VA-Vol-26-No-1-Jan-1998

EDITORIAL STAFF Publisher

Tom Poberezny

January 1998

Vol. 26, No, 1

Editor-in-Chief

Jack Cox

Editor

Henry G. Frautschy

CONTENTS

Managing Editor

Golda Cox

AlC News

Art Director

Mike Drucks

3 Straight & LeveIlEspie "B utch" Joyce

Computer Graphic Specialists

Nancy Hanson Olivia l. Phillip

4 Danish Cub Production

/via Norm Petersen

Associate Edito r

Norm Petersen

Feature Writer

Dennis Parks

8 Pass It To Buck/Buck Hilbert

Staff Photographers

Jim Koepnick LeeAnn Abrams

Ken Lichtenberg

10 Luscombe Fly-In/Jerry Cox 12 Monocoupe Fly-In /John Underwood

Advertising/ Editorial Assistant

Isabelle Wiske

15 Family Cub/Robert Stewart

EAA ANTIQUE/ CLASSIC DIVISION, INC" OFFICERS

19 Howard SOO/Norm Petersen

President Espie "Butch" Joyce P.O. Box 35584 Greensboro, NC 27425 910/393-0344 Secretary Steve Nesse 2009 Highlond Ave. Albert Lea, MN 56007 507/373-1674

23 New Zealand Contemporary/ Richard Moles 24 W hat O u r Members Are Restoring/Norm Petersen

Vice -President George Daubner 2448 Lough Lane Hartford, WI 53027

414/673-5885

Treasurer

Charies Horris

7215 East 461h St.

Tulsa, OK 74145

918/622-8400

DIRECTORS

28 Mystery Plane/H.G. Frautschy 29 Welcome New Member s 30 Member ship Information/ Calendar

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Page 19

FRONT COVER ... Robert Stewort of Erie. PA has been reunited with his first love , this perky little Taylor J-2 Cub he and his brother Don first owned in 1939. He was able to buy the airplane in the early 1990s, and he and his family brought it to EAA Oshkosh '97 , where it was enjoyed by the members attending the Con足 vention. EAA photo by Ken Lichtenberg, shot with a Canon EOS- 1n equipped with an 80 -200 mm lens. 1/250 sec. @ 111 on 100 ASA slide film. EM Wag Aero Sport Trainer photo plane flown by EM volun teer pilot Ed Lachendro. BACK COVER ...So far, this is the biggest airplane picked as the Grand Cham足 pion Contempo rary! The 35,000 Ib gross weight Howard 500, owned by North Pacific Management , Inc., Portland , OR, can reall y blister the airways with a cruise speed of 320 kts ot 22,000 tt! Dave C ummings of Woodale, OR seNes as its chief pilot , and was intimately involved in its restoration . The spectacula r photo of the Howard passing by Mt. Hood, OR was taken by Erik Preston .

Copyright 息 1998 by the EAA Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberemy Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic Division, Inc. is $27.00 for current EM members for 12 month period of which $8.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of infenor merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POUCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Matenal should be sent to: Ed"or, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800. The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EM, EM INTERNATIONAL CONVENTION, EM ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are 速 registered trademarks. THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EM ULTRAUGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohib"ed.

John Berendt 7645 Echo Point Rd. Cannon Falls, MN 55009 507/263-2414 Phil Coulson 28415 Springbrook Dr. Law/on, MI 49065 616/624-6490

Gene Morris 5936 Steve Court Roanoke, TX 76262 817/491-9110 Robert C. "Bob" Brauer 9345 S. Hoyne Chicoga, IL 60620 312/779-2105

Joe Dickey 55 Oakey Av. Lawrenceburg, IN 47025

812/537-9354

John S. Copeland 1A Deacon Street

Northborough, MA 01532 fIJ8/393-4775

Dale A. Gustafson 7724 Shady Hill Dr.

Ind i anapol~, IN 46278

317/293-4430 Robert Ucktelg 1708 Bay Oaks Dr.

Albert Lea, MN 56007

507/373-2922 Dean Richardson 6701 Colony Dr. Madison, WI 53717 608/833-1291 S.H. 'Wes' Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414/771-1545

StanGomoil

1042 90th Lane, NE

MN 55434 612/784-1172

Minneapol~,

Jeannie Hill

P.O. Box 328

Harvard, IL 60033 815/943-7205 Robert D. ' Bob" Lumley 1265 South 1241h SI. Brookfield, WI 53005 414/782-2633

Geoff Robison 1521 E. MacGregar Dr. New Haven, IN 46774 219/493-4724

GeafgeYork

181 Sloboda Av.

Mansfield, OH 44906

419/529-4378

DIRECTORS EMERITUS Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 920/231-5002

E.E. "Buck" Hilbert P.O. Box 424 Union, IL 60180 815/923-4591

ADVISORS Steve Krog 1002 Heather Ln. Hartford. WI 53027 414/966-7627

Roger Gomotl 321-1/2 S. Broadway Apt. 3 Rochester, MN 55904 507288-2810

David Benne"

403 Tanner Ct.

Roseville, CA 95678

916-782-7025

+Antique/Classic Hall ofFame+

Lt Col. Harold Armstrong, USAF (Retired) Since he was a young man, airplanes have been a part of Harold Armstrong's life. A ride in an Aeronca C-3started him on a path that would eventually lead him to the cockpits of both a C-141 Starlifter and a Pitcarin Fleetwing. After soloing in a Swallow TP he rebuilt in 1940, Harold joined the Army Air Corps as an airplane mechanic, and applied for pilot train­ ing. He was commissioned as a pilot in 1943, and spent most of the war as a B-17 instructor pilot, but never stopped itching to get into the fight. He earned a B-29 assignment and was en route to the Pacific as a B-29 pilot when the war ended. Like thousands of his fellow Air Corps aimlen, he mustered out of the service, but he was able to keep a commission in the Reserves. After a five year stint as an instructor at a local FBO in his home state of Maryland, he was called up as a pilot in 1950 during the Korean War. The next 23 years were spent in an Air Force career that would include two tours of Vietnam as a C-130 pilot with the 773rd Tacti­ cal Airlift Squadron, flying 846 hours in the war zone. He retired from the Air Force in 1973 as Col. flying the C-141 Starlifter. Retirement plans had been long in the making for Harold. He had been collecting parts and pieces for a variety of projects dur­ ing his service to his country. He had a soft spot for the airplanes of his youth. His first restoration was a Waco 10, which was the Re­ serve Grand Champion Antique in 1981. His second was an airplane that had been in the family for many years as a time builder for Harold's son, Bob. The Aeronca Champ would be judged the Classic Grand Champion at EAA Oshkosh '83. Bob and his father con­ tinued to work as a team on the next project, one that Harold's wife Martha had tracked down and picked up while he was in the mili­ tary. the Pitcarin PA-4 Fleetwing II was little more than a fuselage, drawings and a dream, but with dogged determination and skill, it emerged from the Armstrong shop in 1990 destined to become the EAA Oshkosh An­ tique Grand Champion that same year. Harold and Bob have recently completed the development of a long-time dream of theirs - High Rock Airfield on the Mary­ landlWest Virginia border, a grass strip with a hangar where friend and family came this past June to celebrate Harold's 80th birthday, where it was announced he was to be inducted into the EAA Antique/Classic Hall of Fame, making that day one of his fondest memories.

Jim Younkin

As a professor of engineering at the University of Arkansas, Jim Younkin solved many a problem, and passed out a few to his students. Never one to rely only on theory, he has long been known as some­ one who took his own two hands and brain and applied them to the situation at hand. He invented and patented the components of what would become the Mitchell Autopilot, and later, he applied his considerable skill to an area of aviation that he really enjoyed - the racing airplanes of yes­ terday. What used to be his hobby has been a full time occupation for decades now, and the results have been on the flight line for many to enjoy. First to burst upon the scene was the spectacular Travel Air Mystery Ship replica engineered and built by Jim, which was first seen on the fly-in circuit in 1979. Then he turned to the sleeper of the racers, that cabin class phenomenon called Mr. Mulligan. Jim's reproduction of that famous Benny Howard Thompson Trophy winner was followed by something on the other end of the spectrum. In 1988 he wowed fly-in crowds with a smaller airplane that was no less spectacular. His transformation of a Piper Pacer into a sleek, speedy, going places machine set the high water marks for craftsmanship and beauty that are still pursued today. That Pacer, dolled up in a red and black scalloped paint job, and capable of cruising 155 mph on 160 hp, has in­ spired many rebuilders to head down the custom aircraft path. Other aircraft that have benefited from Jim Younkin's touch include the Beech Stagger1 wing, with a series of changes that upgraded ~ small run of D models to G model status, ami the the clip wing Monocoupe. I Recreating particular airplanes are not all he has done. Most recently, he has created the Mullicoupe, an original creation that uses a 450 hp Pratt & Whitney engine married to an airframe that looks a lot like a Monocoupe, just bigger. Its name delineates its heritage ­ inspired by the 'Coupe and Mr. Mulligan, two of the airplanes have been completed to date. Jim's artistry in sheet metal, a medium in which he has been acknowledged as a master artisan, was recently documented in Sport Aviation. He's never wanted to be secretive with his methods of forming and shaping the various parts that make up an airframe, and as a teacher, he's happy to share them. What will he come up with next?

Ann Holtgren PeUegreno As a young lady, Ann exhibited a qual­ ity that would benefit her throughout her lifetime - her ability to pick a goal and stick to her plan, with­ out losing sight of her intended target. Her degrees from the Uni­ versity of Michigan in education and music were put to uses she couldn't imagine when she graduated. Ann has served in a wide va­ riety of teaching and service roles, including teaching English in Michigan, as Iowa Avia­ tion Commissioner in the mid-1970s and later as the state's Transportation Commis­ sioner, the first woman in the country to hold that position. Her career as a profes­ sional musician included 20 years as first horn for the Chicago Civic Orchestra and the Toledo Symphony. As a newly-minted private pilot in 1959, she surprised her mother by giving her a ride as her first passenger at Ann Arbor's Young Field. It really was a shock, since Mrs. Holt­ gren didn't know Ann was taking flying lessons! Ann went on to earn her flight instruc­ tor certificate and would teach both ground and flight instruction for over 30 years. Ann is most recognized by fellow pilots as the young lady who first retraced and completed Amelia Earhart's 1937 attempt to fly around the world. Ann accepted a chal­ lenge to make the 1967 flight with Bill Polhemus, Lee Koepke and William Payne. Completed during the 30th anniversary of Earhart's failed attempt, Ann and her crew were honored with numerous awards. Ann's book detailing the journey, "World Flight, the Earhart Trail" would receive the Nonfic­ tion book award from the Aviation and Space Writers Association. The flight has served as a subject that has helped Ann explain more about aviation and the work of Amelia Earhart to countless schoolchildren in the decades since the flight. Ann and her husband Don live on an airstrip/farm, and in 1992 completed the restoration of the sole example of the Fairchild XNQ-I, an advanced trainer built by the company during WW II. The Pellegrinos were awarded a Special Recognition trophy by the Division for their efforts to bring back a long forgotten piece of aviation history. A long-time resident of Iowa, Ann has continued to write, including a trilogy detail­ ing the history of aviation in Iowa, "Iowa Takes to the Air." She is in the final stages of completing the last book in that series. VINTAGE AIRPLANE

Paul H. Poberezny The Founder and Chairman of the Board ofEAA, many people cer­ tainly recognize the countless con­ tributions made by Paul Poberezny to sport aviation. As a military officer and pilot, he served as an in­ structor in PT-19s, and as a pilot in a ferry group, he flew just about every air­ plane in the U.S. inventory. Eventually, he would earn all seven wings the military had to offer at that time. After the Korean War, Paul returned to Milwaukee and in­ structed in Cubs, Champs and every so often in his own BT-13. TheBT-13 had been obtained in a trade for a Stearman Paul had bought war surplus for $200 in 1945. Old airplanes have long been a favorite ofpaul's, since his high school days fly­ ing an OX-5 powered American Eagle biplane. He courted his soon-to-be wife Audrey with that airplane, and enjoyed flying an airplane he had rebuilt to flying condition with his own two hands. His skills in aircraft construction had begun with balsa model airplanes, and pro­ gressed through a Primary Glider project he completed and flew as it was towed be­ hind a friend's car at the age of 15 . He's long been acknowledged as a man with a deft touch on the control stick. The older airplanes of his youth and the many air­ planes he has been privileged to fly within the EAA family have all served to strengthen his commitment to vintage avi­ ation. In fact, the flTst airplane that became a part of the EAA Museum was both a vintage airplane and a homebuilt- Steve Wittman's "Bonzo" racer. Older airplanes had long been a part of the EAA heritage, since the link between rebuilding and building from scratch is in­ delible. For many years Paul welcomed the pilots of the Wacos and Travel Airs to the annual Fly-In . In 1970, a group of EAAers asked if they could park airplanes together at the Convention, and they also inquired ifEAA was interested in the for­ mation of the Antique Division. Paul wholeheartedly gave his support and en­ couragement, and with the addition of the Classic judging category, the new combi­ nation gave the EAA Convention an attendance boost and added pilot recogni­ tion that continues to benefit EAA to this day. Pauls work with vintage airplanes continues to this day, as he is often active in a variety of restoration projects. Most recently, he has lent his expertise to the restoration of the EAA Aviation Founda­ tion's Consolidated PT-3 trainer. 2 JANUARY 1998

A/C NEWS

compiled by H.G. Frautschy AlC CHAPTER NEWSLETTERS Chapter newsletters serve a number of purposes, including the distribution of local and national infonnation, and they also serve a social function. Two of the best newsletters in the entire spectrum of EAA are published by Ray Bottom of EAA AlC Chapter 3 and the AIC Chapter 10 Newsletter edited by Charlie Harris. Now there's a third - "The Flying Wire" edited by Ralph Cloud of EAA A IC Chapter 29 in the San Francisco Bay area. A relatively new Chapter (they were chartered just a few years ago) the Chapter 29 crowd has been very busy, and they kecp their newsletter filled with a mix of material ­ there ' s a technical article, a note from the president of the Chapter, and a flight experi­ ence in there to boot. Our congratulations to president Bud Field and the officers and vol­ unteers of EAA AntiquelCiassic Chapter 29, Livermore, CA for their excellent work as they've gotten their Chapter off the ground.

EAA ADULT AIR ACADEMY The first session of the EAA Adult Air Academy, teaching basic aircraft mainte­ nance, building and restoration skills will be offered February 15 - 21. The second session wi ll focus on the building of a Loehle Parasol and wi ll take place February 22- 28. Each one-week long session costs $800, and in­ cludes lodging , food , loca l transportation, plus all elements of this educational program once you have alTived in Oshkosh. For infonnation and registration materials, contact the EAA Education Office by calling 920/426-6815, Toll Free at 1-888IEAA-EAA9 (1-888-322-3229), e-mail: education@eaa.org, or by writing the EAA Education Office, PO Box 3065, Oshkosh, WI 54903-3065. Regis­ tration is limited, so be certain to contact the office as soon as you can. TWO REQUESTS FOR HELP The first is from a Stampe restorer, Rick Surgent. For the most part, he's been pretty lucky while rebuilding the Renault engine in hi s project, but has hit a snag. The magneto without the impulse coupling has a cracked shaft , and on the mag that has an impulse coupling, the actual coupling has gone bad. If there is anyone who can suppl y Rick with a shaft andlor an impulse coupling, yo u can contact him at: 1492 Deborah Ct., Wall, NJ 0771 9, e-mail: fly surge@concentric.net or by phone, 732/280-5397. Many of you will recall the excellent Piper Tri-Pacer restored by Joe Fleeman and Delton Perry. Delton is in the proc ess of

restoring a Siemens SH 14 engine, a seven­ cylinder German radial rated between 108 and 113 hp. Manufactured in the late 1920s and earl y 1930s, it was built with both "Z" rocker arms and then later with conventional rocker anns. The Siemens engine was built under license in this country by Ryan Aero­ nauti ca l in San Diego. Delton's engine is the conventional rocker arm version, with flat wound valve springs and a completely exposed valve train that had to be hand lubri­ cated. The head bolts to the cylinder with four studs and the cylinder base bolts to the crankcase with four studs. He has the com ­ plete engine with all the accessories, oil tank and the mount, but one cy linder is damaged beyond repair, so he needs a serviceable cylinder and head. He has information that outlines the use of this engine variant on both the Command Aire 3C3 -BT and possibly a Cessna A W. Delton wou ld appreciate hearin g from anyone with info rmation or parts for thi s Siemens SH 14 engine. He' d like to put this rare engine in running condition, and is open to acquiring a restoration project of an air­ plane that used this engine. You can call him at 6151762-7742 or 93 11762 -7742 . His address is: 4180 Norton Rd. , Lawrenceburg, TN 38464. RA YMOND H. BRANDLY 1921-1997 The founder and president of the National Waco Club , Ra y Brandly , passed away Friday, December 5. Long recognized a ma­ jor figure in the quest to restore and maintain the famous Waco biplanes that have often been used to define the an tique airplane movement, Ray was one of the very first to recognize the need for a "type club" that co uld serve the need s of those who still enjoyed aviation as it was in the early days. A long-time friend of Waco president and founder Clayton Bruckner, Ray was able to purchase the remaining assets of the com­ pany, and for the decades that followed , he was most often the first person to contact when an historical question about a Waco needed to be answered. The family would appreciate it if donations were made in Ray's memory to the Waco Museum & Aviation Learning Center, P.O. Box 62 , Troy, OH 45373. Ray had made arrangements prior to his death for the National Waco Club to con­ tinue under new leadership. The new address for the club, which will be run by Andy and Pete Heins along with Doug Parsons, is: National Waco Club 3744 Clearview Rd Dayton, OH 45439 937/866-6692 Th e annual Waco Reunion will also continue to be held, with the next gathering he ld June 25- 28, 1998. Contact the club for more infonnation.

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STRAIGHT & LEVEL

by ESPIE "BUTCH" JOYCE

t is really difficult to think that in a cou­ ple of years we will be starting our calendars with the year 2000 printed at the top. Just a few short years later we will be celebrating the 100th anniversary of powered flight. I'm reminded of that event since I'm writing this article on the 17th day of December, the blustery date in 1903 the Wright brothers first flew their Wright Flyer under power from level ground on the sand on the Outer Banks of North Carolina. Today the First Flight Society is at Kitty Hawk, North Carolina, honoring the Wright brothers' achievement during the year 1903. For those of you who have not yet visited the site of this flight, let me set the scene in your mind. When you walk out to the replica of the small shed they called home when they were on location on the Outer Banks, it is quite a sobering sight. For instance, there were many a morning they would wake up with sand in and on their bedding fi'om where it had blown in through the cracks in the walls of the shed. They wanted a place with steady winds, but it worked both ways ­ advantageous to their work, it could also be quite an annoyance! Because I live in North Carolina, r know firsthand the weather in December can be pretty caprious; for instance, today it is a nice 65 degree day, but only three days ago it never got above 33 degrees, and at night it dipped down to 19. Today the Kitty Hawk area has become very populated with big name stores, hotels and strip malls lining the main road. In the 1960s and early 1970s, when I did a lot of duck hunting in this area, the Outer Banks could have been classified as isolated even at this late stage in our history. During 1903 I can only wonder how remote this area must have been for most people. There were few permament residents on the Outer Banks; because they were remote to the rest of the Carolinas, many of the se peopl e spoke old English or a combination thereof. Even today when you travel to the Outer Banks by land transport, it is not easy or quick to get from the mainland to Kitty Hawk . It must have been quite a chore for

I

Orville and Wilbur Wright to get to this lo­ cation by sailboat or rowboat. There were no paved roads , and hardly any stores or places to obtain provisions; this was a good place to be friends with the local folks. During Blackbeard ' s reign of terror on the high seas, he used this area as one of his bases of operations. He would bring his ship back into the sound behind the Outer Banks' islands to hide, and then sail out to attack unsuspecting merchant ships. In fact , just this year, divers think they may have located his ship somewhere around the mouth of Cape Hatteras Inlet. A number of the families whom the Wrights knew were most likely related to some of Blackbeard ' s crew. Just south of Kitty Hawk, there's a town called Nags Head. The name came from the fact that the locals would, on a dark moonless night, hang a lantern around an old nag's (horse) head and walk it down the beach and sand dunes, the light from the lantern mimic­ king the pitching motion ofa ship. A passing ship's captain or helmsman would think that it was the running light of another ship and would steer to the west to fall in trail. The ship would run aground as it neared the shore and break up as it foundered on the shoreline; then the locals would make a liv­ ing by salvaging the cargo and selling it. Many years later, the Wright brothers made friends with the men who manned the lifesav ing stations that were placed along the coastline; this lifesaving service later beca me the U. S. Coast Guard and they most likely owed their survival in thi s brutal climate to these guys and their families. When you go to the site of the first actual flight, it seems such a short distance today, but after all of the effort they put into those first four flights it mu st have see med to them to have been a hundred miles. J wish we could have a recording of the conversa­ tion that took place in that tarpaper shack the night of the first flight. As an industry and avocation, we've been getting better ever since that great day. Since this is the January issue of VIN­ TAGE AIRPLANE, I would like to report to you that your Antique/Classic Division has been working hard this past year to support the membership and to continue to improve your magazine, Vintage Airplane. The lonl membership campaign continues to be a suc­ cess, and with your continued help throughout this year, we wi ll be better than ever. We are sometimes asked why you see an article on an aircraft in SPORT A VIA TlON that is also written about in VINTAGE AIR­

PLANE. There are over 160,000 EAA mem­

bers, and at least 150,000 are not members of your Antique/Cla ssic Division. In fact, many of them don 't know about the Divsion! Seeing the article and a mention of the AlC Division often results in a some new members joining us. Your editor, H.G . Frautschy, of­ ten has to write both articles, and will make an effort to cover different aspects of the restoration in the two articles. In fact, should a friend mention th at he enjoyed reading about old airplanes, let him know that there is a source for him to enjoy more of this type of information by being a member of the Antique/Classic Division. Some of the highlights of this month you will find interesting include the articles on the Howard 500, a J-2 Cub, the Monocoupe Fly-In, and the Luscombe Fly-In. One of my favorite monthly features is "What Our Members are Restoring." Each member is in­ vited to send in a shot of their airplane, so we can highlight the di fferent airplanes that com­ prise the spectrum of vintage airplanes. Each winter, we seem to get a little low on our supply of photos. Why not dig out a shot of your favorite and send it it along with a little information on you and your pride and joy. Also, if you'd like to submit an article, we would be happy to consider it for publication. Thi s next year we will be changing the Division logo to incorporate the Contempo­ rary name. We have been working in-house to come up with an attractive logo, but should any member wish to submit his/her idea, please send your design in to us for review. Anytime that you would like, feel fi'ee to con­ tact myself or any of the officers, directors or advisors li sted on the Contents page of your magazine. We're here to serve you! I ask that each of you use the most care when operating your aircraft ; I mean, be careful out there- do not want to do without you or your airpl ane , and I know that you don't want to hurt anyone. One of the most common accidents that continue to plague our type of aircraft are accidents involving hand propping. You wil l read more about that this month in Buck's column on page 8. Let's try and stop this recurring problem. While you are hanging around the airport, ask a friend to sign up as a member and help support yo ur Antique/Classic Di vision. Let ' s all pull in the same direction for the good of aviation. Remember we are better .. together. Join us and have it all! P.s. Ryan Johnson, Dodgeville, Wisconsin ­ hope that your dad enjoyed your special request' - 8J VINTAGE AIRPLANE

3

Cub Aircraft Co. Ltd.

in Lundtofte, Denmark (Part One) by NORM PETERSEN This story, which is presented in two parts, is extracted from the book entitled "75 AR TIL LANDS & I LUFTEN" (75 Years on Land and In the Air), the 75-year history of the auto and airplanefirm of Christian Bohnstedt-Petersen, AlS from 1911 to 1986. The book was written by noted author, JfJrgen Helme, ofEspergaerde, Denmark. The translation from Danish to English was done by Knud Thaarup (EAA 280077) of Frederiksberg (Copenhagen), Denmark. We are indebted to JfJrgen Helme for permission to reprint this historical account ofthe Cub Aircraft Co. Ltd. from late 193 7 to April 9, 1940, when Germany occupied Denmark.

H

nry Ford had put America on wheels. At the beginning of the 1930s, the Taylor Aircraft Co. of Bradford, PA , wanted to accomplish something similar in the air - i.e., mak­ ing flying available for the common man - at an affordable price. The airplane produced by the Taylor Aircraft Co. was a two-seater, high wing monoplane , constructed accord­ ing to the well-known principles of welded steel tube fuselage , wings of wooden spars and aluminum ribs - all covered with cotton and finished with aircraft dope . And the Taylor "C ub," which the airplane was named, really fultilled what its designer intended; an economical , reliable , two-seater air­ plane, easy to fly and affordable to ac quire and maintain. The factory price was under $1 ,500. In the spring of 1937, March 16 to be exact, th e Bradford factory caught fire and burned to the ground, destroy­ ing both tools, equipment, and several airplanes. William T. Piper, who had by this time parted company with C. G. Taylor by buying out his interest, immediately located an abandoned tex­ tile mill in Lock Haven , PA , and shortly had the production resumed in this new facility. With the takeover of the company , the airplane was now called the Piper Cub. At the beginning of 1937, a Danish­ 4

JANUARY 1998

gaard went to visit Christian Bohnstedt­ American engineer, Jack Hedegaard, returned to Denmark from the USA Petersen, a wealthy car dealer , and with the agency for Taylor Aircraft Co. perked his interest in the project. coveri ng all of Scandinavia. It was his Things started to roll. On December intention to start an assembly lin e 14, 1937, Bohnstedt- Petersen signed a production of the factory's airp lan es; contract with the Piper Aircraft Co ., however, he soon realized there were taking over the agency for the Nordic great difficulties. ]n the first place, he countries. This was followed by the founding of a joint venture consisting was short of the necessary capital funds and se condly, he encountered ex­ of Supreme Court Justice Leif Gamborg, change (import) The first and only Taylor E-2 Cub imported to Denmark was assembled by Viggo restrictions. Kramme & Co. at Kastrup Airport (Copenhagen) and received its Airworthiness One single Certificate on July 10, 1937 and was registered OY-DUL. Taylor E-2 Cub airplane, which Hedegaard had ordered from the factory in Bradford, ar­ rived in Derunark and was assem­ bled by Viggo Kramme and Co., at Kastrup Airport near Copenhagen. It received its Air­ worthiness Cer­ tificate on July 10 , 1937, and was registered OY-DUL In Denmark. Noth­ ing e lse hap­ pened until fall when Hede­

Forty-horsepower Piper Cub J-2C fly­ ing over Lundtofte Airfield on a beauti­ ful November day in 1938. Copenhagen can be seen faintly in the background. The airplane was easy to fly and its cruising speed of about 62 mph made it possible for the pilot and passenger to have a good look at what they were passing over.

Christian Bohnstedt-Petersen and Jack Hedegaard under the name of Cub Air­ craft Co . Ltd. , Sundkrogsgade 1- 3, Arnager, Denmark. Thereafter, the company took up ne­ gotiations with the War Ministry to acquire the use of Lundtofte Airfield with its connecting bui ldings which had been vacated by the mi litary air forces when they were moved to Yaer­ 10se. These negotiations ended with a lease of the Lundtofte faci lity for a 20-year period. In addition, Cub Air­ craft Co. Ltd. bought an old Rohrbach hangar at Kastrup AilJlort at a demolition price of 5,000 Danish Kroner. It was Bohnstedt ' s intention to move it to

Piper Cub received its Airworthiness Lundtofte, but it never got that far. In­ stead , it was resurrected on land Certificate on May 28, 1938. But this was only one side of the belonging to Bohnstedt's estate "Heg­ nsholt" at Gmn holt near Fredensborg. matter. There should also be pilots to test fly the completed airplanes and Here a 400 X 400 meter grass landing to educate future purchasers. The field was laid out (1600 sq. meters). prob lem was solved during a meeting In the early part of 1938, an assem­ bly factory was estab lished in the two large hangars at Lundtofte. Ueutenant Eigil Prins on the left, and engineer Jan Klint with a forty-horsepower Piper Cub at the hangar in Lundtofte. To supervise thi s part of the pro­ ject, the Lock Haven factory had temporari ly assig n ed a young Danish-American engineer, Jan K l int , to h e lp get production started . I n t h e co urse of six mont hs, his miss ion was com­ pleted. The first Lu ndtofte-built

This French Caudron C510 " Phalene," a comfortable four-seater airplane powered with a 140 hp Renault engine, was purchased by Bohnstedt-Petersen as a corporate aircraft and flown by Eigil Prins, who added the type to his license. It was registered SE-AHP in Sweden before taking up the Danish registration of OY-DIU.

VINTAGE AIRPLANE

5

Plant director Joe Wallbridge was Christian Bohnstedt-Petersen's right hand man at Cub Aircraft Ltd.

of the Association of Danish Pilots in the spring of 1938 when Hedegaard became ac­ quainted with 2nd Lt. Eigil Lt. Eric Bjurhovd of the auto firm, Autoropa Ltd, Malmo, Sweden, takes Mrs. Sonesson for a ride in a 50 hp J-3 Prins, who had served as an Piper Cub, SE-AHP, wh ich was previously registered NC21517 and mounted on a set of Edo 54-ll40 noats. Note instructor at the Army Flight the up exhausts on the 50 hp Continental engine. School and consequently were: The Sportsflying Club of Copen­ was supposed to have good qualifica­ was growing rapidly an d Prins was hagen, the Lundtofte factory's Finnish tion s for the task at hand . Hedegaard soon busy educating students and test agent, OY Sand N in Helsingfors (a offered Prins the job and following a flying new Piper Cub airplanes . In be­ tween flights, presentations were given subsidiary of A / S Simonsen and short introduction to Bohnstedt, the to prospective buyers on the capabilities Nielsen), the Aero Club of Malmo matter was settled and Prins was taken (Sweden) and a Danish citizen in Bel­ on as a test pilot and flight instructor at of the new Cub. Passenger flights were often made to Kastrup Airport, Gf0nholt gium. Ferry flights were undertaken on a monthly salary of 600 OK. and Aa lborg. Among the first buyers a regular basis and Prins was having a At the time, the interest in flying hard time handling all the work. A former colleague of Prins, After a warm summer day in Lundtofte with many nights completed, it was nice to satisfy the thirst. On the left is Arne Svensson and on the right is Eigil Prins. sergeant Arne Svensson, who had been one of the first group of 100 military pilots who were trained at Vaerl0se in 1934, had read about the large amount of flying at Lundtofte. So one spring

Mrs. Aase Bohnstedt-Petersen on the left, togeth­ er with her mother, Mrs. Lange, are pictured on July, 1939, in the Caudron 510 Phalene as they prepare to depart for the island of Fanll and a happy holiday family gathering.

--­

6 JANUARY 1998

•

-.

day in 1938, he visited the field as a spectator. By coincidence, Prins dis­ covered his presence and their meeting caused him to suggest to Bohnstedt the following day to hire Svensson as a flight instructor. It didn't take long before Arne Svensson was busily engaged as an instructor at Lundtofte.

Assembling wings for Cub aircraft in the Lundtofte hangar. In front to the left is manager, Herlev Christensen, and in the rear is CAA material inspector, Robert Jergensen.

The State Aviation Controlling Agency maintained strict supervi ­ sion of the assembly of Piper Cub airplanes. Thus , the Agency de­ manded that a controller, approved by this authority, should mark and OK all components as they were in­ stalled in the airplanes. Material Inspector P. Robert J0rgensen was consequently employed in the as­ sembly factory in Lundtofte and handled the tasks in a professional way. Since the factory and the flight school were spared from any serious mishaps, credit must be attributed to Jan Klint, manager Herlev Chris ­ tiansen, Eigil Prins and Arne Svensson for their excellent sense of responsibility and thoroughness with which they did their work . In charge of airplane sales were the company ' s director, Joe Wal l­ bridge, and Christian's son, Henry Bohnstedt-Petersen. They were also among the first to earn their Private Licenses at Lundtofte. During the course of 1938, ten Piper Cub airplanes were assembled and sold. However, 1939 became the great year with a total of 18 air­ planes. From 1937 to the (German) occupation of Denmark on Apri l 9, 1940, parts for 47 Piper Cubs were imported, of which 32 were assem­ bled before the war and two afterwards. The bulk of the parts for the remaining 13 aircraft were either destroyed by fire or water damage . ....

On a holiday outing to the Danish island of Fane, the Caudron was pitted against the Mercedes-Benz 540K of director Oeser's from M-B. With Eigil Prins at the controls of the Caudron , the accellerat ion contest on the smooth sand of the beach was won by the 540K-the K stands for "kompressor," or supercharger.

(To be continued in February) (Right) This aerial photo is from the sailplane show at Lundtofte Airfield taken on Sunday, August 14, 1938. Thousands of onlookers came to the festival which offered aerobatics and parachute jumps. The promoters were " Berlingske Tidende" along with "The Danish Sallflying Union " and " The Danish Model Airplane Assoc iation ." " The Royal Danish Aeronautical Association " was in charge of the sporting activities. VINTAGE AIRPLAN E 7

PaSSitto

Bucl{

by E.E. "Buck" Hilbert

EM #21 Ale #5 P.O. Box 424, Union, IL 60180 My missive on hand propping sure has re­ sulted in a lot of correspondence! It's reaUy a hot topic, especially after the unfortunate inci­ dent with a Champ in central Ohio. That Champ flew 90 miles by itself after it got away from the pilot. I'm sure you can imag­ ine the anxiety he must have felt until he knew the airplane was on the ground and had not hurt anyone. For those of you who may have missed it, here 's a very brief synopsis. After landing, while taxiing, the engine quit on a Champ being flown solo by a pilot with, from what we could gather from the newspa­ pers, plenty of experience around light planes (20+ years). When it quit, he got out and propped it, and it got away from him. We're not here to beat on anybody, especially the pi­ lot - I'm sure he feels pretty low about the whole thing - but the fact that accidents like that still happen after all these years tells me that not everybody is getting the message. You've got to tie them down! On a taxi­ way, tie it to a light. Near a vehicle, tie it to one of the car's towing rings. If it is fixed in place or weighs more, tie it to it! Just one simp le length of steel reinforcing rod, a small hammer and a short length of rope are a small price to pay in terms of your payload. Isn't using it worth the peace of mind knowing the airplane is tied down when you stand in front of it? I can't recall a single incident were an air­ plane got away from somebody after it was tied down, and then untied by the pilot as he prepared to taxi away. Airplanes get wrecked after somebody props an airplane that is not tied down and it winds up near full power chewing its way through people or property. The past several days since the printing of my articles, I have had several phone calls. One of many relates to the article on hand propping, and was a sincere request wanting to know the definition ofa "Qualified Person" at the controls. Well, a subsequent search of the FARs re­ vealed nary a clue to hand propping, and there was no definition for a qualified person. 8 JANUARY 1998

I then decided to playa little game with our FAA. My local FISDO agreed there was nothing in the regulations about hand prop­ ping, and when I asked him how and under what he would cover a mishap that might oc­ cur, he replied that it was covered under FAR 91.13, "Careless and ReckJess Operation." I went a little further, contacting the boys at 800 Independence in Washington. The first source has promi sed to get back to me. The second source, who wi ll remain unnamed, gave me a very good definition of a Qualifted Person." He also said that FAR 91.13 wou ld be the regulation to apply if the "Qualified Person" wasn't. The definition follows: A Qualified Person" is one who is: I. Physically and mentally competent. 2. Trained and tested. "Tested" means that the person, after train­ ing, will respond correctly, both orally and physically to the situation. You won't find this anyw here in the FAR's, and for a bureaucrat (by his own defi­ nition!) to come up with a common sense definition like this is commendable. Long time member Dennis Agin was kind enough to send in his thoughts on the subject. You'll fmd them within this column in a sepa­ rate box. He makes his point quite eloquently about understanding the risks involved. Two other calls were in regard to the DC-3 incident with the shirt in the Carburetor in­ take. One was from Col. Sam Burgess. May of you have read the articles Sam has written, including he latest for us on Roger Freeman and his Bristol Boxkite. Sam is one person I hold in very high esteem. He holds a number of National Aeronautic Association U.S. and World records, is an avid homebuilder a con­ tributor to our EAA Museum Foundation in many ways and a role model whom young people of today could learn a lot from. Sam related a very similar incident that happened to him flying one of United's mili­ tary drafted DC-3's in Africa carlyon in WW II. Standard procedure on the downwind leg af­ ter putting the landing gear down was for the co-pi lot to look out his side window and ca ll out, " I got a wheel." The man in the left seat would then do the same.You see back in those days, the electrics weren't as" fail safe" as they are today. (Time out here for a slight chuckJe!) South Africa is warm, even at night, and Sam's shirt is hanging fi'om the back of his seat. He opens his window to poke his flashlight out and look for "his" wheel and WHISH!!, out the window goes his shirt as they ap­ proached Accra, Gold Coast (now Ghana)!

It didn 't get into the carburetor, but it did go through the prop and Sam was very un­ happy because he had "acq uired" a Pan Am circular calculator from somewhere, and that prized item was in the shirt pocket as it drifted lazily earthward. Now it was gone forever, or so he thought! He went on to say that a couple of weeks later, while walking down the street just out­ side the base, he spotted a very large hulk of a native, the biggest man in town, with Sam's "computer" handing from a chain around his neck. Now Sam's not a very large man , he tips the scales at about 145 lbs, and bein g slight in stature, he decided that he wouldn't try and take it away from him. Besides, it had a big hole punched through it in the middle, and it wouldn't have been any good anyway! One of the other calls was from a member down in Oklahoma who was researching an article he had once read in either Flying or the Air Force Journal, which detailed a C-47, on a training flight, that had gone through severe turbulence of the downburst type, and had gone through the trees leaving a good portion of the outboard wings behind. The story went on to tell that the pilots were able to nurse the Gooney Bird to a safe landing. This man wanted to know where he might find that original article, and if I knew how he might get a copy of it. 1 had to confess that I hadn't a clue, but suggested he contact the Air Force museum at Wright-Pat, and also the National Air and Space Museum in Washing­ ton. How's that for passing the Buck? Truthfully, those were the only sources where I felt he might have a chance. Maybe there are members out there who could give us some correlating information and maybe tell us a few stories of their own. I know there are as many "Gooney Bird" fables as there were " Model T" stories. C' mon folk s, lets have some fun! Pass it to Buck' Another note came from one of my fa ­ vorite people, the prolific aviation writer Bob Whittier from Duxbury, MA: A person could have knocked me over with a hummingbird feather when I spotted the number NCI3000 at the top of your Nov. 3 letter. Yes , I did own that Aeronca, and from time to time over the years have found myself wondering what might have become of it. And so it now turns up in your hands, of all people. At Oshkosh last summer, I had a ride in the Bird biplane NC767Y now owned by Bill Clifford of NY. Would you believe I also

owned that plane!! My past seems to be catching up with me. Due to my deafness, I was 4H in the draft. Around 1943, (as best I can remember) I was driving past the now-a-shopping-mall Brock­ ton Airport on the so uthern outskirts of Brockton, MA. It had been closed down after Pearl Harbor because it was within the 50 mile wide coastal zone established by the old CAA in which no civil flying other than air­ lines was allowed. Before that war I had spent a lot of time as an airport kid at this field. On then looking around, I discovered that van­ dals had broken into the boarded up hangar and damaged some of the planes. They had not done too much to 13000, so before they got in again I contacted the ovmer and bought it. Then I put it in a relative's chicken house in the rural town of Norfolk, MA. I got my A&E license early in 1944. I saw a "help wanted" ad in Trade-A-Plane®, and outfit called Fliteways at Curtiss-Wright Air­ port (now Timmerman) was looking for an A&P to maintain several Navy N3N-3s they were using for a Navy primary flying course. I got the job and headed off to Milwaukee. Some months later I was home for a holi­ day, So I crated 13000 and put her aboard a freight train going to Milwaukee. I intended to fix her up. I soloed a J-3 in June of 1944 and wanted a time builder. Alas, when I and another mechanic towed 13000 into Curtiss­ Wright, one of the two owners of the Fliteways business (the bean counter one, not the Mr. Airplane Lover one) blew up. He did­ n't want employees fooling around with airyplanes on their airfield. So that's why I sold 13000 to the man in Michigan . I never dreamed that in the dim future of 1997, some EAA character I knew would end up owning and restoring it! I look forward to seeing it again at Oshkosh, and will bring a nice bou­ quet of flowers to present to it. When I owned it, it was yellow with black trim. As I dislike getting only 16¢ worth of value out of a 32¢ stamp, I may as well pop a ques­ tion your way. You may not know the answer, but then again you might have heard it from someone you have talked with over the years. From the late 1920s to around 1935, a number of planes were built which had for­ ward-sloping windshields. I am sure you remember the early Boeing 247. It had such a windshield. Later, the 2470 had a conven­ tional aft-sloping windshield. This style appears to have first appeared on the Fokker Universal. Then, on other ships such as the Vultee passenger model, the Stin­ son low wing trimotor, the Kinner Envoy executive Plane and so on. Those windshields are so noticeable that they have itched my curiosity bump for years. This far I have run down a number of expla­ nations of why it was used: In some planes such as the Fokkers, the pi­ lot's cockpit was squeezed in between the nose engine's firewall and the forward bulkhead of the passenger compartment. A conventionally sloped windshield would have given no head­ room for the pilots, so adopting the forward sloping style allowed more headroom. Another explanation is that when airlines

PROPERLYPROPPING by Dennis Agin, NC 3773 There is only one way to properly prop an aircraft-SAFELY! How many of you have already answered with a resounding "YES!" There exists today those who have and those who will not, and for good reason. The "will nots" probably have not because they are afraid of becoming hamburger, and rightly so. There­ fore, let us review the correct manner, the method is for another day, to prop all aircraft that have the ability to be propped safely. Al­ though I will prop a 200 hp, fuel injected Pitts, I have not and will decline when requested to prop all Bonanzas because someone left his master on and the battery is flat. The art and science of propping an aircraft requires that the words used convey the message required for safe operation. The person doing the propping is in charge and the pilot (yes, by FAA mandated regulation you cannot let a nonpilot op­ erate the controls during the procedure) responds. (Not so! The FAA has no such regulation in Steve WIttman's modified aluminum prop on his "Uttle force. The FAA does have FAR 91 .13 "Care- Bonzo" resembles the working part of a Waring Blender. less and Reckless Operation" to use if they feel you 've erred in your choice ofa control manipulator, but there is no requirement written in the FAR's to have a "Pilot" at the controls. 1n fact, the nowhere in FAA regulations nor in an Advi­ sory Circular is the subject addressed! The most documentation is made in insurance company documents, most notably in the "exclusions" section in many policies. See Buck's accompany­ ing column for more on 3this issue.- HGF) I. PROPPER- Loudly calls out before touching the prop: "Brakes set, throttle cracked, switch OFF." PlLOTResponds: "Brakes set, throttle cracked, switch off." 2. PROPPER- After testing that the brakes are set by pushing on the prop, the PROPPER pulls the prop through one or two times AND then calls out: "Brakes and CONTACT! " (Albeit if you are a fan of that classic movie, The ROCKETTER, I can agree in principle to "BRAKES AND HOT!"). (Ever since we were gently taught by a master CFI, Gene Chase, we like "CONTACT" bet­ ter, since it is unlikely to be misinterpreted as "not " or some other word. "CONTACT" says just that, and no more. - HGF.) Now let's be honest- how many of you who at first said yes have become reeducated? The mechanics or method has been left out for another day and column. What follows is a true story. While ferrying Harvey Swack's Baby Lakes to Oshkosh for the Convention, I first landed at Fond du Lac. I found myself arriving just before the start of a proficiency run, and who should be standing there but Steve Wittman. Steve needed a prop for his entry and there was not a soul around who would help Steve. I will admit that it did not help that the aluminum fan on Sylvester's (as he was affectionately known to EAAIlPablo) bird had been highly modified and for all appearances resembled the working part of a Waring Blender. Without any hesitation, I proudly offered my Armstrong methods and services to Steve who graciously accepted and after climbing aboard, strapped himself in and quietly waited for the propping procedure to be initiated. I called out, "Brakes set, throttle cracked- switch oW" Steve looked at me and with a slightly toothy grin, he stated, "It says it is. " He knew-and now so do you. began to fly cabin planes, direct-lighted in­ struments began to reflect on inside surfaces of backward-sloping windshields when flying at night. So sloping the windshield forward got rid of this. Yet another is that when early airliners with narrow fuselages flew over cities when departing or arriving at airfields, lights on the ground below and to each side were reflected on the inner surfaces of the windshields, again impairing forward vision. And another is that the forward slope in some way made raindrops flown down the windshield and drain at the bottom comers, in­ stead of climbing up the glass in rivers as is the

case with usual windshields. Ditto snowflakes. Yet another explanation is that this style allowed magnetic compasses to be mounted as far as possible from electric wires behind the instrument panels. And anodder iss dat der forward slope uf der vindshieldt und kon­ sekvently longer cabin roof gave pilots better protection frum hot overhead sunlight. So vot you tink iss der real explanation? Bob Whittier PO Box T Duxbury, MA 02331 Over to you!

i(

3«ck

4'

VINTAGE AIRPLANE

9

Jim Koepnick

1997 Luscombe

Association Fly- In

by Gene Horsman Jim Koepnick

The annual Luscombe Association National Forum was held June 20 - 22 at Coles County Airport in Mattoon , IL. This years event had a new host and location, since in the previous 13 years it had been held at Moraine Air­ park near Dayton, OH. The airport and airport staff wel ­ comed the group with open arms and great hospitality, making everyone welcome and making their large hangar available for holding the Saturday morning forum . Shannon Tipscord, the airport manager, was especially helpful for the entire event. 10 JANUARY 1998

The local Lions Club handled the meals, and they were considered excel­ lent by the attendees. The weather on Friday was muggy and a bit windy, but 30 aircraft were in by dark, and one arrived at 10:00 p.m. The final count of aircraft by Saturday afternoon was 38. Every Luscombe model, except for the IIA , were pre­ sent and the quality of the aircraft was espec ially good this year. It rained lightly early Saturday morning, and winds were stiff most of the day. An evening thunderstorm moved around the field and dumped hail four

miles east at Charleston, IL. The tradi­ tional Luscombe Forum was held at 9:00 a.m. on Saturday morn­ ing, with Rick Duckworth con­ ducting . Guest speakers were Jack Norris, an aeronautical engineer and a member of

Here are most of the major award winners at the Luscombe National Forum. For left to right we have: Delores Adkisson, Best Original Luscombe, SF (N1499B), Bob Kellog, whose SF (N9927C), was the winner of the Members Choice and British Luscombe Enthusiast Newsletter Awards, Laurie Combs, the pilot who flew the Longest Distance to the f1y~n, with the Luscombe Foundation's "Win Me" Luscombe, Chuck Forrester, who won Best Custom Luscombe: for his clip-wing SA, N2451K, Gene Horseman, who owns the Oldest Luscombe at the Ay-In, an early 1940 model SA, and Lowell Farrand, who, among all the 38 airplanes present at the f1y~n, has owned his Luscombe the longest-3S years!

CAFE Foundation (the aircraft testing organization) in California . Doug Combs, of the Don Luscombe Histori­ cal Aviation Foundation also spoke. Jack a Doug addressed the various maintenance topics and answered ques­ tions from the members. A planned fly-out to the Octave Chanute museum at the old Chanute Field on Saturday morning, after the forum, was not well attended because of threatening weather, but those who went did enjoy themselves and were able to return with no weather related problems, with the possible exception being the wind. On Saturday, a local television sta­ tion taped interviews with some of the members, and the int erviews were shown on the 6 and 10 p.m. newscast. On Saturday evening , many door prizes were awarded, before the fly-in awards were presented. The judging is done by members choice. Each fills out a ballot on Saturday, and submits their choices for the best in each cate­ gory. The winners were: Best Rare Luscombe:

T8F, N 1828B, owned by Earl Prater.

Best Custom Luscombe:

8A, N2451K, a clip-wing registered

Chuck Forrester's clip-wing SA is registered in the Experimental category as the result of his modifica­ tions, and it was featured in an article in the July, 1997 issue of EAA's Sport Aviation. It was picked as the Best Custom Luscombe of the f1y-in.

winning Luscombe owner himself, who did an excellent job of planning and carrying out this, the first Lus­ Best Original Luscombe: combe fly-in at that location. Jerry has 8F 1499B, Jerry and Delores Adkisson. many ideas for next years event so you'll want to attend. This year's Lus­ Members Choice and British Lus­

combe Enthusiast Newsletter Awards combe National Forum will be held June 12-14, 1998. See you there! ... went to Bob Kellog's 8F, N9927C. in the experimental category, owned by Chuck Forrester

Oldest Luscombe: An early 1940 model 8A owned by Gene Horseman.

An overhead view of the Luscombe forum held on Saturday, one of the focal points of the weekend. Jack Norris addresses the members. Rick Duckworth, the moderator sits at the far left and Doug Combs of the Don Luscombe Aviation History Foundation sits next to the golf cart on the far right as he waits his turn at the microphone.

Longest Owner­

ship: 35 years,

owned for all that

time by Lowell Far­

rand.

Longest Distance

flown to the fly-in:

The "Win Me" Lus­

combe flown from

Phoenix, AZ, flown

by Laurie Combs

while she was 7

months pregnant!

The Mattoon coordi­ nator for the fly-in was Jerry Cox, an award VINTAGE AIRPLANE

11

by JOHN UNDERWOOD

About 200 aficionados and assorted buffs showed up at Creve Coeur for the third running of the Monocoupe roundup. The four day event, held Sep­ tember 18 - 21 , drew 20 Monocoupes, several of which had not been seen in recent memory. Orchestrated adroitly by Bob Coolbaugh and Al Stix, the latest gathering of the clan was enhanced by the attendance of a number of factory personnel, mostly from the 1940 - 42 Orlando period. Fran Fitzwilliam, whose tenure dates from 1929, was the mo st senior factory representative. She was an ex­ ecutive secretary with the original management which included Don Lus­ combe and Clayton Folkerts . Fran brought her album and recalled several memorable aerial outings with rascals like Stub Quimby and Scotty Bur­ mood. This was when tail skids were the only brakes and there was only one Fed (inspector) in the Chicago office. Capt. Ted Patecell, PanAm retired, flew up from Florida in his high flying Cessna with Dick Sampson. Ted cast his lot with Monocoupe in January, 1941 shortly after its acquisition by Universal Moulded Products. Prior to that he'd worked for Benny Howard in Chicago. At Orlando he was much in­ volved with the 90AF program as an engineer, test pilot and salesman. After the events of7 December 194 1, it became Ted 's mission to dispose of all unsold inventory. Approximately 35 Monocoupe 90AFs were involved, 20 of which he managed to place with the War Department as L-7A liaison planes. They were emmarked for Lend 12 JANUARY 1998

Lease to the Free French forces in North Africa which necessitated the fitting of special air filters for desert operations. Pate­ cell designed the fi lter and person­ ally tested each airplane to the sat­ isfaction of the procurement office at Wright Field. Six other 90AFs were placed with the Civil Air Pa­ trol , fitted with shackles for 100 pound bombs and posted to antisubmarine bases along the Florida coast. Ted led the delivery flight , attached the shackles and flew some of the early patrols and search missions. Shortly thereafter Patecell made a career change he never had cause to regret. PanAm was hiring and he got on in time to serve as First Offi­ cer aboard Boeing 314 Clippers. Although Dick Sampson never drew his paychecks from Monocoupe, he certainly has the know how. He owned five of them during the 1930s and '40s, one of which he traded for a midget racer known as the Wittman Pobjoy Special, RI W. Several years ago, hav­ ing suffered an attack of nostalgia, Sampson commissioned Bill ("Re­ peat" ) Turner to replicate RI W. It should be in the OSH'98 lineup. The first new hire at Orlando was

Dick Adams who saw a job opportu­ nity when he spotted the Monocoupe company domiciled in freight cars sit­ ting on a railroad siding. The mo ve from St. Louis had run afoul of a bu­ reaucratic screw up at City Hall. The factory Claire Bunch had been promised was not available and other arrangements had to be made. In due course things were sorted out and Adams was soon learning the airplane parts business. An aspiring aviator, he owned a J-3 Cub with another new hire , Winfred (Joe) Jones, a high­ school chum who eventually became Monocoupe's chief inspector. Thanks to Joe, who lives in Orlando and made the pilgrimage to Creve Coeur, we have learned much about what was go­ ing on at ORL in 1940-42. - Text continued on page26- Photos all the next 2 pages­

NC18056 made Its public debut In the heart of Beverly Hills In 1937, showcased from an automobile salesroom on Rodeo Drive.

Dick and Georgette Smith with their newly restored 9OAW路145. They're looking to trade (?) up for a clip-wing.

(Below) Miro and Ushle Rieser, Cologne, Gennany, with NC19429, close kin to their own 90A, ex-NC19432.

(Above) Phil and De Ann Riter burnt the midnight oil finishing their restoration of NC19429 In time for Creve Coeur.

(Right) NC10730 originally belonged to young Jerry Nettleton, who hoped to be the world's fastest teenager. Old age, in the fonn of his twentieth birthday, overtook him before the deed was done. NC10730, once a celebrated hangar queen, has gotten seri颅 ous about her XC flying thanks to Andy Bibber and his channing fl o.

(Below) C.A.L. 's 0-14S, NX211, seems to have set a popular style for Monocoupe finishes. It now hangs in a place of honor in the terminal of St. louis' Lambert Field.

Monocoupe elder Ted Patecell, who was acquaint路

ed with the original "Mr. Mulligan," was smiling from ear to ear when he got out of Bud Dake's "Mullicoupe. "

(Below) Nobody on this planet has had a longer relationship with the same Monocoupe than Jim Harvey, shown here performing the 90Al路11S ini颅 tiation rite upon the writer.

left to right: Ed Kirby, whose Monocoupe bucked the whole way In the worst turbulence ever; Mrs. K. ; Joe Jones, Monocoupe/ Orlando, 1940- 42 ; Claire Bunch's granddaughter, Kathleen Mark; Roy Garbarine, ORl/ 90AF engineer; Patti Bunch Mark, CWB's daughter; Dick Adams, Monocoupe/ 90AF, first new hire at ORl, 1940.

Jack McCarthy's 110 impersonating Monocoupe salesmalHlCrobat " Pete" Brooks' NC1234S.

-

Melvin Mc Collum's stunning 9OAl路11S began Its career In 1941 as a 90AF with Bob Fachett, Chicago airplane parts vendor. 14 JA NUA RY 1998

1936 had the 40 hp A-40-4 engine in­ stalled). It wasn't until the next year, after a disastrous fire destroyed the Bradford fac­ tory, that the Taylor Aircraft Co. became Piper Aircraft Corp. of Lock Haven, PA. 16 JANUARY 1998

Bob and his big brother Don, who was a year older, bought the Cub in 1939 so they could learn to fly in it. They needed a bank loan of $371.28, co-signed by their father, before they could buy the 1-2 . The list price of a new 1-2 in 1936 was $1,470 but, just as today , the fir s t one to own it suffers the most depreci­ ation. Harry Johnson, the 1-2's first owner, bought the airplane from Piper distributor Neil McRay. By the time the Stewart brothers bought it, the price had come down substantially. Deliv­ ered to Neil on July 1, 1936, it was a very standard airplane, complete with a yellow paint job and three stripes, and the cockpit cabin enclosure. After he bought it, Johnson flew it for just over two years, often with his brother as company. He then de­ cided to trade it in on a new Cub that had recently been introduced, one with 10 more horsepower being put out by its Franklin 4AC-50. Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available, he sold the J-2 to the Stewarts. Starting with an empty logbook, the Stewart brothers went on to solo and earn their Private Pilot's licenses in the J -2 before they too traded it in for a new model Cub. The same mechanic had been taking care of the J-2 since it was new, and one day, after Don Stew­ art had banged one wing and damaged the leading edge and a few ribs , he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program. It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards, and re­ placement parts would be slower in coming than the man wanted to wait, since he had students actively flying every day. As soon as the mechanic was fin­ ished with the repair on the wing, Bob flew off the FBO, and offered to trade him the J-2 for the J-3 with the sick Franklin. "It's a deal," he was told. Bob pointed out that he only had the

current logbooks for the 1-2 with property useless. him at the time. "That's okay, I only There was a silver need the current ones - you can lining in this entire keep the rest." So for over 50 years, mess, and it was Bob Stewart had the logbooks for Bob's choice ofa ca­ his first airplane, and as fortune reer based on his would have it, he'd get to include airport work . He al­ them in the paperwork for that very ready had a bulldozer, same airplane in 1997. so he started an ex­ Bob's aviation career led him to cavating business! It fly all sorts of airplanes while he proved to be no pass­ served with the Ferry Command after ing fancy, and it kept instructing in the wartime pilot train­ his family fed and ing program. His first multi-engine clothed for the next ferry assignment? A B-26 Marauder. 40 years. His checkout pilot was none other The airplane bug than Neil McRay, who was the certainly never left Piper distributor and first owner of him in all those days, Bob and Don's 1-2, and had given and one thought often Bob his first airplane ride! The Ferry recurred to him ­ Command kept Bob busy all over "wouldn 't it be neat the European Theater of Operations, to find the old J-2 flying all sorts of aircraft. Like so and fix it up?" He many of his Air Corps compatriots, tried to track it down he grew up fast in the cockpits of the a couple of times, but many transports he was assigned. it as it was passing The B-24, B-25, A-20, B-17 and though different peo­ Boeing 247 all were flown, with a ple's hands, they few others thrown in for good didn't always regis­ measure. Towards the end of his tour, ter it, so it would he flew a B-25 for Major General periodically disap­ Webster when he was commanding pear, making it hard officer of the Air Transport Com­ to pin down. Finally, mand. After Bob had flown the in the fall of 1990, it requisite 1,000 hours overseas, the popped up in the FAA General was kind enough to make Registry, and was certain that he got his orders rotating found one day by him back to the States. He picked up a Bob's son, Mark. It B-17 that needed to be ferried back was only about 90 across the Atlantic, and headed home miles away, stored in to be mustered out. Bob's brother, a barn after it had Don, was busy in the Air Corps as well, been restored in the ending up flying liaison airplanes at one point. He piloted Stinson L-5s DeKevin Thomton in the China-Burma Theater, and while flying in that area he was decorated by General Stillwell. After arriving home in Erie, Bob and Don got back to work on an air­ port they had started to build. With about 300 feet in the runway left to construct, the local electric company dropped its own bomb . They an­ nounced they had been planning, for 25 years(!) to build a sub-station right in the middle of the land the brothers owned. No words could convince them to build it elsewhere, and with little available to fight them, the company simply had the land condemned for their use , ren­ dering the airport being built on the

The rounded corners of the wingtips and tail surfaces, along with the widened landing gear and straight cabin top set the J-2 apart from its ear­ lier brother, the E-2. The rework done under Mr_ Piper's direction by Walter Jamouneau, was the final wedge in the rift that would put William Piper, Sr. and Gilbert Taylor on different paths in the aviation industry. continued on page 27

Three different views of the interior of the Cub show the work the Stewarts and Earl Witt put into the final product. The original location of the magne­ to switch, on the rear base of the front seat has been maintained, and the rest of the interior is just as it was when Bob and Don Stewart earned their Private licences back in 1939.

late 1970s. After being recovered (it hadn't flown since the end ofI947), it was never flown, since its new owner had found a 1-3 to fly in the meantime. He just never got around to fly ing the 1-2! Still, as inactive as the 1-2 had been, the owner wouldn't part with it, and it took some gentle persuasion to con­ vince him to se ll it. To this day, there are some people who know about the project who are amazed that Bob was

able to buy it, since many others had tried and failed. A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane, since he owned it before the War. When Bob told the owner that his friends thought he should sell, he sim­ ply told him that if they would take care of the paperwork, the Cub was his to buy! Bob was astonished - it had been "No, no, no!" and then suddenly it was "Yes!" Yippee! DeKevin Thomton

While he probably could have got­ ten a ferry permit to fly it home, Bob knew his heart too well - "If I fly it home, I won't want to fix it up the way it should be done! " With the wings and fuselage on a trailer , it was hauled back to Erie, where Bob and his sons, Mark and Bob, 1r. could get to work on it. What they hauled home was pretty original. As was typical of a number of 1-2s that had survived over the years (a total of 1,202 were bui lt) there were a few modifications that had crept into the airframe. Two out of the original 4 instruments had been replaced with later models, and steel tube J-3 seats had been added to the cabin, replacing the plywood seats the airplane had when it was delivered. It still had its original Continental A-40 engine, and it was in pretty good shape. None-the­ less, it was packed up and shipped off to have D. J. Short, who specializes in A-40 engines. When it came back , they even ran it up using the original prop, although the prop was replaced with a new Sensenich before the Cub was flown. The biggest project the J-2 presented While the J-2 does have a bungee shock absorber landing gear, It also relied on a pair of Goodyear Alrwheels to help soak up the bumps.

Norm Petersen

Howard 500, N500HP by NORM PETERSEN In one of the surprises of the 1997 EAA Oshkosh Convention, the Grand Champion Lindy Award in the Con足 temporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

Howard 500, N500HP, SIN 500-105 , owned by the North Pacific Manage足 ment Corp. of Portland, OR, and flown to Oshkosh by its major restorer and company pilot, Dave Cummings (EAA 567651, NC 90971) of Wood ale, OR.

Featuring full cabin pressurization, a stand-up cabin of 6-foot, 2-inch height, with room for up to 12 people including pilots, and a cruise speed near 400 mph, the Howard 500 is strictly in a class by itself. The big VINTAGE AIRPLANE

19

In the bright Oregon sunshine, the Howard 500 really glistens as Dave Cummings brings the big bird in close for Erik Preston's camera. (Our thanks to Eric for supplying the air-to-air photos of the Howard!) From this angie, the Lockheed influence on Dee Howard's design is readily apparent with the main difference being the 6', 2" interior height and the full cabin pressurization.

2,500 hp Pratt & Whitney radial en­ gines are harnessed to a couple of large, four-bladed Hamilton/Standard props that look like they really mean business with their II-foot swing. All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane avia­ tion fuel at one time, so you better

have your credit card at the ready when you say, "fi ll 'er up!" In addition, each en­ gine has 35 gallons of oi l for normal operation. (That's a total of 70 gallons or 280 quarts, folks!)

From above and to the rear, we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from

The Dee Howard the aileron to the fuselage. Note the propellers are turning slow enough Company in San to leave a shadow on the nose! Antonio, TX , developed the Howard 500 in the late which is the fifth one built, was con­ 1950s with the prototype making structed. A total of 22 were constructed, its first flight in September of however, today, 37 years later, only 1959. The first production models eight examples remain on the current came out in 1960 when N500HP, FAA register. (left) Dave Cummings, company pilot for North Pacific Management Corp. poses by the tail of the Howard with the beautiful Undy tro­ phy. Note the logo that includes a reference to lockheed, Vega, and Dee Howard Co. The sub­ stantial rudder trim is necessary when you have such large engines as the R-2800's.

With an empty weight of 22,000 Ibs. and a gross weight of 35 ,000 Ibs. the Howard 500 is no small airplane and requires a type rating to fly it. Dave Cummings , the pilot and brains behind the restoration, happened along at just the right time as he has over 5 ,000 hours of heavy tail wheel time such as This cartoon drawing signifies the "prob­ lem" enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500. Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two!

20 JANUARY 1998

Beech IS, DC-3 and the like. In addi­ tion, Dave flew "bush" in Alaska for nearly six years, so he is wise in the ways of older airplanes. He is quick to point out the Howard 500 is relatively easy to fly, but you have to be on your toes - as with any tail wheel airplane. The secret to any high performance airplane is the "go-power" which in the case of the Howard 500 is a pair of 2,500 hp Pratt & Whitney R-2S00­ CB-17 engines with IS cylinders each (at ISS cubic inches per cylinder!) that use AD! (anti detonation injec­ tion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2,SOO rpm. In ad­ dition, the huge four-bladed propellers, which are actually cut-down Constel­ lation props, turn at .450-to-one engine speed. At normal cruise, the props are running at 1100 rpm, or, as Dave Cummings says, "They turn so slow you can read the Ham/Standard logo as it goes by!" The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500. In the event of losing one engine, hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-en­ gine control speed of 95 knots. A yaw-limiter system, which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system, helps produce the required rudder force gradient with increasing yaw angles. In addition, auto feathering of the "dead" en­ gine propeller will streamline the huge prop blades to reduce drag on that side. The aircraft's sole compressor for cabin pressurization is located on the left engine and is automati­ cally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations. ("Big" engines require "big" adjustments if one fails, especially when out on the left or right wing!) Dave Cummings says his boss at

North Pacific Management Corp ., which is a conglomerate of about 14 companies in the hotel and timber business, likes older airplanes and es­ pecially the faster ones that are pressurized. When they went looking for an airplane in 1995, a broker told them about a Howard 500 that was sit­ ting out in the desert in dry storage and had been there for quite a spell. It was for sale at a reasonable price, so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale, OR. They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home. The Howard was fired up and all systems were checked before the takeoff from Mo­ jave , out in the California desert. Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL - the right en­ gine failed! Dave merely let the good engine do its work (remember, he still had 2,500 hp to work with!) and flew the big bird into Van Nuys, CA, and landed. It took him about seven days to hang a new R-2S00 engi ne on the right side, with the help of an lS-year­

old kid cleaning parts. When every­ thing was buttoned up, checked and rechecked, Dave cranked up the Howard and flew it home to Trout­ dale, OR, the Howard's home base. Once home, the dismantling began and they got their first look at the in­ sides of a 35-year-old corporate airplane. Dave said they found a few rat's nests that had to be removed and a huge bird nest in the air condition­ ing system. The wiring was in very poor shape and had to be removed, carefully tagged, and replaced - one wire at a time. Dave says they were often "knee deep" in old wire! The basic structure was in surprisingly good condition and needed very little help. It was obvious the airplane had enjoyed excellent maintenance over the years. The integral fuel tanks in the wings were leaking badly and had to be com­ pletely rebuilt, one rivet at a time. Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didn't stick! Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks! Once the metal was completely cleaned, the sealer worked fine and Dan Luft

It's not hard to see where the next generation of pilot's will come from. This is Dave Cummings, pilot, hold· ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son, Thomas in his left ann. Thomas' full name is Thomas Undbergh Cummings, and they call him " Lindy" for short. VINTAGE AIRPLANE

21

Parked on the ground, the Howard 500 looks rather for­ midable with its large main tires and wheels and clamshell gear doors. The large size of the R-2800 engines is readily apparent as

'=l..l"'__;;'d-~~SR one moves close to the airplane. The Antique/Classic judges were impressed with the overall condi­ tion and detailing of the big twin. Erik Preston

the joints were soon tight as the rivets were driven home. As Dave relates, "We just kept tak­ ing care of one squawk after another, for two and a half years. We finally ran out of squawks!" Once the air­ frame was up to speed, they had Flight Tech Interiors of Hillsborough, OR, put a brand new interior in the Howard. Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials. In addition, they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane. It exudes class. The result is an air­ plane that is so quiet, you don't need headsets or intercoms to talk in a nor­ mal tone of voice. The Howard is used on a weekly basis, flying up and down the west coast to Canada and Alaska and to Sun Valley, ID. In short, it's a genuine working airplane. In addition to the Howard, the company has a DC-3, a Beech D-18 , a Cessna 195, a Beech Staggerwing- one of the D-models that Jim Younkin converted to a 22

JANUARY 1998

G-model - and a DeHavilland Beaver on floats . And to top it off, Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP! (There is no shortage of work in this company's hangars.) Dave says there are some 4300 hours on the airframe ofN500HP and at present, about 70 hours on the right engine and about 40 hours on the left engine. Both seem to be run­ ning extremely well with a minimum of squawks. Normal cruise is at 22,000 feet and about 320 kts. When you point the nose down, you have to keep an eye on the airspeed because it moves out smartly, especially if you are entering a Class B airspace where there's an area of maximum airspeed restriction of 250 kts. The airplane is painted with a spe­ cial German poly paint like that used on Mercedes Benz cars. It costs $190 per gallon but is a super polyurethane. "We are pleased with the paint as it continues to remain as a very polished surface . Besides, it is easy to clean and keep in first-class trim. If we happen to peel any paint on some of the high speed letdowns, we have a

person come and touch it up immedi­ ately. This particular paint can be blended to the point where the touch­ up doesn't show at all." Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh '97 . He says even his boss was pleased and looks forward to possibly having fur­ ther representation at Oshkosh with some of the other company airplanes. Just think, Dave, if you bring N500HP back to Oshkosh, there will be a spe­ cial parking place for the airplane in the Past Grand Champions Paddock. It doesn't get any better than this . Congratulations again from all of us in the Antique/Classic group and es­ pecially for bringing to Oshkosh the largest Grand Champion Contempo­ rary Award winner in history! ...

For our newer members who may wonder, "Just what Is a Contemporary airplane?" the Antique/Classic Contemporary judging guidelines are: Any aircraft manufactured from January 1, 1956 through December 31,1960.

Hard Luck Cessna

A New Zealand Contemporary Adventure

by RICHARD MOLES SECRETARY, CKX GROUP Our 1960 Cessna 172 has had a very tur­ career! Its latest adventure was its salvage from the bottom of New Zealand's largest and deepest lake, Lake Taupo, in November of 1981. Prior to its ditching in the lake, where it laid submerged for over three months, it had been the subject of an unsuccessful attempt to blow it up! While overnighting on a small airfield at Turangi, the airplane was vandal­ ized, and a small clockwork incendiary device was left in the cabin, intending to destroy the evidence of the criminal activity. The Cessna, ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club. It was used by the club for only three months before crashing in September. Snapped up by Rural Aviation at New Plymouth, it was rebuilt as ZK-CB1. In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ, luckily with no in­ juries to the occupants of either aircraft. While owned by the Hawera Aero Club it crashed on takeoff in March 1964, and on New Years Day in 1965 it was badly dam­ aged in a forced landing. After flying again after only 14 months, the Cessna, now reg­ bu ent

-------­.­

-

-::;::­

istered ZK-CKX, was again damaged when a gust of wind tipped it on its nose at Taupo in 1966. In 1972, while operat­ ing from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged. This time, it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981. After the aforementioned attempted sab­ otage, during which some fuel was siphoned out of the airplane and the mag­ netic compass and fire extinguisher were both removed , an inspection was made by the pilot and a licensed engineer (in the Stat es we refer to them as (A&P mechanics - HGF). After draining fuel out of the right wing fuel tank, and from the gascolator, no traces of fuel contamination were found. The left tank drain valve was inoperable and could not be opened to drain a fuel sample. Inspection panels were re­ moved to confirm that the airplane had not been damaged in any other way. After refueling and performing a run up with the engineer on board, all appeared to be normal, so the pilot proceeded to do a normal preflight run-up and then depart for his home base. The mechanic and another pilot departed in another aircraft. Soon after departure, Cessna ZK-CKX's engine began to run rough. By now he was at 1,000 ft. above the surface of the lake, and nearly seven miles away from the airport. An attempt was made to cure the engine roughness by manipulating the engine con­ trols, but it was to no avail, and the engine quit, forcing the pilot to make a forced landing in the lake near a couple of fishing boats. He was rescued in a short time, but the Cessna sank to the bottom of the lake. The aircraft was lying in over 300 feet of cold, clear water in the deepest part of the lake, and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172, now a lot prettier (top) since it was salvaged from 310 ft. of fresh water at the bottom of Lake Taupo.

cameras. A rope was lowered to the plane and looped around the propeller, after which it was dragged to the shore some dis­ tance away. It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1,800 by a syndicate of five pilots. A complete strip down of the plane was then commenced. Naturally, all the uphol­ stery had to be renewed but owing to the extremely pure water in the lake, there was no corrosion encountered. Various instru­ ments rendered unserviceable, many of them broke due to water compression from being in such deep water. A fully reconditioned 0 - 300 Continental engine was obtained fro $6,600 after trading in the time-expired old engine. A wrecked Cessna 336 was purchased for spare parts such as seats, main landing gear with double caliper brakes, and one or two gauges. Since taking to the air once more, the "old girl" has flown over 1,000 hours, and apart from normal, age related maintenance, it has been a source of pleasure to the five part­ time pilots who now own the aircraft. ... VINTAGE AIRPLANE

23

WHAT OUR MEMBERS ARE RESTORING

---------------------------------------------------------- byNorDlPetersen A Lovely Pair ofWaco Cabins This photo of a matched pair of Waco YKS-6's

in formation was sent in Ed Byars and John Collier who restored the pair in Clemson, SC, over the past three years. In the foreground is Ed Byars' NC 16598 , SIN 4522 , which is powered with a Jacobs R-755 engine of275 hp , while in the background is John Collier's NC16580, SIN 4518, which is powered with a Continental R-670 of 220 hp. The quality of these restorations is re­ markable in detail and about the only thing missing in the photo is the sound of the two radial engines! Congratulations to Ed and John on a couple of beautiful cabin Wacos.

Dan Gump's

Taylorcraft BC-12D

Parked in front of its han ga r is a recently re­ stored Taylorcraft BC-12D, N95522, SIN 7822, owned by Da ni el Gump (EAA 379428, A / C 24603) of Longwood, FL. The pic­ ture was sent in by Wesley Smith (EAA 20438, A /C 24018) of Floral City, FL, who helped with the restoration along with Richard Jubb (EAA 26273, AlC 19232) of Jupiter, FL. The second photo shows Richard Jubb (above, left), who was a longtime A & P mechanic, and EAA member and an active member ofEAA Chapter 74 in Orlando, FL, work­ ing on a tail section of the Taylorcraft. Richard passed away on November 20, 1997, at the age of 77 years.

Jerry Springer's Rose Parakeet This superbly finished Rose Para­ keet, NCI20SE, SIN JSI-IOO, is the pride and joy of builder, Jerry Springer (EAA 317621, AlC (7944) of Collinsville, OK. Complete with an 0-200 Continental engine of 100 hp, polished metal prop and polished aluminum landing gear fairings , the bright red with black trim , single­ place biplane, cuts a pretty figure in the biplane museum where Paul Poberezny took this photo. Note the rose on the cockpit headrest. 24 JANUARY 1998

Dick McKenney's 415-0 Ercoupe This photo of a sharp looking Ercoupe 415-D, N2051N, SIN 2674, was sent in by owner, Dick McKen足 ney (EAA 262190, A/C 11006) of Minneapolis, MN . With a total time of 1,270 hours on the airframe and 100 SMOH on the C-85 engine, the Ercoupe features Ceconite covered wings, bubble windshield, large bag足 gage, Airtex interior, rudder pedals, dual nose fork, Cleveland brakes and twin landing lights on polished strut covers. The panel has a 720 nav-com and a mode-C transponder. Note the metal prop and fancy spinner. Dick has just added a Grumman American TR-2 to his stable and is considering selling the 'Coupe after five years of enjoying the cute little bird. For details, call him at 612-789-7853 and tell him Norm sent you.

Golden Oldie From Years Ago This "oldtime" print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander. The "snowsled/airsled" runs on three skis with the "tail ski" being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is, you are over 60!) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller. It is our opinion, that at full throttle, the pretty lady would no longer be standing up!

Ken Perkins' Stinson Junior S This photo of a totally restored Stinson Junior S, NC I 0852, SIN 8039, was sent in by owner/restorer Ken Perkins (EAA 302126) of North Hampton, NH. Ken re足 ports the first flight took place on July 11, 1997, following a seven year restoration effort that totaled 6,030.5 hours! The 215 hp Lycoming R-680 engine was rebuilt by J. P. Hackenburg of Montoursville, PA. This particular Stinson was operated by American Airways until 1934, so it is painted in their colors. Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years. There are 13 Stinson Junior S models re足 maining on the U. S. register. VINTAGE AIRPLANE

25

Monocoupe - Continuedfinm page14­ Adams was a party to one of the last delivery flights of a Monocoupe 90AF. The airplane, NC38922, was bound for a CPT school at Lima, Ohio, but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings. Adams was dispatched with a spare and finished the trip as copilot, thereby logging his first XC dual. Dick shared a humorous anecdote about Claire Bunch. Monocoupe's president and general manager was al­ ways impeccably groomed. He would step out of his airplane in style, look­ ing relaxed and unruffled, reinforcing the impression he sought to create that personalized air transportation was the only way to travel. On one occasion, however, Bunch thumped his demon­ strator down at ORL and heaved himself from the cockpit looking ex­ hausted and thoroughly disheveled. Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead. In his haste, probably to meet a prospect, he elected not to skirt the storm but set a more or less direct course to his destination. It proved to be an injudicious decision because the Monocoupe was sucked into the vortex . Tossing and turning, it tumbled up­ ward some 10,000 feet before being ejected out the top. It was a marvelous testament to the airplane's structural integrity, but all together too stressful for anyone to want to repeat. Roy Garbarine, retired from TRW and living in California, recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent company's Bristol, Virginia headquarters. He, too, aspired to avia­ tor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupe's New York sales of­ fice. The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her po­ sition so alarmed young Garbarine that he jumped ship at Atlanta and hitch­ hiked on down to Orlando. Jack Kinker, the only elder in atten­ dance whose tenure spanned the St. Louis and Orlando era, didn't have far to travel because he lives in St. Charles, Missouri. Jack ran the fabric 26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigen­ cies ofWW II terminated production. Creve Coeur had an international flavor this year. Miro and Ushie Rieser came from Germany, Dave Welch from England and Ralph Howling from Canada. Dave owns a Luscombe and flies for an airline. He's been delving into the service history of the L-7 A and has uncovered some astonishing facts. Ralph owns the one and only Monocoupe 90AF -100, formerly NC55708, and a Monocoupe built Dart G, NC 18066, once the property of Amelia Earhart's stepson, David Put­ nam. It's the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938. Miro Rieser won't be eligible for his "Monocoupe Elder" lapel pin until well into the next century, say, 2020. He's only thirty-something and re­ minds us of a mischievous schoolboy. As an adolescent he was probably a Teutonic version of Tom Sawyer. He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all. Rieser flies for Lufthansa - says he got in through "the back door" via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school. He got his power rating, CPL and early seasoning as a charter pilot in the U.S. Miro is an all around good fellow and one you can't help but like. The Riesers own the only active Monocoupe in Europe, a 90A, forn1erly NC 19432, which they fetched out of England. [t retains the British registra­ tion, G-AFEL. Ushie's his kindergarten sweetheart and copilot. They got the Monocoupe about eight years ago, for better or for worse, and intend to make the relationship more or less lifelong, like Jim Harvey and "Snappy." Has anyone owned and flown the same Monocoupe longer than Jim? Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility. G-AFEL broke a leg off and crunched a wing at Cologne early on. The only consolation was the knowledge that Charles Lind­ bergh had somewhat the same experience in his 0-145 on its shake­ down outing.

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes. Bud Oake seemed to spend most of his time between sunup and sunset Mulli­ couping new initiates such as Ted Patecell who had never flown a clip wing before. As most readers know by now, the Mullicoupe is Jim Younkin's interpretation of what the progeny of "Mr. Mulligan" and a Monocoupe would be if airplanes had the power of procreation. John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur. Close inspec­ ti on revea led woni some bits 0 f aluminum in the oil. A specialist was summoned and the Warner was trun­ dled off to Forest Lovely's clinic. So what does a grounded clip wing Mono­ coupist do to stay in shape? Hey, John ! Get yourself a unicycle and a high wire and take up juggling. Just don't try it with firebrands without a fire extinguisher handy. Bill Symmes never seems to have a bad day clip winging here and there. Everybody says it's on account of his clean livin' and constant prayer. It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather. Likewise, Ted Oilse's absence and that of some other Monocoupists was noted with regret. The writer has long wanted to collect a ride in Ted's Mono­ coupe 90A which has a good Lindbergh story to go with it. Sorry, you'll have to read about it in "Other Flights of Charles Lindbergh." The last item on the agenda was to see Lindbergh's 0-145, NC211, which had eluded me all these years. [t's been aloft in the terminal at STL since its re­ furbishment by Jim Harvey, et al. There's something compelling about Lindbergh airplanes, at least to me, and this one's no different. After tak­ ing pictures from all angles, I took a seat in the gallery and became lost in contemplation. The reverie was broken by the PA and the sudden realization that it was half past boarding time. Bob Coolbaugh deserves a big hand for all the effort he put into the event. AI Stix likewise. Barbecues like the Stixes host can't be improved upon . ...

continued from page 17 Cub, and Phil Michmer­ huizen of Holland, MI, another prewar Cub man who had a lot to add to the information need to finish the J-2. Gene Briener of Harrisburg, P A, a retired FAA man was also helpful, and was tickled to see the original logbooks, kept by Bob for so many years, were part of the airplane's documentation. But it was the Stewart family working as a team that made it come together. The elder Stewart was as­ sisted by his sons, Mark and Robert, Jr. , and Mark's daughter April in getting the airframe ready for cov­ April Stewart (left) will be the latest member of the family to fly the family Cub. With her at EAA Oshkosh '97 are, (from ering. Bob Jr., who lives left to right) her uncle, Robert Stewart, Jr., her father Mark and her grandfather Bob Stewart. not too far from his dad, was able to put in a lot of were the wings. Unfortunately, they your restoration done, and this J-2 was the work on the fuselage and wings . had been stored standing on the lead­ no exception. April has already been flying and solo­ Earl Witte of Paducah, KY recov­ ing gliders, and this coming summer, ing edges, resting on damp ground. The aluminum leading edges and wing ered the J-2 with Ceconite, finished the the J-2 will be hers to learn the ways ribs held out as long as possible, but fabric with Randolph dope products, of powered flight. It's funny how fam­ ily ties can go back far, even in corrosion can be a tenacious foe, and and assembled the airplane. Dick and when the battle was over, all the lead­ Jeannie Hill of Harvard, IL, who own aviation. Back in 1939, when the Stew­ ing edges had to be replaced. That was and fly an E-2 Cub, were a great source art brothers hadn't yet soloed, April's relatively easy. The tough part was of information, as well as Ed Kastner a other grandfather, her mom's dad, Ralph Avery, flew Bob and Don back either repairing or replacing the J-2 specialist in prewar Cubs from Elmira, NY. Dr. Jim Hays of Brownwood, TX and forth to the airport for their lessons ribs. Often, a set of J-2 wings are in this same J-2! repaired by replacing the entire set of was also a big help when it came to What do you think the odds are this ribs with those from a J-3, but that op­ information - he owns a J-2 just a few airplane will remain in the family for a tion was not acceptable to Bob or his serial numbers away from the Stewart's .... long time? sons. With some scrounging and trading, a complete set of ribs was built up, A young man before the War, Bob Stewart, Sr. poses in 1929 with his " new" J-2 Cub, purchased in part­ with some repaired and others replaced. nership with his brother, Don. A new set of spars were also used, since the originals had obtained a de­ cided bow to them at some point during the storage period. Having an active Type Club cer­ tainly helped the restoration of the J-2. The Cub Club was able to fill in many details. A set of drawings was obtained, so that many parts could be rebuilt as originally produced in 1936 when the Cub was built. A new set of seats was constructed out of 114" plywood, in­ cluding the mounting of the magneto switch on the seat base behind the front seat. As is true in so many restorations, the people you meet and those you al­ ready know often are key to getting VINTAGE AIRPLANE

27

This little snapshot (below) came to us from Ed Beegles of Evans, CO. Another product of the air minded Midwest, it wasn't built in any quantity, but had a number of novel features.

te~Plane October Mystery Plane

Answers need to be at EAA HQ no later than February 20 , 1997 for inclu sion in the April issue of Vintage Airplane.

We really appreciate the notes and let­ ters a number of you have sent regard­ ;rN. ing this feature, one of the favorites of by H.G. Frautschy most of our readers. It truly is "your" column, and I'm a happy to use one of your subjects as a Mystery Plane. If you'd like to send one in, please send in the original (we'll send it back!) or a good copy print. Photocopies really don 't work well, so avoid sending them if at all possible. Send them to the address shown on this page.

The October Mystery Plane remains exactly that, with only one letter coming in to EAA HQ. Bert Reime ofSt. Louis, MO seems pretty sure it is not as it appears. : ". . . 1 am addressing the photo on th e leji hand upper corner ofMystery Plane on page 8 ofyour October issue. In defer­ ence to the submitter ofthis photo, 1 believe it is a compilation oftwo photos because the structures of the hangars any any oth er buildings do not correspond to hangars and out buildings ofthe era ofthe plane. As for the aeroplane shown, 1 have researched my library, namely: Airplanes of the World 1490-1976, illustrations by Douglas Rolfe, and Fifty Years ofFlight, by American Heritage, plus other publi­ cations on the subject. None of them photographic construction. Also old silver illustrates the configuration ofthe Mystery plate cameras probably could not have Plane shown in your magazine. Therefore, captured the movements ofthe propeller(s}. I think the top halfofthe picture showing Sorry, but I think you have been had on this one, But, 1 could be wrong. 1 need proof the airplane in flight, though not neces­ sarily so , and the bottom half of the Yours Truly, picture showing the buildings is a clever Bert Reime

I don't happen to agree with Bert re­ garding the age of the buildings - to many of us here at Headquarters, they appear to be perfectly normal for the 1908 - 1915 time frame. It was tough to read on the front of the hangars in the photo we pub­ lished in October, but they read : "STUDENSA Y" on the left hanger, and "MOLOVAS-DAVIS" on the right. Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm, and direct drive propeller rpms of 1,000 were not unheard ot), I think it is entirely possi­ ble for a slow photo emulsion to register the propeller image as slightly blurred. On the other hand, the airplane does not appear in either the 1909 or 1913 editions of "Janes All The Worlds Aircraft" so we really have no idea where the photo was taken, or what it might have been. If any­ one has any further ideas on this subject, we're open to hearing from you! ... Send your Mystery Plane correspondence to: Vintage Mystery Plane EAA P.D. Box 3086

Oshkosh, WI 54903-3086

28 JANUARY 1998

Neal Anders . ... .. ... .................... Goshen, NY

Allan W. Lund . .... .. .... . ......... .. ... Hayward, WI

Archie N. Anderson . .................... Seahurst, WA

Cherie McClung ....................... Alexandria, VA

John J. Anthony .......... . ............. St. James, NY

Michael 1. Merlo . ..... . ........ .... . .. .. . . Chicago, IL

Luther Baggarley .... .. .. ...... ..... . ..... Roberta, GA

Michael Nowling ......................... Clayton, IN

Frank E. Beeler, Jr. ...................... Corryton, TN

C. R. O'Dell ... ... . ..... . ..... . ......... Houston, TX

L. L. Bingham ........................ Cambridge, MA

Melvin M. Pamment. ..... .. .. ... ........ Marcellus, MI

Larry Boyd . .. . .......................... Wellton, AZ

John S. Penn ..................... . . Lanoka Harbor, NJ

William V. Chapin . . . . . . .. . .. . .... . ... Fayetteville, GA

Robert C. Peterson .... . ... ... . .. .. . .. Youngstown, NY

Stephen Coonts .. .. .. . . .......... . . . ... Arbovale, WV

Jon Proctor ........ . ...... Marsden, Saskatchewan, Canada

Charles Copeland .... . .. . .. . .............. Topeka, KS

Al Przyewara ......... . ........ . ........ Lithonia, GA

Gary D. Craddock ....................... Flagstaff, AZ

Thomas E. Quibell . . . ........ Millgrove, Ontario, Canada

John Crocker .. . ..... . .. . .............. Statesville, NC

Kris Reynolds .......... . .... St. Albert, Alberta, Canada

Robet1 Deaton . . . ..... ..... ... . .. . ..... Susanville, CA

Howard A. Richmond II ...... . ...... .. .. . ... Dallas, TX

Scott S. Dickinson ... . .. . .. .... . ....... ..... Haiku, HI

Donald B. Sampson ......... .. ..... .. .. . Wmterhaven, FL

Dale R. Dolby ... . . . ..... . ..... ... . . . .. . Ft. Wayne, IN

Reid Scudder .... .. .... . .... . . .. ...... .. San Jose, NM

David L. Fliehr ..... ... . . ..... . ....... Grants Pass, OR

Curis W. Settle, Jr. . ................ Winston-Salem, NC

Michael A. Geurink ............. . . .. . . ..... Elkhart, IN

Paul Sheehan . .. . . .. .. .................. Audubon, P A

Gary W. Gifford .................. Lighthouse Point, FL

Ed Shores .. . . . ...... ... .. . .. .. .... Corpus Christi, TX

Wilbur C. Graff. ............. . . . ... . . . Wadsworth, OH

Janelle Slivinske ... ... .. ..... ...... . ... Nantucket, MA

Richard W. Groff ....... ............ . .. .. Cordova, AK

Dave Stump ... .. .. ..... ....... . ....... Richmond, V A

Sergio Gutierrez . . . .......... ... ...... Pico Rivera, CA

Dave Swenston ...... .. . .... . . ... . .... Kelseyville, CA

John F. Harrison ...................... Wilmington, DE

Kazuo Takei .. . .... .. ... . . .. ............ Tokyo, Japan

Bob Hatcher ... ........ . .. .......... .. . Lewisville, NC

George A. Thompson ... .. ...... . .. . . ...... Senoia, GA

Charles H. Henry .. ... .. . . . .. ... .... .. ...... Tulsa, OK

Peter Torraca . ... . . . .... ... ...... .. .... New York, NY

Larry E. Howard ........... . ... ... .. . . Greenacres, W A

Michael W . Trudnay .. .. . . ... ... ...... S. Windham, CT

Donald L. Huggins . ............ . ..... ... Pamplico, SC

Arthur Waszak .............. . . ... . ... .. Plantation, FL

Stefan Kurant .. ... ................ .... New York, NY

David Wilkie .. . . . ... . . . ...... . ........ Huntsville, AL

RobertA. Lebewol ........... ... ....... Southboro,MA

Jay Wilkins ........ .. ...... .. ... .... ...... Yuma, AZ

Caroline Lindgren ........ .. .. . . . ......... Raleigh, NC

Wanda J. Zuege .. . ...... .. .............. .. Custer, WI VINTAGE AIRPLANE

29

Membershi~ Services Directo~

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Programs and Activities Aircraft (General Questions) . ... 920-426-482 1 Auto Fuel STCs ..... . . . . ... . . . . 920-426-4843 Build / restore information . .. . .. 920-426-482 1 Chapters: locating/ organizing . . 920-426-4876 Edu ca ti on .... . ... . . . . . . .. .. . . . 920-426-681 5 • EAA Ai r Acade my • EAA Scholarships • EAA Yo ung Eagles Camps

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The following list ofcom ing events is jitr­ n is h ed t o o ur r ea d e rs as a ma tte r of inform a tion on ly and does not cons ti tute appro val, sponsorship, in volvement, control or direction ofany even t (fly -in, seminars, fly m ar ke t, e tc.) listed. Please send t he informa tion to EAA , A ll : Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Info r­ mation s h o uld b e rece ived f o ur m onth s prior to th e event date. JANUAR Y I6-I7 - SEBR I NG, FL -EAA SportA ir

Workshop. 800/967-5746. FEBRUARY 6-S - M fNNEA POLI S, MN- MN Sport

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54903-3086. 920/426-4800. 30 JANUARY 1998

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Aviation expo. Matamata AiJjield. 092669221 FE BRUA RY 7-S - GR I FFI N, GA - EAA SportAir Workshop. 800/967-5746. FE BR UAR Y 2J -22 - PU Y A L LU P, WA - 15th An nual Aviation Co nf erence/ Trade Show. 253/588-6098. FE BRUAR Y 2J-22 - CHI NO, CA - EAA SportAir Workshop. 800/967-5746. FEBRUARY 21-22 - RJVERSIDE, CA- EAA Chapter I Open House/Fly-In. 909/686- 131 8. FEBRUA RY 2S-26- EDW A RD SV ILLE, IL - 24th Annual Aviation Maintenance/Exhibit Seminar. 618/536-337I. FEBRUARY 26-2S - BILLfNGS, MT - Montana Avi­ ation Conference - Holiday Inn. Workshops, seminars, nationally recognized speakers, trade show. Info: Montana Aeronautics Division , P.O. Box 5178, Helena, MY 59604. Phone: 406/444-2506. M ARCH 6-8- CASA GRANDE, AZ- Casa Grande Airport. 40th Annual Cactus Fly-In, Arizona AAA. Contact: John Engle 602/891-6012 (days on(y). MA RC H 21-22 - DEN TON , TX- EAA Sport Air Workshop. 800/967-5746. A PRIL 4-S- M INNEAPOLlS, MN - EAA SportAir Workshop. 800/967-5 746. APRIL 19-2S - LAKELAND, FL - 24th Annual Sun 'n Fun EAA Fly-In and Convelllion. 9411644-2431. MAY 1-3 - CLEVELAND, OH - 14th Ann ual Air Racing HistOlY Symposium. 216/255-8100. M A Y 3- DAYTON , OH- Moraine Air Park. EAA Chapter 48 35th annual Fly-In breakfast. Lots of antiques on thefi eld..flea market. awards, dis­ plays. 937/878-9832. JUNE 12-1 4- MATTOON, IL- Coles County Memo­ rial Ai/port (MTO). Luscombe Fly-In. For infor call 217I234-7120. J UNE 20-2 1- RUTL AND, VT - Rutland State Air­ port, EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend. For info call Tom Lloyd, 802/492-3647.

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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: Vin tage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or/ax your ad and your credit card number to 920/426-4828. Ads must be received by the 20th o[the month/or insertion in the issue the second month/ollowing (e.g., October 20th/or the December issue.)

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End the 011 !laBS

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259 Lower Morrisville Rd. , Dept. VA Fallsington , PA 19054 (215) 295-4115 32

JANUARY 1998

Our new manual isn't just a reference - it's a cover ing cou rse in a book. It's the clearest, most th orough, and most fun-to-read step-by-step book of its kind. It w ill guide yo u all th e way throu gh the entire Poly-F iber process in plain easy langu age and with a delightful sense of humor.

It' ll show you ju st how easy it is to cover an airpl ane with Po ly-Fiber, and how much fun it can be. It includes our entire catalog of too ls, products, and other goodies, too. All you need tOlnake it happen is our new manuaL .. and a dream.

Order Yours!Just $10.00! Plus Sh1pplng & Handling

-

Aircraft. C o a t i n g s

800-362-3490 www.polyfiber.com E-mail: inCo@polyflher.com

FAX: 909-684-0518

Robert T. Dickson

Char/otte NC

Member FAA since 1972; Warbird and Antique Classic Division Started flying in 1960 and received instru­ ment rating in 1974 First Airplane: 1946 Piper PA-12 Super Cruiser

AUAis

Robert Dickson's Temco T-35 Buckaroo and Piper Super Cub PA- lB- J50

/lAUA has been my family's insurer for sev­ eral years. It is nice to know that not only do they offer

approved.

Exclusive EAA Antique & Classic Division Insurance Program

great service and great

rates, but they are

great,

caring people

involved in aviation, and that does make

Lo er liability and hull premiums Metlical payments included Fleet discounts for multiple aircraft carrying all risk coverages

a difference!/I

To become an

AUA~

- Robert Dickson

No hand-propping exclusion No age penalty

EAA Antique &

No component parts endorsements Discounts for claim-free renewals carrying all risk coverages

Classic Division Member call 800-843·3612

The best is affordable.

Give AUA a call- it's FREE!

800 -727-3823

with the pros ... with AUA Inc. Fly

fly

Remember, We're Better Togetherl

AV/ATION UNUM/TED AGENCY