Vintage Airplane - Sep 1999

STRAIGHT & LEVEU
Espie"Butch"Joyce
2 AIRVENTURE '99AWARDS
3 AlC NEWS
4  AEROMAIL
5  THIRTY FIVE YEARS ATTHE OUTER MARKER/
DutchRedfield
9 GRADY SHARP'S ENGINE!PROP 
POSITIONER/JohnUnderwood
13  YOUR VERY OWN TAPERWINGI
H. G.  Frautschy
17  OZZIE'S CRUISAIR/
BuddDavisson
21  MYSTERYPLANE!
H. G.  Frautschy
24  PASS ITTO BUCK!
B.B. "Buck"Hilbert
27  WELCOME NEW MEMBERS
28 CALENDAR
Publisher  TOM POBEREZNY
Editor-in-Chief JACK COX 
Editor HENRYG. FRAUTSCHY 
ManagingEditor GOLDA COX
ContributingEditor JOHN UNDERWOOD
ComputerGraphicSpecialists BETH BLANCK
PhotographyStaff JIM KOEPNICK
LEEANN ABRAMS
MARK SCHAIBLE
AdvertisillglEditorialAssistallt ISABELLEWISKE
SEE PAGE 30FOR FURTHER VINTAGE AIRCRAFTASSOCIATION INFORMATION
ST
by ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
It is hard to think that EAA AirVenture ' 99 is over; r have just
gotten my brief cases back in the office. We've been so busy
catching up that I have not let the Oshkosh air out of them as of
yet. Soon all the statistics we enjoy seeing will be compiled; the
number of aircraft, people, campers, and other items, but that's
only part of the story.
Instead I'd like to tell you what was happening in the Vintage
Aircraft area of the Convention grounds. I received a note the other
day from Charlie Harris, your VAA treasurer. Charlie wrote: " . ..
well done at Oshkosh '99. All went very smooth, we have some
truly great people". I must say, "Ditto!"
We have some truly great people, both volunteers and members.
I continue to be amazed at the level of dedication and support the
VAA membership gives back to the Vintage Aircraft Association.
Three cheers for you all!
This year the number of people who came forward and volun-
teered was up by a whopping 20%. The increase in volunteers has
to do in a great part to the service and support the Vintage Aircraft
Association gives to its members. An important factor is the effort
Anna and John Osborn give to this recruitment function all year
'round. In order to operate the VAA area of the grounds during
EAA AirVenture, the VAA puts together some 60 chairmen and
400 volunteers to help each other. The flight line consist of two
rows of what we call the North 40, 140+ rows of aircraft east of the
North/ South road just east of the Red Barn and the showplane
camping area just south of the Theater in the Woods. This year' s
wet grounds gave us a bit of a challenge, but we filled every avail-
able space with some of the best airplanes ever assembled.
Speaking of nice aircraft, we had the greatest number of return-
ing Past Grand Champions this year. One of your directors, Bob
Lickteig, started this program years ago. We invite these beautiful
aircraft to return each year and we honor them with a special park-
ing spot so the crowds can enjoy them. There are other things we
do as well to make sure these people are recognized. Dean Richard-
son was the chairman of this activity for a number of years, but with
Dean assuming the Chief Classic Judge Chairmanship, Steve Krog
has become the Chairman and did an outstanding job this year.
Steve's group of Past Champions continue to grow because the
Judges continue to fmd new champions each year.
1999 saw us judging an increased number of quality antique
restorations. The Judges would get their paper work, go out and
judge the registered aircraft, add up the scores, and then fmd that the
next day they had well restored new arrivals which would cause
them to scratch their heads in amazement once again. Each year it
becomes more understood that when you win an award at Oshkosh,
it is one of the most cherished awards because the completion is so
close and the caliber of restorations so high.
How would you like sitting there feeling pretty good about your
day ' s work as a judge and then at the end of the day see a 1929
Kreutzer-6K5 with three Kinners spitting at you come taxiing in.
Wow, where'd that come from? Then a 1929 Fokker Super Univer-
sal shows up, and to top that off, here is a farmer from North Dakota
showing up in a pretty 1929 Menasco Great Lakes he put together
in his spare time. A judges work is never done until the judging
deadline passes.
The Contemporary judges have their work cut out for them too.
This class was slow in showing up with restored aircraft at first. 1
think that it has just taken some time for these restorations to be
completed once we started to judge Contemporary aircraft a few
years ago. The ones that we have now are top quality and, as time
progresses, we will be seeing more new restorations. r might be
wrong, but it seems to me that the greatest c0t'1jJetition is within the
Classic group of owners. The completion and quality of restorations
by these folks just blows my mind.
My hat is off to the individuals who are restoring these great air-
planes and to the group of judges who have to make a choice as to
which is best. Now we would not be able to judge or just look these
aircraft if it was not for the great volunteers and chairman who work
the flight line. These guys are on the job from first light to darkness
each day, getting direction from the two primary chairmen for this
area, George Daubner and Geoff Robinson, who have a great group
of co-chairmen. We look forward to hearing more about their area
in a future issue of Vintage Airplane. The wonderful group at VAA
HQ keeps things moving here with information, plaques, mugs,
merchandise, and general good fellowship. All of these happenings
are reported to the V AA membership with the daily published
"AEROGRAM," put together by Sara Marcy, Bill Marcy and Earl
Nicholas, co-editors and publishers. Thanks to all the volunteers
who made 1999 another great year. We truly have some of the
greatest people!
We held the annual membership and directors meeting at
Oshkosh during the Convention on Monday morning at 8:00 a.m.
During this meeting the membership approved all of the actions of
the Board of Directors during the past year and the election results
were announced. Those elected were: Vice-President, George
Daubner; Treasurer, Charles Harris; Directors Robert Brauer, John
Copeland, Phil Coulson, Roger Gomoll, Dale Gustafson, Robert
Lickteig, Gene Morris and S.H. "Wes" Schmid.
Should you have an opinion or infonnation you feel would benefit
the members of the Vintage Aircraft Association, please contact me
at any time. Let's 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
AirVenture  '99 Awards 
ANTIQUE 
Grand Champion:  Real  Perras,  Mor-
risville,  VT,  1940  Lockheed  12-A 
(NC2633) 
Reserve Grand Champion: Ed  Moore, 
Mystic,  CT,  1943  Howard  DGA-15P 
(NC6843I) 
Antique  Replica Aircraft Champion: 
Sam Johnson,  Racine,  WI,  1998  Siko-
rsky  S-38  (NC6V) 
CHAMPIONS 
CUSTOMIZED  AIRCRAFT 
Champion: Roland  Rippon,  Rockford, 
IL,  1940  Howard DGA-15  (NC 1227) 
Runner Up:  John  Scott,  David  Brown, 
Duke  Baxter,  Willard Brown , Rock Hill, 
SC,  1941  Piper J-3 (NC41105) 
Outstanding: Roy  Redman,  Faribault, 
MN,  1928  Waco  ATO  (NC41105) 
TRANSPORT CATEGORY 
Transport: Greg Herrick, Jackson,  WY, 
1929 Keutzer-6 K5  (NC612A) 
Transport Runner-Up: Museum of 
Flight,  Seattle,  WA,  1933  Boeing 2470 
(NC 13347) 
WORLD WAR  II  MILITARY 
TRAINER/LIAISON 
Champion: Dan White,  Andover,  MN, 
1942  Boeing N2S-3  (NC58756) 
Runner Up:  Dohn Drews,  Lake  Mills, 
WI,  1943  Consolidated Vultee BT - 13A 
(NC I204N) 
Outstanding: Edmund Strauchen,  Park 
City,  UT,  1942  Boeing E75  (N75848) 
WORLD  WAR  II  ERA 
(1942-1945) 
Champion: Greg Herrick,  Jackson,  WY, 
Interstate  S-IA (NC37280) 
Runner Up:  David Fayman, Lawrence, 
KS,  1944 Beechcraft 0  17S  (NC4417S) 
Outstanding Open Cockpit Biplane: 
Dan Haas,  Galesburg,  IL,  1942  Boeing 
A75NI) 
2 SEPTEMBER 1999
SILVER  AGE  (1928-1932) 
Champion: Jerry  Wenger, Powell , WY, 
1932  Waco  UBF-2 (NC I 3027) 
Runner Up:  Robert  Howie, Decatur, IL, 
1930 Waco  RNF (NC686Y) 
Outstanding Open Cockpit Biplane: 
John  Woodford,  Madison,  WI,  1930 
Bunner-Winkle C-Bird (NC876WC) 
BRONZE  AGE  (1933-1941) 
Champion: William  Smith,  Franklin, 
PA,  1937  Monocoupe  110 (NC2064) 
Runner Up:  Paul  Sensor,  Hampton, lA, 
1936  Stinson SR-8E (NC 17118) 
Outstanding Closed Cockpit Biplane: 
Les  Cashmere,  McAlester ,  OK,  1936 
Waco ZQC-6 (NCI6203) 
Judges Choice:  Clark Seaborn, Calgary, 
AB,  1929 Fokker Super Universal  (CF-
AAM) 
CLASSIC 
Grand Champion: Boyd "Butch" 
Walsh, Arrington, V A,  Stinson  108-3 
(N6233M) 
Rese rve Grand Champion:  L.  Ga le 
Perkins, Richwood, OH,  Piper PA-17 
(N4643H) 
Best Class One (0-80 hp):  Clayton Ham-
mond,  Danville, KY, Piper J-3  (N7031 0) 
Best  Class  II  (81-150  hp) :  Mark 
Ohlinger, Akron, OH, Bellanca  14-13-1 
(N86937) 
Best Class III (151+ hp) : John Kennedy, 
Martinsville, IN, Navion (N4 185K) 
Best Custom Class A  (0-80  hp) : James 
Zangger,  Cedar Rapids,  lA, Taylorcraft 
BCI2-D (NC94953) 
Best Custom Class B (81-150 hp) : Marc 
Krier ,  Ashland,  KS ,  Piper  J-3C-90 
(N71370) 
Best Custom  Class C  (151-235  hp) : 
Donald Goodman, Goode,  V A,  Stinson 
108-3  (N717C) 
Best  Custom Class  D  (236  hp &  up) : 
David Cole,  Wilis, TX,  Cessna  195B 
(N195S) 
Best Aeronca Champ:  Lonnie  Lynn,  Je-
sup, GA, Aeronca Champ 7 AC  (N83320) 
Best Aeronca Chief:  Tom Miller, Vine 
Grove, KY,  Aeronca Chief (N86176) 
Best Beechcraft : John  Pinson, Harker 
Heights, TX,  Beech 35  (N3935N) 
Best  Bellanca: Charles  Shouldis,  Rapid 
City,  SO,  Bellanca  14-19  (N6563N) 
Best Cessna 120/140: David Stadt, Wau-
conda,  IL, Cessna  120  (N2904N) 
Best Cessna  170/180: John  McCloy, 
Polk City,  FL,  Cessna  180 (NI8IJM) 
Best Cess na 190/195: Scott Boyton, 
Campbell, NY, Cessna  195B  (N 1955B) 
Best  Ercoupe: Alan  Cuthbert ,  Dowa-
giac,  MI, Ercoupe (N93512) 
Best Luscombe:  Mark &  Yvonne May, 
Chapmansboro,  TN,  Luscombe 
(N1168K) 
Best Navion: Kent Strachan,  Belleville, 
MI,  Ryan (N4545K) 
Best Piper J-3 : Kenneth Clark, Tulsa, 
OK,  Piper J-3C (N88005) 
Best Piper-Other: Daniel  Ernst,  Maple-
wood, MN, Piper PA-12 (N530IM) 
Best  Stinson: Joseph Jacobi , Mexico, 
MO, Stinson  108-3  (N652 1M) 
Best Swift: Charles Nelson,  Athens,  TN, 
Globe GC-IB (N80637) 
Best Taylorcraft: John  Knight,  Jackson, 
MI, Taylorcraft BC12-D (NC96035) 
Best  Limited  Production:  Stephen 
Johnson,  Redmond,  W A,  DeHavilland 
Beaver DHC-2 (N888KM) 
Most Unique:  Don  Luscombe Aviation 
History  Foundation,  Phoenix, AZ,  Lus-
combe 8E (N2638K) 
Preservation Award:  Gary Hartwig, 
Sherwood, WI,  Cessna  170A (N9713A) 
CONTEMPORARY 
Grand Champion: James  Warren,  Cas-
tle  Rock,  CO,  1960  Beech  G  185 
(N351WP) 
Reserve Grand Champion:  Donald 
Gaynor,  Englewood,  FL,  1959  Beech 
K35  (N87DG) 
Outstanding Customized Aircraft: 
Rich  Claude, Williamsburg, VA,  1960 
Beech  M35  (N688V) 
Customized Class  I  Single Engine : 
David Taylor, Mexico, MO,  1956  Piper 
PA 22-20  (N7117B) 
Customized Class  II Single Engine: 
Chris Bruck,  St.  Peters, MO,  1959 Cessna 
182 (N182HD) 
Customized Class III Single E ngine : 
William  Demray, Northville, MI ,  1959 
Piper PA-24 (N69PD) 
Customized Class IV Multi Engine: Jay 
Simmons,  Bartlett,  TN,  1957  Piper 
Apache (N3294P) 
OUTSTANDING  IN  TYPE 
Beech  Multi  Engine:  Ronald  Hyde, 
Kennedy,  TX,  1959  Beech  EI85S 
(N317MH) 
Bellanca: Thomas  Wright, Clyde, OH, 
1958  Bellanca 14-19-2 (N9833B) 
Cessna  150:  Robert  Unternaehi , 
Brunswick,  MO,  1959  Cessna  150 
(N7835) 
Cessna 170-172-175 : Charles Papas , 
Crown  Point ,  IN,  1959  Ces sna  172 
(N7612T) 
Cessna  180-182-210: John  Voninski , 
Manlius, NY,  1958 Cessna  182 (N2435G) 
Cessna 310:  R.  Dean Callan,  Southlake, 
TX,  1958  Cessna 310 (N6644B) 
Piper PA-18: James Patten, Hope,  IN, 
1960 Piper PA-18  (N285HC) 
Piper PA-22-20: Leon Gruetzmac, Oel-
wein, lA, 1959 Piper PA22-20 (N2837Z) 
Piper  PA-24  Comanche:  Robert  Mc-
Graw, Chalfont , PA,  1960 Piper PA-24 
Comanche (N7028P) 
Piper PA-23  Apache/Aztec :  Robert 
Dalzell,  Owenboro,  KY,  1957  Piper 
Apache (N103RS) 
Limited Production: Allan Anderson, 
Santa  Rosa,  CA,  1959  Luscombe  8F 
(N9923C) 
SEAPLANE! 
AMPHIBIAN 
Outstanding Fabric:  Roland  & Earlene 
Schab, Janesville, WI ,  1941  Taylorcraft 
(NC36189) 
Outstanding Homebuilt:  Bob Harkness, 
Longlac, ON, Northstar (C-FRMH)) 
Outstanding Workmanship: Julian  Mc-
Queen, Gulf Breeze, FL  1943  Grumman 
Widgeon (N67867) 
fAA AIRVfNTURf 
OSHKOSH 2000: 
JULY 26 - AUG.  1. 
VAANEWS 
compiled  by  H.G.  Frautschy 
AERONCA SPAR AD 
As  many of you know, we here at EAA 
have been  involved in  monitoring and 
commenting on NPRM 99-05-04 (Docket 
No. 98-CE-121-AD) concerning added  in-
spection requirements for  Aeronca spars. 
Unfortunately,  the short comment periods 
have  meant that each close date  for com-
ments would be past by the  time the  next 
magazine reached  you.  A extension  has 
been granted  for comments until  Septem-
ber  10  (still  very close  to the  time  thi s 
magazine  will  reach  you) so we strongly 
encourage you  to  quickl y contact the Na-
tional  Aeronca Association, Terre Haute, 
IN  812/232-1491  and  check the Citabria 
  Group Web site  at http://www. 
citabria.com for up-to-date information on 
their efforts  to  minimize the  impact this  is-
sue will  have. 
CORRIGAN'S ROBIN 
In  the Ju ly  issue on page  II  we  pub-
lished a photo of Doug Corrigan giving hi s 
engine a once over prior to  his famous 
flight  in  1938. It was erroneously cap-
tioned as a  185-hp Chall enger engine.  Not 
so,  as  a number of faithful  readers pointed 
out.  Doug Corrigan relied on  a Wright J-6-
5 of 165  hp  for  his  flight  from  California 
and  thence onto Ireland. With  the  engine 
change, his  Robin was designated a 1-1 . 
DUTCH ISN'T FINISHED 
Contrary to  the  statement we  published 
on page  5 in  last month's issue, we're far 
from  done with  Holland "Dutch" Red-
field's  remembrances published under the 
title "35  Years  From The Outer Marker. " 
Keep enjoying Dutch' s early days,  starting 
this month on page 5.  .... 
THE COVERS 
FRONT  COVER  . .. The EAA AirVen-
ture '99 Outstanding Customized Aircraft-
Antique winner was this Rare Aircraft cre-
ation , a Waco ATO Taperwing that has
recently joined the stable of Jerry Wenger. It
was also an award winner at the Sun 'n Fun
EAA Fly-In, chosen as the Best Antique
tom airplane. EAA Photo by Mark Shalble,
shot with aCanon EOS1 nequipped with an
80 -200 mm zoom lens. EAA Cessna 210
photo plane flown by Bruce Moore.
BACK  COVER  . . . Post War Aviation"
is the title of the oil painting by Walter S.
Dougherty, 740 Dukehart Ct. , Stone Moun-
tain, GA 30083.3 years in the making, it
started out as apainting of the J-3 in which
he soloed, with his granddaughter added to
the mix, and then, when he started to add a
few more airplanes to keep them company,
things just mushroomed! Once completed
the painting includes 60 airplanes, 14 an-
tique cars (including his first , a '39 Chevy)
and ahawk on the canvas. Can you name all
the airplanes? Akey to the painting is at the
bottom of the page.
As often happens when you hear about an incident that
has been filtered through a couple ofsets ofears, invari-
ably some changes are made to the story (remember the
childhood game of "telephone "?).  Such was the case
with the forced landing of Cessna 190 NC3089B, the
Persimmon and silver Cessna now owned andflown by
Ron Karwacky. Here's the note from the owner who skill-
fully landed the airplane after the departure of the prop
ji-om the engine:
Dear Mr.  Frautschy, 
T read  with some  interest your 
article  in  the July issue of Vintage 
Airplane.  Unless  there  are  two 
3089B's, the  article  is  less than  ac-
curate. 
It was early on  a  Sunday  morn-
ing,  during February  1971  when I 
took  my friend  Stewm1  Dauchy for 
a  ride  in  my  Cessna  190.  He  had 
his  first  flying  lesson  the day  be-
fore  and was doing  a very  nice job 
of flying  the  190 when there  was a 
loud crack,  a violent shudder and 
then  silence. 
The engine (Continental  670-A) 
had  seized due  to  a  plugged  oil 
vent line from  the  thrust  section of 
the  crankcase.  The  prop  left and  I 
slipped it into a small country road. 
See enclosed photos. 
There was  no  damage  to  the air-
plane  except  to  the  engine  and 
cowl, caused by the depm1ing prop. 
]  bought 3089B from  a  fellow  air-
line  pilot from  New Jersey and  my 
wife  sold  it  to  someone  from 
Northampton,  MA  while  I was  fly-
ing contract work  in  S.E.  Asia. 
The  road  we  landed on  is  be-
tween  West  Wardsboro  and 
Stratton,  VT.  3089B had  a  cross-
wind landing gear at the time. 
Four years  later the  prop  was 
found  on  the  southeast  side  of 
Stratton Mountain in Vermont. It
was  an  HS2B20  and  I  sold  it to 
someone  in  Florida as  it  was still 
in  good  shape,  with  part of the 
4 SEPTEMBER 1999
crankshaft still  in  the hub. 
The old bird sure looks a lot better now. Mr.  Karwacky 
has done a fine job to a fine old airplane. 
Sincerely, 
H.  Kennard Perkins 
EAA 302126, VAA 14387 
Captain, Retired,  United Airlines 
North Hampton, NH 
• •
lIve  ears 
att
Outer Marker
Continuing Dutch Redfield's early aviation carreer, he learns about short field operations
from an old master and hears the "pop" of a iumpers chute.
I
t was while in the process of
preparing for my Private Pilot
spin tests that I came to know
Ernie Halmam a little better.
Ernie was probably the finest
flight instructor on the field and his
green fuselage and yellow winged
Standard Trainer, powered by a short
stacked, barking, clanking, popping,
forever shaking 5-cylinder Kinner
engine, was to be heard climbing
past the open hangar doors for many
hours almost every day. It was prob-
ably the busiest airplane on the field.
When conducting a training ses-
sion, Ernie rode in the forward seat
of the long bathtub-shaped cockpit.
To forcefully demonstrate that his
student had complete control, Ernie
always rode with his arms outside
grasping the center section struts
bracing the upper wing panels and
when airborne. He was seldom with-
out a dead cigar clenched between
his teeth.
Ernie was noted for being very,
very patient with his students, who
all held much respect and affection
for him. For Ernie to swear was
most unusual, perhaps a "Damn it"
on occasion. With little doubt he
was the most natural flier I've ever
known. Anyone aloft with Ernie, ex-
perienced or not, would be quick to
detect the manner in which any air-
plane responded to his light touches
as he delicately blended intricate
flight fundamentals into a lovely
rhythmic flow. This flow was
planned and sure and beautifully co-
ordinated, and he flew with a
softness and smoothness and preci-
sion that I had never seen before.
A tall lanky farmer, Ernie walked
with a gait that might be expected
were he striding across the dead
furrows of a plowed field. He was
blessed with very intense, deepest
blue eyes ; eyes that truly sparkled
when he smiled or laughed. Ernie
was seldom seen without a soft
wool cap and always flew open
cockpit airplanes with the peak
turned aft and with no goggles. He
was bald with only a fringe of hair
around the edges.
To act as his ticket seller, Ernie
asked that I accompany him one win-
try, but sunny, Sunday afternoon to
fly the Standard to Seneca Lake and
Geneva in the Finger Lakes area of
upstate New York. He had learned
that the lake was frozen over for
about a mile out from shore for the
first time in several years. The rea-
son for the trip, I guess, was because
he needed some poker money. Ernie
loved to play poker on rainy Sunday
afternoons with other grounded avia-
tors in the back shop of Harry
Ward ' s hangar. Because the lake
seldom iced over and because there
by Holland "Dutch" Redfield
VINTAGE AIRPLANE 5
were no suitable landing fields
nearby the town, Geneva had not
been barnstormed for some time
and Ernie was of the belief that
time was ripe for making a few
dollars hopping passengers from a
highway closely bordering the
lake shore.
As we descended toward the
lake, it didn't look to me as if there
was any ice at all. It looked all
lake and open water until we cir-
cled directly overhead, where
looking straight down could be
seen a layer of dirty gray ice that
appeared to be under about an inch
of smooth water and this layer of
ice extended but little distance
from shore.
Our approach was into the gen-
tl e south wind blowing and toward
thi s open water area. It was diffi-
cult at low levels to see where the
ice ended and the unfrozen lake
started, and Ernie touched the
Standard down very short and very
close to the shoreline after a steep
s ide slip. Icy spray was thrown
high over the lower wings and tail
on our rollout. We taxied back to-
ward shore and a crowd of
gathering automobiles through big
puddles of shallow water. It looked
like a very successful afternoon
might be in store for us. Close to the
highway, Ernie spun the Standard
around with a blast of the barking
Kinner. I loosened my seat belt and
stepped out onto the walkway of the
lower wing as the engine was cut.
As I stepped down to the puddled
ice, it seems we both looked at the
same time and to our complete shock
saw in the ice, just off our wingtip, a
hole large enough to swallow the en-
tire airplane. As we had made our
final tum we had missed rolling into
it by only a few feet.
" Wow!!" Ernie shouted, "Let's
get out of this place!!," pumping the
throttle and gunning the dying Kin-
ner back to life. I was still trying to
clamber into the forward seat as we
lifted off in a cloud of spray like a
seaplane. Ernie banked rapidly, then
climbed steeply for home without
buzzing the crowd. Neither of us
looked back.
Ernie owned an impeccably spot-
less farm on the side of the beautiful
hills south of Syracuse. Besides the
6 SEPTEMBER 1999
the nose rapidly rotated
through many more de-
grees than normal to a
now-steep climbing
attitude. Speed bled
very rapidly and with a
sharp burst of power we
plunked onto the hillside
with the airplane In a
steep climb.
normal upstate farm products, he
raised wonderful popcorn, and from
his slaughtered pigs made real home-
fresh country sausage. The annual
appearance of these two items was
always an airport occasion.
On a hillside in back of his house,
which overlooked lovely Onondaga
Valley, was a tiny, steeply-sloped,
grassy patch bordered on three sides
by tall growing com. Had this field
been on a level plane, it would have
been far too small to make a landing
or takeoff with anything but a heli-
copter. Ernie, however, regardless of
wind and with inches to spare, would
land the Standard in an uphill direc-
tion, tum, and then take off downhill.
He took me with him one day so I
could see his farm. As we circled it
was plain that this was going to be a
hair-trigger flying job that had to be
exactly done with the airplane flown
right on the edge of its airfoils' low
speed lift curves, and there was "no
out" if there was miscalculation, as
the airplane could not be climbed
steeply enough, nor could it be
banked sufficiently to miss his house
and bam.
Ernie stopped our gliding turn
high over the valley and the wings
were leveled. As we descended to-
ward the tiny green patch on the
side of the hill, it appeared we were
flying the airplane straight into the
ground, because of the optically
distorted approach geometry.
At the last second, the airplane
was sharply flared for landing and
the nose rapidly rotated through
many more degrees than normal to
a now-steep climbing attitude .
Speed bled very rapidly and with a
sharp burst of power we plunked
onto the hillside with the airplane
in a steep climb.
Few pilots I had flown with up
to this point would be able to pull
this off. The Standard touched
down with its wing tips brushing
the cornstalks, and the drag of the
uptilted elevators and the dragging
tail skid took over as we rapidly
decelerated while rolling up the
steep incline. When we finally
bumped to a stop, the idling pro-
peller was only a few feet from the
outer cellarway entrance and
Ernie's outside well pump handle.
r was introduced to Ernie's wife,
Lulu Belle, his two dogs and his
cat. Then he gave me a tour of the
farm, during which I was given a pa-
per bag of popcorn kernels that I
stored in the front cockpit 'til we
were ready to depart.
When it was time to leave, we
chocked just one wheel with a rock
and Ernie pulled the prop through to
start the Kinner while I operated the
switches. He then lifted the tail and,
with me still in the cockpit, swiveled
the airplane around, pointing it back
down the steep hill that we a short
time ago had landed on. Takeoff ac-
celeration down the hill was very
rapid and in a few feet we were air-
borne and in a few more seconds ,
again high over the valley. We cir-
cled back over the farm where the
dogs raced and barked at us, and his
wife Lulu Belle waved.
On Sundays during the summer
the local aviators doing business fly-
ing sightseeing airplane rides would
take their tum putting on a short "air
show" which was hoped would get a
crowd out and perhaps in the mood to
do some flying.
It might be Clayt Welch looping
and rolling  his  red  and silver Waco F, 
or Charlie Smith "buzzing" the  field 
with his  lovely Stinson, or, perhaps 
Ernie Hannam, taking a  few  minutes 
off from his student training, to put 
on a show with his Standard. 
It was  always a  real  treat to  be 
there as Ernie cut his  engine and then 
slowly reduced airspeed  'til  the  pro-
peller windmilled  to  a  complete stop. 
He  would  then  glide  with  silent 
graceful wingovers and  stalls from  a 
position  high overhead to  a  gentle 
touch down. 
Many years  later when his  beauti-
ful  wings  had  been  folded  for  him 
and  he lay bedridden, I  wrote Ernie a 
poem recalling this  Syracuse Sunday 
event.  Perhaps now, since you  know 
a  bit about Ernie,  you'll enjoy read-
ing it with me. 
OLD DEAD STICK HANNAM
Rumor has it 
Old flying  friend 
That they've got you draped on 
Your sitting end. 
Now this  is  a heck of a 
Place to be, 
Cause in case you don't know it 
It ain't for free. 
But perhaps old boy 
As you stare at the ceiling 
You are able to think back 
With nostalgic feeling 
To those good old days 
Not too long ago 
When flying was fun 
And to heck with the dough. 
My thoughts reminiscing 
Are sharp as a tack. 
Days of Webster and Ward 
And Merrill and Mac. 
See a Gypsy Moth 
With old Tex Perin. 
Hear your Standard's ShOlt stacks 
Popping and rarin' , 
And those Sundays up high 
Old Ernie shuts the engine off, 
Stops her prop crosswise 
Dare she not even cough, 
From two thousand now 
Graceful swoops he's gliding in. 
Nowa lovely whistling swish 
Without that Kinner din. 
Side slipped gently 
To that tiny airport corner 
Barely missing wingtips 
Clayt's "F" Waco Warner. 
Puts her right where he  wants her 
Struts for seconds stay extended. 
Wheels ticking o'er the grasstops 
The flippers  full  up ended. 
Yes, old Pappy fmally fluffs  her 
Very gently down, 
Cap beak pointing backward 
Atop his old bald crown. 
Sure, a  lovely three pointer 
For which all of us try. 
Done just that way not the lot of, 
All  ofthose that fly. 
Fire eater Hibbard glances up from 
His ticket selling chore, 
"He'll never ever stop her 
Before that hangar door!" 
"That poor old battered hangar 
With its  urine-spattered tin." 
"At night takes him twenty minutes 
To squeeze and worm her in." 
But she's ground borne now 
And there is just no other out. 
He's got to  stop her in  there 
Of this there is  no doubt. 
Harmam bites his dead cigar 
It's clenched between his teeth. 
He hopes the tail  skid does its job 
Dragging underneath. 
She's fading rather fast now 
But he's closer to  the door, 
Only sound an idling 1-6-5 
Two passengers want some more. 
A  shout goes up, 
"He's got no choice 
But now to  take her in." 
"Good God ifhe ever misses 
What an awful  mess of tin." 
With inches spare inside he goes 
And rolls her to a stop. 
Doors quickly move together 
And close up  with a clop. 
Long legs ease up out of cockpit 
Cap's straightened with a spin. 
To those tabled in the comer 
"You didn't deal me in!" 
Have  you  ever watched  a  para-
chute being packed?  If you ever plan 
to use one,  don't.  Yet, it is  done with 
meticulous  care  and  ends  up  so 
tightly  packed and with  its  very long 
shroud  lines  so folded  and  refolded, 
that its  always  been a  wonder to  me 
that it could ever open. 
Tugging the handle of the ripcord 
releases  three pins extending through 
grommeted holes  in  the  four canvas 
flaps  of the  parachute pack.  Release 
of these  flaps  in  turn  frees  a  small 
spring-loaded pilot chute which is at-
tached  to  the  crown  of the  main 
chute,  pulling it free  of its  canvas 
pack and  into  the  airstream.  When  a 
person  is  falling end over end,  it  is 
difficult to  see  how this mess of silk 
and cords could possibly escape be-
coming tangled  in  arms ,  legs,  and 
around the neck of the jumper, who 
is  tumbling earthward and  praying 
that it will  open. 
The  shock when a  chute  opens 
can  be  ferocious.  If falling  head 
down  the  "happy chutist"  is  now 
snapped  heads  up  with neck-break-
ing  force.  Even if the  descent  after 
chute opening  is  uneventful,  when 
contacting the  ground  the  impact is 
the equivalent of what would be  ex-
perienced  had  you jumped off a  15 
foot  building without a  chute, which 
is  pretty  darn  hard.  Also,  near the 
surface,  if the air being descended 
through  happens  to  be  a  surface 
wind  of 18-20 mph- on  top  of the 
soon-to-be-contended with  high de-
scent  rate,  there  will  also  be  the 
additional problem of an  18-20 mph 
drift and  it might be  backwards and 
toward something unseen. 
Many,  many hours I've spent in 
open cockpit sitting on  hard para-
chute packs,  and  how  many times 
have I  walked across airport ramps 
with  the  pesky,  ungainly  thing 
thumping the  back of my  legs.  Did I 
ever jump?  No!!  and  r have  really 
never had any  plans to  do so.  Yet, 
on  some soft late afternoons,  with  a 
good  student in  the  back cockpit, 
I've a  few times been tempted to step 
out on  the  wing walkway,  step  off 
and drift down,  but better judgment 
has always prevailed. 
This  may be  a  good  time  to  tell 
you about Ed Wynn, the professional 
parachute jumper.  Ed  made a  living 
of sorts jumping out of airplanes at 
air shows after passing the hat for 
donations from  the crowd. 
His specialty was the delayed drop 
which called for him  to  tuck a  bag of 
flour  under his arm then  go over the 
side at 9,000-10,000 feet.  On the 
way down,  and in  free  fall , he would 
punch a  hole  in  the  flour bag with his 
thumb then  leave a  streaking white 
trail  as  he plummeted earthward like 
a  rock at terminal  velocities.  At the 
last moment Ed would open his chute 
and  drift the  few  remaining feet  to 
earth.  I  have  never liked to  watch 
parachute jumps and  have  always 
looked the other way. 
Without his  chute,  Ed walked out 
on the field one day while I was prac-
ticing  landings with the  Waco.  He 
waved  me  over to  the  edge of the 
VINTAGE  AIRPLANE  7 
I field then stepped alongside the rear
cockpit with his pants legs flapping
in the prop stream. He asked if I
would take him along so he could
practice guessing how high he was
(or wasn't) ; this, he explained, so he
could better carry his delayed chute
openings till the very last instant to
further delight the crowds.
Ed seated himself in the forward
cockpit and we took off. As we
climbed through 400 feet he turned
around and shouted, "Don' t tell me -
we're at 1,500 feet - right?! !" "NO,
NO, ED!," I shouted, and hastily in-
formed him how high we really were.
During many tries that day, and on fol-
lowing days , Ed never even came
close and consistently estimated his
heights far above the actual. But this
the onlookers.
With his bulky gear, I helped him
climb in, then passed him his flour
bag, his helmet and his motorcycle
goggles. With Merrill at the
switches I swung the heavy metal
prop and the Whirlwind idled to life.
There was a big grin on Ed's face,
kneeling on the cabin floor in his
harness near the open doorway, as
Merrill taxied away and blew dust in
our faces. Ed waved to the antici-
pating crowd as the plane lifted off,
then roared past with the wheels
skimming across the field a few feet
above the ground.
Merrill planned a long climb to
10,000 feet. The Stinson climbed
slowly, so while I had some time, I
hand pumped some fuel from the
and his tumbling form too small.
looked away again. As I waited, I
pondered the toes of my shoes, the
laces, and then the lace knots I had
tied that morning in the rooming
house. Then I examined my pants
cuff and slowly pulled out a loose
thread . Would the "ahs" that al-
ways came as the chute blossomed
never come?
To stand it any longer was impos-
sible, and I had to look up, but I
could not find Ed, or the flour streak.
I looked up further and gasped in
alarm because he was directly over
my head and falling head down
straight toward me. He was so close
to the ground that I could plainly see
his flapping white coveralls, his arm
across his chest, his hand on the rip-
liTo stand it any longer was impossible, and I had to look up but I
could not find Ed, or the flour streak. I looked up further and
gasped in alarm because he was directly over my head and falling
head down straight toward me . He was so close to the ground that
I could plainily see his flapping white coveralls ... II
didn't seem to bother him, he said it
looked different when coming straight
down anyway.
It was a short while after this that I
accompanied Merrill Phoenix with the
J-5 Whirlwind Stinson to a small town
near the Pennsylvania border for a
barnstorming weekend. Ed came
along with us to do exhibition jumps
to help draw a crowd to the field.
The jump on Saturday went off
fine, but Ed didn't seem pleased with
it as he had missed the field entirely
because he hadn't waited long enough
before pulling the rip cord. "Oh boy,"
r thought, "Wait 'til tomorrow! "
It was now mid-afternoon and
past the scheduled time for the Sun-
day jump. Ed donned his white
coveralls and then his two chutes as
he stood under the wing of the Stin-
son while Merrill, with a
screwdriver, carefully removed the
cabin door. As he made his prepara-
tions a crowd gathered around Ed,
who was a very gregarious guy and
enjoyed the friendly bantering with
8 SEPTEMBER 1999
drums of gasoline specially deliv-
ered to the farmer ' s field by the local
fuel supplier. It was pumped into
five gallon cans to be ready when
Merrill returned, so we could resume
our passenger hopping with mini-
mum delay.
A search for the Stinson showed it
very high with the sounds of the la-
boring Whirlwind barely discemable.
It was nearly time for the push-off and
it has been recorded before that 1
don ' t like parachute jumps, so when I
finished my refueling preparations, I
went over and sat on a gasoline can.
With nothing else to do, I then busied
myself counting the stubs of tickets
already sold. Pretty good!
When at last I heard the "oohs"
from the crowd, it was known from
past experience that Ed had left the
airplane and was now falling free.
Reluctantly, I stole a glance, and
yes, there was the telltale streak of
flour being painted earthward at
frightful speed. Ed himself could
not yet be seen. He was too high
cord, his shiny black shoes, and his
goggled, leather helmeted head.
"My God," I thought, "He'll land
on me!" As I took off and ran, I heard
a powerful "wham" as the chute
opened, jerked Ed upright, then vio-
lently pendulumed him up even with
the straining, bulging canopy. He
struck the ground on his side at the
top of the swing, but miraculously the
impact was not hard . He was not
hurt, although the wind was knocked
from him.
The crowd was closing around him,
but I pushed them aside to get to Ed.
As he rose to his feet and loosened hi s
helmet strap, I grabbed the front of hi s
coveralls, shook him as hard as 1
could, and shouted, with our noses
close to each other, "Ed, if you ever do
that again . .. I ' II ... " Well , his little
black mustache twitched and then he
laughed, "I guess I shoulda had your
altimeter!" The town girls pushed
close to him. He was a good-looking
guy. The girls all liked him and fol-
lowed him around. ......
Hydraulic Locking
and the wright R760-8 Engine
Crady Sharp·s Engine
prop Positioner
I have just completed the total restoration ofa 1929 Waco ASO and the instal-
lation ofa Wright R 760-8. This aircraft, NC608N, was purchased new from
the factory by the Texas Oil Company and was at that time their "Texaco 7".
In 1930 it towed the "Texaco Eaglet" glider from California to New York with
Capt. Frank Hawks piloting the glider and J.D. Jernigan flying the Waco.
By Grady Sharp (EAA 3884, VAA 8560)
VINTAGE AIRPLANE 9
3 SCREWS 120
0
APART
DRILL & TAP DRILL
TURN FROM ALUM.
THIS SALVAGED FROM A USED
RECORDING TACH WITH
WORM DRIVE TEETH
10 SEPTEMBER 1999
TURNED OFF IN LATHE
~
-c- ~ i =tJ
CHUCK IN LATHE ~ ~ R   -- \ FLANGE
---- ---
21/4"
INSTRUMENT
CASE MODIFIED
TO SUIT
FOR REMOVING THE CHUCK HERE FOR
WORM DRIVE TEETH CLEANING UP
LIVE CENTER IN HERE FOR
SUPPORT WHILE TURNING
THE MOUNTING FLANGE
ENGINE/PROPELLER POSITIONER
FOR EXTENDED PARKING
This drawing is not to scale. It only indicates the method of construction
Worm drive teeth being removed.
Since I have read and actually found the Wright
seems especially susceptible to having oil collect in
the bottom two cylinders (and in the intake pipes,
depending on valve position), I set about fmding a
way to prevent it from accumulating. I had installed
drains on cylinders 4 and 5 intake pipes having
primer fittings into which I installed M520823-4D
45 degree el bows with AN929-4D caps. As it
turned out, a drain on #4 intake is not often used un-
less you should inadvertently leave the engine
where the exhaust in #4 is closed and the intake
open. Oil then can accumulate and will need drain-
ing.
While working on this, the March '98 issue of
Sport Aviation arrived containing an article on Bob
Hedgecock and his beautiful SM-2AA Stinson with
a Wright R760-8 engine. I wrote to Bob asking how
he coped with the problem and he responded with a
very nice, helpful letter. Thank you, Bob.
He, too, had drilled the exhaust elbow and was
clamped in a machinist's vice, the indi-
for installation.
COMPRESSION 
STROKE  2 
3 
1 
using a drain on #5  intake and went on 
to  say he just left the prop in a position 
where #4 exhaust and #5  intake valves 
were open.  What Bob didn't mention 
was  how he  arrived at this position,  but 
he did get me to thinking. 
I wanted to  find  a method of doing 
this quickly,  dependably and without 
tools.  This sent me back to  the books for 
a review of the sequence of valve action, 
stroke and their functioning relationship 
between two adjoining cylinders;  in  this 
case,  cylinders 4  and  5 on the Wright 
760.  Using engine drawing No.1, I 
found  that #4 exhaust and #5  intake 
valves  (these two cylinder's lowest 
points) can be open at the same time but 
you do have to be careful in positioning 
the prop for this.  If you pull the front 
spark plug on  #5  cylinder and position 
the prop based on seeing #5  intake valve 
in  the  open position you  can  be led 
astray; the exhaust valve in #4  cylinder 
may not have  yet opened.  Engine draw-
ing No.  1 shows the  intake stroke on  #5 
just ending and  the exhaust stroke on #4 
just beginning. 
What is  important to  remember is 
that the  intake  valve on #5  has been 
open since just before TDC and  will 
remain open through  the entire stroke 
and just beyond BDC.  Realizing this, 
it's now easier to  visualize  that you 
can  read  the  open  intake valve too 
early  while the exhaust valve  in  #4  is 
still  closed as  that cylinder nears the 
end of its  power stroke. 
Using  cylinder #4 for prop position-
ing gives assured results.  With its front 
plug removed and turning the  prop by 
hand  in  the  normal  direction of rotation, 
watch  for that cylinder's exhaust valve 
opening.  As  it opens, stop turning the 
prop - you  have "arrived. "  Now note 
the alignment position of one of the prop 
blades in  relationship to  a cylinder and 
mark this blade with a tiny dot of paint. 
It is  this blade that you  bring to the  same 
position/alignment after each shutdown 
of the engine.  Obviously, though, during 
one of every two  revolutions the blade 
will  be  positioned with all  valves closed 
in  cylinders 4 and  5.  See engine drawing 
No. 2. To  find  whether or not you' re  in 
the correct position means pulling #4 
plug again to  find  the exhaust valve po-
sition each time you're going to  park for 
an  extended peliod. What that extended 
period is  will  depend on your own expe-
rience with your engine and its  rate of oil 
consumption. Removing a hot spark plug 
each time is a bit of a nuisance. 
2 
7  INTAKE 
STROKE 
COMPRESSION  6  POWER 
STROKE  3  STROKE 
EXHAUST 
STROKE 
INTAKE 
STROKE 
ENGINE DRAWING No.1 
#4  EXHAUST AND #5 INTAKE  OPEN 
INTAKE 
STROKE 
1 
POWER 
STROKE 
EXHAUST 
STROKE  INTAKE 
STROKE 
ENGINE DRAWING No.2 
#4 AND #5 VALVES ALL  CLOSED 
ONE  REVOLUTION  LATER 
It was at this point that I realized that 
I could use  the  second of this engine's 
dual  tach  drives for prop positioning. 
The two drives are counter-rotating and 
the drive you  use depends on the  rota-
tion of the tach you're using,  leaving the 
other drive unused.  Until  now. When 
you first  fmd  the  proper blade alignment 
position with #4 exhaust valve opening, 
as  described,  note the clock position of 
the  slot in  the  drive shaft in the unused 
drive.  This initial  finding  is  a one time 
event.  The tach drive rotates one-half of 
a revolution for every full  revolution of 
the prop.  Place the marked blade in 
alignment reference after shutdown; 
then check the clock position of the slot 
in  the tach drive.  Ifit's at  the predeter-
mined clock position, you're all set.  If 
it's  180
0 
off, then you  will,  of course, 
VINTAGE  AIRPLANE  11 
have to go one more full revolution of
the prop. No tools and no handling of a
hot spark plug.
I could have stopped at this point, but
I took it further. I constructed an "instru-
ment" which I connected to the engine
with a second tach cable. (See drawing
and photos.)
I started with a suitable used 2-1 /4"
aircraft instrument. The back of the body
has been sawn off and discarded. The
case was mounted in a lathe, turned true
where sawn and brought to an estab-
lished length. Note here that no
dimensions are given in the drawing.
They are determined during construction
based on the parts collected. The basic
mechanical part in this device is taken
from a used recording tachometer. What
we're aiming for is to salvage just the ba-
sic threaded tach cable attachment with
its integral bearing. We take this piece
and remove most of its bulk with a hack-
saw to a point where we can chuck it in a
lathe to clean up both sides of what will
become the mounting flange. (Refer to
the drawing). After doing this, the flange
can be further refined to a nice oval
shape with two countersunk holes for the
drawing (indicated as flat head screws).
Next, the new aluminum end plate
can be turned per drawing and the center
hole bored to accept the piece just de-
scribed above. With the reworked tach
cable attachment piece temporarily in
place, the two screw mounting holes can
be drilled - the flange, itself, being the
guide for this.
It ' s now time to remove th e mild
steel teeth from the worm gear; this is
easily done in the lathe. Again, refer to
the drawing for chucking. Remove the
teeth and turn to a 1/4" diameter for
the fitting of a round "radio" knob, one
with a white pointer line and and solid
brass insert having an Allen head set
screw. A flat spot on the shaft can be
filed for the setscrew and the screw se-
cured with a drop of Locktite
Removable ThreadlockerTM.
I've mounted my instrument (with a
337 field approval) just inside the the en-
gine cowl but still visible from the
outside. Once the unit was connected,
the prop was placed into position, the
clock position of the white line noted and
the instrument case/glass marked with a
while reference point. After future shut-
downs, place the marked prop blade into
alignment position and check the instru-
ment. If it's 180
0
off, tum the prop one
full revolution. Then hang a "Please
Do Not Touch" sign on the prop, re-
move the drain cap on #5 intake and
place a drip pan under the engine. Just
don ' t forget to replace the cap before
the next engine start.
Where you mount the instrument is a
personal choice. You could even devi se
a small electronic unit giving an audio or
light signal by using a proximity sensor
mounted to detect a slot cut in a metal
coliar, replacing the radio knob . All
kinds of possibilities to have fun with! If
you wanted to mount this new instru-
ment in the cockpit area ( but probably
not where it would be twirling in front of
your face), then you could add a dual
tach drive unit between the existing tach
cable and tachometer.
One fmal note. Other engines will dif-
fer; for instance, the 220 hp Continental
has the valves transposed from those on
the Wright. This article refers only to the
7-cylinder Wright. You'll have to get fa-
miliar with the valve timing for your
particular engine installation. ......
The restored Waco ASO
12 SEPTEMBER 1999
s
o begins Waco's advertisement
in the April 13, 1929 edition of
Aviation magazine. Full of the
hyperbole so prevalent of the advertis-
ing used in the roaring '20s, the
boundless copy-writing enthusiasm of
the day was matched by the extraordi-
nary flying of the great Waco pilots of
the day: Len Povey, who would later
create the "Cuban Eight" while train-
ing Batista's Cuban Air Force; Freddie
Lund, first to perform an outside loop
with a commercially available aircraft
(prior to Freddie's stunt, the outside
loop was the domain of a few military
pilots) and Art Davis, race pilot extra-
ordinaire. So many pilots made their
careers bloom in the Waco it almost
became a cliche.
One of the airplanes made famous
by Len Povey was a Waco ATO, a Ta-
perwing built as SIN A-20, NC6711.
Len 's initial brush with notoriety with
this A TO almost cost him his life, as
well as one other famous aviator.
Here's what the late Ray Brandly, the
Peering into the lockable baggage bay aft of
the cockpit shows off just a bit of the beauti-
ful craftsmanship present in the Taperwing.
14 SEPTEMBER 1999
past president of the Waco Club, wrote
in his book, "Taperwing Wacos," :
"While the American Air Aces
Show was in Buffalo, New York, Len
purchased his first airplane from a doc-
tor, a J-5 Taperwing Waco NC67ll for
which he paid $800.00. Three days
later, while flying over Wilmington,
Delaware prior to the show, Roy Hunt
fell out of a snap roll and connected
with Povey's Taperwing Waco and
were momentarily locked together.
When they broke away Povey had lost
his right upper wing from the struts
out. Hunt's engine fell completely out
of the Great Lakes and he bailed out.
Len was sitting on a chute, but he had
Harold Neuman in the front cockpit
without a chute. Harold told Len to
jump, but he could not leave his buddy.
Although the bright red Taperwing had
lost four feet of its top right wing,
Povey was able to get the Waco down
on Bellanca Field.
"The local constabulary grabbed
Hunt and put him in jail - his engine
fell smack dab into the roof of a house
of ill repute in the dusky part of town,
setting quite a fire. A customer was
seen running out of the house and down
the street clothed only in his under-
wear. Fortunately for the intrepid
airman, the Curtiss Candy Company
had sponsored Hunt and he was cov-
ered by insurance.
"Len purchased a new right upper
wing for $700.00 and about a year later
sold the Taperwing to Bevo Howard."
Bevo' s turn with the airplane was
almost as exciting. Bevo had to bail
out of the airplane and while he was
saved to fly another day, the Taper-
wing was reduced to little bits and
pieces, plus a good set of logs and pa-
perwork. Bevo was lucky to make it
through unscathed, according to the
CAA accident report. On September
29, 1938, at 6:30 p.m., he took off
from his FBO, Hawthorne Aviation, in
Charleston, SC bound for for Atlanta,
but encountered a triad of dangerous
circumstances that nearly got him
killed. In well developed darkness, the
non-instrument rated Bevo (at that
time) and his Waco (which did not
have blind flying instruments) ran into
low clouds and reduced visibility. Try-
ing to get on top, Bevo lost control of
the airplane at about 7:30 p.m. and had
to jump, in darkness, as the altimeter
rapidly wound down past 500 feet. The
Taperwing impacted about 20 miles
southeast of Columbia, sc.
Skip forward a bunch of decades ,
and you get to the point where Roy
Redman (EAA 83604, V AA 6600) of
Rare Aircraft in Faribault, MN and
Jerry Wenger (EAA 169348, V AA
19366) of Powell , WY come into our
little drama.
Long involved in the family busi-
ness, Jerry Wenger has had his hands
on high quality wood products for
many years. Those of us not involved
in the music industry may not have
heard the name, but anyone who's
played an instrument in a school band
and looked at the label for their music
stand, acoustic panel riser or other mu-
sical stage equipment will recognize
To help keep the 450 hp Wright E975-11 cool, this small oil cooler mounted between the
landing gear legs was fitted.
Modern day meets yesterday with a multi-faceted windscreen that reminds you of the itty-
bitty racing windshields that were in vogue back then. A cover over the front ' pit keeps the
airflow over the aft cockpit smooth and undisturbed, making cross country flights a lot more
comfortable.
the Wenger name as the foremost sup-
plier of music equipment to everyone
from school kids to major bands and
orchestras. Started in 1946 by Jerry's
father , Harry, himself an award win-
ning band director, the company
continues to innovate in the world of
acoustics, including a computer-con-
trolled acoustic shell system that can
recreate the sound enviroment of a va-
riety of rooms and hall s, a "virtual
acoustic room" that can allow a musi-
cian to hear his music as though he
were playing in the Royal Albert Hall,
or a baroque hall of Mozart's day .
Such a successful company can pro-
vide the resources to put together an
impressive collection of anything your
heart desires, and fortunately for those
of us who enjoy biplanes, Jerry Wenger
has a hankering for Wacos. A few
years ago many of you will recall the
Waco F-2 restored by Roy Redman
and the craftsmen at Rare Aircraft for
VINTAGE AIRPLANE 15
Jerry. Jerry sure remembered, and when he decided he really wings, including the center section and ailerons. Tapered
wanted a Taperwing, he went to Roy. wings present all sorts of challenges to the builder. Roy ex-
Because so much of the airplane was destroyed, there plains:
wasn't a lot to go on, but with the experience of the folks at "The spars are not parallel nor are they on the same
Rare, that didn't present a huge problem. At first, due to plane. They both converge and they are slanted (the front
their current workload, the wing building was given to an one, anyway). So what you have to start off with - the rear
outside contractor, but as soon as they could, the wings were spar is perpendicular to the butt rib so our jigging is very
brought inhouse to be completed. It takes the woodworkers precise to keep the rear spar and the butt rib at a 90° angle.
at Rare about 500 man hours to build up a set of tapered You can then slide the ribs onto the rear spar but then you
must slide the spar into the ribs. Now the challenge
is that your rib jigging and rib construction has to
Roy Redman (left) and Jerry Wenger, (right) with, what else, the TAPERWING.
be quite precise because if the pieces that hold the
rib to the spar are not quite in the right place then
the rib isn't going to be in the right place or the rib
isn't going to be parallel to its neighbors."
From there on, the final setup of the wing is
fairly normal , although trammeling the wing is not
exactly the same - it's really checking precise mea-
surements for each wire against the blueprints.
Included in the wing construction is the building
of a set of ailerons. Model airplane builders may
find this has a familiar ring. Again, Roy Redman:
"The next challenge is the aileron exercise. It
can be very tedious [to build the wood ailerons],
and going to the aluminum ailerons, as they did in
-Continued on page 22
teresting to know 
what old Giuseppe Bel-
lanca would have to say if he 
could see  how well  his elegant at-
tempts at efficient flight have stood 
the test of time. Over sixty years after 
he first laid down  the lines for what he 
envisioned as a high speed airplane for  the 
private pilot, the little round nosed Bellanc!\ 
Jr., its descendants are still held in high  re-
gard not only for their performance but for 
what many see as their well balanced han-
dling. It' s quite common these days to hear 
of someone getting their first ride in  a Bel-
lanca, almost any Bellanca, and coming 
away with a "gottahaveone" attitude. 
Ozzie Levi (EAA 355912, VAA 
1) of Lancaster, Califor-
is  one of those. 
Ozzie says he was happy with the
long string of Luscombes he'd owned,
but one ride in a Bellanca Cruisair
convinced him he had to have one.
Most folks like the way a Bellanca
flies, but it is usually an intuitive
thing, rather than a quantitative
"knowing" based on extensive prior
aircraft handling experience. We like
them just because we like them.
Ozzie, however, brought more than a
casual interest in airplanes to his lik-
ing for the airplane, as he has spent
his life involved in the flight testing
of new aircraft as an engineer and
project manager. The string of pro-
jects in which he has been involved
span the technological development
of post war aviation.
One of his first jobs was with
Sikorsky in Connecticut where he
was part of the earliest pioneering of
practical helicopters including the S-
55 and S-56, which set the pace for
military use of helicopters during the
Korean War. Then there was his stint
at Edwards on the Ryan X-13 Verti-
jet. For those who don't know the
airplane, it was a delta winged, verti-
cal takeoff jet that, upon landing,
18 SEPTEMBER 1999
would hover into a nose-up, ver-
tical position and then chin itself
on a horizontal arresting cable I
and hang there like a bat. Ozzie
points to the program with pride
and says, "It's the only X-plane
program that finished the pro-
gram with the same number of
aircraft it started with."
In '57 he was working on the
F-I05 at Republic, "a wonderful
airplane but only had one en-
gine," and later the Gyrodyne,
an unmanned helicopter drone.
His longest stretch was at
Northrop where he was heavily
involved in flight test and man-
agement of advanced programs
which included the T-38, F-5 OzzieLevi,Lancaster,CA
and F-117.
Although an engineer, in the which eventually led to a long line of
back of his mind, he was always a pi- 8As and 8E's. Somewhere along the
lot, whether he was actually line, however, he got his first ride in a
exercising the skills or not. Starting as Bellanca and, "after that first flight, I
a pre-aviation cadet in WWII, he did- always wanted one. They handle
n't actually start taking training until beautifully and are good for serious
out of college, "you know, kids, fam- cross countries or just running over to
ily, the usual things, slowed me get a hamburger."
down." From the flying club he grad- He got out of flying for a little
uated into buying a Luscombe 8A while, but when he came back into it,
he  knew  a  Bellanca would be  his  next air-
plane.  Part of what cinched  his owning a 
Cruisair was that one on his  local  field  at 
Santa Paula,  California suddenly came up  for 
sale.  It was a  stock Cruisair that had  had  its 
150 Franklin replaced with the  healthier 165 
Franklin. The airplane had never been allowed 
to  go  derelict,  although  its previous owner, 
Lou Boise,  had  gone through  it  from  stem to 
stern and carefully restored the wood,  which, 
if left unattended on a Bellanca can result in 
major headaches.  Lou also  replaced the  bicy-
cle  chain  gear  actuation  system  with  a 
hydraulic  system which used a  DC-3  pump. 
The gear now took only five  pumps  to  get  it 
up  and only a few  pumps to  lock  it down  as  it  Triple tails and the "strong as a tree" Bellanca wing give the Cruisair a sharp look
that is still maintained today in the Bellanca Viking.
free  falls  most of the  way.  So,  by  the  time 
Ozzie began getting serious about buying a 
Bellanca, Lou  had  already  put in  all  of the  hard  work and 
all  Ozzie had to do  was  sign on the  dotted  line. 
Ozzie and  his  partner,  Jerry Coates,  had their Bellanca 
and  were  loving  it.  In  fact  they were loving  it  right  up  to 
the point several years  later when the Franklin decided  to 
begin nibbling on  its  own cam, which sent metal  through-
out the engine. Faced with a total  overhaul  on  an  engine 
that was  becoming increasingly difficult to  overhaul, 
Ozzie's engineering mind  began  looking  in  other direc-
tions.  Why  not  replace  the  engine with something a  little 
more  modern  and easier to  maintain?  And,  if it  had  more 
power, all  the better. 
Although  Ozzie and Jerry (who did most of the  de-
sign work)  ran  most available engines through  his  mind, 
the  180  Lycoming  was  the  only one  in  serious  con-
tention,  if nothing else  because  it  was  the  right  size  and 
weight.  Also,  there were a reasonable  number available. 
Ozzie also quickly points out that one of the major rea-
sons  the  project worked  out so  well  and  with relatively 
few  paperwork problems  was  that  he  had  a  local  FAA 
type  who understood Bellancas and  was  more  interested 
in solving problems than  weighing the  project down 
with documentation. 
The engine he  wound  up  with  was  an  orphaned 0-360-
A I D with  no  logs.  They overhauled the  engine and mated 
it  with a 72" McCauley prop  because " ... that  was compati-
ble with the  engine and was available." 
The first  question  was  how and where to  mount the  en-
gine.  Ozzie  put the prop  disk  in  the  same  place as  the 
original and  found,  in  calculating the weight distribution, 
that the  e.G. was  hardly affected at  all.  So,  that's where 
the  engine would hang.  But on  what? He says, "We used a 
Pitts type  mount configuration  right at the engine and 
joined that to  the Bellanca configuration at  the  firewall.  It
VINTAGE AIRPLANE 19
Having made the long cross-country trip
from California, Ozzie enjoys the ability of
the Cruisair Sr. to make a sojourn of that
magnatude comfortable.
actually worked out very smoothly."
When running the engine controls
back to the cockpit, they did their best
to adhere to the original cockpit lay-
out, so they put the governor/ prop
control in the same hole which had
previously held the crank for the orig-
inal prop.
When it came time to cowl the en-
gine the first of many EAA'ers to
help on the project stepped forward.
Ozzie points with pride to the brass
plaque on the cowling which memori-
alizes the late Jim Osenga as being
part of the team with Dan Burdette
who fabricated the cowling. They
used the usual "cover the engine with
foam and start whittling" approach to
cowling construction. The lines and
openings were worked out by owners
Levi and Coates, but it was Burdette
and Osenga who worked out the de-
tails, laid up the glass and got the
cowling ready for paint. It was neither
a quick nor an easy process, but their
craftsmanship is obvious.
In speaking about the airplane,
Ozzie is insistent that everyone knows
how important local EAA'ers were to
the project. He says every time he or
his partner had a question or needed
something done that was beyond
them, there was someone standing,
20 SEPTEMBER 1999
pardon the play on words, in the
wings ready to help. Among them
were Mike Grimes, their FAA bridge
who owned a similar aircraft, and
Bob Critchlow and Rodger Hilyard
who Ozzie characterizes as being
"willing hands."
He talks about the entire crew who
helped as being " .. . smart, good guys
and even better friends."
Ozzie also likes to point out the lit-
tle Pluto character sitting on its panel
as some sort of patron saint of Bellan-
cas. "We had the airplane at Oshkosh
'94 and left it for a while. When we
came back, Pluto was sitting on the
wing as if guarding it. So, we took
that as an omen and he's been part
of the flight crew every since."
They began flying the airplane
in 1993 and"". it has been ab-
solutely trouble free from the first
flight." Ozzie says the cruise speed
was only impacted a little, bringing
it up to a solid 150 mph TAS at
10,000 feet while burning 7.7 gph.
This is an increase of 5-7 mph. As
would be expected, the real im-
provement was in climb. "This
made a real airplane out of it as it
nearly doubled the rate of climb.
Before it would do 500 fpm, if you
were lucky. Now it's always giving
us 1,000 fpm plus."
So, what's next for Ozzie Levi?
What's the next airplane in line?
He says, "I don't think there is one.
This one is a keeper because it does
everything I want and it does it so
well. It is smooth handling and on
landing, you'd have to be an idiot or
asleep, or both to lose it. What I am
going to do is keep improving it."
The improvements he has in mind
include reducing the amount of cowl-
ing air inlet because "".1 think we
were being too conservative. I think
we can tighten it up and get a little
more speed out of it."
Is he thinking about some of the
speed mods, like gear doors, flap fair-
ings, etc.? "No, I like it the way it is.
It's simple, it's uncomplicated and
it's honest. I just couldn' t ask for any
more out of an airplane."
Now we see why it's a keeper. ......
September Mystery Plane
Our September Mystery Plane is supplied by Brian Baker. Send your answers to: EAA, Vintage Airplane,
PO Box 3086, 54903-3086. You answers need to be in no later than October 25, 1999 so they can be in-
cluded in the December issue. If you prefer, you can E-Mail your answer to [email protected]
Be certain to include both your name and the address in the body of the copy and put" (Month) Mystery
Plane" in the subject line.
;rHo
by H.G. Frautschy
We knew it was a longshot, but
nobody had a clue as to the identity
ofthe June Mystery Plane. We had
hoped that the photos by Pete Bow-
ers wouldjog some distant memory
ofone ofyou, but the short-coupled
biplane shown the photos seems to
be lost in the cobwebs ofone-offde-
signs that we never saw again. We've
included another shot also provided
by Pete which shows the airplane
from a different angle. That's noted
Ford Tri-Motor authority Bill
Larkins peering into the innards of
the little ship. Any more ideas? ......
VINTAGE AIRPLANE 21
-TAPERWING Continuedfrompage 16
'31, was a move I can understand. Be-
cause prior to that, the little Waco F,
the R and others the ailerons had built
up ribs. They don't look very compli-
cated but it is just a tedious task
because of the false spars, and it isn't
perpendicular, and the butt ribs aren't
perpendicular, and all of that. But what
you do is literally build the wing with-
out an aileron. You build a complete
wing and then you build a false spar,
and slide that false spar in, just the way
you slid in the front spar. Then you lit-
erally cut off the ribs. Now there are
some pieces you have to build and put
in during the process, but your wing is
your jig for the aileron."
With four ailerons, the Taperwing
had a wonderful roll rate, which is one
of the reasons it was so popular with
22 SEPTEMBER 1999
stunt pilots over the years. Slave struts
are used to actuate the ailerons, and in
the old days, they used to vibrate in
certain flight regimes. Anecdotal evi-
dence says that this was a fairly
common occurrence on the Waco 10,
as well as the Straightwings and Ta-
perwings. To "unbalance" the struts
aerodynamically, in the old days they
used to cement a string along one side
to upset the airflow slightly, curing the
dancing strut.
Roy's cure is more elegant, from an
engineering standpoint. In the old days
one end of the strut was adjustable,
while the other was a fixed
bushing in the opposite end.
On later models, Waco cured
the problem, too, so Roy sim-
ply used their fix - make both
ends adjustable, so the slave
strut can be rigged to have a
zero set angle of attack so it cannot os-
cillate. The only time they've seen the
strut vibrate is when the biplane is be-
ing flown in an uncoordinated manner.
Ninety-nine percent of the time, the
struts never wiggle.
Jerry does not let his airplanes sit
for too long, and believes in flying
them far and wide, so there are a num-
ber of customizations that make it an
open cockpit cruising machine.
A Scott tailwheel helps keep the Ta-
perwing manageable on paved
runways, and a special not-quite-rac-
ing but racy looking windshield keeps
the prop blast off your face. The multi-
faceted windscreen combines the look
of the low, flat windscreens used on
racing Wacos with the more upright,
three piece units used on more pedes-
trian versions of the airplanes. You
don't see it in the photos, but there is a
second windscreen for the forward
cockpit, which is covered by a "racing
cover" for the photos. Like much of
the metalwork on the Taperwing, Roy
credits Tom Novak with the wind-
screen's flawless creation. Roy's son
Jeremy is also one of the metalsmiths,
and has been learning a lot from Tom,
becoming quite adept at compound
curve work.
One of the most custom features of
the airplane is quite prominent - in
the best tradition of the airshow pilots
of today and yesterday, there' s a name
scripted in gold on the wings. This
time it's not the pilot or an advertiser,
but the airplane itself, with the word
"Taperwing" emblazoned on the top
wing. The actual lettering of the "Ta-
perwing" on the wing was done by
eminent sign painter/ artist Bucky
Roosmalen who also hails from Farib-
ault, MN. His association with Roy
goes back many years; in fact, it was
Bucky who painted the Stinson "bow
and arrow" logo on Roy's award-win-
ning Stinson SR-8C Gullwing. (It was
the Grand Champion Antique at EAA
Oshkosh in 1982.)
The color scheme, designed by
Jerry while collaborating with Roy
and executed by Rare Aircraft, looks
as it should on a sleek biplane, and is
a combination of many of the striping
patterns in vogue in the old days. The
project started out pretty stock, and re-
mains very true to the type, but the
little custom touches help make it
Jerry's, and fly it he does. Both he and
Roy have flown extensive cross countr
flights, including Minnesota to
Florida, and Florida to Washington,
D.C. as well as a flights from the Mid-
west to Wyoming.
Roy gives Jerry a ton of credit for
his drive, innovation and spirit that he
puts into the restorations he's in-
volved with - much of what happens
is due to his creativity. Roy points to
the color scheme as a prime example
of his involvement in the creation of
the airplane.
Jerry, on the other hand knows very
well whose talented hands created the
Waco - all the folks at Rare Aircraft,
including Tom Novak, Matt Von-
ruden, Jeremy, Ben and Mike
Redman, Ryan Gillette, Joe Lewellen,
Matt Haefmeyer, Ella Bibe, and Judie
and Freddie.
The beautiful Advance Aircraft
"decals" on the sides of the fuselage
are a modern wonder. I 've put the
word decal in quotes here because they
are not the usual water-transfer decals
we recall from our frustrations in
building model airplanes, but a mod-
ern recreation that is much more
durable, if not more painstaking to
produce in some respects.
When first made, decals were a
wonder of the new modern printing
age. A piece of artwork, often of mul-
tiple colors, was screen printed onto a
coat of clear lacquer, which was in
turn applied to a piece of paper that
has a water-soluble cement coating.
Soak it in water, the cement loosens its
grip and you can slide the artwork onto
any surface. The only problem with it
was its poor ability to stand up to
weather. Often, a couple of coats of
dope were applied over the decal to
protect it, but it still didn't last as long
as the finish it was applied over. But
with the advent of modem plastics, we
have something better.
Coupled with the computer-driven
cutter, very intricate designs can be
created out of film plastics such as
Mylar®. Modernistic in St. Paul, MN
did just that with the Advance logo.
The artwork to create the four color
logo was done by another artist, and
purchased by Jerry and Rare Aircraft.
Modernistic then scanned the artwork
so the cutter could do its thing, and the
whole four color set of Mylars was ap-
plied to one large piece of clear Mylar.
Trimmed to just a little bit larger than
the overall logo, once applied it looks
only a tiny bit thicker than the original
lacquer-based decal, but is much more
durable. The company actually made
53 of the logos, with three being used
by Jerry for the Waco (one as a spare).
Jerry then donated the remaining 50
logo "decals" to the Waco Historical
Society, who can use them to help
generate funds to further the cause of
the organization.
By the way, you'll note the original
N-number is not on the airplane. SIN
A-142 was originally NC6711 , but
these days the number is NC6714.
Early attempts to get the number back
failed, that is until fellow Waco friend
Jimmy Rollison of California would
wind up with the Lockheed registered
with N6711. Jimmy has offered to
help with the paperwork the get 6711
back on the Waco, so a slight revision
to the PPG Durathane finish will get to
be made in the future.
For serviceability the brakes are
BT -13 brakes, available from Dusters
and Sprayers, who can supply all the
soft parts (seals, springs, etc.). On the
big wheels a pair of Model A 500x20
tires with tread were used, so they
could be readily replaced.
Looking at the nose of the Waco
can really take a bit of time, since the
newly overhauled Wright R975-11 is
so neatly installed it just begs to be
looked at. The engine is built up so it
too can be a reliable cross-country en-
gine. Smoothness can go a long way to
minimizing mechanical problems, and
as automobile manufacturers have fi -
nally discovered, fuel injection can go
a long way to evening out the fuel/air
mixture. Certainly not a new inven-
tion, fuel injection has been around a
long time, but you don't often see it on
lightplanes (the Aeronca L-16, with its
EX-CELL-O system comes to mind as
an exception). For the Taperwing's
450 hp Wright, a Bendix RS 1 OG was
added to the installation by Rare Air-
craft, a non-standard alteration that did
have to be addressed when the biplane
was certificated. The engine work,
done by Darryl Williams of Younkin
Radial Engines in Fayetteville, AR is
first class, and includes a set of "test
run" cylinders, a new, old-stock set
with only test cell time on them.
The exhaust is custom with a bit of
old design and look to it as well.
Aerospace Welders in Burnsville,
MN did the final finish work after a
jig was created at Rare Aircraft by us-
ing a core engine. The beautiful sheet
metal cowling culminates in a full
spinner, one of a set engineered and
spun under the guidance of Tom Hegy
(EAA 6849, VAA 16421) from Hart-
ford, WI.
Okay, enough of the tech talk.
What'll it do, right? With a straight
face (and I watched them, too!) both
Roy and Jerry say it will cruise at ISO
mph without pushing the airplane hard
at all. Which brings up another point
that Roy highlighted during our con-
versation. Sure, today it's no big deal
to zip across the country in a light-
plane, making a Minnesota to
Louisiana cross-country run pretty
easy. In the Waco it too is possible,
and has been since 1929! Only a cou-
ple of avionics items make it a bit
easier to navigate, but imagine what a
leap it must have been to the earth-
bound inhabitants used to the
cross-country capabilities of a Ford
Model A. 25 mph? Maybe 35 on one
of the few paved sections of the new
Lincoln Highway? But a Taperwing
Waco could zip along at 135 mph with
no trouble at all, a magic carpet thun-
dering over the countryside. What
magic it must have seemed to be!
For information regarding the Ad-
vance Aircraft logo mentioned in the
text, contact:
Waco Historical Society, Inc., P. O.
Box 62, Troy, OH 45373-0062. Phone:
937/335- WACO (9226). ......
VINTAGE AIRPLANE 23
PASS IT TO B UCK 
by  E.E. "Buck"  Hilbert 
EAA  #21 VAA  # 5 
P.O. Box  424, Union, IL 60180 
BIPLANE EXPO  '99 
"Two-hundred and fourteen air-
planes! Ninety-three biplanes and
the rest insignificant others ." And
that' s how Charlie Harris began his
speech before the awards presenta-
tions at the 13th Annual Biplane
Expo, June 4-5.
Charlie has been harping, cajoling
and threatening "H.G." and myself
for several years, about attending the
Biplane Expo. Somehow we never
seemed to make it. This time, fresh
back from the Kansas City Antiquers
bash at Atchison, Kansas, where
again, Charlie Harris twisted my
thinking into maybe I'd better attend
or be blackballed for the rest of my
life, I made the decision to go, come
tomadoes or whatever.
I called "H.G.," but again previ-
ous commitments wouldn't allow
him to break away, so I repacked the
bag, got Dorothy all enthused, and
after perusing the weather we de-
cided maybe United passes would be
used. The only fly in the ointment
was UAL doesn't have non-stops to
Tulsa, the nearest major station, and
we had to hub it through Denver.
We did, and it wasn ' t bad at all.
(Hold on a minute! There ' s a T-6
doin ' passes down the runway, I
gotta go wave at him.)
Don't know the guy, but he made
a couple passes and then headed off
towards Rockford. Nice looking T-6
painted aluminum with black buss
numbers. Maybe I'll get a call later
on.
We rode the new 777 to DEN and
then a stretch 727 to TUL. Some-
times age has its privileges, we got
first-class on both of them. Avis
fixed us up with a car and we drove
to Baltlesville.
Like most airports these days, it's
"Hard to Find," but we finally got
there. There were already 40 or 50
biplanes parked, and the usual social-
izing was already taking place.
Charlie Harri s, the Prex., took us on
a tour of the museum-hangar, and the
facility . We were suitably im-
pressed, especially when told the
place was "unencumbered," meaning
it's paid for!
I took a lot of pictures, but they
were mostly of airplanes. The Guest
of Honor was General Paul Tibbets,
the commander of the Enola Gay.
His speech at the banquet and his
very presence were electrifying for
the enthusiasts in attendance. I did-
n't get a picture of him, but I'll tell
you right now, he knows who I am.
As I reached across the table to shake
his hand, I tipped over a water glass.
Ice water in your lap is sure to make
an impression!
Here some of the pictures I took.
What a great weekend.
Over to You! rr ~ t <   c k ~
Dorothy pauses in front of the Biplane Center, headquarters for the
National Biplane Association on Frank Phillips Field in Tulsa, OK.
Biplanes, biplanes, biplanes, as far as you care to walk!
24 SEPTEMBER 1999
This blue and white Waco YKS-7 is registered to William
Harter of Belleville, IL.
Mike Wittmann of Santa Cruz, CA owns this hand-
some Waco YKS-7, complete with a polished alu-
minum funnel stripe on the engine cowl. The silver
- - painted stripe is surrounded by a keyline of red,
and the darker color is a soft metallic blue.
President of the American Waco Club and VAA Board member Phil
Coulson (left) and Roscoe Morton, renowned airshow announcer,
enjoyed the biplane fly-in .
Biplanes are biplanes, and you see all sorts of the kind on the
field, including many homebuilts. This Kelly D is owned by
Bert Bahnson of Advance, NC who has been busy document-
ing each of the many fly-ins he's attended with the biplane.
Another homebuilt that is very popular with the antique
,'=;ad"iII crowd is the beautiful Hatz HC-1. This one was built by the
Hatz craftsman from Texas, Billy Dawson.
VINTAGE AIRPLANE 25
This beautiful brute is actually a well-revised
Boeing PT-17, doing its best to look like one of
the "Gulfhawk" series. Jim Younkin of
Springdale, AR did the honors, with his trade-
mark fairing work its spectacular best . Man, can
this guy work metal!
26 SEPTEMBER 1999
Aerial Ads (note the tailhook) owns this Boeing N2S-3,
which is equipped with a Rawdon hood over the cockpits.
(Below) They flew from all over - not just the West, but
from the deep South as well. Ed Martin's DH-82A Tiger
Moth came to Tulsa from Lake Charles, LA.
Bob Howie's gorgeous Warner-powered Waco RNF (left)
flew over from Decatur, IL, as did his Laird LC-B-200
(below), powered by the original Wright engine.
Kerry 1.  Harry ... .......... ..... .. ............... ...... .  Thomas 1.  Dentel .................... Culfax,  IA  James W.  Sawyer ......... East Lansing,  MI 
............ .. ... Lakes Entrance Vic, Australia  Denny Hayes ............. ..... Des Moines, IA  Ben Slusher ............. ... ........... Durand, MI 
John  Garth  Mader .......... ... ... ............... ... .  Thomas Gerald Hildreth ....... Ankeny, IA  Elmer C.  Spencer. ...... ........ Scottville, MI 
............................... Calgary, AB, Canada  Christian P. Ledet  .................... Ames,  IA  Richard  Watz,  Jr. ....... .... ...... Saginaw, MI 
Jim D. Swanson ... .. ........... .. ...... ...... ..... .. ..  James Romeo .......... ....... .  Des Moines,  IA  Dick E.  Weir ........... Bloonfield Hills, MI 
......... ........ ... Tumbler Ridge, BC, Canada  James 1.  Smith .................. Davenport, IA  Garry G. Col benson .............. Blaine, MN 
Johan  Bence ....... Winnipeg, MB, Canada  Douglas Stierman ... ....... .... Coralville, JA  Clair Dahl... .......... Blooming Prairie, MN 
Peter D. Moodie ... .... ... ..... ... ...... .. ..... ... .... .  Steven Appleton ......... ............. . Boise, ID  Joseph E.  Furman .. ....... Cold Spring, MN 
....... ... .... .. ........... Winnipeg, MB,  Canada  Sam E.  Harpham ........ ..... ....Meridian, ID  James Hamilton .............. Ann  Arbor, MN 
Gerald W.  De  Long ......... ............... ......... .  William  Boughton ....... ..... .. Belvidere, IL  William A. Mavencamp .......................... . 
........ .. ............. Florenceville, NB, Canada  James J. Chernich .... .............. .Kildeer, IL  ...... ......................... ...... .  Maple Lake, MN 
Clarence Montag .... London, ON,  Canada  Victor 1.  De Croix .. .... ........ Metamora,  IL  Gary A. Oliver ..... .......... .... .  St.  Paul, MN 
Richard  Murphy ...... ... .... ........ ... ...... ..... ... .  Peter C.  Fay ....... ............ ...... ... Gurnee, IL  David G.  Paquette ...... ........ Luverne, MN 
............................ Alvinston, ON,  Canada  David R.  Griffith .... ......... ...... Decatur,  IL  John K.  Renwick .... .... .  Minneapolis, MN 
Andres  Buljevic Leon .... ... ............. ......... .  Charles S. Griffiths ......... ........ Roscoe,  IL  Thomas Schmelzer ....... .Lino Lakes, MN 
.... .. ... ...... .......... .... Santiago Centro, Chile  Dan E.  Haas ....................... Galesburg, IL  David G.  Stuart .. ..... ..... Minneapolis, MN 
Eric  Upuyenchet ... ....... .. .. Nantes, France  Bruce Hayner ..... ................. Deerfield, JL  William  D.  Tischer ......... Shoreview, MN 
David 1.  Ponte .. .... .. Dorset, Great Britain  Scott Klemptner .......... Morton  Grove, IL  Chris  Bruck ..................... St.  Peters,  MO 
David Gerard Curran ....... Belfast, Ireland  Gary J. Latronica ........... . Orland Park, IL  Stephen M.  Lawlor. ......... St.  Joseph, MO 
Leda Basso .. ....... Vedelago Treviso, Italy  Douglas MacBeth .............. Grayslake, IL  Vincent Lis ....... .... .... ......... St.  Louis,  MO 
Robert B.  Mackley .. .... ...... ...................... .  Gregory L. Rhoads ............... Mattoon, IL  Heather Stepp ....... ...... ..... Sturdivant, MO 
............. Milford Auckland, New Zealand  Cory A.  Sharar.. ......... .. ....... Plainfield, IL  Jeffery L. Sullens ... ... .. .  Kansas City, MO 
Ludmila Ushakova ... .... ........ .... .... ......... .. .  David Sutton ...... .. ....... Mc  Leansboro, IL  Glen W.  Travers ....... .. ........... .. ............. ... . 
...... .. .. ... ................. St.  Petersburg, Russia  David Dodson .... ............. ...... Granger, IN  .... ................ ... ........ Webster Groves, MO 
Euel1.  Baker. ......... ............ .. . Safford, AL  Ronald D.  Hensley .......... Fort  Wayne,  IN  Thomas K. Buchanan III .. ... ......... ... .... .. .. . 
Milton E.  Whitley ............ Huntsville, AL  Robert Himmel ............ .  Bloomington, IN  ........... ........ ... ........ ........ ..... Chariotte, NC 
Cris Ferguson  .................. Evansville, AR  John O. Jacox .. ........ ...... .Indianapolis, IN  Ted H. Cannaday .. .............. .. .. Staley, NC 
Morgan W. Hetrick ... ..... Springfield, AR  John Edward Lynch .... ........ Lafayette, IN  Chip Davis ............ ... ....... ......... Apex, NC 
Embry Riddle Aeronautical  University ...  Kenneth 1.  McAtee II ....... . Evansville, IN  Charles H. Stites ............ Chapel Hill, NC 
.................. ...... .. ... ....... .... ... .. Prescott, AZ  Paul  L. Moorman .. .......... Greensburg, IN  Rick Meryl  Ennen ..... .... .... Menoken, ND 
David R.  Blomgren ........ Cave Creek, AZ  Mark Outcalt ...... .......... .....  Ft.  Wayne, IN  Sam Brown .... ..................... Bellevue, NE 
Ronald Hasz .... ......... .... .. ..... Phoenix, AZ  Bruce Scheffer. .......... ....... Valparaiso, IN  Richard L. Watkins ....... ........ Omaha, NE 
Allan Anderson ..... ..... ... .. Santa Rosa, CA  David M. Sowder ... ............ Boonville, IN  Doug A. Ferguson ... ...... Newmarket, NH 
Bruce Boese .... .. ... ..... .. ...... .. Oakdale, CA  James O.  Sutton ............ ..... Columbus, IN  Donald Mains ............. West Ossipee, NH 
Joseph William Campbell ....... ......... .... ... .  Robert L. Van Hoosear ............... ..... ....... .  Walter J. Weaver ... ..... .. ...New Egypt, NJ 
................ ...... ..... .. .... .......... Glendale, CA  ......................................... Nobelsville, IN  Marvin L. Kaylor.. ...... ... .  Los Lunas, NM 
Christian M. English ...... .  Santa Cruz, CA  Philip Watson ..... .............. Wheatland, IN  Bill M.  Terrell... ...... ..... ...... Anthony, NM 
Ken J. Frank .... ... ... .... ...Nevada City, CA  Leigh Crotts ............... .... . Dodge City, KS  Glenn Arrnstrong ............. Las Vegas, NY 
Kay Gallagher .............. Yorba Linda, CA  W. K. Gillmore ...... .... ..... ...... Wichita, KS  Hal Fogg ......... ...... ................... Utica, NY 
Tom Hillier. ......................... Oakdale, CA  Lawrence Lambert, Jr. ....................... .... .. William E. Larkworthy .... ... Merrick, NY 
Ronald Hull  ... .. ....... ..... .. ... Temecula, CA  ..... ............................ .. ..... Greensburg, KS  Frank Martucci  ......... ......... Montauk, NY 
Robert F.  Kane ... ... ..... .... .... ... Wilton, CA  Bill Myers ..... ................. ......... Salina, KS  Glenn R.  Truesdell .................................. . 
Joseph  S. Lowe ... .. ... Moreno Valley, CA  Floyd M.  Totten ...... ...... .. Coffeyville, KS  .. ....... ........ .............. ..... Ronkonkoma, NY 
Keith Raffel ..... ... ... ..... ...  Costa Mesa, CA  Brian Von Bevern .......... ........ Olathe, KS  Johnny C.  Burns .................. . Batavia, OH 
Cynthia Spellacy ..... ......... .  Sand City, CA  Robert  Randall Smith ............ Benton, LA  Duane R. Jones ......... Huber Heights, OH 
Steven R. Windh ......... .. .. .  Kingsburg, CA  Greg Kolligian ..... ............... Lincoln, MA  Charles W. McNaught.. ..... Nashport, OH 
EAA Chapter  1 .... .. ............ Riverside, CA  Francis P. Garove .. ........ .. Baltimore, MD  B.  David Petersen .......... ..... Ashland, OH 
Patrick Doyle .. .... ..... ....... ..... Boulder, CO  Edward H. Groom ..... ... .. Rising  Sun,  MD  Alan W.  Sickinger. ............................... ... . 
Bruce L. Miles ................... Thornton, CO  Albert G. Phillips .... ....... .... Croffton, MD  ............................. New Philadelphia, OH 
Tom J.  Sarkes ... ...... ....... .... .  Seymour, CT  William Woodman  ........ Baltimaore, MD  Douglas Smith ....... ......... .... Fairborn, OH 
Wayne D.  Bilbrey ......... .. ..Bradenton, FL  Joe Bowen .. ... .. .... .... ............ .  Oxford, ME  Brian Jay Todd ........ ....... .. Cleveland, OH 
Frederick Gallup ...... .  Daytona Beach, FL  Arthur Partridge ....... .......... ..... Sarco, ME  Darrell M. Todd ............... Zanesville, OH 
Donald 1.  Gaynor .... ... .. .. .  Englewood, FL  Andrew Abbott .... ... ..... Traverse City, MI  Robert W. Colston ............ Piedmont, OK 
John  S.  Leiby .... .............. ..Riverview,  FL  Earl  Broihier ....... ........... .... St Joseph, MI  Christian E.  Buerk ........... .  Sherwood, OR 
Roger Young .. .. ...... ..... .. ......... Jupiter, FL  Lynn Chamberlain ....... . Mt.  Pleasant, MI  Brent Burgess ...... ....... .... .... .. Eugene, OR 
Jason C.  Hornsby  .. ... .... ...  Alpheretta, GA  Warren J. Craig ..................... Howell, MI  Gene A.  Baustian ....... Laurys Station,  P A 
Jerry T. Ragsdale ....... .. ....... Newnan, GA  Alan Cuthbert ...... .............. Dowagiac, MI  Stephen M.  Frye .. ... .......... . Charleroi,  PA 
Richard C.  Russell ... ... ... ... St.  Marys,  GA  Mark Jacob ............ ...... ... ...... Lansing, MJ 
-continued on page 28
Pat Cherne .... .................... Guttenberg, IA  Barb Miller ... ......... ...... ........ Gladwin, MI 
VINTAGE AIRPLANE 27
NEW MEMBERS
continued
Thomas R.  Hall  .... ...... .. ..... Ford City,  PA 
Don  Kellner. ............ ..... .. ... Sugarloaf,  PA 
Robert More .................... Bethlehem,  P A 
Harold  Sugarman .. .....Nesquehoning, PA 
Barry A.  Triplett... ..................... Hope, RI 
John D.  Ellenberg ............. Greenville, SC 
Lourie  Salley .... ... ............. Lexington, SC 
Alan Anderson ................. Lexington, TN 
Larry R. King .. .................. Knoxville, TN 
Lynn  Sky Larkin .... ... ........ Knoxville, TN 
1.  A. Rollow .......................... CJinton, TN 
Kunio Suzuki .................. Shelbyville, TN 
James  W.  Dougherty, Jr. ... Arlington, TX 
Lt.  Col.  Dyrstad ............... Rosenberg, TX 
Bill Gregg .............. .. ............ Graham, TX 
Todd E.  Heffley .... .. .............. Rhome, TX 
Dan  R.  King .............. .. ........ Portland, TX 
John W. Newman, Jr ....... Fort Worth, TX 
John W.  Osborn .................. Kerrville, TX 
Harold 1.  Stieber ........... Brownwood, TX 
Vernon J Waltman ................. Austin, TX 
Pete  King ........................ Annandale,  V A 
Earl  Lyle ........................... Arlington, VA 
Edward  M. Mautner ...... Springfield, V A 
Garrett P. Nievin ................ Ashburn, V A 
Larry T.  Omps................ Winchester,  VA 
Claude Wheelbarger .... Waynesboro, VA 
Jerald F.  Wright ....... Virginia  Beach, VA 
lone E.  Shallbetter-Stiles ... Guildhall ,  VT 
Harvey Coburn .................. Olympia, W A 
David Jewell ........ ............... Manson, W A 
Lane  E.  Older ................ Bellingham,  W A 
Steven C.  Smith ........... Des Moines,  WA 
Monty C.  Stimrnel ............. Spokane, W A 
Carl  G.  Tietz ........................ Renton, WA 
Lawrence F.  Wojdac ......... Richl and, WA 
Jesse A.  Bentley ................. Muskego,  WI 
Paul  N. Farrell .......................... Viola,  WI 
Lowell Frank ..................... Okauchee, WI 
Christopher Gilbertson ........... Dodge, WI 
Marlene  F.  Griffith .... .. .. .... . Glendale,  WI 
Mike Jacobson  ....... .......... .. Onalaska, WI 
Ken  Kannard ..... .......... ...... East Troy, WI 
Thomas 1.  Kelly ............... .Janesville,  WI 
Arden B. Krueger ................. Wausau,  WI 
Michael  H.  & Patrici a  Kuehnast.. ........... . 
................................. Chippewa Falls, WI 
Paul  E.  Kyle .................... ..... .  Grafton, WI 
Dennis Lange ................ Fond du  Lac, WI 
John 1.  Mcqueeney ................................. .. 
..... .................... ........ Chippewa Falls, WI 
John  K. Mull enmaster ....... Wautoma, WI 
Robert E.  Ostrowkski ........... Rosholt,  WI 
Paul  Rankin .......................... Hudson, WI 
Paul  Riddle ................... Elkhart Lake, WI 
Henry r. Sedin ............ Solon Springs, WI 
Christopher 1.  Spierings ........ Oregon, WI 
Ronald Van Denboom .............. ............. .. 
................... .. ................... Franksville, WI 
Alan  R.  White ..................... Superior, WI 
28 SEPTEMBER 1999
Fly-In Calendar
The following list ofcoming events is furnished to our readers as a molter ofinformation 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, All: Golda Cox, Fo.
Box 3086, Oshkosh, WI 54903-3086. Information should be receivedfour months prior to the
event date.
SEPTEMBER 10012 -ATWA TER, CALIFORNIA -
Golden West EAA Fly-In at Castle Airport. Contact:
www.gwjly-in.org.
SEPTEMBER 11- OSCEOLA, WI - 19th Annual
Wheels & Wings Fly-In. Antique car show, book
sale, pancake breakfast. Info: 800/947-0581.
SEPTEMBER 11-12 - MARION, OHIO - MERFI
Mid-Eastern Regional Fly-In. Contact: Lou Linde-
man. 937/849-9455. 
SEPTEMBER 1I-11-EASTON, PA - EAA Chapter
70 FAA Safety Seminar. Annual Fall Fly-In. Fly
Market, plaquesfor all aircraft. Info: 6i 0/588-0620.
SEPTEMBER 11- MT. MORRIS, IL - Ogle County
Airport (C55). Ogle Coullty Pilots Association and
EAA Chapter 682  Fly-in Breakfast, 7a.m. - Noon.
Info: Bill Sweet 815/734-4320 or the airport phone,
815/734-6/36.
SEPTEMBER 17-18 - BARTLESVILLE, OK - Frank
Phillips Field. 42nd Annual Tulsa Regional Fly-In,
sponsored by EAA Chapter 10, VAA Chapter 10,
lA C Chapter 10, AAA Chapter 2,  and the Green
County Ultralight Flyers. All types ofaircraji and
airplane enthusiasts are encouraged to attend. Ad-
mission is by donation. Info: Charles W. Harris,
918/622-8400.
SEPTEMBER 17-19 - LOUISE, TX - Flying VRanch
(T26) 10th annual "Under the Wire "jly-in. Info:
Robbie Vajdos. 409/648-2163 [email protected]
SEPTEMBER 17-19 - JACKSONVILLE, IL - (lJX)
15th Annual Byron Smith Memorial Midwest Stinson
Reunioll. info: Suzette Selig, 630/904-6964
SEPTEMBER 18 - COOPERSTOWN, NY - (NY54)
EAA Chapter 1070 Pancake breakfast and old Aero-
plane Fly-In. 7al/l-noon. Info: 607/547-2526.
SEPTEMBER 18-19- ROCK FALLS, IL - North
Central EAA Old Fashioned Fly-In. Forums, work-
shops,jly-market. Camping and Air Rally. Info:
630/543-6743 or check our websiste at hllp://mem-
bers.aol.com/nceaa
SEPTEMBER 15 - HANOVER, IN - Wood, Fabric
and Tailwheels Fly-In. Contact Rich Davidson
812/866-5654.
SEPTEMBER 15 - TOPPING, VA - Humm el Air
Field. Wings & Wh eels '99,  9 a.m. -3  p.m.. (Rain
date 9/26)  Info: Jamie Bamhardt 804/758-2753, on
on the web at http://j7y. tp/wingsandwheels, E-
mail:wingsandwheels@hotmail. com
SEPTEMBER 15-16-ZANESVILLE, OH - John 's
Landing. 8th annual Vintage Aircraft Chapter 22 of
Ohio Fall Fly-In. Hog roast Sat., Breakfast and
lunch both days. Info: Virginia, 740/453-6889 or call
the airport at 740/455-9900.
SEPTEMBER 16 - GROVE CITY, PA - Grove City 
Airport (29D). EAA Chapter 161 Fly-In
Breakfast/Lunch. Info: Ron Wagner 724/748-3200.
OCTOBER 1-3 - HA YWARD, CA - West Coast Travel
Air Reunion. Hosted by Antique aircraft collector
Budfield. Private Museum tour, San Francisco Bay
Area Tour. Memorabilia auction. good food and
more. Contact Jerry Impellezzeri 408/356-3407 or
Blld Field 925/455-2300.
OCTOBER 1-3 - DARLINGTON, SC - Fall Fly-In
sponsored by Vintage Airplane Association Chap-
ter 3. Info: Call 910/ 947-1853 or FAX
757-873-3059.
OCTOBER 6-10 - TULLAHOMA, TN - "Beech
Party." Staggerwing, Twin Beech 18 and Beech
owner/enthusiasts. Sponsored by the Staggerwing
Beech Muselllll. Info: 9311455-1974.
OCTOBER 9 - HAMPTON, NH - 9th Annual EAA
Vintage Aircraft Assn. Chaper 15 Pumpkin Patch
Pancake Breakfast Fly-In/Rafjle Drawing. Rain
date 10th. Info: 603/539-7168.
OCTOBER 7-10 - MESA. AZ- Copperstate EAA Re-
gional Fly-In at Williams Gateway Airport .
Contact: Bob Hasson, 302/770/6420.
OCTOBER 8-10 - EVERGREEN, AL - 9th Annual
South Ellst Regional EAA Fly-In (SERFI). Airshow.
car show. ULiLightplane operations area. Fly-
Market, workshops, FAA Wings Program. Sat.
evening awards banquet with gllest speaker. Camp-
ing on field. Info: 334/578-1707.
OCTOBER 9-10 -FRANKLIN, VA - Franklin Air-
port. 29th Annual EAA Chapter 339fly-in. For
more information, contact Walt Ohlrich at 757/486-
5192.
OCTOBER 14-16 -ABILENE, TX - Southwest £AA
Regional Fly-In, Abilene Regional Airport (ABI).
rnfo: 1-800/727-7704.
VINTAGE  MERCHANDISE 
NEW STYLES!  ALL CLOTHING FEATURES NEW THREE-COLOR EMBROIDERED VINTAGE LOGO. 
Twill  Six-Panel Caps with  Braiding 
Feature  adjustable  leather closure  strap.  One  size  fits  most. 
White  V41260  $10.99* 
Khaki  V41261  $10.99* 
Navy  V41262  $10.99* 
Clubhouse Jackets 
High  quality jackets feature  two-button adjustable  cuffs, elastic waist-
band, inside  coat  hook loop, inside  pocket with  velcro  closure  and 
more!  Contrasting color trim  pieces and  adjustable  lanyard  cord  on 
collar make this  jacket very  distinctive. Shell  and  lining are  both  100% 
nylon. 
Natural/Navy Trim  SM-XL  V41250  $63.99 * 
2X  V41254  $66.99 * 
Navy/Forest Green  Trim  SM-XL  V41250  $63.99* 
2X  V41254  $66.99 * 
Denim Short-sleeved Shirts with  Button-down collar by 
Three Rivers.  Features  button-closure on  pocket.  Double  stitching  on 
sleeves for durability. 100% cotton . 
SM-XL  V41263  $36.99 * 
2X  V41267  $39.99* 
Denim  Long-sleeved Shirts with  Button-down Collar. 
Similar to  above  shirt but in  long-sl eeved  design. The  shirts feature two-
button adjustable  cuffs. Available  in  light-blue  denim  or natural  col ors. 
Natural  MD-XL  V41268  $39.99 * 
2X  V41271  $43.99 * 
Light  Blue  MD-XL  V41272  $39.99 * 
2X  V41276  $43.99* 
Cotton Pique Golf Shirts 
100% combed  cotton.  Knit  collar and  cuffs.  Two-button  placket. 
Drop-tail  with  side  vents. 
White  SM-XL  V41294  $32.99 * 
2X  V41298  $34.99 * 
Khaki  SM-XL  V41299  $32.99 * 
2X  V41303  $34.99 * 
Navy  SM-XL  V41289  $32.99 * 
2X  V41293  $34.99 * 
Jacuard  Golf Shirts 
100% combed  cotton. Knit  collar and  cuffs with  beige trim. Five-
button  placket.  Drop  tail  with  side  vents. 
Wine  MD-XL  V41281  $34.99* 
2X  V41284  $37.99* 
Navy  MD-XL  V41285  $34.99* 
2X  V41288  $37.99 * 
Black  MD-XL  V41277  $34.99* 
2X  V41280  $37.99 * 
VINTAGE 
AIRCRAFT 
Services Directory_
Enjoy the many benefits ofBAA and the
ASSOCIATION 
OFFICERS 
President  Vice·President 
Espie ·Butch· Joyce  George Daubner 
P.O.  Box 35584  2448  Lough Lane 
Greensboro, NC 27425  Hartford, WI 53027 
910/393-0344  414/673-5885 
windsock@aotcom  e-mail:   
Treasurer
Secretary 
Charles W.  Harris
Steve Nesse 
7215 East 46th St.
2009 Highland Ave. 
Tulsa, OK  74145
Albert Leo, MN 56007 
918/622-8400
507/373-1674 
[email protected] 
DIRECTORS 
Robert C. ·Bob· Brauer  steve Krog 
9345 S.  Hoyne  1002 Heather Ln.
Chicago, IL 60620  Hartford, WI 53027 
773/779-2105  414/966-7627 
e-mail: [email protected]  a-mail: [email protected] 
John Berendt 
7645 Echo Point Rd.  Robert Lickteig 
Cannon Falls,  MN 55009 1708 Boy Oaks Dr. 
507/263-2414  Albert Lea, MN 56007 
507/373-2922 
John S.  Copeland 
1  A Deacon Street  Robert D. ·Bob· Lumley 
Northborough, MA 01532  1265 Sourth  124th St, 
508/393-4775  Brookfield, WI 53005 
e-mail:  414/782-2633 
[email protected]  &mail: 
[email protected] 
Phil Coulson 
28415 Springbrook Dr. 
Lawton, MI  49065  Gene Morris 
616/624-6490  5936 Steve Court 
Roanoke, TX  76262 
Roger Gomoll  817/491-9110 
321-1/2 S.  Broadway #3  e-mail: [email protected] 
Rochester. MN 55904
507288-2810 
Dean Richardson 
[email protected] 
6701  Colony Dr. 
Madison, WI  53717 
Dale A. Gustafson 
608/833- 1291 
7724 Shady Hill Dr.
[email protected] 
Indianapolis, IN 46278 
317/293-4430 
Geoff Robison 
Jeannie Hill 
1521  E.  MacGregor Dr. 
New Haven, IN  46774 
Harvard, IL 60033
P.O.  Box 328 
219/493-4724 
815/943-7205 
e-mail: [email protected] 
S,H,  "Wes"  Schmid 
2359 Leleber Avenue 
Wauwaioso, W153213 
414/77l-l545 
[email protected] 
DIRECTORS 
EMERITUS 
Gene Chase  E.E. ·Buck · Hilbert 
2159 Carllon Rd.  P.O.  Box 424 
Oshkosh, WI 54904
Union, IL 60180 
920/231-5002 
815/923-4591 
e-mail: [email protected] 
ADVISORS 
David Benne"  Alan Shackleton 
11741  Wolf Rd.  P.O.  Box 656 
Grass Valley, CA 95949  Sugar Grove, IL 60554-0656 
5301268-1585  630/466-4193 
[email protected]  103346.1772@compuser;e.com 
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, Divisi ons 
(Vi ntage Aircraft Associati on, lAC, Warbi rdsl. 
National Association of Fli ght Instructors 
(NAFI)
• Address changes 
• Merchandise sales 
• Gift memberships 
Programs and Activities
EAAAirVenture Fax-On-Demand Directory 
"  """,,,, , , , ,,,, , ,, , ,,, , ,,, 732-885-6711 
Auto Fuel STCs  , , , , , , , , , , , , , , , , 920-426-4843 
Build/ restore  informati on  , , , , , , 920-426-4821 
Chapter s:  locating/ organizi ng "  920-426-4876 
Education"  ""  '"  "  """  "  ,, 920-426-6815 
•  EAA Air Academy 
•  EAA Schol arships 
•  EAA Young Eagles Camps 
BAA Vintage Aircraft Association

EAA Aviation Center, PO Box 3086, OshkoshWI 54903-3086
Phone (920) 426-4800  Fax (920) 426-4873 
Web Site: http://.eaa.organd http://www.airoenture.org  E-Mail: Vintage @eaa.org 
Flight Advi sors information , , , , , 920-426-6522 
Flight Instructor informati on, , , 920-426-6801 
Flying St art Program  ••••• • ••••• 920-426-6847 
Librar y Services/Research  , , , , , , 920-426-4848 
Medi cal Questions, , , , , , , , , , , , , 920-426-4821 
Technical Counselors, , . , , , , , , , 920-426-4821 
Young Eagl es  . "",.""". "  ,, 920-426-4831 
Benefits 
Aircraft Financing (Green Tree)  ", 800-851-1367 
AUA . , , , , , "  , , , , , , , , , , , , , , , , , , 800-727 -3823 
AVEMCO  "  "  """"  """  ",800-638-8440 
Term  Life and Accidental  ""  ", 800-241-6103 
Death Insurance  (Harvey Watt & Company) 
Editorial 
Submitting article/photo;  advertising infonnation 
920-426-4825 ••••.•.••.•. • FAX 920-426-4828 
EAAAviation Foundation 
Artifact Donations, , , , , , , , , , , , , 920-426-4877 
Financial  Support ", ". "  "  '"  800-236-1025 
MEMBERSHIP INFORMATION
available for $50 per year (SPORT AVIATION mag-
EAA
azine  not  included) ,  (Add  $10  for  Foreign 
Inc, is $40 for one year, including  12 issues of SPORT 
Membership in the Experimental Aircraft Association, 
Postage.) 
AVIATION, Family membership is available for an addi-
tional $10 annuall y,  Junior Membership (under 19 
WARBIRDS 
years of age)  is  available at $23 annually,  All  major 
Current EM members may join the EM Warbirds of 
credit cards accepted for membership, (Add $16 for 
America Division and receive WARBIRDS  magazine 
Foreign Postage.) 
for an additional $35 per year, 
EM MemberShip,  WARBIRDS  magazine and one 
year  membership  i n  the  Warbi rds  Di vision
VINTAGE AIRCRAFT ASSOCIATION 
is available for $45  per year (SPORT AVIATION 
Current  EM members may join  the Vintage Aircraft 
magazine not included) , (Add $7 for Foreign
Associaton and receive VINTAGE AIRPLANE maga-
Postage,)
zine for an additional $27 per year, 
EM Membership, VINTAGE AIRPLANE mag-azine 
EAA EXPERIMENTER
and one year membership in the EM Vintage Air-
Current  EAA  members  may  receive  EAA
craft Associat ion  is avail able for $37  per year 
EXPERIMENTER  magazine for an  additional $20 
(SPORT AVIATION magazine  not included),  (Add 
per year, 
$7 for Foreign Postage,) 
EM Membership and  EM EXPERIMENTER  mag-
azi ne  is  available  for  $30  per  year  (SPORT
lAC  AVIATION magazine not inciuded).(Add $8 for For-
Current  EM members may join t he International  eign Postage.) 
Aerobatic Club, Inc.  Division and  receive SPORT 
AEROBATICS magazine for an  additional $40  FOREIGN  MEMBERSHIPS 
per year,  Please submit your remittance with a check or 
EM Membership, SPORT AEROBATICS magazine  draft drawn on a United  States bank payable in 
and  one year membership in the lAC  Division is  United  States  dollars,  Add  requi red  Foreign 
Postage amount for each  membership, 
Membership dues to EAA and its divisions are not tax deductible as  charitable contributions. 
Copyright  © 1999 by the EM Vintage Aircraft Association 
All rights reserved. 
VINTAGE AIRPLANE  (ISSN  0091-6943)  IPM  t482602  is  published  and  owned  exclusively  by  the  EM Vintage Aircraft  Associatioo  of the  Experimental  Ai rcraft  Association  and  is  published  monthly  at  EM Aviation  Center,  3000 
Poberezny  Rd., P.O. Box 3086,  Ostlkosh,  Wiscoosin  54903-3086.  Periodicals Postage pai d at  Oshkosh,  Wisconsin  54901  and at  additiooal  mailing offices.  POSTMASTER:  Send  address changes 10 EM Antique/Classic  Divisioo,  Inc., 
P.O.  Box 3086,  Oshkosh.  WI  54903-3086.  FOREIGN  AND  APO  ADDRESSES  - Please  allow at  least two monlhs for delivery  of VINTAGE AIRPLANE  to  foreign  and  APO  addresses via  surtace  mail.  ADVERTISING  - Vintage  Aircraft 
Association  does not guarantee Of endorse any product offered through  the advertising.  We invite constructive criticism  and  welcome any report of inferior merchandise obtained through our advertising so  that corrective measures can 
be taken. EDrrORIAL POLICY:  Readers are encouraged to submtt stories and  photographs.  Policy opinioos expressed in  articles are  solely those of the authors.  Responsibility for accuracy in  reporting rests enti,.1y with  the  contributor.  No 
renumeratioo is made.Material shoukJ  be sent to: Edttor,  VINTAGE AIRPLANE, P.O.  Box 3086, Ostlkosh, WI  54903-3086.  Phooe 9201426-4800.
The  words EAA,  ULTRALIGHT,  FLY  WITH  THE  FIRST TEAM, SPORT AVIATION, FOR  THE  LOVE  OF  FLYING  and  the  logos of  EAA,  EAA  INTERNATIONAL CONVENTION,  EAA VINTAGE  AIRCRAFT  ASSOCIATION, INTERNA-
TIONAL AEROBATIC  CLUB,  WARBIRDS  OF  AMERICA are  ® registered  trademarks.  THE  EAA SKY SHOPPE  and  logos  of  the  EAA AVIATION  FOUNDATION, EAA ULTRALIGHT CONVENTION  and  EAA AirVen!ure  are  trade-
marks of the above associations and  their use by any person other than  the above association is strictly  prohibited. 
30  SEPTEMBER  1999 
Jock  Hooker  in  flight  in  his  Cessna  120. 
Gr
Jack Hooker
Freeport,  IL 
Owner Jack  Hooker/ 
Hooker  Custom Harness 
HCompany Airplane" 
Flown  approx. 100 hours 
per year,  since purchased 
plane in 1989 
Flown  to Sun  N' Fun 
every year since  )990 
AUAis
~
approved.
To become a 
member of the
Vintage Aircraft
Association call
800-843-3612
/II  have  been  insured  with  AUA,  Inc., 
since  1989. After having  the  misfortune 
of having a  claim,  I can  attest that the 
claim  was  handled  promptly and  my 
rates  are good. 
/lThank you,  AUA./I 
- Jack  Hooker 
The  best  is  affordable. 
Give AUA a call  - it's  FREE! 
800-727-3823
Fly with  the  pros .. .fly with  AUA Inc. 
AUA's Exclusive EAA
Vintage Aircraft Assoc.
Insurance Program
Lower l i o   i l i ~ and  hull  premiums 
Medical pay  ents  included 
Fleet discount  for multiple  aircraft 
carrying all  risk  coverages 
No hand-prop-ping  exclusion 
No age pena ty 
No componelilt parts endorsements 
Discounts for  laim-free  renewals 
carryin  all  risk  coverages 
Remember,
We're Better Together'
AVIATION UNLIMITED AGENCY
The 
Web Goes 
Vintage 
For the latest news and 
happenings on EAA's 
Vintage Aircraft, plug into 
www.eaa.org 
The site includesthe homepage for 
EAA's largest Division, 
the Vintage Aircraft Association. 
Access it directly at 
www.vintageaircraft.org. 
Check out the most up-to-date
Type Club list,Judging Guidelines,
and a tribute to J04A  volunteers, as
well as plenty ofother information
geared towards people who love the
"Golden Age ofAviation."
VINTAGE  TRADER 
Something to buy, sell or trade?
An 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 payment to: Vintage Trader, EAA Aviation Center,
P.O. Box 3086, Oshkosh, WI 54903-3086, or Jax your ad and your credit card number to 920/426-
4828. Ads must be received by the 20th oJthe monthJor insertion in the issue the second month
Jollowing (e.g., October 20thJor the December issue.)
MISCElLANEOUS 
BABBln BEARING  SERVICE  - rod  bearings,  main  bearings,  camshaft  bearings,  master rods, valves.  Call  us Toll 
Free  1/800/233-6934,  e-mail  [email protected]  Web  site  http://www.  ramengine.com  VINTAGE  ENGINE 
MACHINE WORKS,  N.  604 FREYA ST., SPOKANE, WA 99202. 
FREE  CATALOG:  Aviation  books  and  videos.  How  to,  building  and  restoration  tips,  historic,  flying  and  entertain-
ment titles.  Call for a free catalog.  EM, 1-800-843-3612. 
Newsletters  for Arctic/Interstate  (6  Back  issues!$9.00),  Beaver/Otter (3/$5.00),  Norseman  (16/$21.00).  $16.50/4 
issues.  Free  sample:  write,  call,  fax.  ALL  credit  cards  accepted.  Dave  Neumeister,  Publ isher,  5630  South 
Washington, Lansing,  MI48911-4999.  800/594-4634,517/882-8433.  Fax:  800/596-8341, 517/882-8341. 
BROWN BACK TIGERIAnzani  90hp,  need  info and  spare parts for this 6 cylinder twin  row  radial.  Ralph  Graham,  St. 
Paul,  MN (651)452-3629, e-mail: [email protected] 
Continental cylinders from annualed 0-99) 0-300. Complete w/pistons, pins, valves, springs, push rods and connect-
ing rods. Minus rockers. $275 per cylinder. BT-13, AT-6 wheels, tires,  one hubcap. Original, never used. Fair condition. 
$750 pair. Javelin V-6 Ford engine package. Complete, all  new, ready to assemble. McCauley prop, Rattray nosebowl, 
2:1  PSRU, Griffin radiator. Call for detailed list. (207)563-1196 Maine. 
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Custom quality at economical prices. 
•  Cushion upholstery sets 
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32  SEPTEMBER  1999