VA Vol 26 No 5 May 1998

EDITORIAL STAFF
Publisher Tom Poberezny Vol. 26, No.5
May 1998
Editor-in-Chief Jack Cox Editor CONTENTS Henry G. Frautschy Managing Editor Golda Cox 1 Straight & Level/Espie "Butch" Joyce
Art Director
Mike Drucks
2 AlC News
Computer Graphic Specialists Nancy Hanson
Olivia
Pierre Kotze 4 Aeromail
L. Phillip Associate Editor 5 Anton Bilek's Museum Spirit/
H.G. Frautschy
Norm Petersen Staff Photographers Jim Koepnick
LeeAnn Abrams Ken Lichtenberg 7 Bungee Starting/Hank Palmer
Advertising/Editorial Assistant Isabelle Wiske 8 Puppy Lovel1ohn Willmott
EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS 12 Piper's Super Cruiser/
H.G. Frautschy & Norm Petersen
President
Espie "Butch" Joyce
P.O. Box 35584
Greensboro, NC 27425
910/393-0344
Secretory
Steve Nesse
2009 Highland Ave.
Albert Leo, MN 5tlYJ7
ffJ7/373-167 4
19 What Our Members Are
RestoringiNorm Petersen
2 1 Modifying a Swift for Aerobatic or
Just Good Performance/Jim Montague
Vice-President
George Daubner
2448 Lough Lone
Hartford, WI 53027
414/673·5885
Treasurer
Charles Horris
7215 East 46th St.
Tulsa, OK 74145
918/622-8400
Page 19
DIRECTORS
25 Mystery Plane/H. G. Frautschy
John Berendt
7645 Echo Point Rd.
Connon Falls, MN 55009
26 Pass it to Buck/Buck Hilbert
Joe Dickey
55 Oakey Av.
Lawrenceburg, IN 47025
812/537·9354
John S. Copeland
1A Deacon Street
Northborough, MA 01532
508/393·4775
Dale A. Gustafson
7724 Shady Hill Dr.
Indianapolis, IN 46278
31 7/293·4430
Robert Lickteig
1708 Boy Oaks Dr.
Albert Leo, MN 5tlYJ7
Stan Gomoll
104290th Lone, NE
ffJ7/263·2414
28 Calendar
29 Welcome New Members
30 Membership Information
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
616/624-M90
Gene Morris
5936 Steve Court
Roanoke, TX 76262
817/491-9110
Robert C. "Bob" Brauer
9345 S. Hoyne
Chicago, IL 60620
312/779·2105
Page 21
FRONT COVER ... The Piper PA-12 Super Cruiser has been a favorite airplane of
Piper fans for many years, and a recent batch of newer restorations have been
seen at various fly-ins. This is J.F. Fisher III of Senoia, GA and his sharp looking PA­
12 during his visit to EAA Oshkosh '97. It was selected as the Reserve Grand
Champion Classic of the Convention. EAA photo by Jim Koepnick, shot with a
Canon EOS-l n equipped with an 80-2oomm lens. 1/250 @ fll on 100 ASA trans­
parency film. EAA Cessna 210 photo plane flown by Bruce Moore.
BACK COVER ... "Passing Ages" is the artwork produced by retired Air Force
flyer John Sarsfield of Longmont, CO. Depicting the "changing of the guard"
as the traveling public began their switch from rail roads to airliners during the
1930s, "Passing Ages" shows a Lockheed Electra crossing over a Hudson loco­
motive as it hurtles down the rails in the twilight. For a bit mo re information,
please see A/C News,
Copyright © 1998 by the EM Antique/Classic Division Inc, All rights reserved.
VINTAGE AIRPLANE IISSN 0091·6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental
Aircraft Association and is published monthly at EM Aviation Center. 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.
Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic Division,
Inc. is $27.00 for current EM members for 12 month period of which $18.00 is for the publication of VINTAGE AIRPLANE. Membership is open
to all who are interested in aviation.
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ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail.
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive
criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the
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The words fAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of fAA, EM
INTERNATIONAL CONVENTION, EM ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are
® registered trademarks. THE EM SKY SHOPPE and logos of the EAA AVIATION FOUNDATION, EAA ULTRALIGHT CONVENTION and
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Minn~ffJ~~·mF
ffJ7/373-2922
Jeannie Hill P.O. Box 328 Harvard, IL 60033 815/943-7205
Dean Richardson
6701 Colony Dr.
Madison, WI 53717
608/833-1291
Robert D. "Bob" Lumley
1265 South 124th St.
Brookfield, WI 53005
414/782·2633
S.H. 'Wes" Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
414/771-1545
Geaff Robison
1521 E. MacGregor Dr.
New Hoven, IN 46774
219/493-4724
George York 181 Sloboda Av. Mansfield, OH 44906 419/529·4378 DIRECTORS EMERITUS
Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920/231·5002
E.E. "Buck" Hilbert
P.O. Box 424
Union,IL60180
815/923-4591
ADVISORS
Steve Krog
1002 Heather Ln.
Hartford, WI 53027
414/966-7627
Roger Gomoll
321- 1/2 S. Broadway
Apt. 3
Rochester, MN 55904
ffJ7288-281 0
Alan Shackleton
P.O. Box 656
Sugar Grove, IL 60554-0656
630-466-4931
David Bennet!
4D3 Tonner Ct.
Roseville, CA 95678
916-782·7025
STRAIGHT & LEVEL by ESPIE "BUTCH" JOYCE
un 'n Fun has kicked off the begin­
ning of the fly-in season! Now all
of the local Chapter activities will
be taking place - sometimes it's hard to
make up your mind which local event
will be the most fun. I have been in­
volved with two Chapters for some time,
EAA Chapter 8 and Antique/Classic
Chapter 3. Chapter 8 was formed some
time around 1958 and has been based in
Greensboro, NC most of the time , with
officers of the Chapter coming from dif­
ferent areas near Greensboro.
It was my pleasure to serve as presi­
dent of this Chapter in the late 1960s. At
that time it was a small group, with maybe
25 members. For the most part, we were
focused on homebuilt aircraft. At that
time, I was building a Pitts SIC, intending
to become the world aerobatic champion.
That never came to pass because Dick
Austin, a fellow member, caused me to
catch MONOCOUPE fever. I have been a
vintage airplane nut ever since.
This interest in vintage aircraft led me
to become involved with a group of old
airplane enthusiasts, better known as the
CarolinasNirginia Chapter of the Antique
Airplane Association. One of the great
benefits of belonging to this group was the
fact that everyone received a great
newsletter, written and edited by Jack
Cox. We lost Jack as a newsletter editor
when he was hired by the EAA to be the
editor of Sport Aviation magazine. One of
the benefits of having Jack on board is that
the talented Golda Cox (Jack's wife) came
on board too. In the early 1970s this group
became EAA Chapter 396-3A, then later
was converted to Antique/Classic Chapter
3. AlC Chapter 3 still has a great newslet­
ter, which is written by Ray Bottom of
Hampton Roads, VA. A newsletter is a
very important part of a Chapter's suc­
cess, keeping the local members informed
of happenings and projects of interest.
S
At our last AlC board meeting held last
month, Alan R. Shackleton was appointed
by the Board of Directors to be an An­
tique/Classic Advisor. Alan is from Sugar
Grove, IL and is the current president of
the Fox Valley Sport Aviation Associa­
tion, as well as EAA Chapter 579 in
Aurora, IL. He has also served as their
NewsLetter Editor. He is the CUlTent Pres­
ident of the EAA Chapter Advisory
Council and an EAA Representive to the
Illinois Aviation Forum and Hall of Fame.
Alan restored a Staggerwing B17L, SIN
3, the 1983 Oshkosh Reserve Grand
Champion. He has owned and flown a
1946 Luscombe 8A since 1985. His cur­
rent project is a 1949 Stinson 108-3. He
has a private pilot license with approxi­
mately 600 hrs., and all but 100 of them
have been in tailwheel airplanes. Noted
by one of the directors was the fact that
not only are we getting Alan on board, but
we will have the support of his great wife,
Donna. We look forward to having their
positive input in the future.
I don ' t know how the flying weather
has been where you are located, but here
in the Carolinas it has been rough air
since the first of the year' . . . 1 mean, no
fun at all! The South and Southeast have
had their share of tornados. I have a build­
ing in Madison, NC located next to my
home place. It is 40' by 60', and I use it as
a work shop for different projects. On the
national news you may have seen the tor­
nado that hit Stonevil le, NC. It got its
head of steam up at my shop, where it re­
moved most of the shingles from the roof
and sucked the front concrete block wall
almost off the foundation, causing a bow
in the wall. That is one repair project that
I have not figured out how to fix as of yet!
1fared much better than a lot of other peo­
ple did in town. Our thoughts and concerns
go out to all of those who have had losses
from these storms this year.
I to ld you last month 1 would share
some of the information that Ken
Woodard gave me concerning the history
of my recently acquired 8E, N2628K.
Here's part of what he wrote:
"The previous owner before Ken was
Jim Beck. If you look in John Swick' s
book titled Th e Luscombe Story, on page
196 you will find Jim ' s name listed as a
Luscombe dealer in Zionsville, Indiana in
1948, where Jim ran his small airport and
was an A&P at Beck Airport. Over a pe­
riod of years he owned a number of
different airplanes including the Parks P-2
biplane later owned by Richard Bach, au­
thor of lonathan Livingston Seagull and
numerous books about people, airplanes
and flying. N2628K also was one Jim
owned for a few years up to about 1969,
when he was diagnosed with cancer. He
sold 2628K in '69 or ' 70 to the man I
bought it from in 1972. As it turned out, 1
built a house in the same town where Jim
was living and when he found out I owned
2628K, he looked me up and told me
about the following disasters that oc­
curred to that old airplane while he owned
it. Despite the accident stories I'll soon re­
late to you, Jim and the other people who
flew it had many enjoyable hours in the
airplane, as I did also when I owned it."
I'll quote more from Ken's note
next month.
To all of those people who have been
so great to support the 10nl membership
drive, thank you very much . . . the Board
of Directors and I ask that you keep up
the great job. There are some members
we have not heard from and it would be
great if each member could recruit at
least one new member, so they too could
enjoy your great magazine Vintage Air­
plane and have the pride of sporting the
A/C logo. Next month, I will list all of
the chairmen of the different Antique/
Classic activities taking place during
EAA AirVenture Oshkosh, so you will
know who to contact, should you have a
question in advance of the Convention.
Again, I would like to caution everyone
to be very safety minded while operating
your aircraft - we need all of you around
for a long time. Lets all pull in the same
direction for the good of aviation. Re­
member we are better together. Join us
and have it all !
.....
VINTAGE AIRPLANE
1
A/C NEWS compiled by H.G. Frautschy
About the Back Cover ...
John Sarsfield, 6541 St. Vrain Rd.,
Longmont, CO 80503, wrote the follow­
ing about his painting "Passing Ages,"
which depicts a Lockheed Electra passing
over a Hudson locomotive at twilight:
I want people to understand the signifi­
cance ofaviation. Our lives have been
changed immeasurably by the ability to see
the worldfrom an aerial perspective. often in
subtle ways. The ability to experience
cloudscapes as three dimensional objects
and see landscapes from unfamiliar vantage
points changes our outlook on life. 1 want to
introduce this perspective to the earthbound
viewer and attempt to capture itfor the fly­
ers to enjoy in their hours on the ground. ..
AUTO GAS RUMOR UNTRUE
Several members have contacted EAA
recently and asked about a rumor cUlTently
circulating among some FBOs that the
auto fuel STCs issued by EAA and Pe­
tersen Aviation were now void because of
changes in the ASTM fuel specifications.
To put it simply, the rumors are
not true.
An article in a FBO trade magazine
cited an unnamed source from a major fuel
supplier as stating the STCs were no longer
valid because of changes made to the
ATSM specifications now in effect. That
supposition is incolTect, as the FAA has
approved the use of auto gas containing
(methyl-tertiary-butyl ether) MTBE and
(ethyl-tertiary-butyl ether) ETBE in air­
craft being operated under auto fuel STCs
issued by EAA and Petersen Aviation.
MTBE and ETBE are added to gaso­
line as oxygenates in an effort to curtail
exhaust emissions.
As stated in the literature included with
the STC, auto fuel with alcohol added is
not eligible for use in aircraft. Fuel
blended with alcohol has not, to date,
been approved by the FAA.
OTWERROR
Alvin "Boots" Geiger of Lewiston, MI
was kind enough to call and point out an
error in last month's article concerning
the Meyers OTW. I mentioned the fuse­
lage was constructed with a steel tube
inner structure in the forward hal f of the
fuselage. That's not correct- the OTW
2 MAY 1998
was built with a full monocoque fuse lage
structure of sheet aluminum . The only
steel tube in the fuselage are a couple of
circles used as internal attachment points.
AlC HALL OF FAME
Nominations are now being accepted
for inductees in the Antique/Classic Hall
of Fame. The next induction ceremonies
will take place in the fall of 1999. Please
use a copy of the nomination form (see
opposite page) and add any additional
documentation to the form. It is vitally
important that your nominee's contribu­
tion s to aviation be documented as
completely as possible. Additional letters
of support confirming the nominee's
background are certainly welcome. The
NC Hall of Fame currently includes:
E.E. "Buck" Hilbert George York Joe Juptner Cole Palen Kelly Viets Harold Annstrong Ann Pellegreno Paul Poberezny Jim Younkin FLY-IN NOTES
Here are a few of the many great Type
Club fly-ins taking place in the coming
months. Check them out if you're inter­
ested in those airplanes, or if you just
want more information!
LUSCOMBE FLY-IN
Held at Coles County Memorial Air­
port in Mattoon, IL, the Luscombe Fly-In
is for all Luscombe enthusiasts. The dates
are June 12-14. For information on ac­
commodations and activities, contact
Jerry Cox at 217/234-8720, or Emai l him
at jerry I [email protected]
AERONCA CONVENTION
Aeronca aviators and fans of the marque
will gather in Middletown, OH at Hook
Field for the ninth Aeronca Convention,
which will once again feature the popular
tours of the Aeronca factory as it exists
today, and a bus trip tour to the Air Force
Museum in Dayton. There 's camping, a
Friday night steak fry, and a Saturday ban­
quet. For information, write Jim Thompson,
President, National Aeronca Association,
P.O. Box 102, Roberts, IL 60962-0102.
OREGON AIR TOUR
While not a fly-in, this sure sounds like
fun if you're on the west coast. Beginning
in Cottage Grove, OR on July 19, the air
tour will wend its way across 900 miles of
Oregon, just a bit of Idaho and then west­
ward to the Pacific, ending on July 23.
Contact the Oregon Air Tour, P.O. Box
6 13, Creswell, OR 97426, or phone
5411746-3387.
SOUTHWEST REGIONAL FLY-IN
For those of you who are already plan­
ning your fall calendar, you may be
interested to know about a change in
venue for the Southwest Regional Fly-In.
This year, the fly-in moves from Kerrville
to Abilene, TX, where it will occupy the
west side of the airport. The new location
will allow the fly-in to grow as the years
progess. The dates are October 15-18 .
Call 512 /388-7399 for information,
or check out their web site: www.mrdata.
comlairshow/swrfi/
SHORT WING PIPERS
The Buckeye Chapter of the SWPC
will host th e annual convention of the
club, also being held at Hook Field in
Middletown, OH. The SWPC convention
will take place July 13-16. With a theme
of "Back to the Birthplace of Aviation,"
attendees will have an opportunity to visit
the Air Force Museum at Wright-Patter­
son AFB, as well as a visit from a group
of local enthusiasts who have built and
are flying a replica of the Wright Model
B. For more information, contact Tom
Anderson, 513/398-2656 (Email: tdander­
son@sprin tm ai l. com) or Jan Widman,
937/364-6050. You can also visit their
web site: www.shortwing.comlI998
MlKESTROK
Col. Michael Strok, 81, died February
7, 1998 at hi s home in Annapolis, MD. A
1938 graduate of Cornell University, he
went to work at Piper Aircraft Corp. that
same year, working his way up from a
mechanic 's helper to assistant purchas­
ing agent by the time he went off to serve
in WW II. As one of the men who helped
Piper to prosper prior to WW II, he was
intimately knowledgeable of the efforts
of Piper to educate the military brass on
the capabilities the light plane in combat.
He went on to serve with the Army as a
Liaison pilot, at one point serving as
Gen. Mark Clark's Engineering Mainte­
nance officer. An inventive man, he was
awarded the Itali an Cross of Valor for
devising a method for dropping badly
needed suppli es to troops stranded on
a mountainside.
He decided to continue
his Army service, flying
as one of the first MASH
helicopter pilots during
the Korean war. During
his 25 year military ca­
reer, Mike was awarded
the Bronze star and Air
medal, as well as the
Army Commendation
medal. He retired from
the Army in 1967. A
career with the Air
Transport Association
followed, but light air­
craft were never far from
his soul. A longtime member of the EAA
and Piper Aviation Museum Foundation,
Mike enjoyed restoring and building light
planes.
HAROLD BROMLEY
Harold Bromley, who, along with
Harold Gatty, attempted to fly the Pa­
cific in 1930 in the Emsco "City of
Tacoma"(above) died this past Decem­
ber in Palm Desert, CA. He was 99.
Trying to take advantage of the pre­
vailing winds, Bromley and Gatty took
off from Sabishiro beach 350 miles north
of Toyko, but had to turn back after
exhaust fumes in the cabin nearly over­
came the aviators. They were in the air
over 24 hours before landing back in
Japan. When Clyde Pangborn and Hugh
Herndon crossed the Pacific in a Bel­
lanca in 1931, Bromley gave up on the
transpacific flight.
Bromley had attempted twice to span
the ocean, his first flight cut short when,
during the takeoff run from the new air­
port in Tacoma, WA he was splashed in
the eyes by spilling gasoline and veered
off the runway, wrecking the Lockheed
Explorer he was piloting and ruining his
chances of making the flight at that time.
Two more Lockheeds were built for the
attempt, but both were wrecked before
the Emsco was purchased and shipped to
Japan for the attempted flight.
...
INTERNATIONAL EAAANTIQUE/CLASSIC HALL OF FAME On this page is the nominating petition
for the EAA Antique/Classic Division Hall
of Fame. If you wish to nominate an individ­
ual who you believe has made a significant
contribution to the advancement of aviation
between 1950 and the present day, please
make a copy of this form, fill it out, add sup­
porting material and send it to: Charles W.
Harris, P.O. Box 470350, Tulsa, OK 74147­
0350. Please mark the envelope: EAA
Antique/Classic Division Hall of Fame,
Attn: C. Harris.
Please be as thorough and objective as
possible. Attach copies of materials you deem
appropriate and helpful to the committee.
The person you nominate must have ad­
vanced the field of aviation during the period
1950 to the present day. They can be a citizen
of any country, and may be living or dead.
Their contribution could be in the areas of
flying, design, mechanical or aerodynamic
developments, administration, writing, or
some other vital, relevant field, or any com­
bination of fields that support aviation.
To be considered for induction into the
EAA Antique/Classic Hall of Fame during
1999, petitions must be received Nov. 1,1998.
Please attach any supporting material with
your petition for the committee's review.
Person's name submitting this petition: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Street _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Phone Number_ _ _ _ __ City
State
Zip _ _ _ _ _ _ _ __ Person nominated for induction in the EAA Antique/Classic Division Hall of Fame:
Name _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Street _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Phone Number_ _ _ _ __
City
State
Zip _ _ _ _ _ _ _ __
Date of Birth
If Deceased, Date of Death _ _ _ _ _ _ _ __
Area of contributions to aviation _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Date or time span of the nominee's contributions to aviation. Must be between 1950 - to the present day.
Describe the event or nature of activities the nominee has undertaken in aviation to be worthy of
induction into the EAA Antique/Classic Hall of Fame. _ _ _ _ _ _ _ _ _ _ _ __
Describe other achievements the nominee has made in other related fields in aviation. _ __
Has the nominee already been honored for his/her involvement in aviation, and/or the contribu­
tion you are stating in this petition? (Circle one)
Yes
No
If yes, please explain the nature of the honor and/or award the nominee has received. _ __
Other information _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
VINTAGE AIRPLANE
3
VINTAGE AeroMail DANISH CUB
Dear H.G.,
The J-2 Cub, SIN 339 that is pic­
tured on Page 9 of the February '98
Vintage Airplane looks a lot like an
E-2 to me. I believe that the serial
number is also consistent with an E-2
rather than the J-2 .
Different Subject- If the Welcome
New Members list were arranged al­
phabetically by state, it
would be a lot less
THE
stressful to my eye-brain
TAYLOR
coordination in looking
The biggest Airplane value in America
for nearby new members
to greet.
David F. Shaw
H
•
E­
CTl
;><
Q
=
•
<
E­
CTl
..J
~
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•
NC576
Alta Loma, CA
ST ARDUST, THE BIPLANE
Sir:
Penn Yan, NY
I am endeavoring to find out infor­
mation about a specific and distinctive
You 're right - a slip
biplane with three open cockpits
of the keyboard tripped
named the "Stardust". It was owned by
us up! S ee th e caption
Wayne King, the bandleader in the
on this page. On your
30's and named after his theme song of
second subject, that's a
great idea David, and that title. It was sold to Ben Zimmer or
Zimmerly of Lewiston, Idaho in the
will ben efit both indi­
late
1930' s. From there it's disposition
vidual m embers and
is
a
mystery.
I am a fund-raising con­
chapt e r officers who
sultant
working
with Lewis-Clark
may wish to invite a new
State
College,
then
known as the
lo c al me mb e r to their
Lewiston
State
Normal
School. The
function. We all know
Stardust
is
mentioned
in
its
history due
the airplan es bring us
to the association with Ben, his partner
together, but it 's the peo­
Jerry Wilson from Orofino, ID, and
ple we meet that keep us
the fact that Ben set up an aviation
together! - HGF
cadet program at LSNS at the outset of
WWII.
Any guidance or information
you can give me will be greatly
appreciated.
Thank you very much .
James Glass
16035 Gledhill Street
North Hills, CA 91343
888-833-0473
j [email protected]
NC 2380
;;J
o
z
or..;;
Sir,
I found one use for the Cub photo (bot­
tom left) in the March Vintage Airplane.
I seem to recall flying clubs sponsored
by aircraft factories at the time.
Keep NC Div. flying,
Marty Eisenmann
The Lyon and the CUD.
Mr. Paul P. L yon , Bradford. Pa.
LEARNED TO FLY IN A CUB AT 60
They ~
for
$1425
~
""<
CTl
and
.:!l
$1495
Chok e o f En'fines
without Motor
an d Prope ll er
•
A.~
~~:~uf:e:!t. a::~~.;iva~{~. ~·h-::. ~. fe,:o;e.~!
lurO, took up dyin g a t 60 yu n of aKe •••
lurnin,. in the C UB p ict ured with him.
Mr. L yon h aa the en thus ia.m of youth.
a nd Is M pecia1ly en t ha. la.tl c abo ut the
T a ylo r CU H. the pl a n e he IItill prefen to
8y.
For Flyinl' In s tru c t ion w it h •
m a .imum
of accura te performance and maneuTerabll·
it,..
with S AFETY . .
cos t, loW' operatln ..
• wHh • lo w fiut­
1: 0 5 t a nd a n e.. li..ible
up. keep, In st rudion Pilot. wh o hav e used
the C U B h ea rtily endo rse iL
In depres ­
sion or in pnHlperi :y . yo u can make money
with • C U B.
( P . S . Dill Piper , Jr.• it
slill o n the W eat Caut with h is C U B .)
"America's Safe Plane"
•About Ou, TlME·PAYMENT
plan. F,.. Fold.,
•
TAYLOR AIRCRAFT CO.
BRADFORD
••
PENNSYLVANIA
If y ou 're able to help Mr . Glass,
we 'd appreciate a copy ofyour infor­
mation here at EAA HQ. - HGF ...
Danish E-2 Cub, SIN 339
4 MAY 1998
Anton Bilek's Spirit by H.G. Frautschy
"Making do with what's
available" has long been a
motto used to great advan­
tage by BAA'ers around the
world. Anton "Tony" Bilek of
Rantoul, IL knows the
method well, having used it
to serve him since his days on
Bataan during WW II. His
ingenuity is typical of the
resourcefulness of BAA
members and modelers, and
we thought you'd like to see
what he has been able to ac­
complish on a tight, nearly
nonexistent budget.
During the recent spate of
base closures, Chanute Air
Force Base, about 100 miles
south of Chicago, was one of
the bases so targeted. The air­
port has been converted to a
For the Spirit of St. Louis model,
Anton and the crew were fortunate to
receive a donation of 1,600 board feet
of clean, unused white pine from a lo­
cal window manufacturer. You can see
the size of the model is quite impres­
sive, designed to give the visitors the
visual impact of the real aircraft, with­
out the size (and expense) of building a
full size replica. The fuselage and tail
surfaces are built up out of wood.
The wings are also wood, with foam
leading edges and wingtips . The
wheels and tires are from a wrecked
motorcycle, and the sheet metal is
.084" or .090" aluminum left over
from the Air Force. Anton and the
gang formed it the same way he had
used on Bataan - placing it between
two 2x8s standing on edge, and then
jumping on the metal to form the curve.
Anton says on Bataan they didn't have
any 2x8s, so they used logs! He fin­
ished the contouring of the sheet metal
over a length of four inch pipe placed
between two benches.
regional civilian airport, and
a museum has also been cre­
ated to detail the history of
aviation at this historic site.
These pictures detail the
methods used to create some
excellent displays that can
bring aviation alive for adults
and schoolchildren alike.
All covered and
ready for painting, the
model looks just like
the real thing! The
landing gear is also
electrical conduit, and
the bun gee cord fair­
ings on the gear are
simulated by wrap­
ping foam with rubber
wrapped around them.
VINTAGE AIRPLANE
5
The group's first project
was to build a large size model
of a Curtiss Jenny, using ma­
terials on hand. The biplane
was replicated using twenty
to forty-year-old lumber sal­
vaged from construction
demolition projects. Once the
nails were removed, the wood
wasn't too bad to work.
These two shots of the engine model show the nice de­
tailing attained by Anton using wood as his primary
medium. The pushrods for the model Wright J-5 are
made of electrical
conduit, and the ex­
haust stacks were
furnished by the local
muffler shop. The
second shot shows
the added sheet metal
featuring the classic
"engine turned" cowl
that is the trademark
of so many aircraft of
the 1927 era.
Another proj ect of the
fledgling museum staff is this
Chanute glider. It should serve
as quite a contrast with the
Lockheed F -104 Starfighter
also on display.
The Octave Chanute
Aerospace Museum of
Flight is located at the former
Chanute AFB in Rantoul, IL.
For information, call 217­
893-1613. They're open 10-5
weekdays, 10-6 on Saturday
and noon until 5 on Sunday.
They're closed on Tuesdays.
6 MAY 1998
by Hank Palmer
Here's a little known piece ofstarting
trivia a few ofyou may recall. If you
should choose to try this method, you're
on your own, but this article should give
you some guidance on the tool and proce­
dures used.
I am amazed at how many pilots and me­
chanics, even old timers like me, have never
heard of such a thing. In the Navy before
and after the War, every Aircraft Service
Organization had one or two in the tool
shed, and every Aviation Machinist's Mate
knew how to make one if needed. The first
one I ever saw was at the Coast Guard Air
Station in St. Petersburg. In 1938 or '39 they
had a big Hall Flying Boat, a PH-I, an all
metal biplane with Wright Cyclones hang­
ing on struts between the wings. These
probably had either hand or electric inertia
starters, I don't know which.
But I do know they also carried a bungee
that could be hooked over a propeller tip,
out to a pulley at the bottom of an interplane
strut, then back toward the engine. In this
case they had a block and tackle between the
bungee and a fitting at the bottom of the in­
terplane strut.
One or two crewmen would walk in­
board along the lower wing, and stretch the
bungee with the block and tackle, while an­
other man would give the prop a push off
center, and the bungee would do the rest.
They could do this while the ship was afloat
at sea.
I have used a bungee to start everything
from a Stearman to the Hellcat, and in the
1950's when I was flying C-46s in air freight
service all over Central and South America
we always carried one in the belly, along
with a spare set of spark plugs and a spare
mag. To start these bigger engines it usually
takes four men to stretch it, or in most cases
we used a Jeep.
To make a bungee, you first need to sew
up a leather push or boot, shaped to fit
LOOSELY over the tip of the prop. (See the
illustration on this page.) The open end of
the boot should be cut off at about 45 de­
grees, and then hemmed to receive an eye
splice in a piece of 112" manila or nylon line.
This splice should be just large enough to
go around the prop at a 45 degree angle.
This line should be about the same length as
the prop. A small eye splice in the other end
is connected to a 6 foot length of bungee
cord, which is then connected to another
length of line with several figure 8 knots
tied near the other end, so a man can pull on
it, without it slipping through his hands. For
a 220 hp Continental, one strand of 1/2"
bungee cord is adequate. For an R-2800 I
think we used four strands, and it may have
been larger than 112".
WARNING: It is important that the boot
fit LOOSE enough so that it will be thrown
offthe prop tip on the first half ofa revolu­
tion, otherwise the bungee could get wound
up in the prop, and that could be disastrous.
It is also important for the person or per­
sons pulling the bungee that they line up just
slightly ahead of the rotational plane of the
blades, so it wi ll lay across the hub, on top
of the hub (or spinner if it has one), but will
not be caught by a blade and wind up in the
prop when the engine starts. Failing to keep
the bungee and line clear of the prop could
have dire consequences.
The person pulling the bungee will be
standing right in line to be hit in on the head
by the boot after it leaves the prop tip, so he
needs to be ready to duck. I never saw any­
body hurt in this way.
If you use a Jeep or other vehicle, it's
best to hook up to the front bumper, and
back up to stretch the cord, so the driver can
see the operation in front of him.
You are probably thinking, "why go to
all that trouble for a 220 Continental, as
they are easy enough to crank by hand."
Sometimes when an airplane fust comes out
of overhaul, with newly honed cylinders
and new stiff rings, before the rings get
seated they provide more friction than com­
pression. They can be very hard to crank by
hand in this condition. Also, in very cold
weather, if you don't have a way to preheat
the oil, it can be very hard to crank.
Editor 's Note: Of course, cranking a
very cold engine without a preheat brings a
whole set ofengine wear probabilities into
play, but this method may be good to get you
out of a tight jam ifyou're really stuck
somewhere without a preheat. When these
procedures were developed for use by the
military, they may not have been as con­
cerned about getting a long time interval
between overhauls as you are today! - HGF
A bungee will snap it through much faster
than anyone I know can do it. The illustra­
tions should be adequate for you to figure
out how this was used. Pretty clever!
....
EYESPUCE
t
,
HEM AROUND - -.. '.
EYESPUCE
'.
.
,
NOTES:
• OPEN END OF POCKET CUT AT 45 DEGREE ANGLE TO PROP BLADE. • LEATHER POCKET TO FIT PROP TIP LOOSELY. FIGURE 8 KNOTS
~
t
ROPE
AFTER BUNGEE IS STRETCHED, ONE MAN M OVES PROP
PAST CENTER. THE BUNGEE DOES THE REST.
PLANE OF PROP ROTATION
o<:l~;:-*"-~~-~:a-~-~:-~-~~-~r::=~~~~~~O~PE~~V
R O ;ER::T~::CKET
r
BUNGEE
FRONT OF HUB/ SPINNER.
IMPORTANT: THIS ANGLE IS REQUIRED TO ENSURE THE ROPE, POCKET AND BUNGEE DO NOT TANGLE WITH PROP. VINTAGE AIRPLANE
7
,
My true story •
by JOHN W. WILLMOTT,
photos by JACK COX
One cold blustery day this past
spring in Vermont between intermit­
tent sunshine and rain showers, with
the wind howling and screeching like a
thousand tortured dogs and cats, I went
to the attic to avoid the chill and driven
8 MAY 1998
rain, intending to sort long forgotten
treasure from trash before recycling
the trash. In one corner, stacked high
under the eves, was huge pile of many
years of magazines packed month by
month, year by year in liquor boxes or
tied in bundles. They were taking up
room, collecting dust and providing
safe haven for mice in the winter. In
spite of the wind and rain drumming
on the tin roof, the attic was warm, dry
and cozy due to the sun's radiated heat
through the clouds on the tin roof. So,
confined to quarters and happy to be
out of the wind and rain, I dug into a
dusty old box marked "misc. aviation
magazines." And among the contents
found a single issue of an obscure
magazine of antique aircraft. Thumb­
ing through it took me back to the '20s
and '30s when I first came into contact
with real airplanes instead of models.
Flipping a page my heart did a flip­
flop and I must have inhaled a huge
chunk of dusty air as I came upon a
picture of a lovingly restored Szekley
powered Buhl Bull Pup.
Immediately I was taken back to
January 27, 1940 when I drove out as
usual to NW Miami to Charlie Dames'
Sunny South Airport to rent a Taylor­
craft or Piper Cub . As I pulled up to
the flight line next to the gas pump, I
found my 1935 Ford coupe nose to
nose with the most beautiful and excit­
ing airplane I think I had recently seen.
It was a Buhl Bull Pup with bright yel­
low wings and a shiny aluminum
monocoque fuselage. And it had a
Szekley three-cylinder, 45 horsepower
engine with a shiny, varnished wood
prop. I fell in love at first sight! Hang­
ing from the hub was a sign boldly
proclaiming "FOR SALE." Piling out
of my car, I hopped the reclining tele­
phone pole barrier to the flight line and
proceeded to inspect the beauty. As I
walked around the wing to the cockpit,
I saw another " for sale" sign which
said "Inquire at the office ." I never
thought I could afford to own this
beauty which looked like a mini fighter
plane. However, I had to sign for a
rental plane and it wouldn't hurt to ask
about the Bull Pup.
Yes, I was told, the plane was for
sale but had no takers among many in­
quirers, admirers, idle lookers and tire
kickers in the several days it had been
on the line. It seems the plane had a
reputation as a killer which would
ground loop, stall and spin on approach
or climb out or - while spinning­
would enter a flat spin when the fuel
tank was near empty , ending only
when it hit the ground The man in
charge said it belonged to someone
who had been transferred and he had
no further use for the plane and he
wanted hi s money quickly. How
much? Only $300 dollars! Three hun­
dred dollars? Yes. $300 cash with
verbal instructions on how to fly it
since it was single seat with no room
The BuhI "Bull" Pup Is a rare sight these days. At the 1980 EAA Convention, Capt. OM
Neumann was awarded the Grand Champion AntIque trophy for his restoration of the 1931
Buhl LA-1 Bull Pup you see Illustrating this article. At that time, Dan was the fourth owner,
and the airplane, when he acquired It, was complete and stili had Its original 45 hp Szekely
engine Installed. The total time on the airplane and engine? Only 250 hours! Where Is It
now? Stili with Dan, who has cared for It all these years.
- - ---...­
-­
VINTAGE AIRPLANE
9
for an instructor. Just go and do it!
And yes - the log books are cur­
rent, the inspection recent and here
is the title and registration to
NC377Y ready for your signature!
P.T. Barnum said: "There's a sucker
born every minute!" And, of course,
those in love seldom consider
consequences!
I had been looking for a cheap
bucket of bolts with decrepit fabric
and held together with bailing wire
for about 5 or 6 hundred dollars as
long as it was licensed and would fly.
Such had been available in well worn
and sun bleached Cubs, Taylorcrafts,
Aeronca C-2s or Cs, all of which I
had flown recently - including an
old Taylorcraft from which I had
peeled off about 6 feet of sun rotted
topside wing fabric coming out of a
spin. "My" Pup was a bargain. I knew
it was mine when we tested the fabric
high in the green and it responded
with a musical "poing" when tapped.
The engine had large pistons and was
firm to the pull when swinging the
prop. It also had been modified with a
heavy steel cable around the cylinder
heads with a turnbuckle to prevent the
cylinders from falling off as had oc­
curred from time to time with Szekely
engines. The engine started immedi­
ately and ran smoothly and cleanly
with a husky sounding roar saying :
" Come on. Let's go and play!". Shut­
ting it down, we looked the Pup over
closely and then proceeded to the of­
fice to sign the license and paperwork
to complete the deal. I had always said
that the only thing better than sex was
to fly a sexy airplane. Now I was the
proud owner of my little "fighter"
plane and must teach myself to fly her.
I reckoned that since someone had
flown her in without denting her, I
would fly her out and around until we
became acquainted and perhaps build
an intimate relationship!
I determined to fly her then and now.
There was plenty of advice and many
warnings , all of which I considered
carefully, hoping that my doubts and
nervousness didn't show. One encour­
aging fellow cautioned of a tendency to
flat spin . Then pulling on my helmet
and with my goggles perched above
my forehead, I climbed aboard, secured
my belt and feeling comfortable,
reached and checked the controls and
set the altimeter. It was loaded with in­
struments , having an altimeter, and
10 MAY 1998
'lI
tachometer. The gas gauge was a rod
in the gas cap in front of the wind­
screen. The air speed indicator was a
quadrant out on the right wing landing
wires which ran from a cabane strut
overhead to the wing spars outboard. A
crowd had gathered to watch the fun. I
had a feeling that bets were being
made. Does he do or does he don't?
Can he tame the "killer?" Will he
chicken out doing runup before takeoff
and bring it back to try another time?
No!. He will fly it- and now!
I taxied out. Visibility was good
over and on each side of the engine.
The flight line was at the east end as
were power lines along the road. To
the west was semi open farmland. And
wind was mostly from the west. Good.
So I decided to make a series of power
on - tail up - power off- three point
short runs into the wind. All went well
and felt good. I taxied back, heading
downwind, then turning around and
taking every available inch before I ap­
plied full power. The tail was up and I
was off the ground almost before I re­
alized it. Most of the field was ahead
but now I was committed. I climbed
out and went west over open farmland
because I didn't quite trust her. About
5 miles out we were over the Ever­
glades where, upon reaching 5,000
feet , I tried power on and power off
stalls and steep turns. She was lively
and responsive compared to the other
small planes I'd flown. She seemed
willing to do whatever I asked and do
it with verve. I think she seduced me
rather than the other way about!
Before returning to make my first
landing, even though I was wearing no
chute, I decided to do a spin and find
out if she was ugly and mean and war­
ranted her alleged bad reputation.
Power idle. Nose up. More. Gentle.
My instruments were truly seat of the
pants. Now the rush of air was hushed.
The stick pressure became heavy. Gen­
tle toe work on the rudder kept her
straight ahead . I stiffened. Talked to
myself.- or was it to her? Relax. She
shuddered slightly - seeming to enjoy
the play. When a spin is inevitable ­
relax and enjoy it! She shuddered
again . Now! With a slight nudge of my
left foot, she rolled gently left. The
nose dropped abruptly and we entered
a steep nose down spin. Green pasture
rotated below. I counted the half turn ,
the full turn and brought her out slick
as a whistle stilI pointed more or less
toward home where I wanted her. As I
recall, we lost about 450 feet. As I
headed for the airport, I decided to do
it again for two turns to see if it was
luck or good management since I still
had over 4000 feet. The result was the
same. Fun! A challenge. A thrill. She
responded to my touch and I loved her
even more.
In the flight pattern, I circled the
field preparing for the moment of truth.
Down wind along the canal, base leg
close in with power off and onto final
over the trees, highway and wires with
maybe 50 feet to
spare. The slight
cross wind was al­
most flat behind
the Australian
Pines along the
canal. She touched
down full stall on
the grass without
a bounce and I
was on the rudders
keeping the nose
straight ahead.
She may have
wanted to stray or
wander a bit like a
young freshly sad­
dled filly but I was
the boss and I
think she loved
me enough to do
my will. We had
consummated our
sudden love affair
without a hitch and I knew we would
share many happy and exciting
hours together.
As I taxied back to the flight line
and chopped the engine, there was a
good deal of good natured bantering
and shouted jokes from the crowd.
They then expressed approval by wish­
ing me lots of luck and fun as we
celebrated with Cokes.
My beauty and I spent many happy
hours together until I transferred to
New York to fly on Pan Am's Boeing
314 boats out of the North Beach Ma­
rine Terminal. I had a trusted friend
who wanted flying time fly the Pup to
Roosevelt Field. Shortly I was to be
banned from the field because no more
tail-draggers without a tail wheels and
brakes would be allowed on the field. I
found an eager buyer in a Navy en­
listed sailor from Floyd Bennett Air
Station who aspired to be Navy pilot in
the enlisted men's program. We agreed
I would deliver the Pup and close the
deal at Floyd Bennett on his next liberty.
On August 20th, I flew Pup across
the swamps From Roosevelt to Floyd
Bennett. Sailor's log book and fast
talking convinced me to let him test
hop the Pup before completing the
deal. He said he'd do a circuit and re­
turn. I cautioned him that he had little
fuel and to avoid stalling or spinning it
due to the aft C.G. His circuit con­
sisted of disappearing in the distance
toward New York City. In a few min­
utes he appeared high in the sky to the
west, at which time we watched him
stall then enter a spin. I counted one
and two turns. Stop! Three and four.
Stop it! Five and six. Quit now! Seven
and eight. Enough! Nine and ten-and
some more - before he disappeared
behind the hanger. We expected to see
a cloud of smoke arising to the west
and hear sirens wailing. Instead, he ap­
peared at about a thousand feet to the
south in the landing circuit. He taxied
up - fully in command but covered
with black oil and grinning from ear to
ear. As he cut the switch, my beautiful
Pup coughed and went silent. Sailor
the new owner, said he'd come out up­
side down - and he looked it! Said it
was the best fun he ever had Wow!
What a thrill! I felt I had betrayed and
sold my best friend and lover to a ma­
niac. I stuffed the money in my pocket,
wished him a long and happy life as I
patted Pup's nose then turned and
walked away thinking good bye my
...
love - it was fun!
VINTAGE AIRPLANE
11
Piper's Super Cruiser 1997 Oshkosh Classic
Reserve Grand Champion
Chip Fisher's Piper PA-12 Super Cruiser
by NORM PETERSEN
Veteran observers were quite
amazed when an extremely well re­
stored 1946 Piper PA-12 Super
Cruiser, NC7885H, SIN 12-788, flown
in by Joel "Chip" Fisher III (EAA
94990, A/C 5797) and his wife, Sue,
from way down in Senoia, Georgia,
ran off with the Classic Reserve Grand
Champion Lindy at EAA Oshkosh '97.
What caused the raised eyebrows was
the almost unbelieveable timing en­
gendered by Chip Fisher to have the
pretty PA-12 judged at Oshkosh. The
incredible story follows.
Chip bought the PA-12 back in 1979
and flew it for about 16 years , enjoy­
ing the pleasant flying characteristics
of the Super Cruiser, until the time
came for a major rebuild. In 1995, the
tired three-placer was taken to Wayne
Dickson' s shop called Southland Aero,
in nearby Luthersville, GA, where the
airplane was taken down to th e bare
(Above) Two thrilled aviation people, Sue and
Chip Fisher hold their Classic Reserve Grand
Championship Lindy in front of their beautifully
restored Piper PA-12 Super Cruiser.
12 MAY 1998
bones and the total
restoration was begun.
Several fuselage tubes
needed replacement
due to corrosion and
were carefully spliced
in. When Wayne was
finished with the weld­
ing, the fuselage was
absolutely straight and
true. Slowly but surely,
the many parts were assem­
bled with new bolts , nuts
and screws.
Ceconite was selected for the
fabric covering material with Air
Tech polyurethane as the final colors
in Tennessee Red and Diana Cream,
the original colors on the P A-12 from
back in 1946. Even the original paint
design was followed to a "T" which
caused many an Antique/Classic mem­
ber to smile as they walked by the
airplane at Oshkosh.
Inside the cabin, the instrument
panel was entirely redone with over­
hauled and refinished instruments,
each one complete with a curved glass
face and the proper ivory colored in­
strument face behind. This would have
to be called the Deluxe Model P A-12
as the instrument panel includes a rate
of climb, turn and bank, and a gyro
compass across the top of the panel
plus an innocent looking Narco Omi­
gator Mark II in the center of the panel.
Although the Ornnigator Mk II is "pe­
riod perfect," the entire face of the
radio snaps off and a modem 720 radio
is hidden behind! (This is both neat
and practical.) The only instrument
that caused difficulty was the tiny am­
meter on the righthand side of the
panel. Nearly impossible to locate,
Chip finally had to ma ke up a com-
puter-generated copy of the ammeter
face that came out looking like it just
left Lock Haven, PA.
Up front, an entirely new firewall
was fabricated to replace the original
one which had seen over fifty years of
service. In addition, a brand new cowl­
ing, courtesy of Piper guru, Clyde
Smith, Jr., was added for that absolute
"new look" to the forward section of
the airplane. Inside the cowling, the
original 100 hp Lycoming 0-235-C
was upgraded to an 0-235-C2 of 115
hp with four new factory cylinders, a
host of new parts and some really fine
engine work that brought the PA-12
powerplant up to where it runs like the
proverbial watch. Beyond the front
flange, a new Sensenich wooden pro­
peller was finished off with a new
spinner and mounting hardware.
One item that turned out well was
the exhaust system which had been re­
built about two years previously. Only
the muffler shroud needing replacing
with a bit of polishing before installa­
tion - to give it that new shine!
Both sides of the landing gear re­
quired overhaul, recover and new
shock cords installed. Chip noted the
new cords are far stiffer than the old
ones which had seen yeoman service
during many, many landings. The
wheels and brakes were cleaned up
and many new pieces (spelled $$$$$$)
were put in the 8 :00 X 4 brakes to
bring them up to new condition. A new
set of Goodyear tires and tubes (more
$$$$$) finished the landing gear over­
haul. One item that still works fine on
the P A-12 is the original hand brake
that sits under the righthand side of the
panel. It can be set and locked and then
un-locked when ready to roll. (This
can be a lifesaver in certain situations.)
From this angie, we get a close look at the factory
original paint scheme of a '46 PA-12. Note the
clever access door for the battery box just aft of
the baggage compartment.
some unsightly bumps and dings in the feveriously worked on when the open­
old aluminum . In addition, when ing of the EAA Convention came on
Wayne Dickson readied the wings for Wednesday, July 30, 1997. The hectic
covering, he covered the new leading pace continued into Thursday and Fri­
edges with felt. The wing fabric was day with detail after detail finished and
then pulled tight over the wings and parts and pieces being installed for the
the leading edges came out straight last and final time. With precious time
and true - the felt providing just a tiny slipping away, the crew gave the project
cushion to make it look perfect.
The entire restoration project was (Below) Original panel with ivory colored instruments
estimated to take two years to com­ has had the Omnigator cover removed, exposing the
avionics tray behind. Hobbs meter reads 11.7 hours.
plete and the goal was to fly the
PA-12 to Oshkosh '97. As usual, the (Bottom of page) With the avionics tray moved forward,
"crush" came towards the end and Chip is ready to use the KT126 Transponder w/encoder,
the 10(125 Nav/Comm radio and PM 2000 intercom.
the daily working hours got longer The Hobbs meter allows the use of an original tachome­
and longer. Details were still being ter which doesn't have an hour meter on the face.
As the PA-12 was slowly assem­
bled, new control cables were carefully
measured, nicopressed together, and
then installed in the airframe. All con­
trol pulleys and guides were also
replaced with new materials. The
result is a set of controls that work
through their entire range without bind­
ing or pinching. Smooth is the word.
Leaky fuel tanks are quite normal
among PA-12 owners and Chip de­
cided to end the problem with a set of
newly welded alu­
minum wing tanks
that were installed
with a little more
"beef' than the
original mounting
straps. The result
is fuel tanks that
stay put where
they belong, don't
leak and provide
38 gallons of un­
interupted fuel
flow- enough for
nearly six hours of
flying. Chip read­
ily admits this is
longer than his
tender body can
sustain.
New leading
Interior shot of the rear seat area reveals the excellent work that was
edges on the wings done
on the aircraft Interior, right down to the seats and headliner.
helped to remove
14 MAY 1998
Cleverly done aft fuselage
section includes letter per­
fect access panels Installed
with the correct slotted­
head screws and orig inal
Scott hard rubber tailwheel.
thei r last gasp of
supreme human ef­
fort and by Saturday
noon, August 2nd,
the PA-12 appeared
finished and the
engine was started to
put some kind of
" run-in" time on the
airplane . A total of 1. 1 hours were
logged before final details were at­
tended to, the PA-12 was fueled to the
neck (38 gallons) and Chip took offfor
Oshkosh at 3 p.m. , heading north at
102 mph and racing the sun as it
headed for the horizon. Just at dark,
Chip landed at Pontiac, IL, and tied
down for the night.
The next morning, Sunday, August
3rd, he took off from Pontiac and
headed the pretty PA-12 north to­
wards Oshkosh and the huge EAA
Convention. It was close to noontime
before he completed the landing at
Oshkosh, taxied to a parking spot in
the Antique/Classis area, tied the air­
plane down and made a dash for the
registration window. When asking for
judging information, Chip was sur­
prised when the lady said, "Oh, the
judging is over!" Chip answered,
"But I thought the judging went all
day on the 3rd," and she answered ,
"No, they had so many airp lanes they
stopped at noon today ." Looking at
his watch, Chip blurted out, "It's only
11 :54 now ." The lady came back,
" OK, fi ll out the paper work and I'll
try to get somebody to look at it."
Chip gave her the completed paper­
work and headed back to the Super
Cruiser- only to find an A /C judge,
clipboard in hand, already going over
the airplane with a smi le on his face
and an eag le eye! (A note to all ­
during EAA AirVenture, judging ends
in the Antique/Class ic area at noon
on Sunday - HGF.)
As Chip says, "We were really
lucky, just getting un der th e wire ."
The Hobbs meter read 11.7 hours total
time at Oshkosh, of which 10.6 hours
were put on the meter on the way to
the EAA Fly-In - allowing the paint
to dry on the way!
Chip, who se full name is Joel F.
Fisher III, was born on June 22, 1939,
Hanging beneath each wing is a fuel gauge that
can be read from the cockpit. Most PA·12 pilots
have a crease in their forehead from walking into
the gauges when moving about under the wing.
and learned to fly in 1955 . At present,
he has over 19,000 hours in his log­
book, having spent many years with
Eastern Airl ines in aircraft manage­
ment and flight training . He is
presently a Captain flying a Boeing
747-400 for EVA Air airlines of
Taipei, Formosa. On his days off, he
loves to enjoy the simple pleasure of
flying the PA-12. Having the 1997
Reserve Grand Champion Lindy on
the shelf is just icing on the cake.
A special congratul ation to Chip
and Sue Fisher for having the tenacity
to hang in there, right to the climactic
ending, and coming home with the ba­
con . P lease remember that the
beautiful PA-12 is still eligible for the
Grand Championship Lindy. We hope
to see it back at EAA Airventure '98.
(Left) The high caliber of the restoration is evident in this photo of the interior of the PA·12. Even the
rubber stick grips are perfect. The Narco Omnigator Mk II front cover plate is in place in the center of
the panel.
(Below) The very sanitary engine compartment on the PA·12 reveals high class workmanship that
caught the judge's eye. The nose cowlings furnished by Clyde Smith, Jr. are a rebuilder's dream.
VINTAGE AIRPLANE
15
Work In Progress by H.G. FRAUTSCHY
Pilots on the West Coast will look at
the pictures in this article and recall this
airplane- it has won, at various times
since 1987, "Best Piper" at Watsonville (4
times), "Best of Show" at Porterville,
"Best Piper" at Merced and a few others to
boot. What's so neat about this PA-12 is
the fact that for most of that time, it had
been a "work in progress" for owner Paul
Merritt, who now makes his retirement
home in Pensacola, FL.
This particular PA-12 Super Cruiser,
SIN 668, was built in Lock Haven in Oc­
tober of 1946, and spent the first portion
of its flying career in Vincennes, IN as one
of the ponies in the stable of a Fixed Base
Operator. Flight instruction, charter opera­
tions, whatever needed to be done was
taken care of by the "wide-body Cub."
A couple in Hollister, CA owned the
3-place Cub for close to 40 years, enjoy­
ing it as their personal airplane. Living in
California, they felt the need to equip the
Super Cruiser with every instrument they
could find, eliminating the original panel
in the process. At various times it also lost
its original upholstery, and was also laid
over on its back, damaging nearly every
wing rib. Each was repaired and the wings
rebuilt, but, as Paul Merritt would recall
later, it didn't look pretty.
In the mid-1980's, Paul and a friend
(Left) A dreary day is just right for Paul Merritt to install the plug·in landing lights. The factory original
lights are one of the several original parts installed by Paul to make his PA·12 a nice restoration.
16 MAY 1998
were deep into the
restoration of a Piper
HE-I, the military
version of the J -5.
Since it was very
similar to the Super
Cruiser, Paul had ob­
tained permission to
enter their hangar and
look at the PA-12 it
their was question re­
garding the orienta­
tion of a particular
part. The HE-I was a
real project, a true pile
of parts, and some­
times seeing a built
up example of a sim­
ilar airplane helped
put the right pieces in
the right places.
How many times
have we said, "Well,
ifyou ever want to sell
your XYZ airplane,
I'd like to buy it?"
Paul did to the
couple who owned
the PA-12, and hap­
pily, they called him
in 1984 and offered
to sell it to him.
$6,000 and a day
later saw Paul Merritt
the owner of what he
considered a margin­
ally flyable 1946 Super Cruiser. It had
27-year-old cotton as its covering, and it
too was marginal, but it flew, and for a cou­
ple of years, Paul enjoyed using it all over
the San Francisco Bay area ofCalifomia.
In 1986, it was time to get to work and
make an honest airplane out of the PA-12.
Fortunately, the previous owners had
saved much of the original components re­
moved from the airplane at various times,
so that they might later prove useful.
Paul was determined not to take five
years to complete the restoration, as he had
on the HE-I. Vowing to work on it every
day, he finished the PA-12 in 364 days,just
one day shy of his goal. There was plenty
to do! From the beginning he planned on
sticking to his budget (he had two kids in
college at the time!) and restoring the air­
plane as it would have appeared in 1946.
Each and every rib had to be repaired,
since all had been damaged when the Su­
per Cruiser was flipped over. You'd never
know it by looking at the ribs, since they
all had a uniform contour to them. How
did he do it?
Often, when a rib is repaired for a crack,
the doubler added can cause the rib to have
a slight depression or flat spot either at the
crack or on each side of it. Some restorers
have used body filler to even out the con­
tour, but Paul had a different method. He
would use contact cement to glue a strip of
thin 1132" balsa wood to the rib flange, and
then carefully sand most of it away until
only the area needing filler would be left
with a even thinner piece of balsa. It is
lighter, and won't chip out like body filler
has been known to do. A coat of varnish is
added to seal the balsa, and voila, one per­
fectly contoured rib, ready for installation!
The rest of Dave's sheet metal work is
beautiful as well. He keeps two complete
sets of metal for the airplane - while one
is on the airplane, the other is always ei­
ther being refinished or is done, waiting to
be reinstalled. He doesn't like the metal to
look ratty , or the rest of the plane. To
jump ahead a bit, whenever he brings the
Super Cruiser to a fly-in, he brings a col­
lection of small paint brushes and nearly
20 different cans of touch-up paint with
him. Once he arrives at the event, he takes
a day and prepares the airplane, by touch­
ing up the inevitable nicks and scratches
that show up an an airplane that is flown
regularly. No show queen, this PA-12 is
Paul's personal transportation, so he en­
joys flying it as often as possible. After the
bugs and rocks have taken their toll to the
extent that no amount of touching up will
keep it looking great, he will remove it
'" and install the newly refinished extra set
.11 of cowling and nose bowl.
Getting back to the restoration , the
~ wings also have one other factory original
j
VINTAGE AIRPLANE
17
H.G. Frautschy
(Above) Sitting in the Florida sun and often sur­
rounded by admirers, Paul's PA-12 Super Cruiser
reminds you just how pretty the airplane was
when it was built by Piper in October of 1946. The
small stepladder in front of the airplane also dou­
bles as an easel for Paul's restoration book, dis­
played for visitors so they can see the extent of
the Piper's restoration.
(Upper left) The forward cockpit of the PA-12 fea­
tures a tw()otone Hammertone finish , along with
gray upholstery and black carpeting. In the center
of the panel you can see the cover plate built by
Paul with the "Super Cruiser" logo emblazoned
upon it, and behind the hinged plate is his radio
installation, along with a spare key and a picture of
his friend, Rosemary.
addition that has proven to be a show stop­
per- a pair of the plug-in wing mounted
landing lights we've seen on a couple of
restorations, most notably Alan Sowell's
Funk completed in 1997. They aren't the
most practical, since they add a pretty
good amount of drag.
A pair of wing tanks are standard, and
they hold a total of38 gallons, plenty offuel
to cruise around behind the economical­
to-run Lycoming 0-235-C I of 100 hp
(later it was uprated to 108 hp) . When
Paul bought the PA-12 , it still had the
original engine installed, and it checked
out and ran fine. In fact, he continued to
run it until 1996, when he overhauled it.
The crankcase had not been opened up
since 1956, and Paul just thought it was
time. The only problem he found was a
crack in the exhaust port stud boss on one
cylinder. That cylinder had to be scrapped,
as it was not repairable, but three of the
four cylinders now on the engine are origi­
nals, and continue to give good service.
Certainly one of the eye catching fin­
ishing in the cockp it is the origina l
Hammertone silver and blue paint. One of
the more popular finishes for cons umer
items in the '40s right on up into the '70s
(remember the silver Hammertone paint
used on the Sears Craftsman toolboxes?) it
can be as tricky to deal with as wrinkle fm­
ish paint. Both are enamels, and are sensitive
to humidity and temperature. When fmish­
ing with either paint, you should attempt
to do all the parts at the same time, since it
is possible to have very different looking
effects if you do them on different days.
Randolph is the paint supp lier for the
finish, and if you don't need a gallon (the
smallest they would mix up for Paul at
that time) , you may wis h to check the
Eastwood Company catalog. (1-800-345­
1178). Their latest catalog li sts aerosol
cans of Hammertone paint in eight colors
(Eastwood shows si lver gray and light
blue as the two closest to the original col­
ors) . They carry a wide variety of
automotive restorer's supplies, many of
which are applicable to aircraft restoration.
Piper, seeing the trend already in the
post war period, made panel space avail ­
able for a radio, whi ch can be a boon to
restorers. As you saw on Chip Fisher' s
PA-12, it's a pertty versiti le place to keep
a couple of radios. Paul has a small Bertea
360 comm radio , along with a Terra
transponder, a must for negotiating the
busy airspace around the Bay area.
One final addition to the cockpit was
made by him, something that he recalled
from his 35 years with IBM - the
"THINK" sign he installed und er the
throttle. He says, ". . . it is always a good
sign to have up to tell you to keep your
mind on what you are doing."
An original Scott hard rubber tailwheel
is installed, something Paul prefers. He's
had a couple of pneumatic tailwheels go flat
after a stone got in between the rim and the
tire and worked a hole in the tube. He really
isn't concerned about the added bumpiness
and noise while taxiing on pavement.
The covering is Ceconite, and the final
finish is butyrate dope, a favorite of Paul's,
with acrylic enamel used on the sheet metal.
He like the acrylic for its ease of use, partic­
ularly for an amateur painter. The results,
as Paul continues to work on and fl y his
Super Cruiser, are very pleasing to look at.
18 MAY 1998
Photos by Leslie Hilbert
As one ofthe increasing numbers of Su­
per Cruisers being restored, the PA-12 will
continue to be a favorite for those fortunate
enough to own them. Paul Merritt certainly
thinks so - he and his friend Rosemary
Kaltahoff are enjoying flying the Piper
wherever they can. Why not? The practical
design was meant to be flown and enjoyed
for its low operating cost and utility, with
its big cabin. It appealed to a wide range of
pilots and FBOs, for Piper had orders for
5,000 examples starting right after VJ day
in 1945. It wasn 't until the following Feb­
ruary that the production line began to
deli ver airplanes, and by the following
March Piper was building 30 airplanes a
day to keep up with pent-up demand!
PA-1 2's were capable of remarkable
feats, including a remarkable around-the­
world flight by Cliff Evans and George
Truman, each in their own Super Cruiser,
who made the 22,500 mile trip in 4 months
and one day. We'll see one of those Super
Cruisers restored within the next year or
so, as Harry Mutter is in the process ofre­
building it as I write this article. A versatile
airplane, the PA-12 has become the dar­
ling or the weekend pilot and bush pilot
alike. With just over 1,531 of the 3,758
built still registered, they'll be around for a
long time to enjoy.
...
WHAT OUR MEMBERS ARE RESTORING
---------------------------- by
Wayne Sutherland's Culver V
Pictured by the hangar in the bright sun
is a 1946 Culver Model V, N3099K, SIN
V-318, owned by Wayne Sutherland
(EAA 197346, NC 12624) of Mackinaw,
IL. Powered with a Continental C85-12FJ,
this particular Culver V features a Beech­
Roby controllable propeller with a
uniquely mounted spinner to help in the
speed department. Normal cruise is in the
125 mph bracket which isn ' t too shabby
for only 85 hp.
Designed by Al Mooney in 1945, the
Culver V featured a "Simpli-Fly" system
that never really caught on with the WW
IT pilots and Culver was one of the first to
go under in the post war aviation "bust".
Presently, there are 37 remaining on the
FAA register of which 16 are the Supe­
rior-built Culver Model V, such as this
one. Pictures taken by Allan Lurie (EAA
19884) of Peoria, IL.
The Beech-Roby propeller is adjusted
in pitch by the large gear next to the cowl­
ing which is rotated by the tiny gear on the
top side, which is turned by a small hand­
crank in the cabin . The spinner is
supported by a flanged backplate bolted
on the front side of the propeller.
Norm Petersen
Grant Metsger's Navy Stearman
Resplendent in its white paint scheme is this beautiful
Steannan (right). N300LM, SIN 75-2855, being readied for
takeoff by its owner, Grant Metsger (EAA 545456, AlC
29129) of Highland Village, Texas, seated in the rear cockpit. Grant,
who is an airline pilot by trade, loves to play among the clouds with
his pretty Steannan, all done up in Navy colors. The tall gentleman
standing next to the Steannan is Grant's father, Don Metsger (EAA
129678, AlC 14638) of Sun City, AZ, who is the manager ofthe air­
port at Wickenburg, AZ, a veteran antique airplane buff and a strong
EAA booster for many, many years. Although it doesn't necessarily
show in the photo, when Don starts talking about his pilot son, the
eyes sparkle and the suspenders get a bit tight- as they would for
any proud father. There is a world of aviation experience represented
by this father-son team as the immaculate Steannan clearly shows.
Stinson 108-3 from Brazil
Back in December, 1995, VINTAGE AIRPLANE, we ran a pic­
ture of a Stinson 108-3 project being built up in Brazil by Moyses
Gomes da Silva (EAA 489663). We are proud to report that
Moyses made the first flight on November 5, 1997, and reports
the Stinson (PT-ZMG) (left) flew just fine . Moyses reports the
restoration took 2-1/2 months to complete. The Stinson is pow­
ered with a Lycoming 0-435 of 190 hp swinging a long fixed
pitch, metal prop and capped off with a neat spinner. Unusual are
the Piper metal wheelpants, complete with metal step on top, in­
stalled on the landing gear rather than Stinson wheelpants. Perhaps
this makes it a genuine late model Piper-Stinson 108-3 as sold by
Piper after buying the line from Stinson Aircraft in 1949! Very
Special congratulations to Moyses for bringing his Stinson 108-3
back to flying condition to once again grace the skies of Brazil.
Dale Ringler's '59 Champ on floats
This photo, taken at Lake Hood, Alaska, shows Dale Ringler's
1959 Champion 7GC (right), N4846E, SIN 7GC-46, mounted on
a pair of PK 1800 floats and ready to leave on a fishing trip with
the door open. Powered with a Lycoming 0-320 engine of 150
hp, swinging a long seaplane propeller, the 7GC is unusual in that
it has dual vertical auxiliary tail fins plus a ventral fin under the
tail. Note the swing-up seaplane door, often used on floatplanes
for easy access to the cabin. This particular model, the first of the
"G" series, is quite rare with only 49 remaining on the FAA reg­
ister at present. Note the Grimes Model B light on the top of the
rudder with its white lens and the strobe light on the cabin roof.
Dale is from Eagle River, AK.
Charlie Harris' Monocoupe 90AL
This photo of a fabulous 1949 Monocoupe 90AL (left),
NC8762I , SIN 869, in a fabulous hangar (note the tiled floor)
was contributed by owner, Charlie Harris (EAA 96978, AIC
2158) of Tulsa, OK. Charlie reports this was the last "stick"
Monocoupe built in September, 1949, and has 775 hours total
time! There are just five hours on a total rebuild including a
brand new wing and a yellow over red paint scheme with the
"three finger stripes" down the side. The Monocoupe also fea­
tures a red leather interior and 36 gallons of fuel to feed the 160
hp Lycoming 0-320 engine. This was the last Monocoupe to be
restored by the late John Halterman, who was also the
ATC holder.
20 MAY 1998
PreparingA Swift For Aerobaticsl
NOT FAA APPROVED
ANY INFORMATION HEREIN
DOES NOT
CONSTITUTE
APPROVED DATA.
THIS DOCUMENT
EXPRESSES MY
The information herein was learned
the hard way over a period of 30 years of
Swift ownership. A long the way Iobtain ed a Pilot License, a Mechanic s
Licellse and all Inspection Authorization.
I have belonged to the SWift Association
for all of its 25 plus year history,and enjoyed all but a few hours among hundreds
of hours spent in these wonderful airplalles.
OWN OPINIONS AND
WHILE I FEEL THEY
ARE ACCURATE,
OTHERS MAY DISAGREE,
AND THEY MAY BE
RIGHT, BUT I DOUBT IT.
-JIM MONTAGUE
If you don't yet have a Swift, there are
severa l things you can look for on a prepurchase inspection wh ich wi ll he lp yo u
later on. We are onl y at this time going to
consider stock or semi-stock Swifts of 145
hp. Big engine airplanes are a chapter all
their own. If you intend to do aerobatics:
I. Don ' t buy a painted Swift-paint adds
weight, 20 to 60 pounds.
2. Don 't buy a Swift with an auxiliary fuel
tank- it' s 14 pounds of extra weight.
3. If the Swift has tube radios, don't pay
anythi ng for them; they have to go.
4. If it has a "fully gyro panel," ditto .
5. Have a pre-purchase inspection done
by a mechanic who knows Swifts. Remember these wonderful airplanes are
old, so be alert for corrosion and bad
.
.
prevIOus repaIrs.
6. In particular, inspect the area of the
lower spar of the center section.
If the airplane has been belly-landed,
and most have , be ale rt for cracks
from the emergency gear extension
bracket at the center of the airplane.
7. If the airplane is a converted GC-LA,
make sure it was done according to
S.B. #27. In particular, ensure the correct wing fittings are installed.
VINTAGE AIRPLANE
21
8. Check the engine mount per A.D.
64-05-06.
THE SWIFT WASAPPROVED UNDER CAR 4A;
ANY SWIFT WILL LOOP AND ROLL
Okay, you bought a Swift, but before
you do aerobatics I recommend:
I. The empty weight should not ex­
ceed 1,200 pounds, preferably less.
2. The ailerons should not be painted
for flutter considerations.
3. Do a thorough Annual inspection; in­
spect all cable runs for frayed cables
and rusty cables. Inspect all structure,
paying particular attention to the hor­
izontal stabilizer spar at the rivets of
the first rib. Later, we'll talk about re­
inforcing this area. Check any older
metal airplane for corrosion.
4. Lighten the airplane where it's easy
and practical. Remove all gyros and
plumbing and venturis, use an elec­
tric tum and bank; if you fly serious
IFR you've got the wrong plane.
Remove all tube type (heavy) radios.
Retain one comm 760 and transpon­
der, and use a GPS for nav. Use a 20 amp
generator-a 35A generator weighs 16
pounds. An alternator can require 2 or 3
hp to tum it.
A quality battery can weigh 27 pounds,
a cheapie weighs 16 pounds. Use Slick
6364 mags (10 pounds) or Bendix S6LN­
21 ( 11.5 pounds). The interior upholstery
can be heavy. The original seats can
weigh 35 pounds. The floor rug can
weigh five pounds.
22 MAY 1998
If you get to the air show stage, the
ELT can even be removed.
Clean the interior, vacuum out
the belly.
If the old D-2 wobble pump is still in­
stalled, remove it and install an electric
pump. (Two or three pounds lighter.)
Remove landing lights, rotating bea­
cons, unused antennas.
If you don't have the straight stack
exhaust, get it.
A Sensenich M74DR-I prop weighs
three pounds less than a McCauley
DM739.
Those are the bigger things. To really
get the weight down you've got to go a
little extreme. Examples:
The early 0-300s used magnesium
mount legs, later aluminum-magnesium
intake elbows and manifolds.
You may be able to get by with a 12A
generator.
Check the B&C starter out; it's lighter
and better, but expensive. The ELI
landing gear is several pounds lighter
than Adel.
Check your gear motor; some are
too heavy.
Aluminum screws can be used in
non structural applications, fairings,
windshield retainers, etc.
Removing the oil cooler is not usually
recommended, but it's not required
legally with a fixed pitch prop.
The fuel tank filler is a steel tube; it
could be aluminum. Strip the paint , if
it's painted.
Cleveland wheels
& brakes are great,
but heavier than
Goodyear. Aluminum
hose ends on all the
hoses save a few
ounces. McCreary
4-ply tires are recom­
mended, both for low
overall weight, and
fast gear retraction.
The little wires
most Swifts have for
gear down indicators
are light and simple.
But if you properly
wire in another "gear
down" light, you save
a few ounces and some
aerodynamic drag.
The brass plugs on
the engine can be ex­
changed for aluminum.
Eat less. Fly with
112 full tanks.
Note I haven't
mentioned anything in the tail section.
First of all, the Swift flies better with an
aft C.G.; it's faster and more responsive.
There are several things which could be
lighter in this area, but it's a Catch-22.
Most Swifts have between 9.5 pounds
and 15 pounds of ballast in the tail. There
are various tail wheels approved on the
airplane, with their weight from four to
nine pounds . If you remove the ballast,
and install a non-steerable tail wheel,
you might lighten the airplane by 15
pounds but ruin its flight characteristics
and make it hard to land. The tail wheel
shock strut is heavy too and could be
made lighter. Talking theory, all this
could be done and the battery moved aft.
The catch is, the heavy battery cable re­
quired could negate some of the gain.
Also, the existing approvals for battery
relocation call for it to be installed be­
hind the baggage compartment. If it were
in the aft fuselage an external access
door would be required for all but the
young and athletic.
The rudder skin is .032" thick, which
is ridiculous compared to a Cessna or
Piper, which typically use .016" and
stiffening beads. The Swift needs the
thick skin to avoid oil canning and wrin­
kles , and as pointed out, they need
additional weight in the tail anyway.
Little known facts
The early fuselages are 7.5 pounds
lighter than the late ones. In fact, the real
early ones with the light sk in (.020 and
.025) are probably lighter yet. That's
why some GC-I As required 15 pounds
ballast when converted.
The early horizontal and vertical
stabilizer spars are .050 instead of .063,
but this is not a good place to save a
few ounces.
The early Swifts with the riveted on
center section are structurally superior
except a few serial numbers after 1,000
which have 3/32" rivets in the row below
the windshield-these should be
1/8" rivets.
Modifications
The stock wing tips should be used.
The slots have been STC'd to be
closed, but the method is crude and
heavy. There have been field approvals
to do it a little more cleanly. Do not re­
move the stall strips in conjunction with
closed slots! Short wing tips, like the
modified Bonanza tip don't do much for
lift, but stall nice, (but beware the sink
rate) and probably are more spin resis­
tant (probably). The angle of incidence
on the horizontal stabilizer is different
(less) on the later airplanes. This can be
duplicated by copying the rear attach fit­
ting from any of the 2300B or 2400B
(sIn 3600 through 3760) series of Temco
airplanes and comparing it to what
you've got. A converted GC-IA proba­
bly has a longer fitting. Caution:
someone may have changed this previ­
ously, check it before you cut any metal.
Treat any previous modifications with
suspicion, even ifSTC'd. STC holders
continually warn against a combination
of modi fications which may be incom­
patible . A modified hatch may be
unsuitable for aerobatics since it might
not be possible to exit the airplane in
flight. A stock hatch cannot be opened at
high speeds. Can you get out the window
with a parachute? Sticks are a popular
modification these days since they make
landings and loops easier by changing
the ratio of control movement to elevator
displacement.
Moving the battery to the back of the
baggage compartment is usually a good
move, especially when a Merlyn Products
access door is installed, although I hate
to cut a big hole like that in an airplane. I
don't know if! need mention the old
Corben tails and wing tips should never
be used . The Sensenich M74DR-I prop
is STC'd at a pitch of 62 inches. This is
too much pitch. I understand Merlyn has
a 145 STC which allows a more sensible
58 inches or thereabouts pitch. The pre­
ferred engine is an 0-300A. A C-145-2
is, for all practical purposes, identical if
it has a "D" in the serial number. (De­
notes dampened crankshaft) The 0-300D
can be used if an "A" crankshaft is in­
stalled. Continental has an Engineering
Deviation on this. The engine should be
in good mechanical condition, with no
low cylinders or weak mags or bad plugs.
The latest cylinders have larger 30 de­
gree intake valves and the latest
camshafts are considerably different. All
the 0-300 camshafts are pIn 530803, but
the late ones have the number circling the
shaft, and the early ones have it longitu­
dinal. Also the late ones are 530803AN
or 530803AU or 530803AT, etc. It's in­
teresting that all these engines are rated
at 145 hp. Kenny Maxwell at the
Maxwell prop shop once told me no en­
gine varies so much in output as the
0-300, and what was a good prop on one
airplane wouldn't turn up on another.
Downdraft cooling, and fiberglass cowl
are okay mods, I just like a metal cowl.
The Merlyn gross weight increase
adds only a few ounces of weight and
makes the wings stronger, so it would be
desirable for aerobatics . 150 seats ­
okay. Shoulder harness-absolutely.
Bubble Canopy? Personal preference. I
like 'em original, but I must admit the
canopies are nice. Quieter too. Get an in­
tercom regardless . It only weighs a
few ounces.
Adjust the aileron stops. Remove the
aileron, locate the coarse threaded # I 0
aileron stop bolt, take it out first, and
move the plain check nut to be next to
the bolt head, reinstall. Contact should
be made at the wing before the secondary
stops under the panel, check the manual.
Check the rudder travel. It should be
VINTAGE AIRPI.ANti 023
adjusted for maximum L-R movement.
Check the manual. Tension rudder cables
70 pounds.
The engine should run smoothly, and
have minimal mag drop. With the Swift
Association STC you are somewhat limited on prop selection and allowable
static rpm. The STC limits static rpm to
2,130. The STC was gotten as a paper
exercise by Piedmont, and has some
strange stuff in it. In effect, you have a
125 hp 0-300. The STC actually requires
a placard, "Do not exceed 125 hp, 2,270
rpm at any time." This really shows laziness on the part of whoever issued the
STC. Actually, the 0-300 puts out 125
hp at 29 inches of manifold pressure and
2,270 rpm so this is legal, but not wise, to
run continuously. If they wanted to restrict the Swift to 125 hp, they shou ld
have published the following:
125hp
Power settings for 0-300 engines
125 hp=
125 hp=
125 hp=
125 hp=
125 hp=
2700 rpm x 25" MP
2500 rpm x 26.7" MP
2450 rpm x 27.2" MP
2300 rpm x 28.7" MP
2270 rpm x 29" MP
125 hp Is 86 percent power for a 145 hp engine.
Do not cruise cootinuously with MP (Wer one
Inch higher than rpm.
Note:
75%power =108.75 hp
65%power- 94.25 hp
TEXAS ENGINEERING AND MANUFACTURING CO., INC.
DALLAS,TEXAS
July 18, 1949
FLIGHT CHARACTERISTICS OF
SWIFT MODEL CG-1 B
The subject airplane is certified under
the requirements of normal category airplanes as specified by U. S. Civil Air
Regulations, Part 04, Airplane Airworthiness, dated November 1, 1943.
The flight maneuvers listed below for
the subject airplane are itemized to familiarize those not acquainted with the GC-l
B Swift. These maneuvers are essentially
aerobatic-type and do not include normal
cross-country type of maneuvers.
SLOW ROLL
Obtain approximately 140 mph airspeed
before initiating maneuvers.
SNAP ROLL
Obtain 80-85 mph airspeed before initiating maneuvers.
LOOP
Obtain 155-175 mph airspeed before initiating maneuvers . Tight maneuver will
result in a high speed stall and inversely a
loose maneuver will result in a slow speed
stall. In either condition airplane will have
tendency to fall off on either side, but will
not result in an inverted spin.
CHANDELLE
Obtain 155-175 mph airspeed before initiating maneuver (see loops).
IMMELMANN
A typical setting with a fixed pitch
prop might be 2,450 rpm and 24 inches
MP. This is 75 percent power or 108.75
hp, well below 86 percent. As a matter of
practicality, at our local airport, elevation 932 feet, full throttle, will yield less
than 29 inches MP. With full throttle, we
get 27 .2 inches MP and 2,270 rpm
(which my Swift does, typically) that is
about 110 hp available on takeoff per the
Continental 0-300 operators manual
power chart, with my prop.
I mentioned the Swift was approved
under CAR 4a. The current FAR 23 has
different categories, Normal, Utility, and
Aerobatic. In 4a, all airplanes are aerobatic, limited by placards. The Swift has
only two required placards:
(a)"INTERNA TIONAL SPINS PROHIBITED"
(b)"DO NOT LOWER LANDING
GEAR ABOVE 100 MPH"
A letter was published by Temco in 1949
concerning aerobatics which is copied here:
24 MAY 1998
Obtain 165-175 mph airspeed before initiating maneuver (see loops).
STEEP CLIMBING TURNS
Obtain 75-85 mph airspeed for short duration (not to exceed five minutes).
DIVE
Do not exceed 185 mph (design speed
210 mph).
INVERTED FLIGHT
Inverted flight maneuvers are prohibited
except for very short duration. Oil pressure will drop off due to the particular
type of engine oil system.
STALLS
Normal stalls and whip stalls.
SPINS
Airplane is placarded against intentional
spins - not because of structural strength,
but due to spin characteristics. A two (2)
turn spin can be accomplished with a 1112 turns to recover by using opposite
ailerons and full forward stick. Above this
point speed of turns builds up and air-
plane has tendency to flatten out. Six (6)
turn spins will require approximately four
(4) turns to recover by using opposite
controls and intermittent throttle blast.
L. A. Childs
Chief Engineer
The statement on spins is self-explanatory and also tells why the Swift is not
often entered in competition where spins
are important scoring maneuvers. As a
personal observation, the Swift does not
spin readily, and resumes normal flight
immediately if forward yoke is applied
immediately. Of course, opposite rudder
would be called for, but that would be in a
full blown, fully developed spin. A snap
roll, which is a horizontal spin, requires
about 1.4 times normal stall speed, "G"
loading to a stall, and rudder in the direction of the snap. Repeated snap rolls are
not recommended. The airplane is now 50
years old, and the tail structure will develop loose rivets and cracks, and perhaps
eventually fail.
I do not feel the Swift needs to do spins
and snap rolls to be a sport acro airplane.
The Swift, flown by competent pilots,
is an excellent airshow airplane . The
flight performance is more enjoyable for
many , because of its smoothness, not
snap-snap maneuvers. Bob Hoover never
snapped the P-51 either! With the smaller
engines, aerobatics in the Swift is an energy management process, if done in an
airshow environment. Several very good
pilots have done relatively low-G airshows, some with engines as big as the
10-360 Continental and Lycoming. Ironically, the bigger (heavier) engines require
lower "G" maneuvers. Not too many people have seen Mark Holliday perform in
the GC-l A, but he, at 1,100 pounds empty
weight, has the most margin of all. I believe Mark was first to perform a gear
down loop at an airshow with a Swift.
I see where unlimited acrobatic airplanes now weigh 1,170 pounds with 310
hp. We're in a different world here. ...
-Continued in next month's issue of
VINTAGE AIRPLANEIf you're Interested In Swifts, you
can contact the International Swift
Association at:
Charlie Nelson
P.O. Box 644, Athens, TN 37371
~:423/74~9547
Email: [email protected]
Or look at their Web Site at: http://
www.napanet.net/-arbeau/swlft/
Aprtl Mystery Plane
This month 's Mystery Plane
won 't be nearly as easy as the
two most recent airplanes, but
many of you who love the post­
WW II period will enjoy racking
your brains trying to remember
where you'd seen it before. To be
included in the August issue of
Vintage Airplane , your answer
needs to be in to EAA HQ no later
than June 25, 1998.
February Mystery Plane
The February Mystery Plane was ad­
mittedl y pretty tough , and we only
received one correct answer:
The February Mystery Plan e is a
Crawford Special (surprise, surprise!!).
X450E was serial number 504, and to­
morrow is the 69th Anniversary of its
registra tion on 21 February, 1929.
Powered by three Szekely R3 engines, it
was built by Crawford Motor & Air­
plane In c., Seal Beach, CA. It appears
to be a development ofthe Anzani pow­
ered Crawford Sport, featured in Jo e
Juptner's "T-Hangar Tales " as the
world's littlest tri-motor. William F.
Crawford and his company appear to
have built a number oftypes in the late
1920 's and early 1930's.
Yours faithfully,
Vic Smith
NC 13710
Uxbridge, Middlesex,
United Kingdom
by H.C. Frautschy
Schmuck Sportster parasol was 510. Ob­
viously, it wasn't. 510 was the Schmuck
biplane says John Underwood, and in
him we trust. If Schmuck Sportster was
the same thing as West Coast WCK-2
as stated in this March issue, its regis­
tration no . must have been X10536,
which certain ly is more in harmony
with the modern look o/the aircraft.
First registered in 1930 it had a Kinner
engine and nothing else.
Thanks for the correction, Lennart!
Send your Mystery Plane correspon­
dence to:
Vintage Mystery Plane
EAA, P.O. Box 3086
Oshkosh, WI 54903-3086
...
Crawford Special
We did have one more answer to the
January Mystery - thanks, Frank Abar
or Livonia, MI!
Lennart Johnsson of Eldsberga, Swe­
den graciously wrote to correct part of
his answer to the Schmuck airplane:
1 must reluctantly admit that I am a
careless fellow. I my letter to you 5 Jan­
uary, quoted in the Mystery Plane
section ofthe March issue of VINTA GE
A IRPLANE, I stated the reg. no. ofthe
VINTAGE AIRPLANE
25
PaSSitto Buel{ by E.E. "Buck" Hilbert
EM #21 Ale #5
P.O. Box 424, Union, IL 60180
Dear Buck,
The letter and your reply about faulty
mag switches in March Vintage Air­
plane prompts me to pass on another
possible problem which I came across
some years ago. I took over our group's
airplane from an instructor and a stu­
dent, possibly having his first lesson.
The keys were lying on top of the in­
strument panel as usual. Before doing
my walkround, I climbed in to check the
fuel state and just happened to spot that
the mags were still on!
The instructor, having stopped the en­
gine by pulling the mixture to lean, had
climbed out to arrange the refueling, and
asked the student to "Take the keys out".
As the engine wasn't running, he had just
pulled on the keys and the switch was
sufficiently worn for them to come out
without any force being needed.
As you keep saying, always treat the
prop as HOT!
Back to you,
Vic Smith, AlC 13710
Uxbridge, Middlesex,
United Kingdom
Yow! That's a new one for me, but it
certainly could happen, give the age of
many ofthe mag switches in our favorite
old airplanes. 1 guess we should also be
carejitl ofhow literal someone might take
our request!
Dear Buck,
Can you take one more thing about
the forward sloping windshields?
After writing to you in January about
26 MAY 1998
these windshields, I decided to to check it
out with the man I consider to be "the
source". Bill Cook joined Boeing in 1936
as an engineer with an MS degree from
MIT, and was the Chief of the Technical
staff in the Transport Division of Boeing
when he retired in 1974. He was in
charge of their high speed wind tunnel
during and after WW II, and was Assis­
tant Proj ect Engineer on t he XB-47
Aerodynamics Unit.
I am enclosing a copy of his rep ly
about the windshield on the first 247s.
The picture of the Kinner Navy Envoy
in the March issue of VA stirs memories.
I believe it was Megow that sold a neat
model kit of this beautiful airplane.
Dale Crane
AlC 25513
Basin, WY
member whether or not he flew the back
slanted type installed on the first 30. He
had no comments on the windshield. J
had thought that the back slant was to
avoid reflections oflights on the ground,
but he did not confirm this. Another
friend, Dick Rouzie, designed the flight
controls on the 247. He thought that a
Boeing pilot had asked for this design so
he could look through the windshield at
right angles when looking at the ground
on landing. The early laminated safety
glass on the Model A Fords was so wary
that drivers complained. Acrylic (Plexi­
glas®) was not available until the war,
from Rohm & Hass, a German concern.
The early plastic windshields for air­
planes were made ofcelluloid, and these
would color yellow in a year in the sun.
Dick Rouzie said that the 247 wind­
shield was designed by Boris Korry, who
was one ofseveral Russian engineers
who escaped to the US during the [191 8}
revolution. Seattle was where they got
offthe boat. The engineering department
then probably had less than 50 engineers.
Bill Cook Bellevue, WA Dear Mr. Crane,
Thank you very much for your kind
words about my book "The Road to the
707". The readership is quite selective,
and [ am always interested in the
reader 's reactions.
Concerning your question about the
windshield on the 247, J asked a good
friend, Clayton Scott, 92 years old and Dear Buck,
Back in the "good old days", the '30s,
still flying, about his experiences when
heflew 247'sfor United. he could not re­
most small airplanes like Cubs and
Aeroncas, and others, were sold and delivered without an air­
speed indicator. These did not become "required equipment"
until the late '30s or maybe 1940. Of course, the owner could
always have one installed ifhe could afford it.
Pilots were taught to judge their speed by the attitude of the
plane, as well as by the sound of the wind in the wires, the feel
of the pressure on the controls, and by that feeling in the seat of
the pants as a stall approached. I always thought this was im ­
portant for a pilot to learn, and back when I did a lot of
elementary instruction, I always included at least one lesson
with the pitot tube covered.
During the War whi le I was assigned to fly Grumman Wild­
cats in the Pacific Fleet, a new pilot assigned to the Squadron
had not been taught well. One time he was attempting to take
off on a 5,000' runway, he had neglected to remove the pitot
cover, and as he accelerated down the runway he yelled to him­
self"AIRSPEED, AIRSPEED, NO AIRSPEED" and he held
the plane on the ground, at full throttle, 'till he ran off the end of
the runway, through the fence, through a coupl e of ch icken
coops, and a barn. He must have been do ing at least 250 kts,
and could have easily zoomed up to 5,000' if only he had al­
lowed the ship to lift off. (Being a ship bui lt by the "Grumman
Iron Works" he was not injured.)
Among my administrative duties was that of "Squadron
Safety Officer", wherein it was my job to write a report of the
accident, and to make recommendations that would prevent
such an accident from recurring. My recommendation was that
in Primary training, navy Pilots should be given an hour of dual
instruction, with the pitot tube covered, so he could learn that a
plane can actually fly without an airspeed indicator.
This report went all the way through the Navy Bureau of
Aeronautics and to the desk of non other than Admiral Ernest 1.
King, Chief of Naval Operations. He didn't like my report one
bit, and I received a severe reprimand for being so reckless and
irresponsible as to make such a hazardous recommendation.
This reprimand went into my personal life
When I had been a primary flight instructor, prior to my fleet
duty, many of my students were assigned to me for extra time,
after they had failed a check ride. [ found that many of these ex­
tra time students had had "AIRSPEED, AIRSPEED, WATCH
YOUR AIRSPEED" yelled at them so firmly and often that it
was their whole problem. The kept their heads down in the
cockpit chasing the ASI needle up and down, that they couldn 't
do anything right. As soon as I saw this common problem, the
first thing I did was to land at the nearest outlying field, get the
pitot cover out of the baggage compartment and cover the pitot
tube. They we would take off and demonstrate how to judge the
speed without an ASI.
This always solved the problem. (In those days we were fly­
ing StearnlaJls and N3Ns.)
I think that todays primary students wou ld benefit if the
FAA required at least one lesson without an ASI, before solo.
Over to you Buck,
HaJ1k Palmer
St. Petersburg, FL
Partial panel work is always a great idea Hank - these days,
we have those little round rubber or plastic covers we can stick
right over the instrument we want them to forget. Teaching
them why a plane flies and how it sounds and feels is as valid
today in a /72 as it was in a Fleet or a Champ!
Over to you, (,
I' 3t(ck. ~
ARLINGT
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port. American Waco Club Fly-In. Info: Phil Coulson:
JULY I1-PUNTA GORDA, FL - EAA Ch. 565 Bfast.
616/624-6490 or Jeri)' Brown: 317/535-8882.
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JUNE 19-21 - MIDDLETOWN, OH. Hook Field. Ninth
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The following list ofcoming events is fur­
National Aeronca Convention. Fri. Steak Fry. Sat.
shop. 8001967-5746.
nished to our readers as a matter of
Banquet, Camping, Aeroncafactory tours. Info:
JULY 12 - RENSSELAER, IN - EAA Ch. 828 Fly-In/
information only and do es not constitute
write Jim Thompson . P.O. Box 102, Roberts. IL
Drive-In Lunch. 219/866-5587.
approval, sponsorship, involvement, control
60962-0102.
JULY 12 - NAPLES, FL - EAA Ch. 1067 Pancake
or direction ofany event (fly-in, seminars,
JUNE 20-21- LACROSSE, WI - AirFest '98 two day
Breakfast. 9411261-5701.
.fly market, etc.) listed. Please send th e
airshow. Info: 608/781-5271. Check NOTAMSfor
JULY 12-13 - GAINESVILLE, GA - EAA Chapter 611
information to EAA, All: Golda Cox, P.O.
field closure.
30th annual Cracker Fly-In. Info: Mick Hudson,
Box 3086, Oshkosh, Wi 54903-3086. Infor­
JUNE 20 - HUNTSVILLE, AL - Moontown Airport.
770/531-0291.
mation shou ld be received four months
EAA Chapter i90 Fly-In sausage, egg and pancake
JULY 13-16 - MIDDLETOWN, OH - Short Wing
Eat 'Em Up Breakfast. 205-852-9781.
prior to the event date.
Piper Club Convention Fly-In . 513/398-2656.
JUNE 20 - COOPERSTOWN, NY (NY54) - EAA Ch.
JULY 18 - HUNTSVILLE, AL - Moontown Airport.
MAY 16 - HUNTSVILLE, AL - MoontowlI Airport.
1070 Fly-In B'Fast. 607/ 547-2526. Rain: 612 1.
EAA Chapter 190 Fly- In sausage, egg and pancake
EAA Chapter 190 All Day Annual "Old Fashioned
JUNE 20 - LAGRA NGE, OH - EAA Ch. 255 Fly- In
Eat 'Em Up Breakfast. 205-852-9781.
Fly-In. " Info:2051852-9781.
Breakfast. 440/355-649/.
JULY 18 - COOPERSTOWN, NY (NY54) - EAA Ch.
MAY 16 - TRENTON, NJ - Chapter 176 Young Eagles
JUNE 20 - MOOSE LAKE, MN - Lake Air Flying
1070 Fly-In BFast. 607/547-2526. Raill: 7/19.
Fly-Ill, rain date 5117. Call 6091895-0234 for
Club Annllal F~y-In breakfast. 7:30 - Ila.m. Info:
JULY
19-23 - OACAC Oregoll Air TaliI' 1998 - starts
location
Larry Peterson 218/485-4441.
7/19 at Collage Grove, OR. Info: Hal Skinner. 541­
MAY 16 - WiSCONSIN RAPIDS, Wi - EAA Chapter
JUNE 20 - GAYLORD, Ml- Otsego County Airport
746-3387.
706 Pancake Breakfast Fly-In. 7151435-3644.
(GLR). EAA Chapter 1095 Pancake Breakfast F~)I­
JULY 24 - COFFEYVILLE, KS - Funk Aircraft OWII­
MAY 16-17 - HICKORY, NC - 6th annllal Warbirds
In . 7 a.m.-noon . Rain date: 6/21. Info : Tom
ers Aswc. Reunion. Info: 302/674-5350.
over Hi ckory Fly-In. 9:30 a. m. - 5 p.m. Info:
Lesinski, 517/786-4908. Phil Curtiss, 5171939­
JULY 24-26 - MERRILL, WI - Hatz CB-l Anniversary
704!437-0541.
8715, [email protected]
Reunion. 715/536-3197.
MAY i6-17 - MEMPHIS, TN - EAA SportAir Work­
JUNE 20-21- R UTLAND, VT - EAA Ch. 968 "Tail­
shop. 8001967-5746.
JULY 26 - BURLINGTON, WI- 6th annual group Er­
dragger Rendezvous" Pancake B Jast.
coupe fly-in to Oshkosh. Wheels up at I p.m.
802/492-3647.
MAY 17 - ROMEOVILLE, IL - EAA Chapter 15 Fly-In.
Everyone welcome to join. Info: Syd Cohen.
Infix 8151426-6153.
JUNE 20-21- BARABOO, WI - Baraboo-Dells Airport
715/842-7814.
MA Y 17 - WARWICK, NY - Warwick Aerodrome
Tillles. Brea!.fast sen'ed by the Optimist Club fi'Olll
JULY 29-Au~. 4 - OSHKOSH, WI - 46th
7:30am to 12plII. RAIN OR SHINE! $4.50, Chil­
(N72). 10 a.m.-4 p.m. Food. trophies, Judging reg.
Annual EM Fly-In and SportAviation
closes at 2 p.III.lnfo: Han), Barker. 9731838-7485.
dren 6-10 $3.5 & underJi'ee. Info: Joe Canepa,
Convention. Wittman RegwnalAirport.
608/356-6822 (W). 608/356-0429 (H). 608/356­
MAY 23 - FREDRiCKSBURG, TX - Gillespie County
Contact EM, PO Box JY8~ Oshkosh,
7558 (FAX) or email [email protected]
airport (T82) EAA Chapter 1088 brunch
WI 54903-3086, 920/426-4lfOO.
and fllndraiserfor A WOS. Info: Stan Shannon
JUNE 21- SCHAUMBURG, iL - Schaumburg Re­
JUNE 14 - FULTON, NY - Oswego County Airport
830-997-8802 or shannons@jbgnet.
gional Airport (6C) - EAA Chapter 153 Pancake
(FlY) EAA Chapter 486 Pancake Breakfast featur­
breakfast, 8 a.m.-noon. Info: 630/830-0559.
JUNE 4-7 - JACKSONVILLE, IL - 1998 Ercoupe Na­
ing vintage aircraft. cars and motorcycles. Awards.
tional Convention. Everyone welcome. Info: John
JUNE 25-28 - MT. VERNON, OH - Wynkoop Ai/port.
Info: Ken Graves. 3151466-6928.
Wright. Jr. 2171698-8243
39th Annual National Waco Club Reunion. Info:
AUGUST 9 - QUEEN CITY, MO - Applegate Airport
Andy Heins. 937/866-6692 or email at waco­
JUNE 5-6 - MERCED, CA - Allnual Merced West
11th annual Fly-In. Everyone weico lll e.
[email protected]
Coast Fly-In. 2091383-4632.
660/766-2644.
JUNE 27-28 - COLDWATER, MI- Fairchild Fly- In.
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AUGUST 9 - MENDOTA, IL - Grandpa's Airport.
Info: Mike Kelly, 517/278-7654.
Field - 12th Annllal National Biplane Convention
EAA Chapter 263 Fly-In breakfast, plus trans­
alld Exposition. Biplane Expo '98. Biplalles alld
JUNE 27-28 - DENVER, CO - EAA SportAir Work­
pO/·tation to the Sweet Com Festival that afternoon.
shop (Covering/Composites). 800/ 967-5746.
NBA members free - all others pay admission. Info:
Info: 815/539-6815 or -5378.
9181622-8400 or 9181336-3976.
JUNE 27-28 -PETERSBURG, VA (PDA) - VA State
AUGUST 15-16 - KA NSA S CITY, KS - Downtown
JUNE 5-6 - MERCED, CA - 41st Merced West Coast
EAA Fly-In. 804/358-4333.
Kansas City Airport (MKC). Kansas City Expo '98.
Antiqlle Fly-In. Info: Virginia or Ed Morford,
JUNE 27-28 -LONGMONT, CO - 20th A11/11101 Rocky
Young Eagles rally.
2091383-4632.
MOllntain EAA Fly-In, 303/798-6086.
SEPT. 6 - NAPPANEE, IN - Fly-ln IDrive-ln Ice
JUNE 6- 7 -MEDFORD, OR - EAA Chapter 319
JUNE 28 - ANDERSON, IN - EAA Chapter 226 Fly­
Cream Social. 1-4 p.m. Info: Fast Eddie Milleman.
Rouge Valley Falllily F~y-In. Info : Cindy Walker.
In breakfast.
2191773-2866.
5411855-9036.
JUNE 28-JULY 3 - LAKELAND, FL - 30th Annual
SEPT. 12 - TRENTON, NJ - Chapter 176 Young Ea­
JUNE 7 - JUNEAU, WI. - EAA Chapter 897's annual
International Cessna 170 Assoc. convention. Info:
gles Fly-In. rain date 9/13. Call 609/895-0234 for
Fly-In Breakfast. 8 a.lII. - I p.m. Dodge County Air­
Dale or Marty Faux: 94//646-4588.
location. Sept. 12-13 - MARION. OH - Mid-East­
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JULY 3-5 - CREVE COEUR, MO - Creve Coeur air­
ern EAA Fly-In (MERFf). 51 31849- 9455.
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port (/ HO). Great War Fly-In. Info: Don Parsons,
Sept. 12-13 - MARION, OH - Mid-Eastern EAA Fly-III
County Melllorial Ai/port (MTO) 217123i7l20.
314/397-5719, [email protected] or Tim Adcock,
(MERF1). 513/849- 9455.
JUNE 13 - INTERNA TIONA L YOUNG EAGLES
314/861-0183 [email protected]
SEPT. 12-/3 -HAGARSTOWN, IL - EAA Chapter 373
DA Y. Contact th e EAA Young Eagles office,
JULY 4 - FREDRICKSBURG, TX - Gillespie COl/llty
9201426-4831.
Fly-In. Cook out and camping Sat. aft.levening. break­
airport (T82) EAA Chapter 1088 4th of July
fast Sun a.m. Info: Marvin Stohler, 765/489-4292.
parade. Info: Stan Shannon 830-997-8802 or
JUNE 13 - TRENTON, NJ - Chapter 176 Young Ea­
gles Fly-In. rain date 6114. C{J/16091895-0234 for
[email protected]
SEPT. 19-20 - STERLING, IL - Sterling-Rock Falls
location.
Whiteside Co. Airport (SQI). NCEAA Old Fash­
JULY 8-12 - ARLINGTON, WA - Northwest EAA Fly­
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JUNE 13 - ANDOVER, NJ - Andover-Aeroflex Air­
In. 360/435-5857. Web site: IVII"".IIWeaIl-Org/llweaa/
630-543-6743.
port. 12tV. Olde fashioned fly-in sponsored by EAA
JULY 10-12 - LOMPOC, CA - 14th annllal West Coast
AIC Chapter 7. Old birds, Young Eagles. Flying
SEPT. 25-27 - ATWATER, CA - Castle Airport (for­
Piper Cub Fly-In . Info: Bnlce Fall. 805/733-19 14.
Start, Penny-a-poundflights. good eats. 9731786­
merly Castle Air Force Base) Goldell West EAA
JULY 10-12 - ALLIANCE, OH - Alliance-Barber Air­
5682,973-361-0875. Rain date 6114.
Regional Fly III, IlIfo: Lela EdSall, 530/626-8265
port (2DI). Taylorcraft Own ers Club and
or email: edson@j'oothill.llet
JUNE 13-14 - FREDERICK, MD - EAA SportAir
Taylorcraft Old-Tim er 's 26th Annual Reunion.
Workshop. 8001967-5746.
SEPT. 26 - OLATHE, KS - Olathe Executive Airport
Info: 330/823-9748, 823-1168 or ema il at
(OlC). Annual EAA/FAA Partnership Fly-In and
[email protected]
JUNE 13-14 - GAINESViLLE, TX - 36th Annual
Young Eagle Ra/~)I.
Texas AAA Chapter Fly-in. Info: 9401668-4564.
JULY 10-/2 - PITTSFIELD, IL - Pittsfield Penstone
web site: hllp:llwww.coke.netl-airport
Oct. 8-11 - MESA , AZ - Coppers/ate EAA Fly-III.
Ailport- July 10-12. Gathering ofEagles. Fly-In
5201228-5480.
JUNE 14 - FULTON, NY - Oswego County Airport
breakfast on Sunday. Camping on field, motels and
(Fly) EAA Chapter 486 Pallcake Brea!.fast featur­
trall.\portation available. Info: 217/285-4756.
Oct. 9-11 - EVERGREEN, AL - So11theast EAA Fly­
ing biplanes. Award for Best Biplane. Info: Ken
111. 334/765-9109.
JULY 11- FREDRICKSBURG, TX - Shannon ranch
Graves 3151466-6928.
fly-in. Info: Stan Shannon 830-997-8802 or shan­
Oct. 10-11 - WILMINGTON, DE - East Coast EAA
JUNE 18-21- CREVE COEUR, MO - Creve Coeur air­
nons@jbgnet
Fly-In. 302/738-8883.
F1y-In Calendar
28 MAY 1998
Anne Anderson ... .. Santa Barbara, CA
John Ankeny ........ Cannon AFB, NM
Michael K. Armstrong ... Fairbanks, AK
Marlyn R. Atkinson
· . . ..... .... .. . Excelsior Springs, MO
1. D. Ball .. . .. . .. ... . .... . Elkins, AR
Michael Barbee........ . Columbus, OH
William Barr ... . .. .. .. Sag Harbor, NY
Robert A. Beck ....... . .. St. Johns, MI
John A. Beetham . . ... . . Indianapolis, TN
Ted Blackerby . . . . . .. .. . Arlington, TX
Bill Blair ...... .. .. .... .. Custer, WA
Lawrence Blumberg
· ...... . .. . ... . Fort Walton Beach, FL
Bob Boone . .. . ... ........ Athens, AL
Frank L. Boyce ... ...... Yatesville, GA
Paul Brookes . .. . . .. . ... . . Tucson, AZ
Steve Brown .... .. ... . . Arlington, VA
Xavier Canu ...... .... .. Ecully, France
Robert Clack ........ .. . . Hamburg, NJ
Robert Clark .... .. . . . .. Crossville, TN
David L. Clinton . .. .. .. .. Leucadia, CA
Dale L. Colbert.. ........ Olympia, WA
Derek Cruickshank
. .. .. .... Terrace Bay, Ontario, Canada
John Francis Cullen . . . . Port St. Joe, FL
James Davey . . . ... . .... . Beaufort, SC
Donald R. DeCook .... .. . ... Argos, TN
Frank 1. Dile .. .. .. .. . ... Frankfort, KY
Mark Dubay ... . . . .... Lino Lakes, MN
Ron Dunn
· .. Bracken Ridge, Queensland, Australia
Mark S. Edwards .. .... Ratliff City, OK
Jack 1. Eggspuehler .. .. ... . Dublin, OH
Jay B. Eggspuehler .. . ... Columbus, OH
Gen. Ronald Fogleman
. . .. .... . . . . ........ Washington, DC
Carl Fry .. .. .. . ... ..... Columbus, OH
Dennis 1. Garbis .. ... ... Santa Ana, CA
Richard M. Garnett ....... Poulsbo, WA
Roy 1. Glenn .. . .. ...... Colchester, CT
Terry L. Graham .. . . .... .. . Milan, OH
Robert L. Graham . . Highlands Ranch, CO
Florence C. Gregory . .. .. . Rockford, LL
Robert M. Guay . . .... . . Rochester, NY
Robert C. GW1Zel ... ... San Marino, CA
Jim Harris ...... ..... .. . .. Layton, UT
Randy Hartigan . . .... . . Deep River, CT
Robert C. Higginson .. Ben Lomond, CA
G. Alexander Hill ...... .. Alamosa, CO
Ken Hoffman ..... .... Englewood, CO
Raymond L. Hudson ...... Titusville, FL
Dale L. Jolmson ... ..... . ... Genoa, IL
Bill Johnson ......... . Linn Creek, MO
Dane Jorgensen . . ... . . Doylestown, OH
Judy Kaiser ... .. .. .. S. Milwaukee, WI
Lon Keith ........ .. Elizabethtown, KY
Michael G. Kelly . ..... Taylorsville, KY
Louis 1. [(jnard . .... . . .. Lake CITY, FL
Phillip L. Kitchen .... .. .. . Eureka, MO
Glenn E. Knight ... . .... . Spokane, WA
Dennis Kubczak . .. . . .. Ogdensburg, WI
John Kuck . ............ . Roswell, GA
Eugene Lang.... ... . . . .. Medford, MA
Eugenio Lanza di Casalanza . . Torino, Italy
Brett W. Lavender . .... ... . Griffin, GA
William 1. Maguire ..... . . . Canton, OH
Michael Maier .. . ..... S. Pasadena, CA
Dan 1. Marcus .. .. .. . ... .. . Noank, CT
Wilson R. L. Martins .. Campinas, Brazil
Thomas L. Masck .. .. Grand Rapids, MI
James A. Masephol . .. . . Marshfield, WI
Richard A. May ..... .... Tega Cay, SC
D. E. McConnell .. . . Olympia Fields, IL
Gen Merrill A. McPeak ... Arlington, VA
R. Kelly Means.... .. S. Charleston, WV
Marc D. Meyer. .... .. Canyon Lake, TX
Frederick A. Miller .... Lyndonville, NY
Gerry Molidor . .. .. . . .... McHenry, IL
Cher Moore .. . ... ...... . . .. Ocala, FL
Kate Morgan .. . ...... Germantown, WI
Phil Morris . ......... .. Casselberry, FL
Donald W. Murray ..... Wenatchee, WA
Tom R. Myers ... ..... . . Palo Alto, CA
Ralph Nelson .. ... . . Bethany Beach, DE
Michael Norkus .......... Lombard, IL
Keith H. Norton .. ..... . Louisville, KY
Edward R. Offchiss .... Woodbridge, CT
Sherman D. Oxford . .... Richardson, TX
Silas Peterson ........ . Northfield, MN
Harold G. Phillips .... Grand Prairie, TX
Robert C. Pruess, Jr. .. . . Milwaukee, WI
Terry Reece . . .. .... ... Cashmere, WA
Jim Reedy ........ . .. .... Fairfield, TD
John Reilly
..... Claremont, Western Aus., Australia
Daniel Risz ...... .. Litchfield Park, AZ
Kenneth A. Rowe .. .. . .. Richmond, VA
John B. Ruyle .......... .... Solon, IA
Michael Schloss .. .. . ... New York, NY
Jim 1. Schumacher ... .... Wayzata, MN
Gerald P. Sheahan ...... .. Hartland, WI
Mark Shetterly . . ....... Rochester, WA
Douglas W. Smith .. . .. .... S. Hero, VT
Hank Smith ... ........ . . Torrance, CA
David Smith ..... Queanbeyan, Australia
Ed Sobota .. . . ...... ... . Ft. Worth, TX
Tetsutaro Soe ......... . .. Tokyo, Japan
Jerry Southland . ... . ... . St. Joseph, MI
Allen J. Spincic ... ....... . . Aldora, NJ
David E. Stein .. . ........ Modesto, CA
Ronald B. Steponkus . . ... Edgerton, WI
Randy R. Stern ........ Crane Lake, MN
Betty A. Stewart . . ... . Spring Grove, IL
Donald 1. Stewart ...... .. Charlotte, NC
G. Leslie Sweetnam ... . Woodstock, CT
David Teetor ... ........ .. . Naples, FL
Macy Teetor .. ..... . ... Cedar Key, FL
Wayne Thomas . . ...... Henderson, NY
Robert Thomas . . .. .. . Birmingham, AL
Barry L. Thomson . .... . East Berlin, PA
Jolm E. Trudeau ......... ... Milan, MI
Johnny R. Turner .... . .... Corinth, MS
Clarence G. Ulmer ..... .. Aladdin, WY
Mickey V. Walker ...... . Brenham, TX
Ian A. Wayman ... . .. .... Thorton, CO
William C. Weaver ...... Enterprise, AL
Gordon B. Webber .... Martinsville, VA
Gordon D. Webster. ... . . . Kingston, TN
Joe C. Weeks ........ . Cottonwood, CA
Richard A. Weiss ..... . .. . . Bowie, MD
John Dawson Williams .... Webster, TX
Clarence E. Wilson .... .. St. Cloud, MN
Barry M. Wix ........ . .. . Seaford, DE
Karl L. Wollenburg .. California Valley, CA
Kurt P. Young .. ..... La Crescenta, CA
• AIRCRAFT' INSURANCE •
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29
VINTAGE TRADER
Something to buy,
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~
. .
Membershi~ Services Directo!y
Enjoy the many benefits ofBAA and the
BAA Antique/Classic Division
An inexpensive ad in the Vintage Trader may be j llst
th e answer to obtaining that elusi ve part .. 50¢ per
word, $8.00 minimum charge. Send your ad and payment 10: Vintage Trader, EAA Aviation Cell ter,
P. O. Box 3086, Oshkosh, WI 54903-3086. or fax
your ad and your credit card number to 920/4264828. Ads must be received by the 20th of the month
for insertion in the issue the second month fo llowing
(e.g.. October 20th for the December issue.)
EAAAviation Center, PO Box 3086, Oshkosh WI 54903-3086
MISCELLANEOUS
BABBITT BEARING SERVICE -rod bearings,
main bearings. camshaft bearings. master rods.
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MACHINE WORKS, N. 604 FREYA ST.. SPOKANE.
WA 99202. (1440)
FREE CATALOG: Aviation books and videos. How
to, building and restoration tips, historic, flying and
entertainment titles. Call for a free catalog. EAA,
1-800-843-3612.
National Aircraft Finance Company. We finance
most types of aircraft including experimentals. No
aircraft age limit. Call 1-800-999-3712, Fax 941646-1671 . [email protected] Homepage
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New video - Hand Propping! $24.95 plus $3 S&H.
FREE BROCHURE & CATALOG! 800/296-1147.
Visa/MC/check . Larry Bartlett Aviation Videos,
P.O.Box 1197, Stevens Field, Pagosa Springs, CO
81147.
RESTORATION CRAFTSMEN- A&P , I-A, over
35 years experience. Tube, fabric, sheet metal,
custom wood wings our specialty. Reasonable
shop rate . Phone for in form ation. Avondale
Airmotive, 740/453-6889, 740/455-9900. (0088)
WANTED CURTISS JENNY CANUCK PARTSStabilizer, elevators, fuselage controls, tail post fittings; also instruments. Any1hing for the Canuck,
what have you, 740/453-6889. (0089)
CASTINGS: Stock and custom manufactured,
exhaust manifolds, heads, water pumps, pulleys,
air intakes, brackets, cylinder sleeves, blocks. Wax
investment , plaster and dry sand molding.
Complete tooli ng and machining . MOTOR
FOUNDRY & TOOLING, INC., 1217 Kessler Dr., EI
Paso, TX 79907 USA, Ph. No. 915/595-1277, Fax
915/ 595-3167. AnN: Valor D. Blazer. (0144)
Aeronca Chief Parts - Good nose bowl and spinner,
new McDowell starter. Mike Ricard, 978/682-1738.
Got Aeronca FAA inspection, repair, alteration,
maintenance problems? Answers to hundreds of
problems in Champs/Chiefs book. Includes flight
manua ls. Free list of topics . Charlie Lasher,
407/678-3467.
1948 C195 3845TI- 275 hp, 244 hrs., Cleveland
wheels/brakes, heavy gear, new panel, interior,
fresh prop , Loran , ADF , Nav/ Com , Mod/ C
encoder, EL T, excellent condition , always
hangared, many ex1ras. $76,000. 403/282-6253.
30
MAY 1998
Phone (920) 426-4800 Fax (920) 426-4873
Web Site: http://.eaa.org and littp:llwww.flyin.org E-Mail: Vintage @eaa.org
EAA and Division Membership Services
800-843-361 2 • • •••.•..•..• FAX 920-426-6761
(8:00 AM -7:00 PM
Monday- Friday CST)
• New/ renew memberships: EAA, Divisions
(Antique / Classic, lAC, Warbirds), National
Association of Flight Instructors (NAF!)
• Address changes
• Merchandise sales
• Gift memberships
Programs and Activities
Aircraft (General Questions) . . . . 920-426-4821
Auto Fuel STCs .... . .. . .. . ..... 920-426-4843
Build / restore information ...... 920-426-4821
Chapters: locating/organizing . . 920-426-4876
Education. . . .
. .. . . .. . 920-426-6815
• EAAAir Academy
• EAAScholarships
• EAA Young Eagl es Camps
Flight Advisors information ..... 920-426-6522
Flight Instructor information ... 920-426-6801
Flying Start Program •• •••••• ••• 920-426-6847
Library Services / Research ...... 920-426-4848
Medical Questions . . .. . . . ...... 920-426-4821
Technical Counselors .. . . . . .... 920-426-4821
Young Eagl es . . .. . . .. . .. . ...... 920-426-4831
Benefits
Aircraft Financing (Green Tree) . . 800-851-1367
AVEMCO ... .... ... . .... . . . .. . 800-638-8440
AUA ............. . . .... . ... . . 800-727-3823
Editorial
Submitting article/photo; advertising information
920-426-4825 • .....•.•..•. FAX 920-426-4828
EAA Aviation Foundation
Artifact Donations ... . .. . ... .. . 920-426-4877
Financial Support .... . . ....... 800-236-1025
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association, Inc . is $40 for one year, including 12
issues of SPORT AVIATION. Fam ily membership is available for an additional $10 annually.
Junior Membership (under 19 years of age)
is available at $23 annually. All major cred it
cards accepted for membership. (Add $16 for
Foreign Postage.)
ANTIQUE/CLASSIC
Current EM members may join the Antique/
Classic Division and receive VINTAGE AIRPLANE magazine for an additional $27 per year.
EM Membership, VINTAGE AIRPLANE magazine and one year membership in the EAA
Antique/Classic Division is available for $37 per
year (SPORT AVIATION magazine not included).
(Add $7 for Foreign Postage.)
lAC
Current EAA members may join the International
Aerobatic Club, Inc. Division and receive SPORT
AEROBATICS magazine for an additi onal $40
per year.
EAA Membership, SPORT AEROBATICS magazin e and one year membership in the lAC
Div ision is available for $50 per year (SPORT
AVIATION magazine not included). (Add $10 for
Foreign Postage.)
WARBIRDS
Current EM members may join the EM Warbirds of America Division and receive WARBIRDS
magazine for an additional $35 per year.
EM Membership, WARBIRDS magazine and
one year membership in the Warbirds Division
is available for $45 per year (SPORT AVIATION
magazine not included). (Add $7 for Foreign
Postage.)
EAA EXPERIMENTER
Current EAA members may rece ive EAA
EXPERIMENTER magazin e for an additional
$20 per year.
EM Membership and EAA EXPERIMENTER
magazine is available for $30 per year (SPORT
AVIATION magazine not included).(Add $8 for
Foreign Postage.)
FOREIGN MEMBERSHIPS
Please su bmit your remittance with a check or
draft drawn on a United States bank payable in
United States dollars . Add requ ired Foreig n
Postage amount for each membership.
Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
Janeen & Dennis Kochan Winter Haven FL
Both are ATP's
Both have Commercial
SEL, SES, MES, Glider
ratings, CFI, CFlI &
MEII; as well as their
Airframe and
Powerplant Ratings
Currenrly restoring a
1947 Cessna 120
AUAis
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BflM
approved.
"We appreciate the service and insur­
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AUA~
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Ant;que & Class;c D;v;s;on
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Lower liability and hull premiums
with AUA's knowledge and acceptance
Mel1ical payments included
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Though we have never
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carrying all risk coverages
To become an
had an insurance claim, the response
No hand-propping exclusion
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No component parts endorsements
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- janeen & Dennis Kochan
Dis(COunts for claim-free renewals
carrying all risk coverages
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If you happened to stop by the Antique/ Classic
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• Cushion upholstery sets
• Wall pan el sets
• Headliners
• Carpet sets
• Baggage compartm ent sets
• Firewall covers
• Seat slings
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Fabric Selection Guide showing actual sample colors and
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New Tappet Bodies Now Available For A-65's Ie-85's
Share the
Excitement of BANs Antique/Classic Division with a friend!
If you love the airplanes ofyester­
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people who love them too. Help
the Antique/Classic Division grow
by recruiting new members.
The EAAAntique/Classic Division is
a person's best resource for infor­
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Classic and Contemporary aircraft
and the people who fly them.
As a member, you already know
what being an Antique/Classic
member is all about, or do you? As
a member, you receive:
C-85 STC'd To Use New
0-200 Crankshaft, Rods And Pistons
At Aircraft Specialties Services we believe
sport-pleasu re flying is just as vital to aviation as
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When C-85 crankshafts got scarce, we engi­
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Whatever your aircraft engine reconditioning
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CALL: 1-800-826-9252
• 12 color-filled issues of VINTAGE
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of the Antique/Classic Division.
• During EAA OSHKOSH, educa­
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Road, Tulsa, OK 74115 Phone: 918-836-6872
Recruit New
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Fax: 918-836-4419
NEW MEMBER CAMPAIGN EAA ANTIQUE/CLASSIC DIVISION HELP
YOUR
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GROWl