EDITORIALSTAFF

Publisher
Tom Poberezny
September1994 Vol. 22, No.9
CONTENTS
1 Straight& Level/
Espie"Butch"Joyce
2 AlCNews/
CompiledbyH.G.Frautschy
4 VintageLiterature
9 AircraftAntennasforthePilot/
BillButters
11 MysteryAirplane/
GeorgeHardie
13 Fairchild24RProject/
NormPetersen
14 ResurrectingaWaco/
H.G.Frautschy
19 WhatOurMembersareRestoring/
NormPetersen
21 AreYouLegal?/Bill Claxon
23 AlCTidbits/
H.G. FrautschyandNormPetersen
25 PassittoBuck/
E.E."Buck"Hilbert
26 WelcomeNewMembers
27 AlCCalendar
28 VintageTrader
Page4
Vice-President,
MarketingandCommunications
DickMatt
Editor-in-Chief
JackCox
Editor
HenryG. Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialists
SaraHansen
OliviaL. Phillip JenniferLarsen
Advertising
Mary Jones
AssociateEditor
NormPetersen
FeatureWriters
GeorgeHardie,Jr. DennisParks
StaffPhotographers
Jim Koepnick MikeSteineke
CarlSchuppel DonnaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/ CLASSIC DIVISION, INC.
OFFICERS
President Vice-President
EspleButchJoyce ArthurMorgan
604HighwaySt. W211 N1l863HilltopDr.
Madison,NC27025 Germantown.WI 53022
919/ 427-D216 414/ 628-2724
Secretory Treasurer
SteveNesse E.E.BuckHilbert
2009 HighlandAve. P.O. Box424
AlbertLea,MN5tAlJ7 Union,IL60180
507/373-1674 815/9234591
DIRECTORS
JohnBerendt RobertC. BobBrauer
7645EchoPointRd. 9345S.Hoyne
CannonFalls,MN55009
IL60620
507/263-2414 312/ 79-2105
GeneChose JohnS.Copeland
2159CarltonRd. 28-3Williamsbur8Ct.
Oshkosh,WI 54904 Shrewsbury,MA 1545
414/231-5002 508/842-7867
Phil Coulson GeorgeDaubner
28415SpringbrookDr. 2448LoughLane
Lawton,M149065 Hartford,WI53027
616/624-<>490 414/ 673-5885
CharlesHams StanGomoll
7215 East46thSt. 104290thLane,NE
Tulsa,OK 74145 Minneapolis,MN55434
918/622-8400 612/784-1172
DoleA. Gustolson JeannieHill
7724ShadyHill Dr. P.O.Box 328
Indianapolis,IN46278 HaNard,IL 60033
317/ 293-4430 815/943-7205
RobertLickteig RobertD.Bob- Lumley
1708BoyOaks r. 1265South 124thSt .
AlbertLea,MN 5tAlJ7 Brookfield,WI 53005
507/373-2922 414/782-2633
GeneMorris GeorgeYork
115CSteveCourt,R.R.2 181 SlobodaAv.
Roanoke,TX 76262 Monsfield,OH44906
817/ 491-9110 419/529-4378
S.H.WesSchmid
2359LefeberAvenue
Wauwatosa,WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J.Wittman
7200S.E.85thLane
Ocala,FL 32672
904/245-7768
ADVISORS
JoeDickey JimmyRollison
55OakeyAv. 640AlamoDr.
Lawrenceburg,IN 47025 Vacaville,CA95688
812/537-9354 707/45HJ411
DeanRichardson GeoffRobison
6701 ColonyDr. 1521 E.MacGregorDr.
Madison,WI 53717 NewHaven,IN46774
608/833-1291 219/493-4724
Page 13
Page 19
FRONT COVER. . Champion restorer Roy Redman of Faribault,
MN pilots the Waco UBF-2 he restored for Jerry Wenger of
Owatonna,MN. ItwasawardedtheSilver AgeChampiontrophy
atEAA Sun ' n Fun' 94,as well as anOutstanding Custom Antique
plaque at EAA OSHKOSH ' 94. EAA photo byJim Koepnick. Shot
witha CanonEOS-1 equippedwithan80-200mm/ 12.8lens. 1/ 250
atf8/ on Kodak Ektachrome Lumiere 100 film. Cessna 210 photo
planepilotedbyBruceMoore.
BACKCOVER ..."HomecomingQueen"is thetitleofBurtMader's
entryin the 1994 EAA SportAviation ArtCompetition. The acrylic
paintingwaspresentedwitha MeritRibbon. Prints ofthepainting
are available - contact Burt Mader AeroGraphics,Sudbury, MA
508/ 443-9225
Copyright 1994 bytheEAAAntique/Classic Division Inc. All rightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EMAntique/Classic Division, Inc. of the Experimental
Aircraft Association and is published monthly at EMAviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.
Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EMAntique/Classic
Division,Inc.is$20.00forcurrent EMmembersfor 12monthperiodofwhich$12.00isforthepublicationofVINTAGEAIRPLANE. Membership
isopentoall whoareinterestedinaviation.
POSTMASTER:Send address changes to EMAntique/Classic Division. Inc. P.O.Box 3086, Oshkosh,WI 549033086.FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasurtacemail.
ADVERTISING - Antique/Classic Division does not guarantee orendorse any productoffered through the advertising. We inviteconstructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescanbetaken.
EDITORIALPOLICY:Readersare encouraged to submit storiesand photographs. Policyopinions expressed in articlesaresolelythoseofthe
authors. Respcnsibilityforaccuracyinrepcrting restsentirelyw.hthecontributor. Norenumeration ismade.
Materialshouldbesentto:Editor,VINTAGEAIRPLANE,P.O.Box3086,Oshkosh, WI549033086. Phone414/4264800.
The words EAA,ULTRALIGHT, FLY WITH THE FIRST TEAM,SPORT AVIATION and the logos of EAA,EAA INTERNATIONAL
CONVENTION,EMANTIQUE/CLASSIC DIVISION,INTERNATIONAL AEROBATIC CLUB,WARBIRDS OF AMERICA are registered
trademarks. THE EMSKY SHOPPE and logos ofthe EMAVIATION FOUNDATION and EMULTRALIGHTCONVENTION are trademarks
oftheabcveassociationsandtheirusebyanypersonotherthantheabcveassociationisstrictlyprohibited.
STRAIGHT&LEVEL
byEspie"Butch"Joyce
How do you hold a party for a large
number of people , when you don't
know their travel plans, and they don' t
send in a RSVP card? If you're one of
the many EAA volunteers and divi-
sion officers, you go to the EAA
Oshkosh Convention "on the job
training (OJT) " for 10 to 15 years and
then the best educated "WAG" is
sometimes not good enough.
EAA Oshkosh ' 94 will go down as
a record year for the number of peo-
ple and aircraft parked in the An-
tique/Classic area of the Convention
grounds. Not only does the Parking
Committee have to deal with our An-
tique, Classic and Contemporary air-
craft, they also must deal with spe-
cialty aircraft , group parking and show
plane camping. Show plane camping
includes all show planes (Homebuilts,
Warbirds, Antique, Classic and Con-
temporary aircraft).
In the Antique/Classic area alone
during EAA Oshkosh, I have nearly
60 Chairmen and Co-Chairmen who
are in charge of different activities.
Volunteers who help these chairpeo-
pie number around 350 people! All of
these amazing people put in nearly
14,000 man-hours of labor over a two
week period.
We have our bumps in the road and
sometime we get awfully close to the
ditch, but over all things run amaz-
ingly smooth . I am not laying out
these large numbers to make excuses
for any member who was not happy
with their visit to EAA Oshkosh '94.
We certainly understand that certain
aspects of the camping situation were
not optimum, and you can be assured
that discussions are already taking
place to help change things for the
better. We are constantly working to
remedy any of our problem areas.
Sometimes we can only correct these
situations if we are told about it in a
coherent fashion . Anyone who has
any constructive comments, please let
me hear from you - these items are
talked about.
The number of Antiques present
this year was just a bit higher than the
past couple of years. The number of
classics increased by approximately
15%! Contemporary aircraft also in-
creased in numbers.
Towards the end of the Convention
I was talking with the Chief Judges for
the Antique, Classic and Contempo-
rary airplanes. The quality of restora-
tions continues to improve. Dan
Knutson, Contemporary Chief Judge,
writes that"... in the two short years
we've been judging this class, we are
very pleased with the increase in the
quality of the aircraft as well as the
improvement overall. The owners of
these planes have been very enthusi-
astic in upgrading and improving their
airplanes. Here's to yet another suc-
cessful Convention. I'm already look-
ing forward to Oshkosh '95." I feel
that Dan's feelings fairly well reflect
feelings of the volunteers who make
your Convention successful.
One important thing that will keep
the Antique/Classic Division strong is
a good strong membership, so ask your
buddy to join up with us. Let' s all pull
in the same direction for the good of
aviation. Remember, we are better to-
gether. Join us and have it all! ...
(3I'W.f
EAAAPPLAUDSENACTMENT
OFNEWGENERALAVlATlON
LIABILITYLAW
Justas this issuewas beingreadied for
publication,we werepleasedtolearn that
PresidentClintonhadsigned theGeneral
Aviation liabilityStatuteofReposebill on
August17,1994. Thislandmarklegisla-
tion,creatingan 18 yearstatuteofrepose
for all generalaviation aircraftbuiltwith
fewer than20seats,is the typeoflaw that
EAAandotheraviation industrygroups
have been workingtowards forovera
decade.
OnlyGA manufacturerswill be im-
pactedby the new law, notthosewho re-
pairorrebuild ai rcraft ,andlawsuitscur-
rentlyon file will notbeaffected by the
legislation.
EAApresidentTom Poberezny had
this tosay aboutthe signingofthe new
lawby the President:
"We are verypl ease d thatthelong
fight toenactgeneralaviation liability re-
form has beensuccessful. Wecongratu-
lat e EdwardStimpson,presidentofthe
GeneralAviation ManufacturersAssocia-
tion, Senator Nancy Kassemaum (R-
Kansas) ,Representative DanGlickman
(D-Kansas),RepresentativeJim Hansen
(R-Utah)and all theotherswho have
workedtohelppassthis legislation. EAA
has maintainedthatperpetualliabilityhas
discouragedmanufacturersfrom continu-
ing to buildsingle-engine,privateaircraft,
and has also preventedtheemergenceof
new designs,innovationsandtechnologies
for generalaviation. Weseethismeasure
is anotherstepin revitali zi ng America's
generalaviation industry."
A broaderbaseoftypecertificatedair-
craftmeansa wider rangeofequipment
and accessori esavailablefor use onour
vintageai rplanes- for instance,whatcom-
panywill be the first tooffera reasonably
pricedsolid-stateignitionsystemforcerti-
fied aircraft? Whil e this legislation (or
anylegislation,for thatmatter)should not
beconsideredthe"beall ,endall,cureall "
togeneralaviation'sills, it'scertainlyabig
stepin the rightdirection. Letsall hopeit
heraldsthe beginningoftherecoveryto
thatsegmentoftheaviationindustry.
PARKSOPENHOUSE
Ifyou' re in theSt. Loui s, MOvicinity
theweekendofSeptember30 - October2,
stopby ParksCollegeofSt. LouisUniver-
sityduringtheiropenhouseand Fly-In.
Therewill bea fly-in breakfast, experi -
mental andantiqueaircraftdisplays, f1y-
2SEPTEMBER 1994
compiledbyH.G.Frautschy
bys anda n airshow. Alsopl a nned are
campustours, labdemonstrations(when
was thelasttime yougotachancetopeek
intothe view chamberofa s upersonic
wind tunnel?) anda reunion for WWII
ArmyAirCorpscadetstrained by Parks
College. Thecoll egeislocated nearthe
intersectionsofIllinoishighways3and
157in Cahokia,IL.
AlC ELECTIONRESULTS
At the annual meeting of the An-
tique/Classic BoardofDirectorsheld Au-
gust 3, 1994,all officersand boardmem-
bers up for re-election wereelectedto
theirpositions. Thosereelectedare:
EspieM. Joyce,Jr. (President) ,Steve
Nesse (Secretary) and DirectorsJohn
Berendt ,BobBrauer,GeneR. Chase,
GeorgeDaubner,Ill ,CharlesW.Harris,
Jean Le hman Hill ,Bob Lumley,Gene
MorrisandGeorgeYork.
Ourthanksto the manymemberswho
tookthe timeto vote in theelect ion - over
1,000ballotswere returned.
TYPECLUBLISTING
TheNovemberissue ofVINTAGE
AIRPLANEis fastapproaching, andonce
againwe will be publishingourcompre-
hensive list oftypeclubs. I'dreally like to
encourage any typeclubwho has notup-
datedtheirlisti ngin thepastfew yearsto
take a few minutesanddropme a post-
cardwith thefollowinginformation:
TypeClubname
Editorname
Address
PhoneNumber
Frequencyofnewsletterpublication
Cost(bothin the U.S. andforeign)
Anyotherdetai lsyouwould like,but
pleasekeepitbrief.
180-185CLUBNEWS
Howard"Buz" Landry,thelong-time
presidentofthe Int ernational180-185
Clubdroppedus a note to announce his
retirement ,and thatJohnnyMiller,3958
CambridgeRd.,#185,CameronPark,CA
95682 will betakingover the clubpresi-
dency. YoucanreachJohnnyat916/672-
2620. Ourbestwishes to Buzand our
congratul ati onsfor makingthe 180-185
clubrecognizedasoneofthelargesttype
clubsin theworld. Each memberis re-
quiredtoown a 180ora 185,a nd their
clubis known as oneofthemostactive
amongorganizationsdedicated to an indi-
'* vidualaircraftmodel.
OSHKOS
ANTIQUEAWARDS
GrandChampion- Tom Baker
Effingham,IL,1938TaylorcraftBL-65
NC29815
ReserveGrandChampion-
GeraldHanson,LasVegas, NV
1942BeechcraftG-17SStaggerwing
NC21934
Silver Age (1928-1932)
Champion- BillJowett,BlueSprings,MO
1929WallaceTouroplane,NC276K
Runner-up- JohnWoodford, Madison
WI, 1929Bird"C"biplane, NC876WC
OutstandingOpenCockpitBiplane-
JimmyRollison,Vacaville, CA
1929Laird LC-RW300,NC4442
Broll ze Age (1933-1941)
Champion- Ed Shenk,Garret,IN
1940Luscombe8A, NC28580
Runner-up- BradThomas,Pilot
Mountain,NC,137BeechcraftD-17-R
NC35E
OutstandingOpenCockpitBiplane-
SteveThomas,PoplarGrove,IL
1941 WacoUPF-7, NC32006
OutstandingOpenCockpitMonoplane-
Bill Rose,Barrington,IL
1937Ryan STASpecial, NC17368
OutstandingClosedCockpitBiplane-
RockyRidgeAirpark,Whitehouse,OH
1935BeechcraftStaggerwing,NC14413
OutstandingClosedCockpitMonoplane
- Ron Leopold,Ottawa,OH
1940PiperJ-3Cub,NC30629
Customized A ircraft
Champion- DuaneHuff,Oakdale,CA
1944StearmanPT-13D,N68835
Runner-up- BobandLori Kitslaar
Luxemburg,WI, 1944StearmanA-75-N1
NC4784V
Outstanding- JerryWenger
Owatonna, MN,1932WacoUBF-2
NC13027
- R ~ -
94AWARD WINNERS ~ I O
TransportCategory
Champion - Thomas Taylor
Ft. Worth, TX
1941 Grumman G-21 Goose, N87U
WW-I1MilitaryTrainer!
LiaisonAircraft
Champion - E. Clay Smith, Athens, AL
1941 Boeing Stearman A-75N1
N68755
Runner-up - Greg Herrick
Minneapolis, MN
1943 Fairchild PT-23-SL, N64097
Replica
Champion - Tom Brown, Unity, WI
1992 Waco UBF-2, NX234Y
Runner-up - Tom Wathen
Van Nuys, CA
1993 DeHavilland Comet, N88XD
Antique
Custom Built - Stan V. Gomoll
Blane, MN, 1928 Heath Super Parasol
NX2864A
WorldWarIIEra
(1942-1945)
Champion - Terry Crawford, Ocala, FL
1941 Stearman A-75, N46888
Outstanding Closed Cockpit Biplane -
Layton Humphrey, Dallas, TX
1943 Beechcraft D-17 -S, N4HX
Outstanding Closed Cockpit Monoplane
James Marlar
N. Little Rock, AR
1945 Piper J3C-65 Cub, N42144
CLASSIC AWARDS
Grand Champion - Roy Foxworthy
Columbus, IN, Johnson Rocket 185
NC90202
Reserve Grand Champion -
John Preiss, Germantown, WI
Cessna 195, N2JP
Best Class I (0-80HP) - John Monnett
Oshkosh, WI, Piper J-3, NC6595H
Best Class II (81-150HP) - E.E. Hilbert
Union, IL, Aeronca 15AC Sedan, N1048H
Best Class III (151 HP and Above) -
Ray Myers, Pequot Lakes, MN
Seabee RC-3, N6328K
Best Custom Class A (0-80HP) -
Don Claude, Dekalb, IL
Taylorcraft BC12D, NC96440
Best Custom Class B (81-150HP) -
John and Kathy McMurray
Burkburnett, TX, Luscombe 8E
N71645
Best Custom Class C (151 HP and
Above) - Ron French, San Jose, CA
Ryan Navion, N4969K
Best111 Type
Beechcraft - Don Wall , Omaha, NE
Bonanza, N5178C
Stinson 108 -
William and Meredith Whiting
Minnetonka, MN, Stinson Voyager 108
NC108WW
Taylorcraft - Ron Hoffmeyer
Streamwood, IL, Taylorcraft BC12D
N96899
Bellanca - Fred and Vi Egli
Walnut Creek, CA, Bellanca Cruisair
N500A
Cessna 120/140 - Rick Fields
Brookfield, MO, Cessna 140, N72379
Cessna 170/180 - Terry A. Graybeal
Anchorage, AK, Cessna 180, N9376C
Cessna 190/195 - Charles E. Webb
Ft. Worth, TX, Cessna 195B, N195CW
Ercoupe - Keith Harding
Flint, MI, N179G
Luscombe - Jerry Adkisson
Tuscola, IL, Luscombe 8F, N1499B
Navion - Pete and Kelli Heins,
Ludlow Falls, OH, N75PM
Piper J-3 Cub - Lloyd McCloud
Fergus Falls, MN, NC88186
Piper - Others - Richard Miller, California
MD, Piper Super Cruiser, N2547M
ANTIQUE
CLASSIC
CONTEMPORARY
AWARDS
Grand Champion - Lee Maples
Belle, MO, 1960 Beechcraft G18S, N9918R
Reserve Grand Champion -
Gary Granfors, Webster, MN
1960 Cessna 172, N7758T
Outstanding Customized -
Sean Campell, Corona Del Mar, CA
1960 Cessna 182C, N8990T
Custom Class I - Not awarded
Custom Class II - Doug Weiler
Hudson, WI , 1959 Cessna 180, N5128E
Custom Class III (231 HP and Above) -
Not awarded
Custom Multi Engine -
Charles Gunderson
Redondo Beach, CA
1960 Piper Apache, N4373P
Beech Single - J.D. Morris
Bellingham, WA, 1960 M35 Bonanza
N9736R
Beech Multi Engine - Vic Krause, St.
Charles, IL, 1956 Twin Bonanza, N4948B
Bellanca - Mike and Sue Frost
Oconto, WI , 1958 14-19-2, N9848B
Cessna 170 -172 -175-
Barry Mountain, Powell River, BC
1959 Cessna 175, C-FKND
Cessna 180 -182 -210-
Lawrence Lewis, Montrose, CO
1957 Cessna 182A, N4015D
Cessna 310 - Art and Patty Bastian
Newton, NJ, 1956310, N364AP
Champion Aircraft - Cliff Harkins
Houston, TX, 1957 Tri-Champ, N7577B
Piper PA-22 Tri-Pacer - Alan Hale
Mt. Vernon, IL, 1960 Tri-Pacer, N3457Z
Piper PA-24 Comanche -
Robert Lock, Jr. , Guntersville, AL
1959 Comanche 180, N5661 R
Piper PA23 Apache/Aztec - Ken Rudisel
Williamsburg, MI, 1958 Apache, N4032P
VINTAGE AIRPLANE 3

by [)enni s
Lib,-a,-y/ 4.,-chives [)i,-ect(),-
Saga of the Big Fish
Thanks to John Whitney of Ft. this winter, according to P. L. Free- the West Coast. Two Curtiss H-S sin-
Wayne, Indiana, some new light has man, Sales Manager of the America gle motored planes have been con-
been shed upon a little know event in Trans-Oceanic Company, who has just verted into six-passenger ships and are
air passenger operations from the win- returned from an extended trip to that in operation for coast work from Palm
ter of 1919-1920. The "Big Fish" was a state, covering all points on the East Beach to Miami, Palm Beach to Jack-
Curtiss H-16C twin-engined flying boat and West Coast as well as the interior. sonville and from Palm Beach to Bell-
that had been purchased from the Navy "At Palm Beach, where the princi- aire on the West Coast.
by David H. McCullough, for America pal station of the America Trans- " Mr. Freeman made the latter trip
Trans-Oceanic Company, which began Oceanic Company is located, this firm from Miami to Bellaire on the West
passenger operations between Miami, is operating a converted Navy Curtiss Coast, a distance of 325 miles, with one
Florida and Bimini , in the Bahamas, H-16 two-motored flying boat which stop at Fort Meyers for gas and lunch
on February 24,1920. carries twelve passengers including pi- in about six hours. Other means of
lot and mechanician. transportation requiring the better
FLYING POPULAR IN FLORIDA "The H-16 is being used very suc- part of 24 hours.
cessfully for overseas passenger flights "Not only is the coastal and over-
(Aerial Age Weekly, March 8, 1920) such as from Palm Beach to Nassau seas business good, according to Mr.
"Transportation by aeroplane is enjoy- and Bimini in the Bahamas, to Long Freeman, but dealers in Orlando,
ing a tremendous patronage in Florida Key, Key West, Havana and points on Lakeland and Fort Meyers are doing a

Gateway to America Trans-Oceanic Operations at Miami. Bookings were done at the Bimini Bay Rod and Gun Club which was a
strong supporter of operati ons to the Bahamas. The flyi ng boat was so large that it had to be anchored i n the bay and
passengers were rowed out to the aircraft.
4 SEPTEMBER 1994
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View of the flying boat being assembled. The hull has been set in place on the dolly which was used to put the aircraft in the
water. The two Liberty engines are in position with their square radiators in front. The center section of the upper wings is in
place and the short stubs of the two lower wings. Note the wing panel just beyond the nose of the flying boat.
splendid business. A number of land-
ing fields have been established by the
latter within a radi us of 60 miles of
these points, and in addi tion to making
a great many joy hops, the inland deal-
ers are making a number of short pas-
senger flights up to 100 miles distance.
"The operation in Florida of the H-
16 type is really the first experiment in
this country of a transportation opera-
tion employi ng a large machine. It has
been watched wit h interest, and ac-
cording to Mr. Freeman, is not only
practical but successful to operate
these large planes at a rate of 30 cents
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View showing two windows in the sides of the hull. Five passengers sat in the forward cabin which was lighted by the forward
window. Farther back is the window of the aft cabin where five passengers were also seated. There were also seats for two
passengers in the bow of the aircraft.
VINTAGE AIRPLANE 5
c
View from the aft cabin looking forward. A) Windshield, two hinged sections of
which are shown open. B) Two steering wheels. C) Instrument panel. 0) Side
window in forward cabin.
per air mile per passenger.
"A notable feature of the trans-
portation business, and one that will be
particularly interesting to the aeronau-
tic industry, is the fact that a number
of people have repeated taking long
flights, showing that it is not purely for
novelty, but rather both enjoyable and
permitting quick communication be-
tween points.
"At Palm Beach, the America
Trans-Oceanic Company has estab-
lished a mammoth hangar with facili-
ties to accommodate fifteen machines.
Seven machines are now there, includ-
ing Mr. E.R.Thomas' four-passenger
Curtiss Flying Boat.
"A regular schedule is maintained
from the Company's hangars at Miami
to Bimini. Four trips a week are made
to this point and members of the An-
gier Fishing Club of Miami have found
it very convenient as it enables them to
leave Miami early in the morning; en-
joy a whole day's fishing at Bimini and
return about six o' clock.
"In all overseas operations it is nec-
essary to obtain clearance papers for
the flying boats the same as those re-
quired by steamships and all passen-
gers must have passports. This obstacle
has been reduced by the Company so
that the entire formalities can be dis-
pensed with in less than one hour; that
is , a passenger's photograph made,
passport obtained and clearance pa-
pers for the flying boat properly filed."
PROHIBITION
What is omitted from the above arti-
cle about the popularity of flying in
Florida was prohibition. The unpopular
law made the Bahama Islands and Cuba
a mecca for thirsty Americans.
America Trans-Oceanic was only
one passenger service formed to meet
the new demand for transportation to
the Bahamas. Others included Chalk's,
Aero Limited and Florida West Indies
Airways (later Aeromarine Airways).
The Bimini Bay Rod and Gun Club was
formed by some wealthy Miamians, os-
tensibly to provide a fishing and shoot-
ing club on Bimini Island, only 50 miles
off-shore from Miami and in British
Territory. To this end the club built a
100 room clubhouse on the isl and, sup-
ported the America Trans-Oceanic fly-
ing boat operations and put into service
a 150 foot steam yacht for transporta-
tion to the island.
View of the "Big Fish" as it would look when you were rowed out to it to make a flight. Being so large the plane was not brought
up to shore and slid up on the ramps as were the smaller Curtiss flying boats. The man seated on the left is the pilot. He is
resting his right elbow on the windshield behind which can be seen the control wheels. In back of his head is one of the
propellers, in its water proof cover.
6 SEPTEMBER 1994
Passenger steamer as seen in a view out the port side window of the rear passenger compartment on a flight from Palm Beach.
AMERICA TRANS-OCEANIC
COMPANY
It has been he ld tha t most of the
commercial flying companies in the
United States date from the spring of
1919. One notable exception was the
America Trans-Oceanic Company,
which was formed in 1916 when Glenn
H. Curtiss and Rodman Wanamaker
resurrected their plans to cross the At-
lantic that had originated in the con-
struction of the flying boat"America. "
Early after solving the problem of
takeoff from water, Glenn Curtiss had
been convinced that the Atlantic
would be crossed by airplane. There
had been discussions of the possibility
with Rodman Wanamaker at the Aero
Club in New York and with Lieutenant
John Towers, Naval aviator number
three.
Wanamaker put up $25,000 for the
construction a flying boat capable of
flying the Atlantic. The aircraft , the
largest flying boat of its day and the
first twin-engined flying boat was
called the " America." An order for
two machines was placed in August
1913. Complet ed in the summer of
1914, the machine was put through its
paces and was in place for an Atlantic
crossing in August 1914 when the start
of the war in Europe put an end to the
project, but not the dream.
Formed in 1916, with the idea of
eventually providing overseas passen-
at Port Washington, Long Island, and
Palm Beach, Florida. During 1916, op-
erations were carried on for pleasure
and sport purposes, but the demand
was not sufficient to warrant expansion
even if the war had not intervened.
Soon after the end of the war, the
company, many of whose flyers had
served in Naval Aviation, took over a
number of Curtiss flying boats and re-
built them into passenger planes. In
the fall of 1919, a war surplus Curtiss
H-16 was shipped from Philadelphia to
West Palm Beach. The aircraft was as-
sembled and converted into a 12 pas-
senger ship. When the conversion was
completed, an unusual decorative
scheme was devised for the craft. It
took the form of a fish with scales and
a large gaping, tooth-filled mouth, and
and was named the "Big Fish. "
The H-16 had a wing span of 95 feet
and a hull length of 43 feet. Power was
supplied by two 12-cylinder Liberty
engines of 350 hp. However, notes in
the album of John Whitney indicated
that new domed type pistons were in-
stalled raising the horsepower to 400.
c-
o
n
~
(5
o
Qi
en
ui
~
E
~
o
(5
.c
0..
i
~ ~
ger service, America Trans-Oceanic
Curtiss flying boat "America," ancestor to the large H-16 " Big Fish," operating from
Company established seaplane stations Lake Keuka, Hammondsport, NY in the summer of 1914.
VINTAGE AIRPLANE 7
Navy Sale of Seaplanes
A large quantity of seaplanes, spare parts and accessories are offered for sale by the NAVY at
fixed prices. This is an unusual opportunity andshouldbe given carefulconsideration by everyone
who is interested in aviation.
PLANES ARE NEW- NEVER HAVE BEEN FLOWN
and most of them are still crated as received from the makers. They have been wel l taken care of and are in
excellent condition. We advise immediate action, as orders will be accepted and filled in the order in which
deposits are received. The following are offered:
HS.2.L TYPE FLYI NG BOATS-pusher
bipwe, one Llberty engine of 300 H.P.,
wtna spre.&d. (upp8l' plane) H ft., toL&l
supporUnC surface 80S sq. tt.. maximum
speed. 85 mUes per hr. Sale price, $6,160.
MODEL 4Q FLYI NG BOAT5-Pusber bl
plane, one Cort1u 100 H.P. engine. w1D&
rpTea.d apprO%. U ft., total area 504. SQ.
ft., 1D&%1mum speed ot 70 mUea per hr.
Sale prJ .., $4,000.
CURTISS GNOME SPEED SCOUTS--eom.
plell with Gnome enetne 1nsta.lled.. NeYer
Hown. Packed. 1.n or1clna1 cues.
Saleprice. $2,000.
H16 TYPE FLYIN G BOATS (Pletured
abon) -tudor biplane. two LibertJ' en-
rtnea of 330 H.P. each, wlDg spread 95 ft.,
total win&' surfa.oe 1,184. SQ.. ft., maxlmum
speed 95 mllea perhr. Sale price, $II,OS3.
AEROMARINE TYPE 39- B SEAPLANE
-tractor bl.j)lane. Curtias 100 HoP. eDline,
wln& spread 41 fL, total are& 4.a4. sq. fl,
ma.x1mum speed 12 mlJes per hr.
Sale prJ.., $3,000
This we consIder our besL bU1. Eodoraed
by NAVY ftJenI I., the eared. and most
eull7 operated. aeaplana. A. m&Dutaeturer
1a m.&rllettnc .. set of wbeela and taU at:1d
"bleb. substituted tor the pontoon, con
verts tbla Into a IIUccesatul land plane.
F5 L TYPE FLYING BOATs-....nUall1
KIlle as H16 (lot 2) 1Jut luller, win,
aprea.d 10' fl., total ana 1.391 aQ.. ft.,
ml..X1mum speed of87 mllea perhr.
Sale price, $12.400.
BOEING SEAPLAN E6-In.etor biplane,
ODe Hall-Scott 100 lLP. englne, win,
spread ft.. tolal wing ..rea 495 sQ. ft..
ma%1.mum speed of 13 miles per hr.
Baleprice. $2,000.
TYPE "R" KITE BALLOONS-Used f or
observation .. n d inatrueUoD purpo...
Towed by veasel!; andalao Down from land.
Bale prJe., $2.500.
Those who follow aerial affairs closely, no doubt noticed a recent newspaper item which told of a record
breaking Hight from i a m ~ Fla., to Bimini, Bahama Islands, by a seaplane, carrying sixteen and baggage. The
plane making this record was a type H-16 flying boat (lot 2) purchased from the NAVY and was originally
designed to carry four persons. The sketch shows how it was converted to carry SIXTEEN PERSONS AND
BAGGAGE at a cost of about $1,000 for the necessary alterations. You can do the same.
5% OF PURCHASE PRICE-BUYS A PLANE
Just .end to the Bureau of Supplies and Aecounts. Navy Department, 5% of the amount of your order, with your order, and the
(Gods an yours, IIlbjeet, of courle, to prior sale. Thi. deposit can be by certified check or mone,. order drawn to the order of the
Pa.ymaster General of the Navy, or the bond of a. surety company acceptable as sureties on Federal Bonda. Tbe baJa.nce shall be paid
within 30 days after acceptance of Jour order.
ENGINES AND SPARE PARTS
ORDER FROM THIS ANNOUNCEMENT AND AVOID DISAPPOINTMENT
UNITED STATES NAVY
BUREAU OF SUPPLlFS AND ACCOUNTS
WASHINGTON, D_ C_
Conversion for passenger use
placedtwoseatsin the bowcompart-
mentand ninein thehullin twosepa-
rateareas. Withafuel capacityof235
gallons,theflying boatcouldoperate
ataspeedof75 mphforabout5-112
hours.Thefirst flight with passengers
toBiminiwasmadeon February24,
1920. Whilethe"BigFish's" flights
between Floridaand thevarious is-
landsoftheBahamaswereessentially
barnstormingventures,theyservedan
historicpurpose,thetri-weeklyflights
betweenMiamiandBimini,pioneered
scheduledoverseasairlinetransporta-
tion from America. Ata rateof$25
eachway, passengerscoulddashover
toBiminiin a littlemorethan halfan
hour. The"BigFish" departedfrom
Miamiat2 p.m. onWednesdays,Fri-
daysandSundays,returningon the
same houronThursdays,Saturdays
and Mondays. Theflyingboatopera-
tion in Floridawasunderthedirection
ofDavidMcCullough,whowasoneof
thepilotsoftheNavy transat lanticfly-
ingboatNC-3.Thecrew
ofthe "BigFish" was
George A. Page and
Randy Baldwin. The
two hadearlierworked
together in the A.S.
Heinrich airplane fac-
tory. Duringthewar,
PagejoinedwithCurtiss
in his booming flying
boatbusinessandBald-
win moved totheNaval
AircraftFactory. Thus
when theywere hired
byMcCullough,Pageas
apilot,andBaldwinasa
mechanic, they were
wellversedin thelore
offlyi ngboats.
TheH-16flying boat
operatedfor twosea-
sonsi n Floridabefore
returningnorth in the
summerof1921 where
itengaged in passenger
work in upper New
Yorkstate.Asa result
ofa hardlandingonthe
Hudson River,thebot-
tom of the hull gave
away.Theaircraftwas
beached and then
stripped. Thiswasthe
end of the America
Trans-Oceanic'sbigfly-
ing boat operations.
They carried on with
smallerplanesfora few
moreyears.
Duringfive yearsof
operationsthecompany
hadcarriedover5,000
passengers approxi-
mately 300,000 miles
without a single acci-
dent harmingpassen-
gers orcrew. Quite a
starttocommercialser-
vicein America.
* * * * *
The photos illustrat-
ing the operations of the
"Big Fish" were taken
from an album of John
Whitney. Whitney was
an employee of Curtiss
who was sent to Palm Beach to help
with flying boat operations. He pro-
vided public relations, advertising and
operational support. The pictures re-
produced were taken during early
1920 and the captions provided came
from information in the album. We
are fortunate that his son, John Whit-
ney of Fort Wayne, IN, was consider-
ate enough to loan the album so that
some of the photos could be repro-
duced for this article and for our
photo archives. ...
8 SEPTEMBER 1994
AircraftAntennas
ForThe Pilot
by Bill Butters, Technical Coordinator
Advanced Aircraft Electronics, Inc.
Most of us spend a lot of time study-
ing, selecting, planning, budgeting for
and finally buying our avionics package.
The extent of our final selection can
range from a handheld transceiver to a
full IFR suite. In all cases, the radios
will require an antenna to transmit and
receive information, In most cases, we
select the antenna much like we'd select
a tire or spark plug - we pick the one
with the best price and quickest deliv-
ery. This discussion is presented to of-
fer the owner/rebuilder insight into the
VHF antenna world and thus help him
to better select the antennas.
Let' s briefly decipher the mysteries
of a radio communication system.
Wave Generation
During transmit, antennas are used
to convert radio frequency e lect rical
current that is developed in the radio
system to electric and magnetic waves
which radiate in the air (remember the
old term "airwaves"?). During receiv-
ing, these electric and magnetic waves
(call them EM [electromagnetic] waves)
are intercepted by the antenna and are
convert ed to RF e lectrical current
which the radio can recognize.
A reasonable analogy is to imagine
that you' re sitting in a small boat on a
quiet pond and have your fishing rod
with a float in the water. Somewhere,
out of sight , a fish splashes and ripples
radiate outwards. Sitting in your boat
you not ice that the float moves up and
down slightly. If the fish is too far away,
the ripples are too small and you never
see any float movement.
Likewise, imagine that you' re in your
airpl ane cruising smoothl y along. Some-
where, someone call s Flightwatch look-
ing for weather information. His EM
waves radiate out in all directions and if
you' re within range, the signal is strong
enough to be picked up and you receive
the transmission. Your antenna and
the float have closely related functions.
Noise
Back at the pond, all is well until
yo u put a n oar in the water or sta rt
your trolling motor. Now you are mak-
ing large ripples of your own. This self
generated interfe rence is many times
stronger than the incoming ripples and
can mask the signal you need to detect
from the fish. Your float (like your an-
tenna) now sees most ly your own rip-
ples (noise). Equate your trolling mo-
tor with ignition noise, strobe noise,
alternator noise, and similar self gener-
ated static.
Polarity
To continue the analogy, let 's de-
scribe polarity.
When the rippl es radiated outwards
from the source, they passed by the
float whi ch responded. We notice that
the up and down ripple action causes
an up and down float action.
What if you used a float that only
could move right/l eft (imagination
stretch is required he re). The rippl e
moves by this new float and it hardly
moves; in fact, it will only move slightly
if the wave is quit e large compared to
the fish rippl e. This response is similar
to the situation found in the VHF com-
munication and VOR navi ga tion sig-
nals and is termed polarization.
In the world of antennas the com-
municat ion antenna is always vertical
a nd so all communication signals are
polarized in the vertical plane. This
means that the ante nna responds best
to RF waves that oscillate in th e
up/down directi on. For VOR naviga-
tion the antennas are hori zontall y po-
larized to match the hori zontal polar-
ization of the signa ls. They mos tl y
respond to RF waves that oscillate in
the direction parall el to the Earth.
Tuning
When the fish splashed and created
ripples , the fl oat responde d to th e
waves passing by. But you a lso real-
ized that while sitting in the boat you
didn't fee l movement. In this case we
know that the boat length compared to
t he hi gh ripple frequency (space be-
tween waves or wavelength is re lated
to the freque ncy) was too large to re-
spond to the rapid interval of the wave
crests.
In another case, if a wake from an-
other boat passes by us (this wave has
much larger dist ances between crests
and thus a low frequency) , our boat re-
sponds with expected up and down
movement.
What 's illustrated here? The princi-
ple tha t to best de tect the incoming
waves, we should have a sensor or an-
tenna that is desi gned to respond to the
frequency of the waves.
In your aircraft your antennas are
sized (electrically tuned) to respond to
certain frequencies. Smaller antennas
are best suit ed for higher frequencies
and as the frequencies become lower,
the corresponding wavelength is longer
and the antennas become longer as
well. At some point, the size of the low
frequency antenna becomes too large
to be practical, so electrical devices are
used to lengt hen the antenna's electri-
cal equi valent size in order to keep its
physical length within reason. Know-
ing thi s, you realize that the transpon-
der antenna (small) cannot be used as a
communication antenna (larger).
Impedance Matching
If you liked the fishing analogy, you' ll
love the next one! Think billiards.
We' ll use thi s ana logy to illustrate
Standing Wave Rat io (SWR). SWR is a
measurement used to describe how ef-
fective the antenna is when converting
incoming RF radiat ion to electric cur-
rent and how well it converts outgoi ng
radio current to RF radiation.
We' re at the billiard table and the 8
ball is analogous to the RF energy we
want to leave the antenna and broad-
cast (travel) out away from us. The cue
ball is like the radio's electrical energy
that is sti ll inside the radio and is to be
transmitted. The cue ball has electrical
energy and contains voice information,
but it isn' t in the proper electrical form
to broadcast. The laws of physics tell
us that maximum e ne rgy transfers
when impedances of two systems are
matched. System one is our radio wit h
electrical currents circulating internally
(radio is the cue ball). System two is
the antenna (the 8 ball) with its ability
to launch or broadcast RF.
VINTAGE AIRPLANE 9
Cue Ball 8 Ball
8 Ball Moving
(Left) A well matched pair of billiard
balls illustrates the concept of proper
impedance in an electrical circuit.
(Below) Using a tennis ball in our bil-
liards analogy shows how a poorly
Radio ~
~
IAntenna I
matched antenna and radio will re-
Signal sult in a poor transfer of energy.
We key the mike and send electrical
current along the 50 ohm coax cable (in
our analogy, the "radio" cue ball rolls to
the " antenna" eight ball and hits it
straight on) . The electrical current
flows in the antenna and the RF radi-
ates out in all directions (in the analogy
the cue ball information hits the 8 ball
antenna and stops dead while the 8 ball
rolls away and drops in to the pocket -
all of the energy from the cue ball is
transferred to the 8 ball). Here we have
maximum transfer of energy, electrical
in the radio, and mechanical in our anal-
ogy, but similar in their action.
Now, set up the same billiard condi-
tion but substitute a tennis ball for the
cue ball. When we transmit the electri-
cal energy the radio energy (tennis ball)
hits the antenna (8 ball) and the tennis
ball bounces back at you while the 8 ball
dribbles forward a small distance. This
is a classic case of impedance mismatch,
with the resultant poor transfer of en-
ergy.
Now look at the third case where the
solid 8 ball is replaced with a second
tennis ball. Now the total radio energy
(tennis ball No.1) can be transferred to
the antenna (second tennis ball No.2)
when the two collide. With the two
identical balls, the match requirement is
satisfied and total energy transfer oc-
curs.
A similar condition is happening in
the radio system when impedances don' t
match well. If the match is poor be-
tween the antenna and the radio system,
the outgoing radio energy is reflected
back into the transmitter. In some cases,
this condition could be damaging or
could cause self-protect circuits to acti-
vate and shut down the radio. The min-
imum consequence is that your trans-
missions are garbled and lack range.
SWR % Reflection
1.1 5
1.3 13
1.5 20
1.9 32
3.0 50
4.4 63
Tennis Ball 8 Ball
8 Ball Moved
~
I
Radio
Antenna
r-v
L...-___....J Coax
Signal
~ ----.
VSWR
SWR (Standing Wave Ratio) is one
specification that tells you how well the
antenna performs. The industry stan-
dard for impedances on our radios is 50
ohms, so the closer we match to this
value, the better the antenna performs.
The connection to the radio is made
with coaxial cable because this style of
cable efficiently supports RF propaga-
tion. We use RG 58 A/U which has an
impedance of 50 ohms and thus pro-
vides a good impedance match when
connected to the radio.
The table on the left gives an indica-
tion of how much power can be reflected
back into the radio when the SWR (im-
pedance match) isn't what it should be.
The antenna can be a design that has
a poor SWR but still is tuned to the de-
sired VHF frequencies. When transmit-
ting, the antenna system is trying to re-
spond to the RF signa ls being
transmitted but because of the poor
SWR, much of the energy is reflected
back into the radio transmitter. A rem-
edy for this condition is to place small
ferrite rings around the coaxial cable
out near the antenna. These rings act as
chokes or electrical barriers which ab-
sorb the unradiated energy and reduce
the amount of RF energy that could be
reflected back into your radio. The re-
sult is that your transmission and recep-
tion is weak, but the quality of the infor-
mation is less garbled.
Your antennas a re reciproca l de-
vices. This means that all of the electri-
cal ter ms that describe it s operating
characteristics are valid for both trans-
mission and reception. So, if you have
an effective antenna for transmission
then it follows that the same antenna
will be effective for reception.
We now know that we must have an
antenna that is designed for the required
frequencies of our radios and that the
lower the SWR value, the better the
performance. We also learned that the
communications antenna should stand
mostly upright and the navigation an-
tenna should be mostly sideways.
But you say, when I practice steep
turns or fly knife edge cross-country I
sti ll receive both communication and
navigation signals . Good point - but
nothing in this discussion of antenna
wizardry is absolut e. Like the ripples
on the water, the waves are there and if
we ' re within range we'll receive them;
sometimes strong, sometimes weak.
In Part II next month, I'll cover a few
antenna types and their installation in
aircraft. ...
Bill Butter's company, Ad-
vanced Aircraft Electronics,
Box 4111, Florissant, MO
63032, 800/758-8632, manufac-
tures and markets a series of
TSO'd dipole antennas.
Because we have seen a num-
ber of their antennas used in
vintage airplanes, where they
can be hidden from view but
still efficiently transmit and
receive, we invited his explana-
tion of antenna theory and
design.
MYSTERYPLANE
by George Hardie
This unique design will cause some wi ll be published in the December 1994 mystery to many readers. Boardman C.
head-scratching among the experts! issue of Vintage Airplane. Deadline for Reed, Somervi ll e, CA had this to say:
The photo was submitted by Robert F. that issue is October 25, 1994. "The June Mystery Plane is the J-5
Pauley, Farmington Hills, MI. Answers The June Mystery Plane was not a powered ' Monocoach ' . The ' Mono-
June' s Mystery Plane, the sole remaining Monocoach as captured on Kodak 616 film in 1970 By Pete Bowers at Vancouver, WA.
Five years later, Pete saw the airplane registered in Canada as CF-AAT.
VINTAGE AIRPLANE 11
coach' was a 1928 designed 4-place ship
built by the Mono Aircraft Co., Moline,
IL far better known for their famous
and popular ' Monocoupe'.
"The Great Depression cut into the
production of the 'Coach' and unfortu-
nately not too many were built. A few
had the 225 hp Wright J-6-7. The proof
that the ship in your picture is powered
by a J -5 - the (once) world famous 220
hp Wright Whirlwind first made popu-
lar by Lindbergh in his ' Spirit of St.
Louis' - the proof is the pair of clearly
seen front-mounted Scintilla mags, a
stand-off recognition feature of all J-5s.
I suspect the NACA cowling was a later
addition. Before the war I flew quite a
few J-5s."
Lennart Johnson, Eldsberga, Sweden
adds this:
" The specimen in the picture, NC
8953, was the third Model 201 built. It
was owned in 1932 by R. A. Purcell ,
1315 S. Union Av., Alliance, Ohio and
in 1936 by W. P. Barnum, Crandal Av.,
Youngstown, Ohio."
Other answers were received from
Jim Barton, Oshkosh, WI; Charley
Hayes, Park Forest, IL; Steven P. McNi-
coli, Depere, WI; Herbert G. deBruyn,
Bellevue, WA; John Beebe, White
Stone, V A; Frank Abar, Livonia, MI;
Lynn Towns, Brooklyn, MI; Doug
Rounds, Zebulon, GA; Wayne Van
Valkenburgh, Jasper, GA; Peter Bow-
ers, Seattle, W A.
More on the Monocoach can be
found in U.S. Civil Aircraft by JosePA
Juptner, Vol. 3, pages 9-11. ...
12 SEPTEMBER
FAIRCHILD24RPROJECT
(Above) At some time in the past, a re-
ally competent metal worker made a
replica exhaust manifold for the Ranger
engine. Roy says the rust is only super-
ficial and should clean up nicely.
(Left) That' s a semi-smiling Roy Trilla on
the right with his hand on the wooden
prop with his uncle on the left. The rea-
son for the smirk is the thought of all the
$$ that will be needed to get the old girl
flyi ng agai n. Note the unusual tread on
the main tires that almost have an " im-
plement" look to them.
A " high tech" engine crane was made to
lift the big Ranger 440 cu. in. engine from
the fuselage. That' s Roy' s uncle on the
" come-along" and Richard Macaferty
guiding the engine from the firewall with
the end of the crankshaft.
by Norm Petersen
Some folks live right! EAA member
Roy Trilla (EAA 422597, A/C 19955) of
Berkeley, CA, bought a Fairchild 24R way
down in Argentina, sight unseen, with the
help of his uncle. The uncle flew the
Fairchild to his farm where it was tied
down outside for most of two years. In
April of 1994, Roy made the long trip to
Azul , Argentina, about 150 miles
south/southwest of Buenos Aires to
arrange for disassembly and crati ng of the
airplane for shipment back to California.
VINTAGE AIRPLANE 13
An investigation revealed the Ranger-
powered Fairchild, which was registered
in Argentina as LV-AFH, has about
1900 hours total time on the airframe and
had last been used to haul parachute
jumpers in the late 1960's. Roy hopes to
restore the airplane to flying condition
and possibly fly it to EAA Oshkosh '95
(his 40th birthday). We wish Roy and his
crew the very best as they restore this
beautiful cabin Fairchi ld to flying condi-
tion. *'
(Left) With a platform to fasten the
engine to, the Ranger is tipped to
the vertical , complete with oil tank
and engine mount, and readied for shipping to the U. S. That ' s Richard
Macaferty smiling at the accomplishment. Note the round oil cooler with its at-
tendant air inlet from the nosecowl and exhaust on the righthand side of the
engine cowling.
Carefully placed on a flatbed truck, the fuselage and engine, complete w ith
cowling, are ready for transport to the seaport in Buenos Aires where the entire
Fairchild was fitted into a 20-foot container for shipment to California. We look
forward to seeing Roy and his "jewel" at Oshkosh!
, .
esurrectl
by H.G. Frautschy
l "y W,ng" ,nd Roy R,dm"" of Min-
nesota have combined talents to put to-
gether one of the prettiest Waco UBF-2' s
seen in recent years. It had been a long
time since NC13027 had seen any use -
since 1946 in fact. But Jerry's desire and
capability to own a rare open cockpit bi-
plane, coupled with the extraordinary tal-
ents of Roy Redman and his crew at Roy's
Aircraft Service in Faribault, MN , re-
sulted in an all out effort to put a real bas-
ketcase back together again.
Finished at the Waco factory in Troy,
OH on June 29, 1932, Waco UBF-2
NC13027 was delivered to Joe Cannon,
Jr. of Charlotte, NC. A few years later, it
wound up in the Midwest, and after the
war, in 1946, a fellow named Archie Towle
had an unfortunate and fatal accident with
this particular F-2 in the Wausau, WI
area. Years later, the Towle family gave
the remains of the airplane to John Hatz
of Gleason, WI. John had intended to
keep the airplane as a project he could
work on after he retired, but as many AIC
members will recall , John lost his li fe in a
truck accident in 1989. Forrest Lovely
and Roy Redman both knew John, and
were aware of the projects and bits and
pieces that John had gathered over the
years, and so when the Hatz family let it
be known they were interested in selling
John's projects, the timing would be right
for another set of circumstances to come
together.
Another friend of Roy's, Gary Under-
land, a well-known restorer and mechanic
for Buzz Kaplan, introduced Jerry to Roy
and Forrest. After some preliminary dis-
cussions, Roy and Jerry put a program to-
gether that allowed Jerry to buy the Waco
project and Roy to restore the airplane.
The project was begun in early 1992, and
there was a lot to be accomplished.
John Hatz had begun the process of re-
pairing the bent fuselage, and that's where
Roy got started. Usi ng factory blueprints,
as he did during the restoration and re-
construction of many of the parts and
pieces needed, Roy built up the fuselage
for th e Waco a nd the n star ted on the
wings. Tom Flock did the work on re-
skinning the ailerons, which were in rough
shape. The Waco UBF-2 was the first air-
plane built by Waco with aluminum
ailerons, and the workmanship by Tom, a
well-known Waco restorer, is exemplary.
The love these Waco aficionados have for
the aircraft is evident in the workmanship
shown in each of the parts they work on.
The wings presented another challenge
to the capable ha nds of Roy Redman.
Armed with a full set of Waco blueprint
copies collected from various other hob-
byists and the Smithsonian Air and Space
VINTAGE AIRPLANE 15
Museum's collection, he dove into the
process of rebuilding a very rough set of
wing panels, most of which were only
good for patterns. The wing center sec-
tion was also rebuilt, along with a pair of
20 gallon fuel tanks. Jerry Brown, yet an-
other well known and talented Waco re-
storer was able to come up with a couple
of neatly machined acrylic fuel gauge
blanks that Roy could use to rebuild the
fuel gauges. Here' s an interesting side-
light to the fuel gauge restoration. For
years I wondered what type of paint had
been used to highlight the fuel gauge
markings that were completely immersed
in gasoline. On the Waco, you can see
the red indicator, made out of cork, is
painted bright red, and on many other
gauges, black markings are made on a soft
aluminum faceplate riveted to a rotating
drum. When I asked Roy what type of
paint he has been using all these years to
color the indicator , he answer seemed
both obvious and surprising all at the
same time - butyrate dope! Plain old
straight-from-the-can butyrate dope,
which, as Roy points out, has been fuel
proof for years and years, with hardly any
deterioration noticed over time. The cork
at the other end of the wire, floating on
the top of the fuel, is coated with plain old
shellac.
The center section also has the densest
wood you can find on the aircraft - the
stiffeners on the bottom of the fuel tank
section are made of oak, and are var-
nished to a high gloss. Also mounted in-
16 SEPTEMBER 1994
conspicuously on the top of the wing cen-
ter section is a GPS antenna, since Jerry
planned on flying the airplane cross-coun-
tryon a regular basis.
The cockpits were another area that al-
lowed Roy to show his restoration
prowess. Sometimes, restoring an air-
plane means knowing when to send some-
thing out to an expert, and Roy certainly
understands that point. The instrumenta-
tion, a full set of period instruments, was
sent out to Philip Kraus Vintage Aero in
Westport, NY one of the foremost author-
ities on antique instrument repair. Roy
points out that it pays to be patient, since
the demand for Phillip's services is great,
and he therefore always has some back-
log. The restoration takes time as well,
with time often needed between steps dur-
ing the rebuilding process. It pays to pre-
plan the instrument panel at the beginning
of the project, rather than waiting until
the end of the airplane's restoration.
The panel itself was constructed using
factory blueprints. As you can see in the
accompanying photos, Waco went to the
trouble of mounting all of the instruments
from the back of the panel , so that none of
the screw heads would be showing, and
Roy followed the factory plans to the let-
ter. A neat panel overlay made out of alu-
minum is also added to the panel, and it is
set into an 6463 extrusion that Roy had to
have specially made per the factory blue-
prints. To get the aluminum extrusion,
Roy had to have a set of dies machined,
and then take to dies to an aluminum
foundry, where an entire production run
of the special shape had to be run. Roy
had to buy the entire run, so if you need a
section of this extrusion, give him a call at
507/334-5756 - he says he would be happy
to sell you what you need, 'cause he has
plenty!
Around each of the instruments is an
aluminum bezel, to professionally finish
off the panel, just as it was done at the fac-
tory in 1932. Black crinkle finish enamel
is used for both the front and aft cockpit
panels. The forward panel has two well
executed glove boxes, complete with orig-
inal style latches. The latches come from
an obvious but often ignored source -
they' re made from cabinet latches.
They' re the type of spring-loaded latch
used on the inside of a double-doored
cabinet, used to hold the one door closed
while the other door is opened with a
knob or handle. With a little modification
to put the correct shape handle on the end
of the latch, they were ready to go, and
look and function just like the original
latch. It turns out that the latch used by
Roy, and supplied to him by a cabinet
maker friend who also does some wood-
working for some of Roy' s restorations,
has been in production since the 1930's,
and may very well be the same basic style
used by Waco during the original produc-
tion of the airplanes.
All of the sheet metal edges on the
glove box doors were finished as per the
original, including the beading of the
perimeter of the doors. Intended to add
some stiffness to the doors and the sheet
metal panels on the exterior of the air-
plane, they also added a touch of class and
gave the panels a finished, professional
look. Waco was world renowned for their
attention to detail and workmanship, and
Roy and his crew have tried to keep that
in mind as they work on all of the planes
they've restored.
There are a couple of interesting points
about the color scheme of the Waco bi-
planes, something that showed how Clay-
ton Bruckner and his craftsman paid at-
tention to each and every aspect of Waco
production. The colors on most factory
finished Wacos had color on the fuselage
only - recall the pictures of Wacos you've
seen over the years. Most had silver wings
and horizontal tail surfaces, with color
confined to the fuselage and vertical fin
and rudder. The effect, as pointed out by
both Roy and Jerry, is to draw the eye of
the beholder to the fuselage. Roy men-
tioned that he was told by one of the "old-
timers" from the Waco factory that " ...
they were emulating the automobile in-
dustry in a lot of ways. They tried to make
these things look like cars. They painted
the fuselage, put the color on the fuselage,
fin and rudder. " The rest of the airplane
was painted black lacquer (struts, landing
gear, etc.) or si lver. They also painted the
screw heads ("You never saw old cars
with shiny screw heads. ").
This particular UBF-2 was delivered
with a black and white scheme. Jerry
thought about that for some time before
he decided he just couldn't put black and
white on his airplane. He want to main-
tain the actual art layout , but it would just
have to be in other colors. He went por-
ing through the color books and decided
on the two-tone blue scheme you see on
these pages.
The engine did not come with the pro-
ject, but one was obtained that is the cor-
rect make and model - a Continental R670
of210 hp. Jack Lanning, of Arlington,
W A and a well-known Travel Air restorer,
did the overhaul, and shipped the engine
to Roy's Aircraft. A needed Hamilton
Standard Ground Adjustable prop was al-
ready on the shelf at Roy's - he had bought
it a number of years before, and loaned it
to Jerry for use on the Waco for the certi-
fication and the airplane's first flights.
Since that time, a Curtiss Reed prop, also
correct for this airplane, has been in-
stalled.
Jerry Wenger's involvement in the
Waco project started much earlier in his
life, it just took a number of years before
the desire could be satisfied. The son of a
successful manufacturer of music room
equipment and interiors, Jerry chose a dif-
ferent path. He learned to fly for free by
standing out in a pea field (or whatever
else needed spraying) with a red flag and
guiding a cropduster making spray passes.
In return, he received flight instruction.
His uncles and grandfather were both pi-
lots, but Jerry' s father, who always wanted
to learn, never got around to getting in the
cockpit as a student, but he did encourage
his son. Jerry headed off to college after
getting his pilots license, but he discov-
ered that engineering academics were not
his strong suit at that point in his life. In a
J-4 Cub he had rebuilt, he headed out to
South Dakota, looking for more work.
After spending time with Dan Wakefield
in North Dakota, flight instructing and
other flying duties, he went to Winter,
South Dakota and sprayed crops with Bob
Wiley. It was the late 1950s and the mili-
tary began to show an interes t in young
men about that time. Fortunately, a young
lady also began to show an even greater
(Above) The forward cockpit for the passengers has a
pair of gloveboxes that are just right for keeping
gloves, maps and your helmet and goggles. They're
also handy for keeping your hands warm, since the
heat from the engine oil keeps the air heated in that
area! An intercom, visible on the lower right, makes
cockpit communication possible.
(Left) The wooden stiffeners for the bottom of the fuel
tank bay in the wing center section, along with the
pair of visual fuel gauges on each of the fuel tanks.
(Opposite page) With a steerable, non-swivel tail-
wheel, the rudder is free to get banged around in the
wind, but Roy built this nifty rudder lock. As you can
see, it straddles the trailing edge of the rudder, and is
attached to the tail brace wires by a couple of lengths
of cord secured with a half hitch or two.
VINTAGE AIRPLANE 17
amount of interest in Jerry, and he wound
up getting married.
Soon , he was blessed with a little
Wenger to support as well , so he took a
job building log cabins up in the northern
tier of states. One cold January morning
in 1960, the man Jerry was working for an-
nounced that he would see Jerry and the
rest of the fellow in the spring - no more
work until April or May. With a wife and
child to support, Jerry gave his dad a call.
His dad gave Jerry a job in his manu-
facturing business. Jerry was pleasantly
surprised to find he enjoyed the business,
and found that he even had a talent for
many of the aspects of inventing and
putting into production the items he and
his dad's company built. He finished a
business degree in college, and later
headed up the product design department
for the company. Inventing was fun, as
was the process of figuring out how to
produce the part. "To this day, I'd rather
design products than play golf!" he re-
cently quipped.
Other businesses grew out of his work
with Wenger Manufacturing, including
running the Owatonna, MN airport , an
outgrowth of the company flight depart-
ment. Other aviation service related busi-
nesses came along and have since been
sold as Jerry consolidates his resources.
During all this time, aviation was never
far from his thoughts. The company flight
department consisted of a series of air-
craft, including a Beech King Air, and
later Jerry bought a Cessna P210 to carry
him to his various business appointments.
For fun and a sense of sport, he now also
flies a Nimbus 3DM motorglider , which
he bases in Colorado. He really enjoys
the gentle sport of soaring, and as time
went on, he also found himself drawn to
the F-2 flown by Woody Woods' son
Chris. He was intrigued by the idea of an
antique open cockpit biplane, so he did
some research and decided that the F-2
was indeed the airplane to own - as far as
he was concerned, it was the pinnacle of
Waco' s open cockpit series of biplanes.
The more people he talked to, the more
he was convinced, and his path eventually
The corrugated ailerons on the UBF-2 wings are beautifully crafted out of aluminum.
The UBF-2 was the first Waco airplane to feature ailerons made completely out of
metal.
18 SEPTEMBER 1994
led him to Gary Underland, who intro-
duced him to Roy and Forrest.
After the ai rplane was finished , Roy
and Jerry flew the airplane on a ferry per-
mit to Arkansas where they did a little
work on it at Jim Younkin's shop, as well
as have the conformity inspection by the
FAA's Little Rock GADO office. Then it
was on to Sun ' n Fun, where it won the
Silver Age (1928-1932) trophy. Roy then
turned over the reins to Jerry, and both
were happy to see that Jerry hadn't lost
any of his touch with a tailwheel-equipped
airplane - " ... it was like magic, the guy
took off, landed it, we went around again,
he landed and I thought ' For God' s sakes,
he doesn't need me!" recalled Roy about
the first time he sat in the front cockpit
with Jerry as pilot-in-command.
It 's now been to Oklahoma for the
NBA fly-in, where it was given the Open
Biplane Grand Champion award, and it
also was flown by Jerry and his wife down
to the National Waco Association's
shindig at Creve Coeur, MO. He's enjoy-
ing the cross-country capability of the
UBF-2, flying at a 1,000 feet agl , enjoying
the view at 100 mph. How much does he
like it?
He's seriously thinking of selling the
. P210 - after all, he says, who needs all
that hassle of IFR time when you can get
where you want to go in the F-2. For
him, the challenge of flying IFR has
since been replaced with the joy of YFR
flight with an antique biplane, going
where he wants to go at a leisurely pace.
He must enjoy it - he figures to have
nearly 100 hours on the plane by the end
of the summer flying season.
"Maybe I should take it down south
and fly it this winter," he mused during
our conversation. That's the spirit,
Jerry! ...
TomMangan's
AeroncaChampion7CCM
N2182E,SIN
It is always nice to have a pretty
Aeronca 7CCM Champ on skis after we
have presented the same airplane on
floats! This photo proves that Tom
Mangan (EAA 297907) of Brewerton,
NY, also flies his Champ in the winter
time. Note the seaplane door in the
raised position. Mounted on Federal
A-1500 skis, the Champ does a fine job
in the cold winter air according to Tom
and the dual exhaust (with heat muffs)
makes for a warm cabin.
DonHedeman's
PietenpolAircamper
This photo of a restored 1932
Pietenpol Aircamper, NI2072, SIN B-
2, was sent in by the original builder
(and veteran pilot), Harold Salut
(EAA 92575, A /C 1772), of Bemidji,
Minnesota. The cute little parasol was
restored by Don Hedeman (EAA
57678, A/C 4585) of Dubuque, Iowa.
The Pietenpol was constructed in 1931-
32 in Fargo, NO, by Harold Salut and
a man named G. Bebeau and was pow-
ered with a Ford Model A engine.
Harold, who admits to 78 years, says
he flipped the airplane on its back on
June 3, 1933, while landing in a bunch
of fresh "cow pies" in a pasture. The
remains were sold for junk, however,
many years later, it was "re-discov-
ered" in 1985. Don reports the Model
A engine runs fine and they hope to try
out the flying characteristics as soon as
they put the original registration num-
ber of N120n on the tail. Present
plans call for the Pietenpol to eventu-
ally be placed in a museum in Fargo,
NO.
JayMartin's Meyers200A
This pretty 1959 Meyers 200A,
N485C, SIN 253, is the pride and joy of
Jay Martin (EAA 357519) of Thousand
Oaks, CA. Jay spotted the Meyers sit-
ting quietly under the wing of a DC-3 at
Van Nuys airport. It was derelict and in
need of a great deal of help! After much
dickering, the Meyers was finally pur-
chased in October of 1988. For the next
two months, all the crew did was take
things apart! The next nine months
were spent buying bearings, skin, wiring
and parts of all kinds including radios,
instruments, etc. Two and a half years
later, the Meyers is starting to look like a
winner and Jay' s mechanic, Larry Clark,
is still improving things, one at a time.
As you will note from the picture, the
Meyers is a very sharp looking airplane
and Jay reports it makes an excellent
cross-country machine.
Sharp-eyed readers (with a tad of
grey hair) may recognize this Meyers
200A as the being the very same air-
plane, N485C, that Peter Gluckmann
(the flying watchmaker) flew 22,800
miles around the world in August and
September of 1959, starting and ending
in San Francisco, CA. Using a "wet"
wing that upped the total fuel to 400 gal-
lons, Peter was able to circumnavigate
the earth in just over 13 days - all under
F AI supervision and sanction. Takeoff
weights were often 5,000 lbs., 2,000 lbs.
over normal gross! The full story was
printed in the February and March, 1960,
issues of AIR FACTS magazine.
VINTAGE AIRPLANE 19
Charles Sylvia's Cessna 1708
The photos of this very nice 1955
Cessna 170B, N3590C, SIN 26634, were
sent in by owner, Charles Sylvia (EAA
446109, A I C 21377), of Middleboro,
MA. Charles and his wife , Connie ,
have been extremely busy upgrading
the four-placer to full IFR certification
since purchasing the 170 in June of
1993. Powered with a Continental 0-
300 engine of 145 hp swinging a Mc-
Cauley polished propeller, the 170 has
had a new paint job on the outside and
a new interior inside. Other amenities
include new engine baffling, Jasco 50
The photo of this 1947 Cessna 140,
N2084V, SIN 14300, with its "Gee
Bee" inspired paint scheme, was sent
in by owner Don Alesi (EAA 371460,
AIC 16315) of Dundee, IL. Don re-
ports the Cessna was restored over a
period of eight months by his wife ,
Maureen, his brother, Bob Alesi and
himself. The 140 was painted with the
Superflite System II from Cooper us-
ing Juneau White and Rasberry Red.
The color scheme was devised to
make the airplane highly visible - and
look fast , while standing still. Fien-
field Aviation of Lake-In-The-Hills
Airport helped with rigging and final
assembly. The first flight was May 10,
1994, and it flew hands off! This air-
plane was " on line" at Spring City
amp alternator, El Reno spin-on oil fil-
ter, new instruments and complete new
wiring harness using circuit breakers
instead of fuses. A Precise Flight
standby vacuum system augments the
venturi system. All avionics were up-
graded to IFR standards and include a
Garmin 95AVD GPS, which Charlie
says is the answer to a navigator ' s
prayers. It uses an outside antenna
which helps with the cabin clutter.
Unique to this 170 is a set of the origi-
nal Goodyear brakes and wheels that
have the Goodyear crosswind landing
gear installed, allowing the airplane to
land in a crab! For new passengers
who have never experienced landing
sideways, it is indeed an elevation of
the pucker factor. Next on Charlie's
want-list are a Vernier mixture con-
trol, heated pitot and a Whelen double
flash beacon on the belly.
Don Alesi's Cessna 140
Flying Service, Waukesha, WI, when
operated by the Crites' Brothers in
1964. (It may be a safe bet that nu-
merous flyers in the Waukesha area
in Wisconsin have N2084V listed in
their logbooks!)
John Sich's 1956 Cessna 172
After flying this very pretty Cessna 356508 , AIC 20541) of Vicksburg,
172 over 1400 hours since acquiring MS, decided it was time to send in the
the machine in 1976, John Sich (EAA enclosed photos of his Contemporary
20 SEPTEMBER 1994
Class jewel, N5634A, SIN 28234.
John installed a deluxe Airtex interior
and added late model wheel pants that
cover Cleveland wheels and chrome
brakes. Tri-Pacer air vents were in-
stalled in the rear windows for im-
proved ventilation. The airframe was
completely stripped with all control
surfaces removed, cleaned and bal-
anced before reinstalling. The 172
was repainted with DuPont Imron us-
ing Cessna White overall with light
blue and dark blue stripes for trim.
The Continental 0-300 engine of 145
hp has very low oil consumption and
provides 117 mph cruise at 81/2 GPH
at 2450 RPM. As John says, the old
straight tail 172 is hard to beat once
you get it into shape. ...
AREYOU
LEGAL?
byBill Claxon
Ale17837
0, 'hould ["y " h yo", ';'pl,",
legal?" As we fly these aircraft , espe-
cially the older antiques and classics,
they seem to accumulate changes and
repairs as well as different appliances
and equipment. But are all of these
truly legal?
Many owners are of the opinion that
if the Authorized Inspector (AI) signs
the log bO'ok certifying an annual in-
spection that all the work done is legal.
Itwould seem that this is how it should
be, but it depends upon how deeply the
AI digs into the airplane and the main-
tenance records. Often, a thorough
search will disclose discrepancies be-
tween what should be and what actually
is. In some cases, you may find that
something has been installed or a repair
made and no entry in the maintenance
records or Form 337 available or filed.
Perhaps an Airworthiness Directive
(AD) not properly complied with or en-
tered. As the airplanes get older they
are more apt to have more of these dis-
crepancies. I know of aircraft that have
entries in the maintenance records stat-
ing "See ACA 337 dated this day" con-
cerning major repairs or alterations but
the 337s are not with the records and
they are not on file with the FAA. Itis
evident that all 337s do not get filed as
required by the regulations.
Why do these discrepancies exist?
There may be several reasons. Records
can be lost or destroyed, or oversights
by the mechanic or AI during the repair
or inspection can occur, although fortu-
nately that is a rare occurrence.
Records are sometimes " lost" to loose
time or a major repair on an airplane.
Anyone doing so is looking at the po-
tential for a hefty fine and/or certificate
action by the FAA, but it has happened.
Sometimes, the maintenance records
are honestly lost or misplaced. How-
ever, a trace of the 337s and repair sta-
tion maintenance releases may reveal
authorizations for some of the past re-
pairs or alterations not shown in the
current maintenance records.
Tracing all repairs, alterations, instal-
lations and appliances can be a long and
expensive task if done by a maintenance
facility . The paper trail on some of
these older airplanes has become quite
long. You, as the owner/operator, can
do a lot of the paper trace prior to the
annual and save yourself much of the
You, as theowner/operator,candoa lotof the
papertrace, savingyourselfmuchof theexpenseinvolved
inhavingthistediousjobdonebyyourAI
duringyourannualinspection.
expense and labor costs of this tedious
job. This is especially true if you have a
good rapport with the inspecting agency
and are doing an owner assisted annual.
Why does this need to be done? The
airplane is flying well as it is! Perhaps
only to be legal. I have talked with sev-
e ral insurance underwrit e rs and the
general consensus is that if the discrep-
ancy does not enter into the cause of the
accident, there is no problem. If the dis-
crepancy is the cause or partial cause of
an accident, then it may be used to deny
full or partial payment of the claim.
One well known underwriter said that if
the discrepancy was in existence at the
time of the last annual and the annual
was signed off as airworthy, it would
pay the claim. If the discrepancy came
into existence subsequent to the last an-
nual, they would not pay the claim.
Some companies will not pay the claim
if any discrepancy exists. However, if
the airplane is not legal, if could lead to
litigation that could cost you time and
money. And that is not taking into con-
sideration the views of the FAA and
their stand on such matters.
So where do we start? First, obtain a
copy of the Type Certificate Data Sheet
and Specifications for your particular
airplane. Any IA has these available
and may let you copy the pages. Often
they are available from the manufac-
turer or current holder of the type cer-
tificate. The specifications will give you
a listing of the required and optional
equipment , engines, propellers, and
other appliances as approved under the
type certificate. It also has data for the
aircraft such as datum, gross weight,
center of gravity and loading limits, air
speed limits, engine operating limits,
placards required, and other data.
Microfiche copies of your airplane's
records are available from the DOT.
They are identified by your registration
number, so if you changed the number,
you need to advise them of that fact
while making your request. The records
may be obtained by writing the
DOT/FAA Aircraft Reg. Branch, P.O.
Box 25504, Oklahoma City, OK 73125.
For faster service, you can order by
phone: 405/954-3116. The cost is $2.00
for the search and fifteen cents for each
microfiche. This will give you a com-
337s filed with the FAA and other main-
tenance data right on up to the latest
owner, liens , etc. If your airplane is
older than about 1956, additional infor-
mation is available. Until about that
time each aircraft required an applica-
tion for a new airworthiness certificate
each year.
This required two forms: ACA 305,
Application for Airworthiness Certifi-
cate and/or Annual Inspection of an
Aircraft and ACA 305A, Aircraft In-
spection Report. Among other things,
these reports give the total time as of
that date, AD compliance, engine in-
stallation and time, as well as other in-
formation. It is well worth the cost of
about $2.50 per airplane. This could be
invaluable information if you are con-
templating the purchase of an older air-
plane, especially if some of the data pre-
sented is lacking or suspect. A copy of
all the service bulletins and letters of the
aircraft and engine could be very help-
ful.
If an item is not listed in the specifi-
cations, there needs to be other ap-
proval data for the particular equip-
ment. This may be in the form of a
Form ACA 337, a supplemental type
certificate, a release from a repair sta-
tion or other agency.
The original equipment listing for the
airplane as it came from the factory is a
good starting place to determine if all
items installed are approved. This will
give a listing, by number corresponding
to a number for each item listed in the
type certificate, of items installed at the
time the airplane left the factory along
with the original weight and balance
sheet. From there on all items added or
removed should be shown in the appro-
priate maintenance records and on a
Form 337 or maintenance release. Also,
you must have a current weight and bal-
ance sheet.
Armed with this data, you are ready
to start the actual inspection of the air-
plane. You can remove all the inspec-
tion plates and cowlings so long as you
do not have to disconnect controls or re-
move the prop as detailed in Part 43 of
the regulations, unless you are working
under the supervision of a licensed me-
chanic. Start at one end of the airplane
and look at each item and repair. See if
Then see if it has been properly list ed
and approved. For instance, look at the
propeller make and model to determine
if it is an approved prop for your model
airplane. Then look at the specifica-
tions to determine if it is within the
length specifications. Measure the prop
from tip to tip to see if it does, in fact,
meet the minimum length requirement ,
as props are sometimes shortened dur-
ing repairs. On run-up see if it meets
static RPM specifications.
Any items not shown should be in-
spected to determine that it is an ap-
proved part. Approval data may be in
the specs, STC number, TSO number,
locally approved, or other data. Check
the item for airworthiness and for
proper installation. It may then be re-
leased on a properly executed Form
ACA 337 by stating that the item was
found previously installed and is in air-
worthy condition. Major repairs or al-
terations may be released in the same
manner if they are not shown in the
maintenance records and the 337 has
not been filed.
Also look at the engine and acces-
sories to see if the proper model, correct
mags, carb, starter, etc. as those listed in
the engine specifications. Another item
that needs to be reviewed is the Airwor-
thiness Directives and service bulletins.
We will go through these at a later date.
While you do this inspection it is a
good time to completely clean the air-
plane and do some of the routine main-
tenance as approved by Part 43 of the
regulations. Also, take a good look at
anything that may need attention, such
as the start of corrosion, rust, wear or
anything else before it becomes a costly
problem. Remember, if you do not hold
a mechanic's certificate, you cannot do
any maintenance that is not included in
part 43 - only your mechanic is autho-
rized to do that work.
This will help you get a quick, eco-
nomical annual inspection. It will also
enhance the value of your airplane, give
you better insight into its operation, and
perhaps save you some problems later
on. Happy flying!
Next month, Bill Claxon will cover the
pete history of your airplane starting the item or appliance is an approved
world of Airworthi ness Di rectives in
with the test flight and the first owner, unit by model number or other data.
"AD Notes and You". '*
22 SEPTEMBER 1994
Ale
TidbiTs
by H.G. Frautschy
A few of you have responded to my re-
quest to send little tidbits of technical in-
formation that could be of use to many
others. Among th e first was Chuck
Burtch, EAA 56205, an EAA designee
and all around good guy, as he also helps
out the EAA Aviation Foundation as an
instructor each summer during the EAA
Air Academy prior to the EAA Conven-
tion.
For those of us in the upper half of the
northern hemisphere, the cold weather is
but a few short weeks away. Chuck found
that while flying in the winter, it was tough
to get the oil temperature up to an accept-
able level. He knew that blocking some of
the airflow over the engi ne would help
boost the temperatures back up to accept-
able levels, but he was leery of overheat-
ing the cylinder heads (these covers only
block air over the lower section of the
cylinders) . With them, he was able to get
oil temps back up to around 180F. Here's
a few sketches of his inlet covers - with a
bit of ingenuity, I'm sure you can come up
with something that can cover your needs.
Remember, keep that cooling air flowing
over those aluminum cylinder heads!
.E
"0
C
Q)
al
+
TOP
Trimtofit--..)(
Nose Bowl
Flange
Attachwith
(4)4x 1/4"
Screws
RightSide )(
Aeronca7AC
A.65
A seemingly endless source of sub-
jects for mechanical repairs is the land-
ing gear of our airplanes. In the accom-
panying photo, you can see the results
of too much taxiing on struts that had
little or no oil left in them - a broken
coil spring. This particular landing gear,
on my llCC Super Chief, was suspect
when I bought the airplane. When you
looked at the airplane from the front, it
had a definite lean to one side, and
more strut was exposed on the opposite
side. When the drain plug was removed
from the bottom of the strut , a small
amount of gunky, thick red hydraulic
fluid oozed out. Since this type of gear
relies on the hydraulic fluid to dampen
the shock of landings, lessening the
hammering effect on the spring, I im-
mediately suspected that the spring was
broken, and after removing the gear
and pulling the strut out of the housing,
I was greeted with the sight you see
here - a fractured spring. Suspecting
the other side was probably serviced the
same way, I ordered two springs and
took a good look at the rest of the strut.
On the top of the cylinder is a graphite
impregnated rope packing, similar to
the packing used in automotive applica-
tions for a rear crankshaft seal. It keeps
the fluid in the strut during the up and
down action of shock absorbing, but if it
becomes worn, fluid is pumped out of
the strut and the spring no longer has
anything to help cushion landing loads.
If you have a similar type of non-pres-
surized strut be sure to inspect and ser-
vice the strut on a regular basis. I know
it 's a bit of a pain to do - you have to
put the airplane on some sort of jack
and raise the gear to the point the drain
hole is higher than the other end.
I've found that a 1 pint polyethylene
bottle with a sealed (non-vented) top
and a supply tube extending all the way
to the bottom works best to fill the strut.
The one I use was bought at a surplus
science supply house, and was intended
to hold alcohol for cleaning or irrigating
purposes. When you squeeze the bot-
tle, fluid is pushed up the supply tube
and out the nozzle. It looks something
like this:
It 's very handy and less messy than a
bottle and a funnel. Try Edmund Scien-
tific or similar outfits for a similar bot-
tle. Medical supply houses probably
also would carry something similar.
VINTAGE AIRPLANE 23
Engine mounts also suffer from ne-
glect, and if you happen to have a spinner
that tracks near your cowl, you can hear
some expensive rubbing noises if the rub-
ber mount deforms too much. Manya
Chief nose bowl has been damaged by the
spinner rubbing against the cowl. Believe
it or not, the mount you see in this shot
was only 2 years old when it was replaced.
The small necked-down area has been ex-
truded out through the front of the engine
mount, and you can also see that it has de-
formed so that the engine droops down-
ward at rest. The quality of the rubber for
these mounts (this one happens to be from
a Continental, but the source of the
mounts is unknown) seems to vary widely.
Some have been rather hard, while others
seemed to be a bit on the soft side. I' d
recommend having a spare set or two on
hand at all times and removing and in-
specting them each annual. Besides ,
they' re cheap as well - a full set of eight
can be had for less than $15.00. Ifyou no-
tice that your spinner or prop hub just
doesn't seem to line up the way they used
to, it may not be the cowl that's misaligned
- it could be the engine mounts. Check it
out!
Our Associate Editor here at VIN-
TAGE AIRPLANE, Norm Petersen has
also had an interesting experience with
his airplane. Here' s his explanation:
Carburetor
Fuel HoseReplacement
Certain "glitches" can be very difficult
to run down. My J-3 Cub with a Conti-
nental C90-8 engine developed a frustrat-
ing habit of "sagging off" about 150/200
rpm while in cruise. The slowdown was
accompanied by a notable engine rough-
ness, as if one cylinder was not doing its
job. Checking both mags during the "sag
off" revealed nothing. Response to ap-
plying carb heat was also normal. Hmm.
Perhaps a valve was hanging up in one of
the cylinders. Copious additions of Mar-
vel Mystery Oil changed nothing. Even
" Surefoam" was tried in an effort to
loosen up the valves. No help. Maybe
our problem was related to the fuel sys-
tem.
A different carburetor from another
C-90 was tried - in addition to the normal
sag off, the carb leaked and eventually,
the float sunk! The original carb, along
A few months ago in Andrew King's article on cable splicing we mentioned that
you would most likely have to find an old splicing clamp or make you own. Soon af-
terward, we received an example of a cable clamp made by the nice folks at Wanco
Tool Company, 9840 Kings Ridge Rd., Colorado Springs, CO 80926-9639. Their
Fax number is 719/540-9180. It's a spring loaded tool neatly constructed out of De1-
rin plastic and stainless steel. The knurled handles allow you to hold the tool in
your hand while working on your cable splice, or you can secure it in a vice. A lever
lock secures the plunger so your thimble and cable can be held in place.
with a new $118 Delrin needle valve and
a new " used" float , was installed and the
"sag off" diminished in regularity, how-
ever it still persisted. A close inspection
of the fuel system revealed a collection of
cottonwood seeds (the fuzzy kind you see
floating lazily in the early summer skies)
had formed a "mat" of fuzz about 1116
inch thick on top of the brass fuel strainer
in the sediment bowl! Eureka! This
must surely be the heart of the problem!
However , removal of the fuzzy mat
and reassembly was followed by the usual
"sag off" of the engine, although not
quite as frequent. Various "experts" vol-
unteered numerous suggestions, such as,
leaky intake manifold (we replaced all
four intake gaskets at the cylinder head),
and possible flopping baffle in the muf-
fler (a close check revealed nothing
loose).
Stan Gomoll asked about the fuel hose
to the carburetor. It had not been
changed in the nine years I have owned
the Cub. We carefully assembled a new
hose with new end fittings and installed it
between the sediment bowl and the car-
buretor. (Apparently the old hoses begin
to separate between the plies and shrink
internally. We cut the old hose apart and
the hole in the hose was not round - it
was now a very odd shape - somewhere
between square and "lumpy". See the
photo.)
In the last 14 hours of flight , the en-
gine has only "sagged off" a couple of
times. We have not totally cured the
problem, but we are getting closer to a
solution!
Like I said in the beginning, some of
these "glitches" can be a real bearcat to
run down . Anybody else have any
ideas?
That' s this month' s installment. What
do you have to add to our growing list of
useful tidbits? Remember, we' re adding
new folks to our ranks every day, and to
help them along as they become more
familiar with their airplanes, we can all
do our part and teach them what we al-
ready know. Let ' s pass it along! Send
you A/ C Tidbits to H.G. Frautschy,
EAA Aviation Center, P.O. Box 3086,
Oshkosh, WI 54903-3086. ...
24SEPTEMBER 1994
PASS IT TO
~ ~ l u c k
Aninformationexchangecolumnwithinputfromourreaders.
Oil , changes, and why. In a follow-up tn
the articl e in last month's Vintage Air-
plane, I had intended to write about how to
go about doing an oil change. The more I
thought about it , the more I felt maybe I'd
better talk about what the oil actuall y does
for your engine.
Aircraft e ngine oil does a numbe r of
things besides leak and make your engine
compartment dirty. Itserves a number of
purposes, and if you ' ll bear with me for a
bit , I' ll refr es h your me mory and ma ybe
give you some reason to change it once in a
while.
Basicall y, oil serves you and your e n-
gine in several functi ons: it lubes, it cleans,
it helps cool the engine. It acts as a buffe r
or cushions the shocks of operati on; it seals
the rings and valve guides to enhance com-
pression, and it prot ects the machine sur-
faces even when the engine isn' t running.
The oil has to do all these things consis-
tentl y, or wear and eve ntual des tructi on
will result. What say we review how the oil
does all these things.
Lubrication, fricti on reduction. Try to
visuali ze jilli ons of mi cro- mini littl e ball
bearings everywhere in your engine. That
is what oil is. Higher viscosity, bigger little
balls; simple, eh?
Cleaning. The ash di spersant additi ves
in today's modern oil s hold the contami -
nants and dirt that used to become sludge
in suspension. The stuff rides around and
doesn' t stick and hide in the corners 'cause
it can't. The additives are doing the job the
manufacture r made the m fo r. Look how
quick t he oil gets dirty. When you change
oil at the manufact urer's recommended in-
terval, you' re getting rid of all these poten-
ti al acid etchers and combustion associated
dirt.
Cooli ng takes pl ace because the oil cir-
cul ates. The const ant fl ow of oil is much
greater than the engine actuall y just needs
for lubri cati on. Itcircul ates and reaches
pl aces where you couldn 't possibl y direct
ai r or wa te r , a nd as it mixes with the in -
coming cooler oil , the temperature is steady
and constant. Even ifyou don't have an oil
routed through the crankcase - that assists
with cooling the oil. An external oil t ank
a nd the associated lines also di sperse the
heat. But wait a minut e ! Don ' t ass ume
that COLD oil is better. All these littl e oil
balls work best at the normal oil operating
t e mperature. Those t e mpe ratures also
help to vapori ze accumulated moisture and
fu el seepage past the rings due t o ove r-
priming.
The cushion effect is best visuali zed by
imagining how th e connecting rod goes
ba nging up and down a t 2300 rpm. It ' s
moving in two directions - both linear and
circular, and all kinds of forces are pl aced
on the jo urnal s, pi ston pin, ring grooves
and other moving parts as well. A prope r
weight oil is also hanging on like crazy and
effective ly sealing because it is so t e na-
cious. Those littl e balls take quite a beat-
ing. Small wonder they wear out , get dirty
and need changing.
The protection we get for our machined
parts, cylinder wall s, valve trains and the
like comes fr om the film that clings to all
these surfaces long after shutdown. These
new formul ated multi grade oil s are great !
Cauti on word here. Don' t let that e ngine
set fo r weeks and the n go o ut th e re a nd
byBuckHilbert
(EAA21,Ale5)
P.O.Box424
Union,IL60180
prime the dickens out of it and start it with-
out some pre-oiling. Even the big boys like
th e T -28s a nd th e B-1 7 run t he st a rt e r
through at least two compl ete revoluti ons
before they start. This assures the oil has a
chance to wet things up. I personally like
to pull the prop through on the first pre-
fli ght of the day. I do it on the Champ and
the Sedan, and any other engine I preflight.
I get to feel the compression, some times
referred to as the " poor boy's compression
check," and I can listen to the magneto im-
pulse snap and for any unusual noises that I
can' t hear if the engine is running.
So fo lks, cha nge tha t o il r egul a rl y.
Don' t assume that since the engine has not
been used for a couple months and the oil
looks clean, that it is. Long peri ods of sit-
ting will all ow the cont amina nt s and the
sludge to settle to the bottom of the case.
The first run aft er a long layoff will result
in these cont amina nts mixing it up again
and mi ght eve n damage the e ngine if it
isn' t changed as soon as it's noti ced.
Enough for now, it 's over to you.
cooler, the blast of air past the case and the
Alltheconveniencesofhome! SandyandPhil McKenzieofChapter797 in LiveOak,
exposed parts carry off the excess heat. In Floridaputtogetherthislittledisplay atEAASun ' n Fun' 94. Makesyouwonderhow
some of the engines the int a ke tubes a re manyoftheirfellowcampersaskedtousethe"facilities. "
VINTAGEAIRPLANE25
The following list of coming events is furnished to our
readers as a matter of information only and does not con-
stitute approval, sponsorship, involvement, control or
direction of any event (fly-in, seminars, fly market, etc.)
listed. Please send the information to EAA, All: Golda
Cox, P. O. Box 3086, Oshkosh, WI 54903-3086.
Information should be received four months prior to the
SEPTEMBER 8-11 - PAGOSA
SPRINGS, CO - Bellanca-Champion
Club International Convention.
414/783-6559.
SEPTEMBER 10-11- HICKORY,
NC - EAA Chapter 731 9th Annual Fly-
In. 704/328-5807 or 704/396-7032.
SEPTEMBER 10-11- HOBBS, NM
- CAF New Mexico Wing Fly-In and
Open House. Breakfast and lunch Sat-
urday. For accomodations and ground
transportation info, contact Brad
Woody, 505/392-6660, or write P.O. Box
1260, Hobbs, NM 88240.
SEPTEMBER 10-11- SCHENEC-
TADY, NY - Northeast Flight ' 94 Air-
show. Call the Empire State Aero-
sciences Museum for more information,
518/399-5217.
SEPTEMBER 10-11- MARION,
OH 29TH MERFI - EAA Regional
Fly-In. Call 513/849-9455.
SEPTEMBER 10-11- BAYPORT,
NY - Brookhaven-Calabro Airport.
31st annual fly-in hosted by the Antique
Airplane Club of New York. Rain date:
Sept. 17-18.
SEPTEMBER 7-11 - GALES-
BURG, IL - Galesburg Municipal air-
port. 23rd National Stearman Fly-In.
Contact: Tom Lowe, 823 Kingston Lane,
Crystal Lake, IL 60014. Phone 815/459-
6873.
SEPTEMBER 16-18 - ARAPA-
HOE, NE - Antique Airplane Fly-In.
Call 308/962-5240 for more info.
SEPTEMBER 16-18 - FORT
WORTH, TX - Alliance Airport. The
All American Sport Aviation Fly-In ,
sponsored by EAA Chapter 34. A wide
variety of aviation activities are planned.
Call 817/572-1205 for more information.
SEPTEMBER 17-18 - ROCK
FALLS, IL - 8th Annual North Central
EAA "Old Fashioned" Fly-In. Pancake
breakfast on Sunday. Call 708/513-
064l.
SEPTEMBER 18 - TUNKHAN-
NOCK, PA - Skyhaven Airport (76N) .
Annual Fly-In Breakfast sponsored by
Shkyhaven Pilot ' s Assoc.. Camping
with modern facilities , come Friday or
Saturday and beat the traffic and fog!
For more info, call Steve Gay at
717/836-4800.
SEPTEMBER 22-24 - EXETER,
CA - 12th Annual West Coast Travel
Air Fly-In. Largest annual gathering of
26 SEPTEMBER 1994
event date.
vintage Travel Airs on the west coast.
Good food, flying events, world famous
auction and more . For info call
evenings: Jerry Impellezzeri , 408/356-
3407.
SEPTEMBER 23-24 - MOCKS-
VILLE, NC - TARA FIELD - 9th An-
nual Anything That Flies Fly-In. Early
arrival party and fun flying 23rd. 24th
Big Day. Events, awards, USO style Big
Band party Saturday night. Prize for
best 1940's war years costume. CLT sec-
tional , 2100 x 80, apt info 122.9, auto
fuel , land north, if possible. Private fly-
in operation and attendance is at your
own risk. Info 704/284-2161 or 704/284-
2107.
SEPTEMBER 23-24 - BARTLES-
VILLE, OK - Frank Phillips Field. 37th
Annual Tulsa Regional Fly-in. For info
call Charlie Harris, 918-622-8400.
SEPTEMBER 23-24 - NORTH LAS
VEGAS, NV - Sixth Annual western
Waco Assoc. Reunion. Largest Waco
gathering in the western U.S. Contact
Jon Aldrich , 209/962-6121 for more
info.
SEPTEMBER 24 - RANGER, TX -
EAA Chapter 956 3rd Annual Classic
Antique Fly-InlLunch. 817/647-5308
SEPTEMBER 24-25 - ZANES-
VILLE, OH - John' s Landing Airfield.
3rd Annual Fall Fly-In. Sponsored by
EAA Antique/Classic Chapter 22 of
Ohio. Antique/classics welcomed. Food
- Friends - Fun. For information call
Virginia at 614/453-6889.
SEPTEMBER 24-25 - BINGHAM,
ME - 25th Annual Gadabout Gaddis air-
show and fly-in. Pilot contests, Booths,
Displays, Demonstrations and lots of
food. Contact Maine White Water at
207/672-4814 for more information.
SEPTEMBER 29 - OCTOBER 1-
CAMDEN, SC - AnnuaJ Fall Fly-In for
Antique and Classic Aeroplanes spon-
sored by EAA A/C Chapter 3. Awards,
vintage films, speaker. Good EAA fel-
lowship. For info contact Ray Bottom,
Jr. , 103 Powhatan Pkwy, Hampton, VA
23661 or Fax at 804/873-3059.
SEPTEMBER 29-0CTOBER 2-
CHURCHVILLE, MD - Harford
County Airport (OW3). 19th Annual
Convention Fly-In of the International
Cessna 120/140 Association. Contact:
Howdy McCann, Jr., 2432 Plesantville
Road, Fallston, MD 21047. 410/877-
7774. Lodging, Sheraton Inn Aberdeen
1/800/346-3612.
OCTOBER 1-2 - POTISVILLE, PA
- Schuylkill County airport. Sixth an-
nual Eastcoast Bellanca/Champion so-
cial/education and service clinic. Call
Tom Witmer , 717/544-9311 or Elli e
Thoens at 908/542-5599 for more infor-
mation.
OCTOBER 1-2 - SUSSEX, NJ - Sus-
sex Airport. Quad chapter Fly-In, Flea
Market sponsored by EAA A/C Chap-
ter 7, EAA Chapters 238, 73 and 891.
Forums on welding, mag timing, Pieten-
pol and Heath construction. For info
call Herb Daniel 2011875-7983 or Paul
Styger at Sussex airport , 201/702-9719.
OCTOBER 9 - TOMAH, WI -
Bloyer Field. EAA Chapter 935 5th an-
nual Fly-In breakfast. Call John Brady
at 608/372-3125.
OCTOBER 12-17 - TULLAHOMA,
TN - 1994 Staggerwing - Travel Air-
Twin Beech Convention, sponsored by
the Staggerwing Museum Foundation.
Howard, Spartans and Twin Bonanzas
are also welcome. Membership in the
Staggerwing Museum required - for
more information, call 615/455-1974.
Pre-registration by Oct. 1 is also re-
quired.
OCTOBER 14 -16 - KERRVILLE,
TX - Kerrville Municipal Airport. EAA
Regional Fly-In. Camping, Forums, and
awards banquet Saturday night. For
more information, call the Kerrville
Chamber of Commerce at 800/221-7958.
OCTOBER 21-23 - AUGUSTA, GA
DANIEL FIELD - Boshears Memori al
Fly-In. Phone 7061736-9512
NOVEMBER 10-13 - MESA, AZ -
1994 Copperstate Regional EAA Fly-
In. Williams Gateway Airport. 1-
800/283-6372, Fax 602/827-0727. NOTE:
NEW DATE AND LOCATION!
DECEMBER 3 - 4 - LAKELAND,
FL - Lakeland-Linder Municipal Air-
port. A gala fly-in Christmas party,
hosted jointly by Florida Sport Aviation
Antique And Classic Assoc. (FAACA),
Florida Ercoupe Club, Short Wing Piper
Club, Cessna 170 Club, J-3 Club Florida
Aero Club, et al. The party will be held
on the Sun 'n Fun grounds, with the
party and dinner in the FAA building,
and fly-in HQ at the AlC building. Con-
tact Don Russell at 813/676-0659 for
more information. ..
WELCOME NEWMEMBERS
On this page you'll see the latest additions to the ranks of the EAA Antique/Classic Division. Whether you're joining for the
first time, or are coming back, we welcome you, and we'd especially like to welcome those of you who are joining us with
your interest in Contemporary class aircraft. Welcome one and all!
Jon Abts Washington, VT
Steve Adams El Cajon, CA
Troy N. Alford Mc Comb, MS
Tom Amberson Chicago, IL
Anthony C. Ambrose Mentor,OH
Todd K. Andersen Minneapolis, MN
Edward L. P. Aniskewicz
Milwaukee, WI
Eugene E. Anklam Catoosa, OK
Robert James Armstrong
Belgrave, Ontario, Canada
Robert W. Bailey East Moline, IL
Robert V. Bashforth
Camano Island, W A
Leon Basler Sky Ranch, SD
Yves Belanger
Mont-Joli, Quebec, Canada
Robert Bell Alexandria, V A
Frederick W. Beseler La Crosse, WI
John C. Blackwell Mosinee, WI
Michael G. Bockelman
Lees Summit, MO
W. G. Boeck Camarillo, CA
Judd Boies Wilton, CA
Jon W. Bowden Daytona Beach, FL
Bernard P. Bower Jersey Shore, PA
Daniel M. Breon Lousiville, TN
Bob Briscoe Ozark, AL
Sam P. Broady Tampa, FL
Neil D. Brundidge Snata Ynez, CA
Curtis Burns Bryan, TX
Sean S. Campbell
Corona Del Mar, CA
Robert F. Carey Pompano Beach, FL
Enid Carlson
Red Lake, Ontario, Canada
Lloyd D. Carr Boulder, CO
Richard Carscallen
Manhattan Beach, CA
Sam E. Cochran Swanton, OH
Jon Cockes Citra, FL
Thomas F. Constantino
Satellite Beach, FL
Alan A. Copse
Oakham, Rutland, England
Claude C. Crawford Annapolis, MD
Bill E. Crummy Topeka, KS
Edward J. Cryer Downers Grove, IL
J ames Darrah Round Rock, TX
Michael L. Delmonico Norwich, NY
Tommy Diossy Palatine, IL
Roger L. Doherty Stuart, FL
Jeannie Heckendorf Dunlap
Vacaville, CA
Charles Dysart Deer Park, W A
C. R. England Dallas, TX
Marty Ann Falin Avon Park, FL
John L. Flick Cerritos, CA
Beat Galliker
Emmenbruecke, Switzerland
Terence G. Gandy Wichita, KS
David W. Garber Waynesbaro, VA
G.H. Garrett Grand Junction, CO
Kl ein S. Gilhousen Bozeman, MT
Kenneth C. Gooch
Klamath Falls, OR
Danny Grayless Orfordville, WI
Ron L. Greenough
Surry, British Columbia, Canada
Frank Gropler
Bainsville, Ontario, Canada
Loren E. Hansen Des Moines, W A
Paul Havill
Tawa, Wellington, New Zealand
Michael Hazlewood Cordova, TN
Douglas Hilgendorf Welcome, MN
Merton E. Hill Naples, FL
John P. Hines Bowling Green, KY
Claude C. Horton Spartanburg, SC
Robert Hufford Cynthiana, KY
Edward Jamison Mt Carmel, IL
H. Jack Jella Salinas, CA
Russell D. Johnson Lakewood, CA
Donald Kilpatrick Markyate, England
Anthony King Vancouver, W A
Jerry N. Kirby Westmoreland, TN
J. Scott Kleppe Wheeler, IN
John R. Kleppe Wheeler, IN
Larry R. Kolar Barstow, CA
Thomas J. Krueger Salem, OR
Paul J. Kubik Lapeer, MI
Frank W. Langrell Wilm, DE
Philippe Lewis
Aylmer, Quebec, Canada
Eugene M. Litz Eldersburg, MD
Gerald W. Looney Brentwood, TN
Rosellen Loye Auburn Hills, MI
Eric G. Malzer Irving, TX
Patrick B. Manning Watertown, cr
Jon D. McCoy Austin, TX
Bradley J. Mears Dallas, TX
Jerry Allan Miel Tucson, AZ
William B. Miles Barrington, IL
Mickey Mishne Medina, OH
Richard W. Moreus
Sunfish Lake, MN
Butch Morris Chandler, AZ
Jeffrey L. Morris
Rathnew, County Wick low, S. Ireland
Phyllis A. Natanek Bartlett, IL
Todd Owens Eden Prairie, MN
Kenneth J. Parkes Middleburg, NY
Jeffrey E. Paulson Portland, OR
Luther W. Poynter Mountain, AR
Mike Pristash Mentor, OH
Kenneth P. Radabaugh
Snellville, GA
Richard C. Rank Excelsior, MN
Tom W. Raphael Burbank, CA
Peter Rasmussen Columbus,OH
Scott M. Reetz Clintonville, WI
Mary A. Roser Poplar Grove, IL
Robert T. Rudd Argyle, WI
Jack W. Ryan
Saskatoon, Sask, Canada
Richard L. Sacco Medford, MA
Jim Sacks St Louis, MO
Ed Schrufer Redwood City, CA
Eric J. Secrist Sonoma, CA
Gary Sigvaldsen Cary, NC
R. L. Slaughter Vidor, TX
Steve Sloan Colliervi lle, TN
Robert M. Smith, Jr. Wichita, KS
J. Lawrence Smith Greenville, SC
Kenneth W. Smith Great Mills, MD
Robert L. Solosky Geneva, IL
Carl J. Squires
Waterloo, Ontario, Canada
James R. St. Julien Stockbridge, GA
John Stedman Granada Hills, CA
Ronald Strac Tabernacle, NJ
Keith M. Strong Northport, MI
Daniel J. Sullivan West Jordan, UT
Thayer Syme New York, NY
Takasi Tajiri
Kikuyo, Machi , Kikuchi Gun, Japan
Jerry Terman Bodega Bay, CA
Harold L. Terry Tucson, AZ
David R. Toews
Winnipeg, Manitoba, Canada
John S. Torvik Vacaville, CA
Luther S. Turner Perry, FL
Richard Ungerecht Detroit Lakes, MN
Edward F. Urbanowski Paxton, MA
Robbie C. Vajdos Louise, TX
Leland L. Wainscott Chloride, AZ
Joseph Warren Charleston, SC
Gary V. West Marshalitown,IA
Ronald Westphal Aurora, IL
John E. Whatley, Jr. Plano, TX
Johnny C. White Morrow, GA
Robert W. Whiteside Whiteland, IN
Jeff B. Whitford Alpharetta, GA
John H. Wish nick Scarsdale, NY
D. Eugene Zeigler Swanton,OH
Robert D. Elder Bronx, NY Timothy Orton Walker, MN Richard P. Zolnowski Edgerton, MO
VINTAGE AIRPLANE 27
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