  CFR  21 . 197  and 
21.199) to  operate the  aircraft to  a lo-
cation  where the  requirements of thi s 
AD  can be accomplished. 
e.  This amendment becomes effective 
on  October  19,  1998.  Issued  in 
Burlington, Massachusetts, on  August 
11,1998. 
Jay J. Pardee, Manager, Engine and 
Propeller Directorate,  Aircraft Certifica-
tion  Service. 
To access the AD  via  the Internet, go 
to: www.access.gpo.gov/su_docs/aces/ 
aces 140.html 
Click on the "Final Rules and  Regula-
tions" button, and enter 8/20/98 in  the 
"Issue Date" section. Enter AD 98-17-11  in
the "Search Terms" area, and click on sub-
mit.  You'll then see a citation for the AD· 
click on "TXT"  and the AD will appear." 
Dino Degasperi .. .. ...... .. .. Merrick, NY
Albert 1. Geniti . . .. .. . . .. . .. Warwick, NY
William B. Jensen, Jr. ..... .. . East Port, NY
William O. Spicer . .... .. .... Norwich, NY
Robert M. Williams ..... . .. ... Albion, NY
Raalin Wheeler .... . Jandakot WA, Australia
Joao Paulo V. Andrade
· . ... .... . Campo Belo Sao Paulo SP, Brazil
Doug Murtha . . .. Spruce Grove, AB, Canada
Aloysius Trautman . . Richmond, BC, Canada
Gordon R. Farrow . . Chatsworth, ON, Canada
Cliff J. Hare . .. . .. ... Tiverton, ON, Canada
Robert G. Henderson . . . Guelph, ON, Canada
Peter Thompson ... .. Belleville, ON, Canada
Dave W. Willock
· ......... . .... St. Catharines, ON, Canada
Francois Sylvestre.. ... Ste Julie, PQ, Canada
Steen Asmussen .. .. . . .. . Krusaa, Denmark
Robin Lloyd .. ..... Liverpool, Great Britain
Michael 1. McEvoy . .. Marlow, Great Britain
Matisa Sapar ..... . Kuala Lumpur, Malaysia
Luis Olaguibel . ... Mexico City, DF, Mexico
S. A. Baring Gould
. .. Somerset West, Republic of South Africa
Graham W. MacPherson
· ... ... Hyde Park, Republic of South Africa
Mikael Carlson . .... 65226 Karlstad, Sweden
Paul Johnson ...... . .. .. ... Hunstville, AL
David Denton ......... Siloam Springs, AR
Doyle Rog Rogers, Jr. . ...... Batesville, AR
Lee M. Wimberley .. ....... . . Conway, AR
Mark Ellery ..... . ......... Scottsdale, AZ
Gary W. Kent. .. .. .. ...... .. Chandler, AZ
Frank L. Snarey .. . ........ .. . . Aguila, AZ
W. F. Blaylock . .. .. . ...... San Diego, CA
William E. Brannon . ...... Buena Park, CA
George Crum . . .. . ..... ...... Winters, CA
Don Ellis . .. .. ...... ..... . Yuba City, CA
Tom M. Johnson ........ Castro Valley, CA
James L. Kolander .. ......... San Jose, CA
Tom Komer .............. Northridge, CA
Mark McGowan . . .. .. ... .. . Martinez, CA
Ken Neff.. ....... . . .... . ... San Jose, CA
Robert Saielli ........ . . . ..... La Jolla, CA
Richard L. Scholl . . .. .. . . . Menlo Park, CA
Robert Sterling . .. ... . ...... Freemont, CA
Thomas W. English ... . Colorado Springs, CO
Ralph R. Evens ............ Lakewood, CO
Sarah Marcy ...... .. . . ... ... Littleton, CO
John R. Scott ............ . ... Denver, CO
E. P. Wiesner ..... . ... Highland Ranch, CO
Dean Williams . ... . ... . . ... . .. Darien, CT
Donald E. Logan .. .. . . . . . . Vero Beach, FL
Mickey Pledger . ........ .. Tallahassee, FL
Edward L. Rupersburg . ..... Lady Lake, FL
Donald 1. Vecchie . . .... . . .. . Key West, FL
Spider Aviation Inc.. . ... .... Savannah, GA
Adrian John Troeleman... .. .. Suwanee, GA
T. Bruce Ecker. ........ ... . .. Waverly, IA
Jerry Swartz .... . .. . .... ... Sioux City, IA
Owen Winterberg ... ..... Cedar Rapids, IA
David D. Yeoman . . ... .. . Cedar Rapids, IA
Michael D. Jenkins .. ......... .. Rigby, ID
Charles W. Vollmann .. .. . . . . .. Emmatt, ID
David H. Childs . . .... . .... Dalton City, IL
Lon Dienst ...... . .. .. ...... . De Kalb, IL
Richard Feuillerat. ..... . .. . ... Rockton, lL
Kenneth Kresmery .. ... ... .... .. Elgin, IL
Kenneth Love ......... . . . .. . .. . Crete, IL
Doug Petersen ... .... .... .. .. . Gurnee, IL
Ron E. Purcell .. .. . .. .... . .. . Watseka, IL
Michael R. Reilly ....... Franklin Grove, IL
David C. Rutter . . ... .. . Downers Grove, lL
Keith Spaniol. ........... . .. Villa Park, IL
Ronald 1. Tomek ... . .. . ..... Glenwood, IL
Mary 1. Wasilewski .. ... .. Spring Grove, lL
John W. Granath .... .. .. .... . Danville, IN
Wilbur Hostetler . ..... . .. . ... . Marion, IN
E. Jonathan Hubbell .... . . . Indianapolis, IN
Robert S. Hunt . . .... . .... .. Ft. Wayne, IN
Jeffrey Rodrian .. ... . ... West Lafayette, IN
David M. Watts ....... . ..... Zionsville, IN
Michael A. Whitacre . .... Crawfordsville, IN
Douglas E. Bryant . . .......... Wichita, KS
Roger Dale Klotz ... ... . . . ... . . Meade, KS
James H. Walker ..... . ... . . Lewisport, KY
Dan Montague .. .. . ... . .. Marblehead, MA
James Small . ... . .. .. ... ... . Amherst, MA
David E. Frantz. .. ...... . . Battle Creek, MI
Johnathon E. McAlexander .. .. Brooklyn, MI
William McAlexander . ....... Brooklyn, MI
Richard D. Smith . .. . .. . ... Melvindale, MI
James F. Stapleton .. ... . ... . . . Emmett, MI
Duane Tucker. . . .... . ... . . .. . Holland, MI
Alan Wright ... .. ... .. .... Kalamazoo, MI
Joseph John Gmitter. .. . ... Forest Lake, MN
Rick L. Handy . . .. . ... .. Maple Grove, MN
Gordon 1. Harris ..... .. .... ... Duluth, MN
Arvid D. Lee .. ... ......... Burnsville, MN
Merle A. Sampson .. .. Inver Grove Hts, MN
Steve 1. Barnes .. .... .. .. . Chillicothe, MO
Alan K. Lawson .. ... . .. .. ... Branson, MO
Otis G. Madden ... .. . .... .. Louisiana, MO
Jack A. Shepard . .. . .... . ... Columbia, MS
Delbert Dinstel .. . ..... . . .. .. Colstrip, MT
John Stewart ... . . ... .. .... .. Billings, MT
1. T. Bigge, Jr. ..... ... . . . Waynesville, NC
William E. Campbell .... Morehead City, NC
Tim M. Good . . . . .. ... .. .... Waxhaw, NC
E. Dean Powell .. .. . . . .. ... . . Hickory, NC
Donald G. Thies . . .. . . .. .. . . Randolph, NE
Richard E. Cumming . . . . North Hampton, NH
Nancy Ahlers . ... .... . ...... . Flanders, NJ
Richard L. Hellmann ..... . . Bridgewater, NJ
Jon T. Daffer . . . . . . .. . .. Albuquerque, NM
James A. Jackson ... . .... Alamogordo, NM
Edward Smith.. .. . . ..... Albuquerque, NM
Ken Beatty . .. . .. .. . ... Incline Village, NY
Dwight W. Coombe .. . ... Grahamsville, NY
George 1. Baibak ... .... . .... . Toledo, OH
Edward Holcombe .. . . . .. .. . Hallsville, OH
Paul D. Hoskins... .... . . .. . Greenhills, OH
Scott A. Knabe .. .... ... ... Cincinnati, OH
Cap Whitney .... . .... . .... Columbus, OH
George A. Winnie .... . . .. .. . ... Cecil, OH
Christine Jackman ...... . ... Enterprise, OR
Eugene E. Lacy ... .. .... ... Beaverton, OR
C. William Lindsay .. ... .. . . Pittsburgh, PA
Robert D. Tinlin ... . .. . . . ..... Beaver, PA
Robert G. Batson .. .. . . ..... Lexington, SC
Bill Masters .. .... . .. .. . . ..... Easley, SC
Curtis D. Kreps ... . ... .. ... Watertown, SD
Ronald K. Blilie... . .. . ...... Pasadena, TX
1. William Butcher ..... .. .... . . Plano, TX
Kim Caffey.. ..... . ..... ... ... Friona, TX
Frederick 1. Deyeso .... ... San Antonio, TX
James E. Doyle ....... . .. .. .. . Hewitt, TX
Gary W. Franklin . .. . ... ... . . Lubbock, TX
Joseph H. Gallagher. ... .. .. . .. . Austin, TX
John E. Lansden II .... ... .. McKinney, TX
Gary Don Mahan . . . .. . .. Wichita Falls, TX
John C. Mihealsick .... . The Woodlands, TX
Paul Shacklette . ...... .... San Angelo, TX
Joe 1. Strouse . ..... . .. ... . . Sugarland, TX
Ben Wallace . .... . . . . . ....... Crosby, TX
Jimmie Wildharber. ... . ... Georgetown, TX
Jeffrey L. Gideon .. .. . ..... . Park City, UT
Jim Sabodski ... . .. . . . .. Salt Lake City, UT
1. M. Parker ... . .. . . . .... Charles City, VA
Carl H. Badgett ... .. . ... ... .. Everett, WA
Ruth P. Berg . ...... .. ....... Tacoma, WA
Robert W. Higgins ... . ... .. Anacortes, W A
David A. Lill .. ... . ....... .. Spokane, W A
James O'Toole..... ... .. . Moses Lake, WA
James W. Stubner .. . . ... Mercer Island, WA
Michael A. Beltz .. ........ . .. Warrens, WI
David A. Bunch .. ... .. . . .. . Ellsworth, WI
Todd D. Douma .. . . . .. . . .. Hortonville, WI
Susan C. Eichman .... . .. . ... Oshkosh, WI
Thomas J. Godfrey ... ..... ... Superior, WI
Donald K. Julson . . ..... . .. Lone Rock, WI
Gerald D. LaRoche .. .. .. . .. Waukesha, WI
Richard A. Moldenhauer .. . . Brookfield, WI
Donald A. Mosher .. . ...... . . . Neenah, WI
F. Joseph Palzkill. . ... .... .. Eau Claire, WI
Wallace R. Partlow . . ..... . .. Hayward, WI
Brian P. Polsih . ... . .. .... New London, WI
James Southworth .. . . ... ... . .. Chetek, WI
Raymond M. St. John, Jr. ... . . . .. Beloit, WI
William G. Waring . ..... ... Green Bay, WI
Nathan Weigt ... . ..... . ...... Oregon, WI
Jeanne E. Winkler ..... .. ..... Colgate, WI
Mark R. Wrasse .. . .. . .. . . . ... Neenah, WI
Gerald Clutter ... . .. . ........ Chester, WV
Deborah Buell Coonts . ... . . . Arbovale, WV
David Schober. .... . ... . . . .... Volga, WV
Adrian S. Wolverton ..... . . .. Jackson, WY
VINTAGE AIRPLANE 29
VINTAGE TRADER 
Something to  buy,  . ' 
sell or trade?  . • 
TM
A n inexpensive ad in  the  Vintage Trader may be just 
the answer to obtaining  that elusive part, ,50¢ per 
word.  $8,00 minimum charge,  Send your ad and pay-
ment to:  Vintage  Trader,  EAA  Aviation Center, 
P.O.  Box 3086,  Oshkosh,  WI 54903-3086, orfax 
your ad and your credit card number 10920/426-
4828,  Ads must be received by the 20th oftire  month 
for insertion  in  the issue the second month following 
(e.g.,  October 20th for tire December issue.) 
MISCElLANEOUS 
BABBITT BEARING SERVICE-rod bearings,
main bearings, camshaft bearings, master rods,
valves. Call us Toll Free 1/800/233-6934. e-mail
[email protected] http://members.aol.com/ram-
remfg/ home/ sales.html VINTAGE ENGINE
MACHINE WORKS, N. 604 FREYA ST., SPOKANE,
WA99202.
FREE CATALOG: Aviation books and videos. How
to, building and restoration tips, historic, flying and
entertainment titles. Call for a free catalog. EAA, 
1-800-843-3612.
CASTINGS: Stock and custom manufactured,
exhaust manifolds, heads, water pumps, pulleys,
air intakes, brackets, cylinder sleeves, blocks. Wax
investment , plaster and dry sand molding.
Complete tooling and machining. MOTOR
FOUNDRY & TOOLING, INC., 1217 Kessler Dr., EI
Paso, TX 79907 USA, Ph. No. 915/595-1277, Fax
915/595-3167. ATTN: Valor D. Blazer.
GREAT LAKES 2T1A-SN200-New yel. tag fuse-
lage. 3 partially assembled wings with new spars &
ribs. Spar & ribs for 4th wing plus extra new ribs.
Elev. and stab. primed. AileronslH stabilizer & rud-
der repairable. All parts from damaged alc. Full
cowl, great condition. Complete alc inventory list
of all parts missing or damaged. Warner eng.
165hp disassembled and complete. Excellent
rebuildable core with good crankcases and cylin-
ders. $24,500. Contact: Brad Barrett, AI & AP,
903-464-5472 Pgr or 940-759-2786.
STRATEGIC SALE: STAGGERWING BEECH
D17S. N4HX. SN6672 -Cream Puff-Total
restoration by L.A. Humphrey and Ray Keesler '93.
Probably the only Bendix Fuel Injected (P&W IR-
985-APS4) with 12.1 Blower. IFR panel including
WX11A1Argos 5000/Garmin 150, etc. S-"TEC"
60-2 coupled auto pilot, oxygen, much more.
Current annual. Dove gray-red trim. $400,000.00
Contact Brad Barrett, AI & AP, 903-464-5472 Pgr
or 940-759-2786.
TOOL PLANS-Build 'em yourself and save! Our
English Wheel forms and restores cowls and
other compound curves like a pro. The Tubing
Cutter/Notcher makes ready-to-weld cuts in sec-
onds ... with no filing! Buil d our Sandblast Cabinet
for peanuts and clean and restore parts in your
own shop! $7.50 each, all three $20. Brian Amato,
3871 Whispering Oaks Dr., Traverse City, MI
49686 or use VISA or MASTERCARD by calling
(616) 946-1071 .
Services Directo!y 
Enjoy the many benefits ofBAA and the 
BAA Antique/Classic Division 
c   

EAAAviation Center, PO Box 3086, Oshkosh WI 54903-3086 
Phone (920) 426-4800  Fax (920) 426-4873 
Web Site: http;ll.eaa.organd http;llwww.flyin.org  E-Mail: Vintage @eaa.org 
EAA and Division Membership Services 
800-843-3612 • •••••.••••• • FAX 920-426-6761
(8:00 AM -7:00 PM Monday-Friday CST)
• New/renew memberships: EAA,  Divisions
(Antique/Cl assic, lAC, Warbirds), National
Association of Flight Instructors (NAFI)
• Address changes
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• Gift memberships
Programs and Activities 
EAA AirVenture Fax-On-Demand Directory
....... .. ... .. ........... . . ... 732-885-6711
Auto Fuel STCs .. ... ......... .. 920-426-4843
Build/restore information .... .. 920-426-4821
Chapters: locating/organizing .. 920-426-4876
Education..................... 920-426-6815
•  EAA Air Academy
• EAA Scholarships
•  EAA Young Eagles Camps
Flight Advisors information ..... 920-426-6522
Flight Instructor information ... 920-426-6801
Flying Start Program ••••••••••• 920-426-6847
Library Services/Research .... .. 920-426-4848
Medical Questions ..... . ....... 920-426-4821
Technical Counselors .. . ....... 920-426-4821
Young Eagles .................. 920-426-4831
Benefits
Aircraft Financing (Green Tree) .. 800-851-1367
AVEMCO ... .. ...... .... . ..... 800-638-8440
AVA ............... . .. ....... 800-727-3823
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Death Insurance (Harvey Watt & Company)
Editorial
Submitting article/ photo; advertising information
920-426-4825 ••.••••••.•.. FAX 920-426-4828
EAAAviation Foundation 
Artifact Donations ... .. . . ...... 920-426-4877
Financial Support .. ...•. ...... 800-236- 1025
MEMBERSHIP INFORMATION 
EAA
Membership in the Experimental Aircraft Associ-
ation, Inc. is $40 for one year, including 12
issues of SPORT AVIATION. Family member-
ship is available for an additional $10 annually.
Junior Membership (under 19 years of age)
is available at $23 annually. All major credit
cards accepted for membership. (Add $16 for 
Foreign Postage.) 
ANTIQUE/CLASSIC
Current EAA members may join the Antique/
Classic Divisi on 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).
(Add $7 for Foreign Postage.) 
lAC
Current EAA members may join the International
Aerobatic Club, Inc. Division and receive SPORT 
AEROBATICS magazine for an additional $40
per year.
EAA Membership, SPORT AEROBATICS maga-
zine and one year membership in the lAC
Division is available for $50 per year (SPORT 
AVIATION magazine not included). (Add $10 for 
Foreign Postage.) 
WARBIRDS
Current EAA members may join the EAA War-
birds of America Division and receive WARBIRDS 
magazine for an additional $35 per year.
EAA Membership, WARBIRDS  magazine and
one year membership in the Warbirds Division
is available for $45 per year (SPORT AVIATION 
magazine not included). (Add $7 for Foreign 
Postage.) 
EAA EXPERIMENTER
Current EAA members may recei ve EAA
EXPERIMENTER  magazine for an additional
$20 per year.
EAA Membership and EAA EXPERIMENTER 
magazine is avai lable for $30 per year (SPORT 
AVIATION magazine not included).(Add $8 for 
Foreign Postage.) 
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or
draft drawn on a United States bank payable in
United States dollars. Add required Foreign
Postage amount for each membership.
Membership dues to EAA  and its divisions are not tax deductible as charitable contributions.
30 SEPTEMBER 1998
Fly-In Calendar
The following list ofcoming events is fur-
nished to our readers as a matt er of
information only and does not constitute
approval, sponsorship, involvement, control
or direction ofany event (fly-in, seminars,
fly market, etc.) listed. Please send the
information to EAA, Au: Golda Cox, P.O.
Box 3086, Oshkosh, WI 54903-3086. Infor-
mation s hould be recei vedfour months
prior to the event date.
SEPT. 18-20 - LOUISE, TX - 9th Annual " Under
the Wire " Fly-ln. 409/648-2163.
SEPT. 18-20 - JACKSONVILLE, IL - 14th
Annual Byron Smith Memorial Midwest
Stinson Reunion. Info: 630/904-6964.
SEPT 19 - ASHEBORO, NC - Smith Airfield
(25NC). Old Fashioned Grass Field Fly-In
and Pig Pick-ln. Antique, Classi c Sport
and Warbirds welcome. Info: JejJSmith
336/879-2830.
SEPT. 19-20 - STERLING, IL - St erling-
Rock Falls Whit eside Co. Airport (SQ1).
NCEAA Old Fashioned Fly-ln. Info: Do-
lores Neunteufel, 630-543-6743.
SEPT 24-27 - CH1NO, CA - 23rd Annual
Cessna 120/ 140 Assoc. Fly-ln. HQ hotel:
Ontari o Airport Hilt on, 909/ 980-0400.
Hosts: Eloise and John Westra, and Glen
Porter 909/947-4456.
SEPT. 25-26 - BARTLESVILLE, OK - 41st
Annual Tulsa Regional Fly -In. Info:
Charlie Harris, 918/622-8400.
SEPT. 25-27 - ATWATER, CA - Castle Air-
port (formerly Castle Air Force Base)
Golden West EAA Regional Fly-ln. 1nfo:
Lela Edson, 530/626-8265 or email: ed-
son@foothilLnet
SEPT. 26 - OLATHE, KS - Johnson County
Airport (OJC) . K.C Aviation Center spon-
sors the Seventh Annual EAA/FAA Fly-In
and Young Eagle Flight Rally, hosted by
EAA Chapter 868, Antique/ Classic Chap-
ter 16, and th e FAA FSDO, KC Region.
Info: F. Blasco, 816/942-1745.
OCT. 2-4 - DARLINGTON, SC - Darlington
County Airport. A/C Chapter 3 annual Fall
Fly-ln. Awards, major speaker, vintage
films, good EAA f ellowship. Info: FAX to R.
Bottom, 757/873-3059.
OCT. 4 - TOMAH, WI - EAA Chapter 935 lith
Annual Fly-In Breakfast. Static displays,
food, flea market, much more. 7 a.m.- 4 p.m.
Bloyer Field. 608/372-3125.
OCT. 8-11 - MESA, AZ - Copperstate EAA
Fly-In. 520/228-5480.
OCT. 9-11 - EVERGREEN, AL - Southeast
EAA Fly-In. 334/ 765-9109.
OCT 10 - NORTH HAMPTON, NH - No rth
Hampton Airfield. 8th annual Pumpkin Patch
Fly-In/Drive -In pancake breakfast, hosted by
EAA Antique/Classic Chapter 15. Info: Joe
Dian, 603/539-7168.
OCT. 10-11- WILMINGTON, DE - East
Coast EAA Fly-In. 302/738-8883.
OCT. 17 - ADA, OK - 2nd Annual Plane Fly
Fly-In, sponsored by EAA Chapter 1005.
Free foodfor fly-in pilots. All aircraft wel-
come. Info: Teny Hall, 580/436-8190.
OCT. 25 - ALAMOGORDO, NM - Alam-
ogordo-Whit e Sands Regional Airport
(KALM) Airport Appreciation Day. Hosted
by EAA Chapter 251 and Alamogordo Avi-
ation Association. Spot landing andflour
bombing, RIC model demos, breakfast and
lunch available. Info: Chapter 251: Ray
Backstrom, 505/437-8962. AAA: Maurice
Morgan, 505/434-1487.
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- Continued from page 5-
at Tempelhof Field, Berlin and
Bornstedt Field, Potsdam during
the period August 19 to October
15, 1909. My father was in Berlin
at that time. But his photo does not
look like the Wright Flyer to me.
The photo shows a plane with
wheels, no canard, and with a hori-
zontal stabilizer, so unlike the
Wright Flyer.
It is only recently that I took a
good look at the picture, questioned
it, and made a slightly larger copy
of the original print. The original is
not clearer than the enclosed copy.
Can this mystery be solved?
Robert Goodrich
EAA 517445, AlC 25955
766A Heritage Village
Southbury, CT 06488
I'm sure it can, Robert, since we
have a number of members who
will be able to identifY the location
and airplane. You are correct in
questioning the identification as a
Wright machine, it is not. But what
it ex actly is it, and wh en (and
where!) was the photo taken ? It
looks very much like a modified
Curtiss pusher. a lot like the Lin-
coln Beachey Looper, but that
airplane had its ailerons hinged to
the wings struts, between the wings
at the outboard ends of the wings.
The ailerons on this airplane are
not visible - they could be on the
trailing edge of the wings, or wing
warping could be employed.
The pilot is sitting well forward
on the forward 'fuselage," with his
feet resting on the extended axles of
the front wheel. Could this photo
have been taken at a World s Fair
before WW-I? We'll await the let-
ters from those who can help us
solve the mystery! -HGF ...
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32 
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