EDITORIAL STAFF Publisher

Tom Poberezny

August 1994 Vol 22 No8

CONTENTS 1 Straight amp Level

Espie Butch Joyce

2 AlC News Compiled by HG Frautschy

3 The EAA Flight Advisor

4 Mystery PlaneGeorge Hardie

6 The Presentation Book HG Frautschy

8 The VanDersarl Bleriot Bob Maxant

9 A Barnstormers Dream Jim Beisner

13 Harking Back to the Champ HG Frautschy

18 Jack Hills Waco UEC Norm Petersen

22 What Our Members are Restoring Norm Petersen

24 Type Club NoteslNorm Petersen

25 Pass it to Buck EE Buck Hilbert

28 Welcome New Members

29 AlC Calendar

29 Vintage Trader

Page 8

Vice-President Marketing and Communications

Dick Matt

Editor-in-Chief Jack Cox

Editor Henry G Frautschy

Managing Editor Golda Cox

Art Director Mike Drucks

Computer Graphic Specialists Sara Hansen

Olivia L Phillip Jennifer Larsen

Advertising Mary Jones

Associate Editor Norm Petersen

Feature Writers George Hardie Jr Dennis Parks

Staff Photographers Jim Koepnick Mike Steineke

Carl Schuppel Donna Bushman

Editorial Assistant Isabelle Wiske

EAA ANTIQUECLASSIC DIVISION INC OFFICERS

President Vice-President Espie Bulch Joyce Arthur MorQan

604 Highway St W211 Nll863 Hilltop Dr Modison NC 27025 Germantown WI 53022

919427-0216 414628-2724

Secretary Treasurer Sieve Nesse EE Buck Hilbert

2009 Highland Ave PO Box 424 Albert Leo MN 56007 UnionIL 60180

507373-1674 815923-4591

DIRECTORS John Berendt Robert C Bob Brauer

7645 Echo Point Rd 9345 S Hoyne Connon Falls MN 55009 Chicaw IL 60620

507263-2414 312 79-2105 Gene Chase John S Copeland

2159 Corlton Rd 28-3 Williomsbur8 Ct Oshkosh WI 54904 Shrewsbury MA 1545

414231-5002 508842-7867 Phil Coulson George Daubner

28415 Springbrook Dr 2448 Lough Lone Lawton MI 49065 Hartford WI 53027

616624-6490 414673-5885 Charles Harris Stan Gomoll

7215 East 46th St 1042 90th Lone NE Tulsa OK 74145 Minneo~I~ MN 55434

918622-8400 61 784-1172 Dale A Gustalson Jeannie Hill 7724 Shady Hill Dr PO Box 328

Indionapolis IN 46278 Harvord IL 60033 317293-4430 815943-7205

Robert liCkteig Robert D Bob Lumley1708 Boy Ooks r 1265 South 124th 51

Albert Leo MN 56007 Brookfield WI 53005 507373-2922 414782-2633 Gene Morris George York

115C Steve Court RR 2 181 Slobodo Av Roanoke lX 76262 Monsfield OH 44906

817491 -9110 419529-4378

SH OWes Schmid 2359 Lefeber Avenue Wauwatosa WI 53213

414771-1545

DIRECTOR EMERITUS SJ Wittman

7200 SE 85th Lone Ocala FL 32672

904245-7768

ADVISORS Joe Dickey Jimmy Rollison

55 Ookey Av 640 Alamo Dr Lowrenceburg IN 47025 Vacaville CA 95688

812537-9354 707451-0411

Dean Richardson Geoff Robison 6701 Colony Dr 1521 E MacGregor Dr

Madison WI 53717 New Hoven IN 46774 608833-1291 219493-4724

Page 13

Page 18

FRONT COVER Cliff Harkins (AC 21293) of Houston TX is enjoying the simple pleasures of flying his Champion 7FC TrishyTraveler Cliffs airplane was selected as the Contemporary category Outstanding in Type - Champion award winner at EAA Sun n Fun 94 EAA photo by Jim Koepnick Shot with a Canon EOS- 1 equiped with an BO-200mm f2 B lens 1500 at f5 6 on Kodak Ektachrome Lumiere 100 film Cessna 210 photo plane piloted by Bruce Moore

BACK COVER Jack Hi lls 1932 Waco UEC was one of the beautiful biplanes at EAA Sun n Fun this past spring EAA photo by Mike Steineke Shot with a Canon EOS-1 equiped with an Boshy200mm f2Blens 1125 at f13 on Kodak Ektachrome Lumiere 100 film Cessna 210 photo plane piloted by Bruce Moore

Copyright copy 1994 by the EAA AntiqueClassic Division Inc All rights reserved VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by Ihe EM AntiqueClassic Division Inc of the Experimental Aircraft Association and is published monthly at EM Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 Second Class Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices The membership rate for EM AntiqueClassic Division Inc is $2000 for current EM members for 12 month period of which $1200 is for the publication of VINTAGE AIRPLANE Membership is open to all who are interested in aviation POSTMASTER Send address changes to EM AntiqueClassic Division Inc PO Box 3086 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail ADVERTISING - AntiqueClassic 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 subm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No renumeration is made Material shoukl be sent to Ed~or VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 414426-4800

The words EM ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos of EM EM INTERNATIONAL CONVENTION EAA ANTIQUEClASSIC DIVISION INTERNATIONAL AEROBATIC CLUB WARBIRDS OF AMERICA are reg registered trademarks THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohibited

Since I reported that we would be acshyquiring lapel pins to recognize those difshyferent individuals who have remained with us for five 10 and 15 years I have been asked about those who joined the division 20 years ago We will be issuing pins for those fine folks as we ll While discussing this issue the question came up as to when the AntiqueClassic Divishysion was formed He re s a bit of AnshytiqueClassic history

On Saturday November 61971 a meetin g was held in Hales Corners Wisconsin to consider the formation of an antique and classic group within the EAA for members whose interests fell in this area of sport aviation Sixteen men from aro und the nation attended this meeting From this meeting there was a provisional Board of Directors seshylected and also a provisional slate of Ofshyficers chosen These people were

Provisional Officers President - Dave Jameson Oshkosh WI

Vice President - J R Nielander Jr Ft Lauderdale FL

Secretary - Dick Wagner Lyons WI

Treasurer - Bill Dodd Lake Zurich IL

Provisional Directors Richard Dick Austin - Greensboro NC

Richard Baxter - Seattle WA

Tony Blackstone - Enid OK

Peter Bowers - Seattle WA

Ray Brandly - Dayton OH

Evander Britt - Lumberton NC

Ron Fritz - Grand Rapids MI

Wayne Fredline - Grand Rapids MI

James C Gorman - Mansfield OH

STRAIGHT ampLEVEL by Espie Butch Joyce

Ken Hyde - Warrenton VA

John C Luebke - Naperville IL

Harold Maloy - Oklahoma City OK

Vince Mariani - Findlay OH

Lee Parsons - Carrollton OH

John Perry - Scottsbluff NE

Nick Rezich - Rockford IL

H N Dusty Rhodes - Santa Fe NM

Robert Ring - East Kingston NH

George E Stubbs - Indianapolis IN

Ed Wegner - Plymouth WI

Landis West - Scottsbluff NE

Dr Bernard Yocke - Aurora IL

George York - Mansfield OH

These people were to serve as a for shymation body until the first formal meetshying of the EAA AntiqueClassic Divishysion at the Oshkosh Convention 1972 The first annual business meet ing was held November 181972 At this meetshying the first formal Officers and Direcshytors were elected Elected for the 1972shy1973 term were

President - E E Buck Hilbert Union IL

Vice President - J R Nielander Jr Ft Lauderdale FL

Secretary - Dick Wagner Lyons WI

Treasurer - Nick Rezich Rockford IL

So the first annual business meeting of November 18 1972 is considered the formal formation date of the EAA AnshytiqueClassic Division

The EAA Oshkosh 94 Convention this year will mark the start of my fourth term as president of the AntiqueClassic Division Thanks for everyone s supshyport

I was clea ring out some old boxes in my hangar the ot he r d ay a nd came across the mailer that I sent out on my own to the membership in 1988 asking for your vote to be president of the Dishyvision This was the first time I had ever tried to run for an office in this way and in reading this ma il er I mad e some statements in a politica l way Lets see one was I have always had an interest in grass roots aviation and have owned

several antique airplanes Now having an in terest in grass roots aviation in itshyself is not a very expens ive interest if you keep it at just that

Let me explain the part about having owned seve ral ant ique airplanes For ma ny of you what I have to say will strike a respon sive chord I would alshyways do whatever it took - second job se ll my hunting dog etc - to raise the monies necessa ry to acquire whatever airp lane it was at that time I could not remain alive without owning

Then I would give this aircraft tender lovin g care fly and e njoy a nd strut around at fly-ins like I was somebody Finally the day would arrive I would check my bank account and other facshytors and decide that no the cockpit of my Monocoupe was not large enough to live in Sadly I would put them on the market always hoping that I had priced them so high that no one in their right mind would buy it for that price - but someone always did Believe me fo lks if I could have the statement would have said owns several ant ique airshyplanes I wou ld have kept every last one of them

Another statement back then was to keep the lines of communication open from me mbers to Headquarters and that I would like to see that people who visit Oshkosh have a place to feel at home in the AntiqueClassic area of the Convention I fee l that the lin es of communicat ion have been good and I still wa nt to keep them open Please contact any of your Directors Advisors or me anytime we are wi lling to talk to the members about the many aspects of the Division

I must tell yo u that when I ran for president of the Division I thought that I knew what was involved in this job It onl y took me six months and o ne anshytique airp lane to come out of the dayshydream I do love to do this work for the Diviso n and plan on continuing for as long as Im able Then at some point in the future I will step aside and allow one of th e ma ny quali fie d individual s to have the same pleasure tha t I am now enjoying When I do th a t maybe Ill start loo king for anothe r antique airshyplane

VINTAGE AIRPLANE 1

compiled by HG Frautschy

CUB FLY-IN AT PIONEER AIRPORT

A fly-in open to Piper Cubs will take place at EAAs Pioneer Airport part of the EAA Air Adventure Mushyseum the weekend of September 17shy18 This fly-in is specifically for Piper Cubs only - if this particular event proves to be a success other type speshycific fly-ins may also be held

The only other requirement is that you must contact AntiquelClassic Dishyrector Bob Lumley at 4141782-2633 (evenings) for an invitation and direcshytions on the proper methods to fly into Pioneer Airport We enjoy an excelshylent working relationship with the FAA Control Tower here at Wittman Fi eld and one of the reasons we are able to do so is due to the fact that we require pilots flying into Pioneer be properly briefed Its not difficult or hard to remember but there are a few peculiarities to Pioneer that need to be reviewed by the pilot before flying in We hope to see you and your Cub here for the fly-in

TIRES NEEDED

Mike T Sarna of Chicagos Mushyseum of Science and Industry sent a note detailing a problem the museum has in finding tires for two of the hisshytoric aircraft they have on display

For their Boeing 40 B-2 they need a 36 x 8 tire The one they currently have on the airplane is a US Royal 1l01237k14 with a rim diameter of 22 and a rim width of approximately 7-12

Another famous airplane on display in the Museum is the Travel Air Model R Mystery Ship Texaco 13 flown by Frank Hawks as he set a coast-to-coast record in 1930 The tires needed for this famous racer are 24 x 4 The tires currently on the airplane were made by Firestone with a partial numshyber of -581 They have a rim diamshyeter of 17-112 with a rim width of 3shy112

If you can help the museum with their search for these tires please conshytact Mike T Sarna at the Museum of Science and Industry 57th St and Lake Shore Drive Chicago IL 60637 You can call him at 312684-1414 ext 2295

2 AUGUST 1994

CONTAMINATED AVGAS

IN CALIFORNIA

The FAA has informed EAA that Chevron Oil Company delivered 100LL avgas contaminated with Jet A fuel to a few airports in central Califorshynia between May 18 and June 2 One of the airports affected was the Watshysonville airport where the annual f1yshyin was held over the Memorial Day weekend Other airports affected that received contaminated fuel were Sacramento Metro and Executive airshyports plus the airports in Oakl a nd Petaluma and Concord CA

We hasten to add that Chevron imshymediately notified the FAA as soon as the problem was discovered and to their credit they took full responsibilshyity for the refinery error They have also offered to pay for any reasonable expense associated with the inspection andlor disassembly (of engines) in acshycordance with the mechanics and manshyufacturers recommendations On June 23 the FAA issued four Priority Letter Airworthiness Directives one each for Lycoming Continental Franklin and Wright engines requiring an inspection for internal damage of engines certified for use of 80 octane avgas and (2) a teardown and analytshyical inspection for detonation damage of e ngi nes certified for use of 91 or higher octane avgas

In the course of the investigation a list of aircraft that were sold the contashyminated avgas was compiled from the FBOs involved and they were conshytacted both by the FAA and Chevron As many as 2000 ai rcraft are thought to have been affected which is leading to a shortage of overhaul parts for the engines damaged by the contaminated fuel Both Lycoming and Continental have stepped up production to help fill the demand

SWIFfIN SPACE

OK so it was just part of a Swift but how many of us can say the same Astronaut Jay Apt is a good friend of member Lew Fischer of Friendswood TX who has owned Swift SIN 1125 for the past 40 years When Apt asked

Lew if he could take something of his aloft into orbit on the Space Shuttle Lew gave him the data plate to the Swift which now has more miles on it and attained an even higher altitude than one of Jack Nagles SuperSwifts shythe data plateS journey covered 45 million miles at an altitude of 130 miles while zipping along at 17500 mph The mission by the way was flown by an all EAA crew - Astroshynauts Hoot Gibson Jay Apt and Curt Brown are all sport aviation enthusishyasts and as many of you saw on televishysion and in the pages of Sport Aviashytion they even brought along and displayed an I bull EAA bumper sticker The data plate was returned to Lew with a commemorative plaque docshyumenting its flight on the Space Shutshytle Congratulations to Lew and Jay

Owen Billman 1917-1994

A frequent and enthusiastic conshytributor to our monthly column Mysshytery Airplane has passed away Owen Billman aviation historian WW II veteran pilot and airplane restorerl builder died May 2 1994 after surgery One of the founding members of the Empire State Aerosciences Museum Owen was a well known and much loved part of the aviation scene in upshystate New York

As a historian Owen was instrushymental in finding a number of rare aeronautical artifacts including the propeller of the Curtiss Silver Dart a rare engine and other bits and pieces now on display at the Curtiss Mushyseum in Hammondsport NY The Ecker Flying boat now part of the Smithsonian Air and Space Museums collection was also discovered due to detective work done by Owen Billshyman

The author of several articles he was also an outstanding artist with both paint and pen He was also an accomplished pilot and was privishyleged to fly a wide variety of aircraft from the P-38 he flew during the war to Cole Palens SPAD

Our condolences to Owens wife Sara and the rest of his family and friends

A New Safety Program for Sport Aviation from fAA The success and growth of sport aviashy

tion activity has made it increasingly imshyportant to have an organized support group for the first flight tests of homeshybuilt aircraft and the early flights of vinshytage aircraft restorations Building on the success of EAAs Technical Counselor Program EAA has announced the EAA Flight Advisors Program as a means of tapping into the huge resource of flight experience among EAA members

Simply stated the Flight Advisor proshygram is aimed at providing service to EAA members and helping to improve sport aviation safety One out of five homebuilt accidents occurs on the first or second flight and is all too frequently atshytributable to pilot error rather than meshychanical failure Similar statistics are not available for restorations since the NTSB computer is not programmed to recogshynize a ground loop in a newly rebuilt Waco UPF or a gear-up landing in a freshly restored 1951 Bonanza as first flight accidents

Accidents in the early phases of flying a new airplane of any kind generally point to the same conclusion - inexperishyence or lack of currency in type There may be instances in which pilots simply are not aware of the different handling characteristics they will encounter but more often they simply choose to ignore the obvious and hope everything will turn out right

The EAA Flight Advisor Program is meant to be an alternative to such acshytions The Advisor will supply the expeshyrience the pilot may be lacking and help evaluate the individuals skills as related to the airplane to be flown The Flight Advisor will be the mentor through the entire first flight or transition process be it in a Kolb Firestar Cessna 120 Glasair III Pietenpol or Bellanca Cruise master whether flown by a relatively new pilot or one with years of experience

The Advisor concept is not new and thats one of the things that makes it so workable A similar situation existed in the early days of EAA when it became obvious builders needed a local source for answers to technical questions while their aircraft projects were under conshystruction To fill that need the Technical

Counselor program was developed The Technical Counselor program is now over 30 years old and utilizes a corps of more than 700 volunteers each of whom is a recognized expert in aircraft conshystruction and systems

EAA is building on the same concept to introduce this new program Howshyever Flight Advisors will work strictly with flight-oriented questions In their primary role Flight Advisors will advise and assist in making evaluations but they will not make final go no-go decishysions and they will not do any flying The Flight Advisor will - help the pilot in evaluating his or her

current proficiency and skill level - assist in analyzing the airplane to be

flown and determine what skill levels are required to fly it safely - compare the pilots skill level and proshy

ficiency to that required by the airplane - aid in finding proper instruction if

necessary - assist in planning the first several

flights of the airplane utilizing preshyplanned schedules

Evaluating skill levels without flying with the prospective pilot isnt as hard as it sounds It is primarily a matter of askshying the right questions and using a little common sense For instance the probshylem is obvious if the pilot hasnt flown in two years It is also identifiable if he or she has been flying regularly in a Cessna 152 but is preparing to launch into the air with a Pitts Special or a Lancair

An Advisor is selected and designated because he or she has significant experishyence in a number of specific flight areas But one Advisor wont deal with all types of airplanes It will depend on his or her preference and background

Because the Flight Advisor knows the characteristics of the airplane about to be flown he will guide the builder pilots self-evaluation accordingly The Flight Advisor will not tell the builder pilot he or she can or cannot fly the airplane However by the time the evaluation of the planes flying characteristics as comshypared to the pilots skills is completed the builder pilot should clearly see the logical answer with no further input from the Flight Advisor

If the builder pilot decides not to do the first flights or needs further instrucshytion the Flight Advisor will help evalushyate appropriately qualified pilots to do the test flying He will also provide the pilot with criteria for evaluating the proper instructor and training aircraft so the training received is appropriate for the airplane to be flown

As the Flight Advisor Program picks up steam EAA will publish more mateshyrial related to the flying of aircraft The existing EAA list of instructors now prishymarily oriented toward tailwheel checkshyouts will be expanded to include more instructors with experience in homebuilt vintage or other sport aircraft

What are the qualifications and duties of a Flight Advisor As weve menshytioned the Flight Advisor is just that an advisor He doesnt climb into the cockpit to check out a pilot The primary qualifications of a Flight Advisor will be an extensive flight background and a deshysire to share experience with others Toshytal hours are less important than the type of hours

Since no flying will be necessary the Flight Advisor applicant doesnt have to be a current pilot A medical isnt needed to pass along experience Considerable flight experience lies within the EAA membership and a large percentage of it belongs to those who no longer carry acshytive medicals

A steering committee of experienced EAA members provided much of the groundwork for the Flight Advisor Proshygram Norm Howell Edwards F-16 test pilot with wide experience in high pershyformance homebuilts Ben Morrow ultrashylightlight plane owner instructor and Technical Counselor Greg Erikson accishydent investigator for Lycoming builder and homebuilt expert Budd Davisson aeronautical engineer instructor and well-known aviation writer and photogshyrapher and Steve Krog vintage airplane restorer and instructor specializing in taildragger transitions met in June C J Stevens test pilot for the CAFE Foundashytion and George Daubner of the Anshytique Classic Board of Directors will participate in future committee work

The committee clearly saw the probshylems it faces and the sQlutions needed EAAers all over the world have been goshying through the same basic process every time a new airplane has been flown for the first time The challenges of a first flight are forever unique to the first-time test pilot

The program is in place and the moshymentum is building As experience dicshytates revisions to improve the services of the Flight Advisor Program will be incorshyporated This is the beginning of a new era of capitalizing on EAAs greatest reshysource - the experience and expertise of its members

VINTAGE AIRPLANE 3

MYSTERY PLANE by George Hardie

This unique design will cause some head-scratching among th e exp erts The photo was submitted by Robert F Pauley Farmingto n Hills MI Anshyswers will be published in the No vem shyber 1994 iss u e of VINTA GE AIRshyPLANE The deadline f or the answers to this Mystery A irplane is Septem ber 25 1994

Th e May Mystery Plane had a f ew replies f rom the many of our long time m em bers Its the Dare Variable Camshyber Monoplane Robert Pauley who gave us this m onth s Mystery supplied us with this extensive answer

T he Myste ry Plane in the May 1994 issue of VINTAG E AIRPLANE was the Dare va ri able camber monoplane o r to be mo re spe cific th e seco nd confi gura tio n o f Me lvin D a res fir s t a tt e mpt a t d eve lo pin g hi s pa te nte d ideas on variable camber

Me lvin E D a re was bo rn in 1888 and grew up in Kokomo indiana As a yo ungste r he was fascina ted by the fli ght of birds and close ly followed the efforts o f th e Wri ghts La ngley a nd o th e r ea rl y av ia ti o n pi o nee rs as ma nn e d fli ght beca me a rea lity in 1910 Dare obtained his first job in avishyatio n with the H ea th A e ri a l Ve hicl e Company in Chicago After frugallivshying a nd savin g hi s mon ey Dare le ft Heath and made an exte nded trip to T e xas to pursue his obsess ion with bird fli ght His o bjective was to ob shy

se rve close-up the flyin g characterisshytics of the huge condors that lived in the Texas dese rt areas Armed with a ca mera and ske tchbook Dare made numerous drawings of the bird s wing sha pes as the y took off soared and then landed near his hidden obse rvashytion point His sketches revealed that these big graceful condors would a lshyte r the ir wing cambe r as they tra nsishytion e d from t a keoff o r landin g to steady soa ring fli ght a nd Dare conshyceived his ideas for va riable cambe r from those obse rvations He eventushyally r e turn e d to Chicago to purs ue and develop his ideas and later moved to Buffa lo N e w Y o rk wh e r e he worked a t C urtiss on the Jenn y tra inshye rs In 1919 Dare moved to Muskegon and late r to De troit working for va ri shyous aircra ft manufacture rs and a lways deve loping his ideas fo r va riable camshybe r wings

Dare was issued his first patent fo r va ri a ble camber wings wh e n he was livin g in Mu s kego n - Pa te nt N o 1319211 dated October 21 1919 A fshyte r hi s move to Detroit by scrimping a nd saving mos t of hi s ea rnings a nd with the he lp of some financia l backshye rs Dare was able to build an airplane that incorporated his va ri able camber principle a nd tha t a irpla ne was co mshypleted in 1921

The Dare va riable ca mber mo noshypla ne was a two-place open cockpit d es ign that ha d an all s tee l inte rnal

structure with an aluminum skin The powe rplant was a 4-cylinder 140 hp G e rman Benz engine The airplane had been built in a shop in D etroit by Dare and a mechanic Ed Jakobi with he lp from an engineer named Carns A s originally built the controls to acshytiva te the variable camber wings were loca ted in the rear cockpit while the front cockpit norma lly occupied by the pilot had conventional contro ls as a safe ty precaution

Dares va ri able cambe r inve ntio n was inte nded to replace the conve nshytional eleva to rs and ailerons by changshying the ca mber o f the wings in fli ght Moving th e s tick for e a nd aft wo uld change the wings camber and thus inshycrease or decrease the lift genera ted by the wing ca usin g the a irpl a ne to ri se o r descend with no change in the a ttitude of the fuse lage Side-by-side s ti ck mov e me nt a lte re d th e win g s camber asymmetrica lly to provide latshye ra l contro l

The firs t fli ght a tt e mpt was made from Se lfridge Fie ld in Mt C lemens Michigan by a test pilo t named Mill s in the spring of 1921 U nfo rtun a te ly the a irpl a ne was unde rpowe red a nd ba re ly got off the g ro und and a ft er clearing the a irport s boundary fe nce cras h lande d in a fa rm fie ld a bo ut a mile from Se lfridge tea rin g o ff the la nding ge a r and doing some minor damage

Dare

back to his shop to start the rebuilding process It was obvious that the airshyplane needed more power and thanks to one of Dare s financial backers Gar Wood he was able to obtain a 400 hp Liberty V-12 e ngine that had been used in one of Gar Woods racshying speedboats Fitted with the new engine a rebuilt and longer la nding gear and a French Lamblin lobster pot coolant radiator the second vershysion of D a res variable camber airshyplane was taken back to Se lfridge for a noth e r flight attempt That is th e configuration shown in the Myste ry Plane photo in the May 1994 issue of VINTAGE AIRPLANE

On September 261921 a new test pilot Eddie Stinson made a successshyful fli ght in the Liberty powe red tin can as the Air Corps pilots a t Selfshyridge had named it For th a t fli ght Stinson was in the front cockpit and mechanic Ed lakobi was seated in the rear cockpit operating th e variable camber wing controls Stinson made one short flight around the field but it was obvious to him th a t hav ing th e variable camber controls operated by someone other than the pilot was not a practical arrangement and an invitashytion to disaster So it was back to the shop again where the variable camber controls were moved to the fro nt cockshypit

Eddie Stinson made 10 flights in the Dare airpla ne with that arrangeshyment D are claims that Stinson reached speeds of 186 mph with the airplane which is highl y unlikely and obvious ly a gross exagge rat ion by

Dare It was noted by observers that Stinson was very cautious when flying the airplane always making very flat skidding turns giving the impression that it suffered from a bad case of latshyeral instability

Following these test flights the airshyplane was take n back to De troit and D are announced that he was making plans to e nter it in the 1922 Pulitzer Air Race scheduled to be held the folshylowing Octobe r Eddie Stinson was li ste d as the race pilot and th e airshyplane was assigned race number 57 Dare s application was late r disquali shyfi ed perhaps due to the airplanes latshyeral instability which would have preshysented problems whe n making pylon turns on a race course

Still pursuing his dream D are later had another pil ot Virg il Simmons

test fly the airplane That fli ght ended in a crash and the airplane was damshyaged beyo nd r e pa ir That se tback plus D a res in a bilit y to ra ise addi shytional money caused him to declare bankruptcy and to clos e down hi s small shop

Undaunted Dare continued to purshysue his variable camber ideas He had found ne w financial backe rs and by 1926 had started to build a new a irshyplane with which to continue his exshyperiments This time the airplane was a two-pl ace low wing cabin monoshyplane powered by a 65 hp 5-cylinder Warner radial engine The construcshytion was similar to that of the original a irpl a ne using a stee l tube st ructure with aluminum skin The inner twoshy

(Continued on page 29)

VINTAGE AIRPLANE 5

The Judging

Presentation Book Part of the Judging process at an EAA

fly-in involves the use by the judges of a Presentation Book put together by the owner of the airplane being judged Why do they need a book filled with pictures since the complete airplane sits before them in all its glory The answers are both obvious and not so clear and in this article Ill try and clear up any misconcepshytions about the presentation book as well as give you pointers on how to put toshygether a book that will make it easy for the judges to give you full points for someshything youve worked long and hard on

First remember the short paragraph in the Judging Standards Manual about the book Heres what it says

G Presentation Book Proof of authenticity contained within

the Presentation Book should be judged on details of the contents relative to the aushythenticity of either a continuously mainshy

6 AUGUST 1994

by HG Frautschy

tained or restored aircraft and not on the beauty or artistic quality of the book itself

Seems pretty simple at first glance and it really is The Presentation Books purshypose is to document the restoration process or if you have a very rare airshyplane it can trace the history of a continushyously maintained airframe throughout its lifetime It is also part of the airplane project that would best be kept in mind during the entire restoration process - it is a lot easier to do as you work on the proshyject rather than putting it all together the night before a fly-in

The restoration process can be classishyfied as a series of segments They dont always fo llow the same sequence so you may have to adjust your book layout to suit your particular application

First a general history of the aircraft type may be in order especially if the airshyplane is a rare type It may not be necesshysary to document the history of a Piper Cub or a Champ in its entirety but an Anshyderson-Greenwood AG-14 could stand a deeper historical treatment in the Presenshytation Book simply because it is not likely the judges have seen too many of them in their lifetime The historical portion of the Book should include photos espeshycially factory photos of the airplanes origishynal configuration factory brochures and any other documentation youd like to inshyclude that can be used by the judges to document details youve painstakingly inshycluded in your restoration

A word about factory brochures may be in order at this point If you are fortushynate enough to locate an original factory brochure you may wish to consider havshying a color photocopy made and included in your book instead of the original

Color copiers today are capable of outshystanding reproduction and have really advanced during the past few years Check with one of your local quick printshying shops to see if they provide this type of service

Since the color printing methods of the past (or occasionally today for that matshyter) normally didn t render exact reproshyduction of the original colors it s not very likely you can use the brochure to docushyment the paint colors The only excepshytions to this would be a factory supplied color chip

With the relative scarcity of original brochures you may wish to keep them safely at home away from the possibility of damage or loss Mount it between two pieces of ultraviolet resistant glass frame it and put the brochure on display in your den or family room

Often one of the best ways to show the original colors is to find a scrap of fabshyric or metal still painted with the original paint Unless this airplane has never been restored original paint would be hidden in an area not painted in the past or possibly painted over with a different type of paint Since it would have been kept from the elements they often are a good indication of the true co lors used when the airplane was first built

Of course you don t want to be fooled by documenting the colors of a previous restoration so you need to know for cershytain if a plane had been restored in the past On my Aeronca Super Chief for inshystance the airplane had been recovered in the past but there were still traces of the original paint under the first layer of paint on some of the sheet metal I used a weaker paint stripper to pull off only the first layer and then was able to peel off a few larger chips of the original paint to match the ye ll ow used on my airp lane Those chips will be included in the Preshysentation Book when I finally finish the restoration

Color scheme documentation shou ld also be included in your historical section especially if your airplane was delivered with a custom paint scheme ]n the imshymediate post - WW II era not too many airplanes were delivered with custom paint jobs but before the war a large number of airplanes were delivered with paint color choices selected by the owner If you want to receive full points for your work the scheme must be documented in some way - photos factory drawings and factory invoices call all be used to help pin the colors down

The next section of the history should include the specific past of your particular airp lane The first bill of sale a list of equipment and any other factory docushymentat ion can all help pinpoint the exact configuration of the airplane when it was delivered As men tioned before pho tos are inva luable documentation You may

wish to capt ion each picture to highl ight any subtle deta ils you want the judges to notice Logbook entry copies may also be appropriate especially if any factory aushythor ized work or modifications were done

T he next section of the Presentation Book covers the actua l restoration of the airframe and engine You don t want to overwhelm the judges with this section but you need to be sure and show all of the aspects of your restoration with a few well chosen photos Here are a couple of hints

First if your talents lie in restoring but not in photography consider using one of the automatic point and shoot 35mm cameras A camera that uses 35mm film will give you a larger film surface to record your image instead of the Disc or 110 format The smaller negatives of these films may be fine for snapshots but not when you are trying to show as much detail as you can

Most of the newer automatic 35mm cameras allow the flash to be used in most lighting conditions This is important

Remember that the judges give points for workshymanship as well and showshying off the work done in hidden areas can aid your final score Thh hone place where out of sight is not out of mind

since often I see photos that could have been acceptab le if only the background light had not dominated the shot and unshyderexposed the subject of the photo in the foreground If possible try to use a flash Avoid a bright background and a dark foreground - shooting a fuselage frame in the garage while looking towards the open garage door for example is sure to produce disappointing results

If your subject is in bright sunlight with a hard shadow go ahead and use the flash to fill in the details in th e shadows Even though you can see the details fine when you look at the subject the film can t compensate for the diffe rences in lighting Think of the last time you took a picture of someone with a baseball cap on - remember how his face disappeared in the shadow of the bill of the cap

While you re disassembling the airshyframe invariably youll want to shoot a picture of a small detai l or fitting for fushyture reference so you may wish to keep that in mind when selecting the camera to be used A camera should be considered part of your tool box as much as a set of socket wrenches or screwdrivers

If yo u d rat her not take t he photos you rse lf perhaps you have a photograshy

pher fr iend who is wi lling to shoot your project as th e work progresses Often simply covering the cost of the fi lm and processing along with a ride or two in the restored airplane is a ll the photographer would want in return

When you sit down to choose the picshytures to be included in the Presentation Book keep in mind what you are trying to show the judges Is it a sharp photo If not dont include it - a fuzzy picture is worse than no photo at all Does it show the part to be shown without a lot of background clutter or other parts th a t tend to hide the component

Since the details on the normally visishyble parts of the airplane can be seen by the judges its not necessary to extenshysively document those parts after installashytion but you do want to be sure and show pictures of the areas of the airplane that cannot easily be seen by the judges The aft fuselage for instance or the control stick area below the floorboards are two examples Remember that the judges give points for workmanship as well and showing off the work done in hidden arshyeas can aid your final score This is one place where out of sight is not out of mind

Included in your documentation of the restoration can be copies of any factory drawings or blueprints you need to docushyment the configuration of a part or instalshylation Reduced size photocopies can be a great help in this regard

How should all of this material be arranged As stated in the rule book judging is not to be infl uenced by the beauty or artistic q uality of the book itshyself That doesn t mean the book can be haphazard ly concocted If the book is composed of hard-to-read hand scribbled notes and too many fuzzy hard to decishypher photos its not likely the judges will be able to find all of the details you may have put in the airplane during restorashytion Remember if your hidden work is not documented the judges cannot award you full points for workmanship

Neatly typed or hand printed capshytions and short concise paragraphs deshytailing the process will go a long way in helping the judges see everything you want them to look at With the prolifershyation of personal computers often the written portion of the book can be printed after being written on the comshyputer Try to avoid the use of a draft or light dot matrix type when printing - it can be tough to read The photos can be contained in a photo album page the most popular of which seems to be the so-called magnetic pages that use a small series of mounting wax stripes to hold the photos and a clear plastic overshylay on to t he page A neat three ring binder to hold it all toget her can help make the judges job a bit easie r someshything they all wi ll appreciate

VINTAGE AIRPLANE 7

The 1911

VanDersarl Bleriot by Bob Maxant Photos courtesy Dowling College

(Above) The unmistakable configuration of the Bleriot design is shown in this shot of the nose section of the VanDershysari machine The construction and flyshying of t h i s aircraft was a remar kable achievement for two Denver boys barely into their teens

An origina l and rare 1911 Bleriot type monop lane is now o n display at Dowling College after havi ng been reshystored by volunteer experts and students at the nearby Bayport NY Aerodrome

A lth ough hampered by one of the worst wi nters in the New York area a tea m of experienced aircraft restorers led by John Zale Jackie Mineo and Russ Moore assisted by members of the Bayshyport Aerod rome Society as well as Dowling students began the project just before Christmas and with heroic effort completed it in time so that it was hangshying in proud display during a recent Transportation Symposium held at the college It is still currently on display and available for public viewing

According to restoration team leader John Zale the aircraft was designed by aviation pioneer Louis Bleriot (1872shy1936) who is best remembered for his pishyoneering 23-112 mile flight across the English Channel in 1909 it is considered to rank among the earliest successful airshycraft designs

Jackie Mineo another member of the restoration team said that Bleriot engishyneered and experimented with a number of designs sett ling on the Model XI Monoplane with wheeled landing gear and externally braced single wing The design proved worthy and was used widely until World War 1 Russ Moore added that Bleriot also helped des ign the SPAD considered by many to be the finest fighter aircraft of the war

All of the restoration work on the airp la ne was done at Bayport Aeroshydrome in hangar facilities donated by the Bayport Aerodrome Society The aircraft on loan from Joseph Gertler of Riverhead NY was origina lly built by two brothers Frank and Jules VanDershysari ca 1911 from plans obtained from

(Continued on page 29)

(Right) Three of the principals of the latshyest restoration of the VanDersarl Bleriot were (I-r) Russ Moore Jackie Mineo and John Zale

8 AUGUST 1994

IA Barnstormers DreamI TheWeaver (Waco) 4 by Jim Beisner Ale 19587

A bout the time that we think a part of av iation hi story is lost forever out of some old barn comes bits and pieces that some avid restorer molds into a beautiful aircraft

Although this has happened a numshyber of times in the past never has the barnstormer pilot attempted such a project after an absence of more than 50 years

Perhaps the name of the original airshycraft should be weaver due to the fact that it was built by the Weaver Aircraft Co of Lorain Ohio This company was established by George Buck Weaver of the Matty Laird consortium Weve heard of Lloyd Stearman Jake Moellendick Walter Weber Walter Beech Billy Burke and others that got their start with Laird but Buck Weaver was quite successful as well His Weaver Aircraft Company

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was renamed Advance Aircraft Comshypany and later Waco Aircraft Comshypany which became the worlds largest manufacturer of aircraft in the lat e 1920s

What was the Four you ask It was the first multiple passenger carryshying single engine aircraft (It had seats for three in the front cockpit) Only one example was ever built

The only Waco Four built by th e original company was built in 1921 with surplus Curtiss Jenny parts (engine wheels and controls) and flown in 1921

Who flew it After 3 hours and 20 minutes of dual instruction Raymond Vaughan began hauling passengers for hire This was the beginning of this three year barnstorming career His flying career would however span over half a century and end with the same aircraft that he started with shyThe Four

In 1975 he was challenged to build a new or replica model 4 With no blueshyprints drawings or even a sketch availshyable he set forth to steam bend the wood longerons Many helpers volunshyteered but how can you he lp with a project that only Ray Vaughn knows how to build He cut ribs spars and gussets at the Toledo Metcalf Airport

10 AUGUST 1994

Ray tacked and glued at his Waldridge shop (14652 tacks) until it took the shape of an old biplane

Why would anyone start such a proshyject after a 50+ year career in aviation Ray wasnt just anyone nor was his cashyreer mundane A few years of barnshystorming would count for a career in itshyself He also was the maintenance person for the OX-5 powered craft This consisted of fly-it-a-little - fix-itshya-lot After the barnstorming he deshysigned built and breathed life into sevshyeral airports that are going strong yet this day Ray helped to build dirigibles prior to World War II including the Akron and the Macon As Chief Dishyrector of a large CPT program he trained many pilots He used 17 Waco UPF-7s a nd a passel of Cubs in hi s program His record of support of the war effort was impeccable He then continued as a fixed base operator after the war

So when did he finish the Waco 4 Unfortunately he didn t Ray had a stoke in late 1990 and passed away in November 1990 Prior to his death he had expressed his desire to have the plane go to Troy Ohio (the home of Waco) and be completed With the help of many friends (dedicated Troshyjans it was purchased transported to

Troy and made airworthy This was a case of a project that was 90 comshypleted by the former owner but 60 yet to go by the new owners

The OX-5 engine was assembled from parts of severa l engines (The parts looked as though they had been rescued from Sanford amp Sons truck) With the help of Glen Courtwright Ken Hyde Howard Emmert and othshyers the old V -8 became a masterpiece Many parts had to fabricated induding the Bosch magneto drive gear box Does it start easy You bet - in the first pull Does it run good You bet shyon a ll eight cylinders which contributes to the 90 horsepower purr (The finger exhaust stacks sound more like a roar)

How about the first flight of the replica Here are the particulars

December 221993 the test pilot was Bob Wagner The le ngth of the flight was once around the pattern at an altitude just above the treetops The airspeed was not too high - 55-60 mph After replacing the propeller and installing gap seals the 4 ha s pershyformed smoothly throughout the twenty hours of restricted flight time required by the FAA (Additional hours would be required if a non-certishyfied engine andor propeller had been used )

(Above left) The barnstormer whose dream made the Waco 4 possible the late Ray Vaughn He is holding the radiator for the OX-5 engine

(Above) Bill Long sits in the cockpit of the Weaver Aircraft Companys Weaver (Waco) 4 during 1921

(Right) The instrument panel of the 4 is as simple as could be including the water temperature gauge and counter-clockwise reading non-sensitive altimeter

(Below) Nearing completion the Waco 4 s wing secshytion a USA 27 airfoil is clearly evident

On the EAA Walk-Me prop card is a Judge Me message Instead of the traditional mark in the box the following message can be found

Judge me YES but judge me not for my varshynish and paint my wood or fabric for I am more than that I am from a time before us of byshygone days I am the best that I could be in the days of yesteryear I was created by people of great skill and insight People that had a dream of things that you now enjoy I am the product of an old barnstormer built from memory of an era that you can only imagine I ask only that you share in the dream that I represent

VINTAGF AIRPI ANF 11

With the advent of runways in lieu of Air-Fields steershyable tail skids are necessary

18 Cable - ____~

Fixed Pulley

~

Parallel Spring ~ (Maintains Cable

Tension)

Fixed Pulley

Jim Kessler

Rudder Control Cable Attachment

IN-4 Rudder Bar

---- Pivot

--- Tail Skid STEERABLE TAIL SKID (Top View)

How does it fly Not easy Unshydoubtedly most if not all of the early airplanes (pre-1920) were inherently unstable The pilots had nothing to compare them to Therefore they must have thought that all airplanes fly that way In flight it constantly tries to do its own thing It is as if it has a mind of its own It is not hard to fly but it does require constant effort

What does it do On the ground it handles great It taxis almost as easy as a Cub This is largely due to the steershyable tail skid (see the illustration on the left) and the hydrau lic brakes (both non-original equipment) Take off and landing characteristics are very good - it lik es to lift off at about 38 mph indishycated and climb out at 55 or 60 Cruise speed at less than full power is approxshyimately 70 mph The landing charactershyistics are excellent and ground effect is quite noticeable (it is also appreciated) The glide ratio is not much more than 11 with no power This can be exshytended with the addit ion of a few rpms on the 101 inch propeller A speed of 70 or 80 mph seems comfortable and can be judged by the sound of the 28 external support cables on the craft

It is a majestic sight to see a Waco 4 in the sky after an absence of 70 years It is like a dream come tr ue Ray Vaughans dream

12 AUGUST 1994

Jim Koepnick +

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The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

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restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

c

John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

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Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

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ENGINES

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

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CUB FLY-IN AT PIONEER AIRPORT

A fly-in open to Piper Cubs will take place at EAAs Pioneer Airport part of the EAA Air Adventure Mushyseum the weekend of September 17shy18 This fly-in is specifically for Piper Cubs only - if this particular event proves to be a success other type speshycific fly-ins may also be held

The only other requirement is that you must contact AntiquelClassic Dishyrector Bob Lumley at 4141782-2633 (evenings) for an invitation and direcshytions on the proper methods to fly into Pioneer Airport We enjoy an excelshylent working relationship with the FAA Control Tower here at Wittman Fi eld and one of the reasons we are able to do so is due to the fact that we require pilots flying into Pioneer be properly briefed Its not difficult or hard to remember but there are a few peculiarities to Pioneer that need to be reviewed by the pilot before flying in We hope to see you and your Cub here for the fly-in

TIRES NEEDED

Mike T Sarna of Chicagos Mushyseum of Science and Industry sent a note detailing a problem the museum has in finding tires for two of the hisshytoric aircraft they have on display

For their Boeing 40 B-2 they need a 36 x 8 tire The one they currently have on the airplane is a US Royal 1l01237k14 with a rim diameter of 22 and a rim width of approximately 7-12

Another famous airplane on display in the Museum is the Travel Air Model R Mystery Ship Texaco 13 flown by Frank Hawks as he set a coast-to-coast record in 1930 The tires needed for this famous racer are 24 x 4 The tires currently on the airplane were made by Firestone with a partial numshyber of -581 They have a rim diamshyeter of 17-112 with a rim width of 3shy112

If you can help the museum with their search for these tires please conshytact Mike T Sarna at the Museum of Science and Industry 57th St and Lake Shore Drive Chicago IL 60637 You can call him at 312684-1414 ext 2295

2 AUGUST 1994

CONTAMINATED AVGAS

IN CALIFORNIA

The FAA has informed EAA that Chevron Oil Company delivered 100LL avgas contaminated with Jet A fuel to a few airports in central Califorshynia between May 18 and June 2 One of the airports affected was the Watshysonville airport where the annual f1yshyin was held over the Memorial Day weekend Other airports affected that received contaminated fuel were Sacramento Metro and Executive airshyports plus the airports in Oakl a nd Petaluma and Concord CA

We hasten to add that Chevron imshymediately notified the FAA as soon as the problem was discovered and to their credit they took full responsibilshyity for the refinery error They have also offered to pay for any reasonable expense associated with the inspection andlor disassembly (of engines) in acshycordance with the mechanics and manshyufacturers recommendations On June 23 the FAA issued four Priority Letter Airworthiness Directives one each for Lycoming Continental Franklin and Wright engines requiring an inspection for internal damage of engines certified for use of 80 octane avgas and (2) a teardown and analytshyical inspection for detonation damage of e ngi nes certified for use of 91 or higher octane avgas

In the course of the investigation a list of aircraft that were sold the contashyminated avgas was compiled from the FBOs involved and they were conshytacted both by the FAA and Chevron As many as 2000 ai rcraft are thought to have been affected which is leading to a shortage of overhaul parts for the engines damaged by the contaminated fuel Both Lycoming and Continental have stepped up production to help fill the demand

SWIFfIN SPACE

OK so it was just part of a Swift but how many of us can say the same Astronaut Jay Apt is a good friend of member Lew Fischer of Friendswood TX who has owned Swift SIN 1125 for the past 40 years When Apt asked

Lew if he could take something of his aloft into orbit on the Space Shuttle Lew gave him the data plate to the Swift which now has more miles on it and attained an even higher altitude than one of Jack Nagles SuperSwifts shythe data plateS journey covered 45 million miles at an altitude of 130 miles while zipping along at 17500 mph The mission by the way was flown by an all EAA crew - Astroshynauts Hoot Gibson Jay Apt and Curt Brown are all sport aviation enthusishyasts and as many of you saw on televishysion and in the pages of Sport Aviashytion they even brought along and displayed an I bull EAA bumper sticker The data plate was returned to Lew with a commemorative plaque docshyumenting its flight on the Space Shutshytle Congratulations to Lew and Jay

Owen Billman 1917-1994

A frequent and enthusiastic conshytributor to our monthly column Mysshytery Airplane has passed away Owen Billman aviation historian WW II veteran pilot and airplane restorerl builder died May 2 1994 after surgery One of the founding members of the Empire State Aerosciences Museum Owen was a well known and much loved part of the aviation scene in upshystate New York

As a historian Owen was instrushymental in finding a number of rare aeronautical artifacts including the propeller of the Curtiss Silver Dart a rare engine and other bits and pieces now on display at the Curtiss Mushyseum in Hammondsport NY The Ecker Flying boat now part of the Smithsonian Air and Space Museums collection was also discovered due to detective work done by Owen Billshyman

The author of several articles he was also an outstanding artist with both paint and pen He was also an accomplished pilot and was privishyleged to fly a wide variety of aircraft from the P-38 he flew during the war to Cole Palens SPAD

Our condolences to Owens wife Sara and the rest of his family and friends

A New Safety Program for Sport Aviation from fAA The success and growth of sport aviashy

tion activity has made it increasingly imshyportant to have an organized support group for the first flight tests of homeshybuilt aircraft and the early flights of vinshytage aircraft restorations Building on the success of EAAs Technical Counselor Program EAA has announced the EAA Flight Advisors Program as a means of tapping into the huge resource of flight experience among EAA members

Simply stated the Flight Advisor proshygram is aimed at providing service to EAA members and helping to improve sport aviation safety One out of five homebuilt accidents occurs on the first or second flight and is all too frequently atshytributable to pilot error rather than meshychanical failure Similar statistics are not available for restorations since the NTSB computer is not programmed to recogshynize a ground loop in a newly rebuilt Waco UPF or a gear-up landing in a freshly restored 1951 Bonanza as first flight accidents

Accidents in the early phases of flying a new airplane of any kind generally point to the same conclusion - inexperishyence or lack of currency in type There may be instances in which pilots simply are not aware of the different handling characteristics they will encounter but more often they simply choose to ignore the obvious and hope everything will turn out right

The EAA Flight Advisor Program is meant to be an alternative to such acshytions The Advisor will supply the expeshyrience the pilot may be lacking and help evaluate the individuals skills as related to the airplane to be flown The Flight Advisor will be the mentor through the entire first flight or transition process be it in a Kolb Firestar Cessna 120 Glasair III Pietenpol or Bellanca Cruise master whether flown by a relatively new pilot or one with years of experience

The Advisor concept is not new and thats one of the things that makes it so workable A similar situation existed in the early days of EAA when it became obvious builders needed a local source for answers to technical questions while their aircraft projects were under conshystruction To fill that need the Technical

Counselor program was developed The Technical Counselor program is now over 30 years old and utilizes a corps of more than 700 volunteers each of whom is a recognized expert in aircraft conshystruction and systems

EAA is building on the same concept to introduce this new program Howshyever Flight Advisors will work strictly with flight-oriented questions In their primary role Flight Advisors will advise and assist in making evaluations but they will not make final go no-go decishysions and they will not do any flying The Flight Advisor will - help the pilot in evaluating his or her

current proficiency and skill level - assist in analyzing the airplane to be

flown and determine what skill levels are required to fly it safely - compare the pilots skill level and proshy

ficiency to that required by the airplane - aid in finding proper instruction if

necessary - assist in planning the first several

flights of the airplane utilizing preshyplanned schedules

Evaluating skill levels without flying with the prospective pilot isnt as hard as it sounds It is primarily a matter of askshying the right questions and using a little common sense For instance the probshylem is obvious if the pilot hasnt flown in two years It is also identifiable if he or she has been flying regularly in a Cessna 152 but is preparing to launch into the air with a Pitts Special or a Lancair

An Advisor is selected and designated because he or she has significant experishyence in a number of specific flight areas But one Advisor wont deal with all types of airplanes It will depend on his or her preference and background

Because the Flight Advisor knows the characteristics of the airplane about to be flown he will guide the builder pilots self-evaluation accordingly The Flight Advisor will not tell the builder pilot he or she can or cannot fly the airplane However by the time the evaluation of the planes flying characteristics as comshypared to the pilots skills is completed the builder pilot should clearly see the logical answer with no further input from the Flight Advisor

If the builder pilot decides not to do the first flights or needs further instrucshytion the Flight Advisor will help evalushyate appropriately qualified pilots to do the test flying He will also provide the pilot with criteria for evaluating the proper instructor and training aircraft so the training received is appropriate for the airplane to be flown

As the Flight Advisor Program picks up steam EAA will publish more mateshyrial related to the flying of aircraft The existing EAA list of instructors now prishymarily oriented toward tailwheel checkshyouts will be expanded to include more instructors with experience in homebuilt vintage or other sport aircraft

What are the qualifications and duties of a Flight Advisor As weve menshytioned the Flight Advisor is just that an advisor He doesnt climb into the cockpit to check out a pilot The primary qualifications of a Flight Advisor will be an extensive flight background and a deshysire to share experience with others Toshytal hours are less important than the type of hours

Since no flying will be necessary the Flight Advisor applicant doesnt have to be a current pilot A medical isnt needed to pass along experience Considerable flight experience lies within the EAA membership and a large percentage of it belongs to those who no longer carry acshytive medicals

A steering committee of experienced EAA members provided much of the groundwork for the Flight Advisor Proshygram Norm Howell Edwards F-16 test pilot with wide experience in high pershyformance homebuilts Ben Morrow ultrashylightlight plane owner instructor and Technical Counselor Greg Erikson accishydent investigator for Lycoming builder and homebuilt expert Budd Davisson aeronautical engineer instructor and well-known aviation writer and photogshyrapher and Steve Krog vintage airplane restorer and instructor specializing in taildragger transitions met in June C J Stevens test pilot for the CAFE Foundashytion and George Daubner of the Anshytique Classic Board of Directors will participate in future committee work

The committee clearly saw the probshylems it faces and the sQlutions needed EAAers all over the world have been goshying through the same basic process every time a new airplane has been flown for the first time The challenges of a first flight are forever unique to the first-time test pilot

The program is in place and the moshymentum is building As experience dicshytates revisions to improve the services of the Flight Advisor Program will be incorshyporated This is the beginning of a new era of capitalizing on EAAs greatest reshysource - the experience and expertise of its members

VINTAGE AIRPLANE 3

MYSTERY PLANE by George Hardie

This unique design will cause some head-scratching among th e exp erts The photo was submitted by Robert F Pauley Farmingto n Hills MI Anshyswers will be published in the No vem shyber 1994 iss u e of VINTA GE AIRshyPLANE The deadline f or the answers to this Mystery A irplane is Septem ber 25 1994

Th e May Mystery Plane had a f ew replies f rom the many of our long time m em bers Its the Dare Variable Camshyber Monoplane Robert Pauley who gave us this m onth s Mystery supplied us with this extensive answer

T he Myste ry Plane in the May 1994 issue of VINTAG E AIRPLANE was the Dare va ri able camber monoplane o r to be mo re spe cific th e seco nd confi gura tio n o f Me lvin D a res fir s t a tt e mpt a t d eve lo pin g hi s pa te nte d ideas on variable camber

Me lvin E D a re was bo rn in 1888 and grew up in Kokomo indiana As a yo ungste r he was fascina ted by the fli ght of birds and close ly followed the efforts o f th e Wri ghts La ngley a nd o th e r ea rl y av ia ti o n pi o nee rs as ma nn e d fli ght beca me a rea lity in 1910 Dare obtained his first job in avishyatio n with the H ea th A e ri a l Ve hicl e Company in Chicago After frugallivshying a nd savin g hi s mon ey Dare le ft Heath and made an exte nded trip to T e xas to pursue his obsess ion with bird fli ght His o bjective was to ob shy

se rve close-up the flyin g characterisshytics of the huge condors that lived in the Texas dese rt areas Armed with a ca mera and ske tchbook Dare made numerous drawings of the bird s wing sha pes as the y took off soared and then landed near his hidden obse rvashytion point His sketches revealed that these big graceful condors would a lshyte r the ir wing cambe r as they tra nsishytion e d from t a keoff o r landin g to steady soa ring fli ght a nd Dare conshyceived his ideas for va riable cambe r from those obse rvations He eventushyally r e turn e d to Chicago to purs ue and develop his ideas and later moved to Buffa lo N e w Y o rk wh e r e he worked a t C urtiss on the Jenn y tra inshye rs In 1919 Dare moved to Muskegon and late r to De troit working for va ri shyous aircra ft manufacture rs and a lways deve loping his ideas fo r va riable camshybe r wings

Dare was issued his first patent fo r va ri a ble camber wings wh e n he was livin g in Mu s kego n - Pa te nt N o 1319211 dated October 21 1919 A fshyte r hi s move to Detroit by scrimping a nd saving mos t of hi s ea rnings a nd with the he lp of some financia l backshye rs Dare was able to build an airplane that incorporated his va ri able camber principle a nd tha t a irpla ne was co mshypleted in 1921

The Dare va riable ca mber mo noshypla ne was a two-place open cockpit d es ign that ha d an all s tee l inte rnal

structure with an aluminum skin The powe rplant was a 4-cylinder 140 hp G e rman Benz engine The airplane had been built in a shop in D etroit by Dare and a mechanic Ed Jakobi with he lp from an engineer named Carns A s originally built the controls to acshytiva te the variable camber wings were loca ted in the rear cockpit while the front cockpit norma lly occupied by the pilot had conventional contro ls as a safe ty precaution

Dares va ri able cambe r inve ntio n was inte nded to replace the conve nshytional eleva to rs and ailerons by changshying the ca mber o f the wings in fli ght Moving th e s tick for e a nd aft wo uld change the wings camber and thus inshycrease or decrease the lift genera ted by the wing ca usin g the a irpl a ne to ri se o r descend with no change in the a ttitude of the fuse lage Side-by-side s ti ck mov e me nt a lte re d th e win g s camber asymmetrica lly to provide latshye ra l contro l

The firs t fli ght a tt e mpt was made from Se lfridge Fie ld in Mt C lemens Michigan by a test pilo t named Mill s in the spring of 1921 U nfo rtun a te ly the a irpl a ne was unde rpowe red a nd ba re ly got off the g ro und and a ft er clearing the a irport s boundary fe nce cras h lande d in a fa rm fie ld a bo ut a mile from Se lfridge tea rin g o ff the la nding ge a r and doing some minor damage

Dare

back to his shop to start the rebuilding process It was obvious that the airshyplane needed more power and thanks to one of Dare s financial backers Gar Wood he was able to obtain a 400 hp Liberty V-12 e ngine that had been used in one of Gar Woods racshying speedboats Fitted with the new engine a rebuilt and longer la nding gear and a French Lamblin lobster pot coolant radiator the second vershysion of D a res variable camber airshyplane was taken back to Se lfridge for a noth e r flight attempt That is th e configuration shown in the Myste ry Plane photo in the May 1994 issue of VINTAGE AIRPLANE

On September 261921 a new test pilot Eddie Stinson made a successshyful fli ght in the Liberty powe red tin can as the Air Corps pilots a t Selfshyridge had named it For th a t fli ght Stinson was in the front cockpit and mechanic Ed lakobi was seated in the rear cockpit operating th e variable camber wing controls Stinson made one short flight around the field but it was obvious to him th a t hav ing th e variable camber controls operated by someone other than the pilot was not a practical arrangement and an invitashytion to disaster So it was back to the shop again where the variable camber controls were moved to the fro nt cockshypit

Eddie Stinson made 10 flights in the Dare airpla ne with that arrangeshyment D are claims that Stinson reached speeds of 186 mph with the airplane which is highl y unlikely and obvious ly a gross exagge rat ion by

Dare It was noted by observers that Stinson was very cautious when flying the airplane always making very flat skidding turns giving the impression that it suffered from a bad case of latshyeral instability

Following these test flights the airshyplane was take n back to De troit and D are announced that he was making plans to e nter it in the 1922 Pulitzer Air Race scheduled to be held the folshylowing Octobe r Eddie Stinson was li ste d as the race pilot and th e airshyplane was assigned race number 57 Dare s application was late r disquali shyfi ed perhaps due to the airplanes latshyeral instability which would have preshysented problems whe n making pylon turns on a race course

Still pursuing his dream D are later had another pil ot Virg il Simmons

test fly the airplane That fli ght ended in a crash and the airplane was damshyaged beyo nd r e pa ir That se tback plus D a res in a bilit y to ra ise addi shytional money caused him to declare bankruptcy and to clos e down hi s small shop

Undaunted Dare continued to purshysue his variable camber ideas He had found ne w financial backe rs and by 1926 had started to build a new a irshyplane with which to continue his exshyperiments This time the airplane was a two-pl ace low wing cabin monoshyplane powered by a 65 hp 5-cylinder Warner radial engine The construcshytion was similar to that of the original a irpl a ne using a stee l tube st ructure with aluminum skin The inner twoshy

(Continued on page 29)

VINTAGE AIRPLANE 5

The Judging

Presentation Book Part of the Judging process at an EAA

fly-in involves the use by the judges of a Presentation Book put together by the owner of the airplane being judged Why do they need a book filled with pictures since the complete airplane sits before them in all its glory The answers are both obvious and not so clear and in this article Ill try and clear up any misconcepshytions about the presentation book as well as give you pointers on how to put toshygether a book that will make it easy for the judges to give you full points for someshything youve worked long and hard on

First remember the short paragraph in the Judging Standards Manual about the book Heres what it says

G Presentation Book Proof of authenticity contained within

the Presentation Book should be judged on details of the contents relative to the aushythenticity of either a continuously mainshy

6 AUGUST 1994

by HG Frautschy

tained or restored aircraft and not on the beauty or artistic quality of the book itself

Seems pretty simple at first glance and it really is The Presentation Books purshypose is to document the restoration process or if you have a very rare airshyplane it can trace the history of a continushyously maintained airframe throughout its lifetime It is also part of the airplane project that would best be kept in mind during the entire restoration process - it is a lot easier to do as you work on the proshyject rather than putting it all together the night before a fly-in

The restoration process can be classishyfied as a series of segments They dont always fo llow the same sequence so you may have to adjust your book layout to suit your particular application

First a general history of the aircraft type may be in order especially if the airshyplane is a rare type It may not be necesshysary to document the history of a Piper Cub or a Champ in its entirety but an Anshyderson-Greenwood AG-14 could stand a deeper historical treatment in the Presenshytation Book simply because it is not likely the judges have seen too many of them in their lifetime The historical portion of the Book should include photos espeshycially factory photos of the airplanes origishynal configuration factory brochures and any other documentation youd like to inshyclude that can be used by the judges to document details youve painstakingly inshycluded in your restoration

A word about factory brochures may be in order at this point If you are fortushynate enough to locate an original factory brochure you may wish to consider havshying a color photocopy made and included in your book instead of the original

Color copiers today are capable of outshystanding reproduction and have really advanced during the past few years Check with one of your local quick printshying shops to see if they provide this type of service

Since the color printing methods of the past (or occasionally today for that matshyter) normally didn t render exact reproshyduction of the original colors it s not very likely you can use the brochure to docushyment the paint colors The only excepshytions to this would be a factory supplied color chip

With the relative scarcity of original brochures you may wish to keep them safely at home away from the possibility of damage or loss Mount it between two pieces of ultraviolet resistant glass frame it and put the brochure on display in your den or family room

Often one of the best ways to show the original colors is to find a scrap of fabshyric or metal still painted with the original paint Unless this airplane has never been restored original paint would be hidden in an area not painted in the past or possibly painted over with a different type of paint Since it would have been kept from the elements they often are a good indication of the true co lors used when the airplane was first built

Of course you don t want to be fooled by documenting the colors of a previous restoration so you need to know for cershytain if a plane had been restored in the past On my Aeronca Super Chief for inshystance the airplane had been recovered in the past but there were still traces of the original paint under the first layer of paint on some of the sheet metal I used a weaker paint stripper to pull off only the first layer and then was able to peel off a few larger chips of the original paint to match the ye ll ow used on my airp lane Those chips will be included in the Preshysentation Book when I finally finish the restoration

Color scheme documentation shou ld also be included in your historical section especially if your airplane was delivered with a custom paint scheme ]n the imshymediate post - WW II era not too many airplanes were delivered with custom paint jobs but before the war a large number of airplanes were delivered with paint color choices selected by the owner If you want to receive full points for your work the scheme must be documented in some way - photos factory drawings and factory invoices call all be used to help pin the colors down

The next section of the history should include the specific past of your particular airp lane The first bill of sale a list of equipment and any other factory docushymentat ion can all help pinpoint the exact configuration of the airplane when it was delivered As men tioned before pho tos are inva luable documentation You may

wish to capt ion each picture to highl ight any subtle deta ils you want the judges to notice Logbook entry copies may also be appropriate especially if any factory aushythor ized work or modifications were done

T he next section of the Presentation Book covers the actua l restoration of the airframe and engine You don t want to overwhelm the judges with this section but you need to be sure and show all of the aspects of your restoration with a few well chosen photos Here are a couple of hints

First if your talents lie in restoring but not in photography consider using one of the automatic point and shoot 35mm cameras A camera that uses 35mm film will give you a larger film surface to record your image instead of the Disc or 110 format The smaller negatives of these films may be fine for snapshots but not when you are trying to show as much detail as you can

Most of the newer automatic 35mm cameras allow the flash to be used in most lighting conditions This is important

Remember that the judges give points for workshymanship as well and showshying off the work done in hidden areas can aid your final score Thh hone place where out of sight is not out of mind

since often I see photos that could have been acceptab le if only the background light had not dominated the shot and unshyderexposed the subject of the photo in the foreground If possible try to use a flash Avoid a bright background and a dark foreground - shooting a fuselage frame in the garage while looking towards the open garage door for example is sure to produce disappointing results

If your subject is in bright sunlight with a hard shadow go ahead and use the flash to fill in the details in th e shadows Even though you can see the details fine when you look at the subject the film can t compensate for the diffe rences in lighting Think of the last time you took a picture of someone with a baseball cap on - remember how his face disappeared in the shadow of the bill of the cap

While you re disassembling the airshyframe invariably youll want to shoot a picture of a small detai l or fitting for fushyture reference so you may wish to keep that in mind when selecting the camera to be used A camera should be considered part of your tool box as much as a set of socket wrenches or screwdrivers

If yo u d rat her not take t he photos you rse lf perhaps you have a photograshy

pher fr iend who is wi lling to shoot your project as th e work progresses Often simply covering the cost of the fi lm and processing along with a ride or two in the restored airplane is a ll the photographer would want in return

When you sit down to choose the picshytures to be included in the Presentation Book keep in mind what you are trying to show the judges Is it a sharp photo If not dont include it - a fuzzy picture is worse than no photo at all Does it show the part to be shown without a lot of background clutter or other parts th a t tend to hide the component

Since the details on the normally visishyble parts of the airplane can be seen by the judges its not necessary to extenshysively document those parts after installashytion but you do want to be sure and show pictures of the areas of the airplane that cannot easily be seen by the judges The aft fuselage for instance or the control stick area below the floorboards are two examples Remember that the judges give points for workmanship as well and showing off the work done in hidden arshyeas can aid your final score This is one place where out of sight is not out of mind

Included in your documentation of the restoration can be copies of any factory drawings or blueprints you need to docushyment the configuration of a part or instalshylation Reduced size photocopies can be a great help in this regard

How should all of this material be arranged As stated in the rule book judging is not to be infl uenced by the beauty or artistic q uality of the book itshyself That doesn t mean the book can be haphazard ly concocted If the book is composed of hard-to-read hand scribbled notes and too many fuzzy hard to decishypher photos its not likely the judges will be able to find all of the details you may have put in the airplane during restorashytion Remember if your hidden work is not documented the judges cannot award you full points for workmanship

Neatly typed or hand printed capshytions and short concise paragraphs deshytailing the process will go a long way in helping the judges see everything you want them to look at With the prolifershyation of personal computers often the written portion of the book can be printed after being written on the comshyputer Try to avoid the use of a draft or light dot matrix type when printing - it can be tough to read The photos can be contained in a photo album page the most popular of which seems to be the so-called magnetic pages that use a small series of mounting wax stripes to hold the photos and a clear plastic overshylay on to t he page A neat three ring binder to hold it all toget her can help make the judges job a bit easie r someshything they all wi ll appreciate

VINTAGE AIRPLANE 7

The 1911

VanDersarl Bleriot by Bob Maxant Photos courtesy Dowling College

(Above) The unmistakable configuration of the Bleriot design is shown in this shot of the nose section of the VanDershysari machine The construction and flyshying of t h i s aircraft was a remar kable achievement for two Denver boys barely into their teens

An origina l and rare 1911 Bleriot type monop lane is now o n display at Dowling College after havi ng been reshystored by volunteer experts and students at the nearby Bayport NY Aerodrome

A lth ough hampered by one of the worst wi nters in the New York area a tea m of experienced aircraft restorers led by John Zale Jackie Mineo and Russ Moore assisted by members of the Bayshyport Aerod rome Society as well as Dowling students began the project just before Christmas and with heroic effort completed it in time so that it was hangshying in proud display during a recent Transportation Symposium held at the college It is still currently on display and available for public viewing

According to restoration team leader John Zale the aircraft was designed by aviation pioneer Louis Bleriot (1872shy1936) who is best remembered for his pishyoneering 23-112 mile flight across the English Channel in 1909 it is considered to rank among the earliest successful airshycraft designs

Jackie Mineo another member of the restoration team said that Bleriot engishyneered and experimented with a number of designs sett ling on the Model XI Monoplane with wheeled landing gear and externally braced single wing The design proved worthy and was used widely until World War 1 Russ Moore added that Bleriot also helped des ign the SPAD considered by many to be the finest fighter aircraft of the war

All of the restoration work on the airp la ne was done at Bayport Aeroshydrome in hangar facilities donated by the Bayport Aerodrome Society The aircraft on loan from Joseph Gertler of Riverhead NY was origina lly built by two brothers Frank and Jules VanDershysari ca 1911 from plans obtained from

(Continued on page 29)

(Right) Three of the principals of the latshyest restoration of the VanDersarl Bleriot were (I-r) Russ Moore Jackie Mineo and John Zale

8 AUGUST 1994

IA Barnstormers DreamI TheWeaver (Waco) 4 by Jim Beisner Ale 19587

A bout the time that we think a part of av iation hi story is lost forever out of some old barn comes bits and pieces that some avid restorer molds into a beautiful aircraft

Although this has happened a numshyber of times in the past never has the barnstormer pilot attempted such a project after an absence of more than 50 years

Perhaps the name of the original airshycraft should be weaver due to the fact that it was built by the Weaver Aircraft Co of Lorain Ohio This company was established by George Buck Weaver of the Matty Laird consortium Weve heard of Lloyd Stearman Jake Moellendick Walter Weber Walter Beech Billy Burke and others that got their start with Laird but Buck Weaver was quite successful as well His Weaver Aircraft Company

to Cij gJ

E _________5

was renamed Advance Aircraft Comshypany and later Waco Aircraft Comshypany which became the worlds largest manufacturer of aircraft in the lat e 1920s

What was the Four you ask It was the first multiple passenger carryshying single engine aircraft (It had seats for three in the front cockpit) Only one example was ever built

The only Waco Four built by th e original company was built in 1921 with surplus Curtiss Jenny parts (engine wheels and controls) and flown in 1921

Who flew it After 3 hours and 20 minutes of dual instruction Raymond Vaughan began hauling passengers for hire This was the beginning of this three year barnstorming career His flying career would however span over half a century and end with the same aircraft that he started with shyThe Four

In 1975 he was challenged to build a new or replica model 4 With no blueshyprints drawings or even a sketch availshyable he set forth to steam bend the wood longerons Many helpers volunshyteered but how can you he lp with a project that only Ray Vaughn knows how to build He cut ribs spars and gussets at the Toledo Metcalf Airport

10 AUGUST 1994

Ray tacked and glued at his Waldridge shop (14652 tacks) until it took the shape of an old biplane

Why would anyone start such a proshyject after a 50+ year career in aviation Ray wasnt just anyone nor was his cashyreer mundane A few years of barnshystorming would count for a career in itshyself He also was the maintenance person for the OX-5 powered craft This consisted of fly-it-a-little - fix-itshya-lot After the barnstorming he deshysigned built and breathed life into sevshyeral airports that are going strong yet this day Ray helped to build dirigibles prior to World War II including the Akron and the Macon As Chief Dishyrector of a large CPT program he trained many pilots He used 17 Waco UPF-7s a nd a passel of Cubs in hi s program His record of support of the war effort was impeccable He then continued as a fixed base operator after the war

So when did he finish the Waco 4 Unfortunately he didn t Ray had a stoke in late 1990 and passed away in November 1990 Prior to his death he had expressed his desire to have the plane go to Troy Ohio (the home of Waco) and be completed With the help of many friends (dedicated Troshyjans it was purchased transported to

Troy and made airworthy This was a case of a project that was 90 comshypleted by the former owner but 60 yet to go by the new owners

The OX-5 engine was assembled from parts of severa l engines (The parts looked as though they had been rescued from Sanford amp Sons truck) With the help of Glen Courtwright Ken Hyde Howard Emmert and othshyers the old V -8 became a masterpiece Many parts had to fabricated induding the Bosch magneto drive gear box Does it start easy You bet - in the first pull Does it run good You bet shyon a ll eight cylinders which contributes to the 90 horsepower purr (The finger exhaust stacks sound more like a roar)

How about the first flight of the replica Here are the particulars

December 221993 the test pilot was Bob Wagner The le ngth of the flight was once around the pattern at an altitude just above the treetops The airspeed was not too high - 55-60 mph After replacing the propeller and installing gap seals the 4 ha s pershyformed smoothly throughout the twenty hours of restricted flight time required by the FAA (Additional hours would be required if a non-certishyfied engine andor propeller had been used )

(Above left) The barnstormer whose dream made the Waco 4 possible the late Ray Vaughn He is holding the radiator for the OX-5 engine

(Above) Bill Long sits in the cockpit of the Weaver Aircraft Companys Weaver (Waco) 4 during 1921

(Right) The instrument panel of the 4 is as simple as could be including the water temperature gauge and counter-clockwise reading non-sensitive altimeter

(Below) Nearing completion the Waco 4 s wing secshytion a USA 27 airfoil is clearly evident

On the EAA Walk-Me prop card is a Judge Me message Instead of the traditional mark in the box the following message can be found

Judge me YES but judge me not for my varshynish and paint my wood or fabric for I am more than that I am from a time before us of byshygone days I am the best that I could be in the days of yesteryear I was created by people of great skill and insight People that had a dream of things that you now enjoy I am the product of an old barnstormer built from memory of an era that you can only imagine I ask only that you share in the dream that I represent

VINTAGF AIRPI ANF 11

With the advent of runways in lieu of Air-Fields steershyable tail skids are necessary

18 Cable - ____~

Fixed Pulley

~

Parallel Spring ~ (Maintains Cable

Tension)

Fixed Pulley

Jim Kessler

Rudder Control Cable Attachment

IN-4 Rudder Bar

---- Pivot

--- Tail Skid STEERABLE TAIL SKID (Top View)

How does it fly Not easy Unshydoubtedly most if not all of the early airplanes (pre-1920) were inherently unstable The pilots had nothing to compare them to Therefore they must have thought that all airplanes fly that way In flight it constantly tries to do its own thing It is as if it has a mind of its own It is not hard to fly but it does require constant effort

What does it do On the ground it handles great It taxis almost as easy as a Cub This is largely due to the steershyable tail skid (see the illustration on the left) and the hydrau lic brakes (both non-original equipment) Take off and landing characteristics are very good - it lik es to lift off at about 38 mph indishycated and climb out at 55 or 60 Cruise speed at less than full power is approxshyimately 70 mph The landing charactershyistics are excellent and ground effect is quite noticeable (it is also appreciated) The glide ratio is not much more than 11 with no power This can be exshytended with the addit ion of a few rpms on the 101 inch propeller A speed of 70 or 80 mph seems comfortable and can be judged by the sound of the 28 external support cables on the craft

It is a majestic sight to see a Waco 4 in the sky after an absence of 70 years It is like a dream come tr ue Ray Vaughans dream

12 AUGUST 1994

Jim Koepnick +

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The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

+ () c a Q) o ~

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

Q)

restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

c

John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

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Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

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C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

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ENGINES

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30 AUGUST 1994

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

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rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

A New Safety Program for Sport Aviation from fAA The success and growth of sport aviashy

tion activity has made it increasingly imshyportant to have an organized support group for the first flight tests of homeshybuilt aircraft and the early flights of vinshytage aircraft restorations Building on the success of EAAs Technical Counselor Program EAA has announced the EAA Flight Advisors Program as a means of tapping into the huge resource of flight experience among EAA members

Simply stated the Flight Advisor proshygram is aimed at providing service to EAA members and helping to improve sport aviation safety One out of five homebuilt accidents occurs on the first or second flight and is all too frequently atshytributable to pilot error rather than meshychanical failure Similar statistics are not available for restorations since the NTSB computer is not programmed to recogshynize a ground loop in a newly rebuilt Waco UPF or a gear-up landing in a freshly restored 1951 Bonanza as first flight accidents

Accidents in the early phases of flying a new airplane of any kind generally point to the same conclusion - inexperishyence or lack of currency in type There may be instances in which pilots simply are not aware of the different handling characteristics they will encounter but more often they simply choose to ignore the obvious and hope everything will turn out right

The EAA Flight Advisor Program is meant to be an alternative to such acshytions The Advisor will supply the expeshyrience the pilot may be lacking and help evaluate the individuals skills as related to the airplane to be flown The Flight Advisor will be the mentor through the entire first flight or transition process be it in a Kolb Firestar Cessna 120 Glasair III Pietenpol or Bellanca Cruise master whether flown by a relatively new pilot or one with years of experience

The Advisor concept is not new and thats one of the things that makes it so workable A similar situation existed in the early days of EAA when it became obvious builders needed a local source for answers to technical questions while their aircraft projects were under conshystruction To fill that need the Technical

Counselor program was developed The Technical Counselor program is now over 30 years old and utilizes a corps of more than 700 volunteers each of whom is a recognized expert in aircraft conshystruction and systems

EAA is building on the same concept to introduce this new program Howshyever Flight Advisors will work strictly with flight-oriented questions In their primary role Flight Advisors will advise and assist in making evaluations but they will not make final go no-go decishysions and they will not do any flying The Flight Advisor will - help the pilot in evaluating his or her

current proficiency and skill level - assist in analyzing the airplane to be

flown and determine what skill levels are required to fly it safely - compare the pilots skill level and proshy

ficiency to that required by the airplane - aid in finding proper instruction if

necessary - assist in planning the first several

flights of the airplane utilizing preshyplanned schedules

Evaluating skill levels without flying with the prospective pilot isnt as hard as it sounds It is primarily a matter of askshying the right questions and using a little common sense For instance the probshylem is obvious if the pilot hasnt flown in two years It is also identifiable if he or she has been flying regularly in a Cessna 152 but is preparing to launch into the air with a Pitts Special or a Lancair

An Advisor is selected and designated because he or she has significant experishyence in a number of specific flight areas But one Advisor wont deal with all types of airplanes It will depend on his or her preference and background

Because the Flight Advisor knows the characteristics of the airplane about to be flown he will guide the builder pilots self-evaluation accordingly The Flight Advisor will not tell the builder pilot he or she can or cannot fly the airplane However by the time the evaluation of the planes flying characteristics as comshypared to the pilots skills is completed the builder pilot should clearly see the logical answer with no further input from the Flight Advisor

If the builder pilot decides not to do the first flights or needs further instrucshytion the Flight Advisor will help evalushyate appropriately qualified pilots to do the test flying He will also provide the pilot with criteria for evaluating the proper instructor and training aircraft so the training received is appropriate for the airplane to be flown

As the Flight Advisor Program picks up steam EAA will publish more mateshyrial related to the flying of aircraft The existing EAA list of instructors now prishymarily oriented toward tailwheel checkshyouts will be expanded to include more instructors with experience in homebuilt vintage or other sport aircraft

What are the qualifications and duties of a Flight Advisor As weve menshytioned the Flight Advisor is just that an advisor He doesnt climb into the cockpit to check out a pilot The primary qualifications of a Flight Advisor will be an extensive flight background and a deshysire to share experience with others Toshytal hours are less important than the type of hours

Since no flying will be necessary the Flight Advisor applicant doesnt have to be a current pilot A medical isnt needed to pass along experience Considerable flight experience lies within the EAA membership and a large percentage of it belongs to those who no longer carry acshytive medicals

A steering committee of experienced EAA members provided much of the groundwork for the Flight Advisor Proshygram Norm Howell Edwards F-16 test pilot with wide experience in high pershyformance homebuilts Ben Morrow ultrashylightlight plane owner instructor and Technical Counselor Greg Erikson accishydent investigator for Lycoming builder and homebuilt expert Budd Davisson aeronautical engineer instructor and well-known aviation writer and photogshyrapher and Steve Krog vintage airplane restorer and instructor specializing in taildragger transitions met in June C J Stevens test pilot for the CAFE Foundashytion and George Daubner of the Anshytique Classic Board of Directors will participate in future committee work

The committee clearly saw the probshylems it faces and the sQlutions needed EAAers all over the world have been goshying through the same basic process every time a new airplane has been flown for the first time The challenges of a first flight are forever unique to the first-time test pilot

The program is in place and the moshymentum is building As experience dicshytates revisions to improve the services of the Flight Advisor Program will be incorshyporated This is the beginning of a new era of capitalizing on EAAs greatest reshysource - the experience and expertise of its members

VINTAGE AIRPLANE 3

MYSTERY PLANE by George Hardie

This unique design will cause some head-scratching among th e exp erts The photo was submitted by Robert F Pauley Farmingto n Hills MI Anshyswers will be published in the No vem shyber 1994 iss u e of VINTA GE AIRshyPLANE The deadline f or the answers to this Mystery A irplane is Septem ber 25 1994

Th e May Mystery Plane had a f ew replies f rom the many of our long time m em bers Its the Dare Variable Camshyber Monoplane Robert Pauley who gave us this m onth s Mystery supplied us with this extensive answer

T he Myste ry Plane in the May 1994 issue of VINTAG E AIRPLANE was the Dare va ri able camber monoplane o r to be mo re spe cific th e seco nd confi gura tio n o f Me lvin D a res fir s t a tt e mpt a t d eve lo pin g hi s pa te nte d ideas on variable camber

Me lvin E D a re was bo rn in 1888 and grew up in Kokomo indiana As a yo ungste r he was fascina ted by the fli ght of birds and close ly followed the efforts o f th e Wri ghts La ngley a nd o th e r ea rl y av ia ti o n pi o nee rs as ma nn e d fli ght beca me a rea lity in 1910 Dare obtained his first job in avishyatio n with the H ea th A e ri a l Ve hicl e Company in Chicago After frugallivshying a nd savin g hi s mon ey Dare le ft Heath and made an exte nded trip to T e xas to pursue his obsess ion with bird fli ght His o bjective was to ob shy

se rve close-up the flyin g characterisshytics of the huge condors that lived in the Texas dese rt areas Armed with a ca mera and ske tchbook Dare made numerous drawings of the bird s wing sha pes as the y took off soared and then landed near his hidden obse rvashytion point His sketches revealed that these big graceful condors would a lshyte r the ir wing cambe r as they tra nsishytion e d from t a keoff o r landin g to steady soa ring fli ght a nd Dare conshyceived his ideas for va riable cambe r from those obse rvations He eventushyally r e turn e d to Chicago to purs ue and develop his ideas and later moved to Buffa lo N e w Y o rk wh e r e he worked a t C urtiss on the Jenn y tra inshye rs In 1919 Dare moved to Muskegon and late r to De troit working for va ri shyous aircra ft manufacture rs and a lways deve loping his ideas fo r va riable camshybe r wings

Dare was issued his first patent fo r va ri a ble camber wings wh e n he was livin g in Mu s kego n - Pa te nt N o 1319211 dated October 21 1919 A fshyte r hi s move to Detroit by scrimping a nd saving mos t of hi s ea rnings a nd with the he lp of some financia l backshye rs Dare was able to build an airplane that incorporated his va ri able camber principle a nd tha t a irpla ne was co mshypleted in 1921

The Dare va riable ca mber mo noshypla ne was a two-place open cockpit d es ign that ha d an all s tee l inte rnal

structure with an aluminum skin The powe rplant was a 4-cylinder 140 hp G e rman Benz engine The airplane had been built in a shop in D etroit by Dare and a mechanic Ed Jakobi with he lp from an engineer named Carns A s originally built the controls to acshytiva te the variable camber wings were loca ted in the rear cockpit while the front cockpit norma lly occupied by the pilot had conventional contro ls as a safe ty precaution

Dares va ri able cambe r inve ntio n was inte nded to replace the conve nshytional eleva to rs and ailerons by changshying the ca mber o f the wings in fli ght Moving th e s tick for e a nd aft wo uld change the wings camber and thus inshycrease or decrease the lift genera ted by the wing ca usin g the a irpl a ne to ri se o r descend with no change in the a ttitude of the fuse lage Side-by-side s ti ck mov e me nt a lte re d th e win g s camber asymmetrica lly to provide latshye ra l contro l

The firs t fli ght a tt e mpt was made from Se lfridge Fie ld in Mt C lemens Michigan by a test pilo t named Mill s in the spring of 1921 U nfo rtun a te ly the a irpl a ne was unde rpowe red a nd ba re ly got off the g ro und and a ft er clearing the a irport s boundary fe nce cras h lande d in a fa rm fie ld a bo ut a mile from Se lfridge tea rin g o ff the la nding ge a r and doing some minor damage

Dare

back to his shop to start the rebuilding process It was obvious that the airshyplane needed more power and thanks to one of Dare s financial backers Gar Wood he was able to obtain a 400 hp Liberty V-12 e ngine that had been used in one of Gar Woods racshying speedboats Fitted with the new engine a rebuilt and longer la nding gear and a French Lamblin lobster pot coolant radiator the second vershysion of D a res variable camber airshyplane was taken back to Se lfridge for a noth e r flight attempt That is th e configuration shown in the Myste ry Plane photo in the May 1994 issue of VINTAGE AIRPLANE

On September 261921 a new test pilot Eddie Stinson made a successshyful fli ght in the Liberty powe red tin can as the Air Corps pilots a t Selfshyridge had named it For th a t fli ght Stinson was in the front cockpit and mechanic Ed lakobi was seated in the rear cockpit operating th e variable camber wing controls Stinson made one short flight around the field but it was obvious to him th a t hav ing th e variable camber controls operated by someone other than the pilot was not a practical arrangement and an invitashytion to disaster So it was back to the shop again where the variable camber controls were moved to the fro nt cockshypit

Eddie Stinson made 10 flights in the Dare airpla ne with that arrangeshyment D are claims that Stinson reached speeds of 186 mph with the airplane which is highl y unlikely and obvious ly a gross exagge rat ion by

Dare It was noted by observers that Stinson was very cautious when flying the airplane always making very flat skidding turns giving the impression that it suffered from a bad case of latshyeral instability

Following these test flights the airshyplane was take n back to De troit and D are announced that he was making plans to e nter it in the 1922 Pulitzer Air Race scheduled to be held the folshylowing Octobe r Eddie Stinson was li ste d as the race pilot and th e airshyplane was assigned race number 57 Dare s application was late r disquali shyfi ed perhaps due to the airplanes latshyeral instability which would have preshysented problems whe n making pylon turns on a race course

Still pursuing his dream D are later had another pil ot Virg il Simmons

test fly the airplane That fli ght ended in a crash and the airplane was damshyaged beyo nd r e pa ir That se tback plus D a res in a bilit y to ra ise addi shytional money caused him to declare bankruptcy and to clos e down hi s small shop

Undaunted Dare continued to purshysue his variable camber ideas He had found ne w financial backe rs and by 1926 had started to build a new a irshyplane with which to continue his exshyperiments This time the airplane was a two-pl ace low wing cabin monoshyplane powered by a 65 hp 5-cylinder Warner radial engine The construcshytion was similar to that of the original a irpl a ne using a stee l tube st ructure with aluminum skin The inner twoshy

(Continued on page 29)

VINTAGE AIRPLANE 5

The Judging

Presentation Book Part of the Judging process at an EAA

fly-in involves the use by the judges of a Presentation Book put together by the owner of the airplane being judged Why do they need a book filled with pictures since the complete airplane sits before them in all its glory The answers are both obvious and not so clear and in this article Ill try and clear up any misconcepshytions about the presentation book as well as give you pointers on how to put toshygether a book that will make it easy for the judges to give you full points for someshything youve worked long and hard on

First remember the short paragraph in the Judging Standards Manual about the book Heres what it says

G Presentation Book Proof of authenticity contained within

the Presentation Book should be judged on details of the contents relative to the aushythenticity of either a continuously mainshy

6 AUGUST 1994

by HG Frautschy

tained or restored aircraft and not on the beauty or artistic quality of the book itself

Seems pretty simple at first glance and it really is The Presentation Books purshypose is to document the restoration process or if you have a very rare airshyplane it can trace the history of a continushyously maintained airframe throughout its lifetime It is also part of the airplane project that would best be kept in mind during the entire restoration process - it is a lot easier to do as you work on the proshyject rather than putting it all together the night before a fly-in

The restoration process can be classishyfied as a series of segments They dont always fo llow the same sequence so you may have to adjust your book layout to suit your particular application

First a general history of the aircraft type may be in order especially if the airshyplane is a rare type It may not be necesshysary to document the history of a Piper Cub or a Champ in its entirety but an Anshyderson-Greenwood AG-14 could stand a deeper historical treatment in the Presenshytation Book simply because it is not likely the judges have seen too many of them in their lifetime The historical portion of the Book should include photos espeshycially factory photos of the airplanes origishynal configuration factory brochures and any other documentation youd like to inshyclude that can be used by the judges to document details youve painstakingly inshycluded in your restoration

A word about factory brochures may be in order at this point If you are fortushynate enough to locate an original factory brochure you may wish to consider havshying a color photocopy made and included in your book instead of the original

Color copiers today are capable of outshystanding reproduction and have really advanced during the past few years Check with one of your local quick printshying shops to see if they provide this type of service

Since the color printing methods of the past (or occasionally today for that matshyter) normally didn t render exact reproshyduction of the original colors it s not very likely you can use the brochure to docushyment the paint colors The only excepshytions to this would be a factory supplied color chip

With the relative scarcity of original brochures you may wish to keep them safely at home away from the possibility of damage or loss Mount it between two pieces of ultraviolet resistant glass frame it and put the brochure on display in your den or family room

Often one of the best ways to show the original colors is to find a scrap of fabshyric or metal still painted with the original paint Unless this airplane has never been restored original paint would be hidden in an area not painted in the past or possibly painted over with a different type of paint Since it would have been kept from the elements they often are a good indication of the true co lors used when the airplane was first built

Of course you don t want to be fooled by documenting the colors of a previous restoration so you need to know for cershytain if a plane had been restored in the past On my Aeronca Super Chief for inshystance the airplane had been recovered in the past but there were still traces of the original paint under the first layer of paint on some of the sheet metal I used a weaker paint stripper to pull off only the first layer and then was able to peel off a few larger chips of the original paint to match the ye ll ow used on my airp lane Those chips will be included in the Preshysentation Book when I finally finish the restoration

Color scheme documentation shou ld also be included in your historical section especially if your airplane was delivered with a custom paint scheme ]n the imshymediate post - WW II era not too many airplanes were delivered with custom paint jobs but before the war a large number of airplanes were delivered with paint color choices selected by the owner If you want to receive full points for your work the scheme must be documented in some way - photos factory drawings and factory invoices call all be used to help pin the colors down

The next section of the history should include the specific past of your particular airp lane The first bill of sale a list of equipment and any other factory docushymentat ion can all help pinpoint the exact configuration of the airplane when it was delivered As men tioned before pho tos are inva luable documentation You may

wish to capt ion each picture to highl ight any subtle deta ils you want the judges to notice Logbook entry copies may also be appropriate especially if any factory aushythor ized work or modifications were done

T he next section of the Presentation Book covers the actua l restoration of the airframe and engine You don t want to overwhelm the judges with this section but you need to be sure and show all of the aspects of your restoration with a few well chosen photos Here are a couple of hints

First if your talents lie in restoring but not in photography consider using one of the automatic point and shoot 35mm cameras A camera that uses 35mm film will give you a larger film surface to record your image instead of the Disc or 110 format The smaller negatives of these films may be fine for snapshots but not when you are trying to show as much detail as you can

Most of the newer automatic 35mm cameras allow the flash to be used in most lighting conditions This is important

Remember that the judges give points for workshymanship as well and showshying off the work done in hidden areas can aid your final score Thh hone place where out of sight is not out of mind

since often I see photos that could have been acceptab le if only the background light had not dominated the shot and unshyderexposed the subject of the photo in the foreground If possible try to use a flash Avoid a bright background and a dark foreground - shooting a fuselage frame in the garage while looking towards the open garage door for example is sure to produce disappointing results

If your subject is in bright sunlight with a hard shadow go ahead and use the flash to fill in the details in th e shadows Even though you can see the details fine when you look at the subject the film can t compensate for the diffe rences in lighting Think of the last time you took a picture of someone with a baseball cap on - remember how his face disappeared in the shadow of the bill of the cap

While you re disassembling the airshyframe invariably youll want to shoot a picture of a small detai l or fitting for fushyture reference so you may wish to keep that in mind when selecting the camera to be used A camera should be considered part of your tool box as much as a set of socket wrenches or screwdrivers

If yo u d rat her not take t he photos you rse lf perhaps you have a photograshy

pher fr iend who is wi lling to shoot your project as th e work progresses Often simply covering the cost of the fi lm and processing along with a ride or two in the restored airplane is a ll the photographer would want in return

When you sit down to choose the picshytures to be included in the Presentation Book keep in mind what you are trying to show the judges Is it a sharp photo If not dont include it - a fuzzy picture is worse than no photo at all Does it show the part to be shown without a lot of background clutter or other parts th a t tend to hide the component

Since the details on the normally visishyble parts of the airplane can be seen by the judges its not necessary to extenshysively document those parts after installashytion but you do want to be sure and show pictures of the areas of the airplane that cannot easily be seen by the judges The aft fuselage for instance or the control stick area below the floorboards are two examples Remember that the judges give points for workmanship as well and showing off the work done in hidden arshyeas can aid your final score This is one place where out of sight is not out of mind

Included in your documentation of the restoration can be copies of any factory drawings or blueprints you need to docushyment the configuration of a part or instalshylation Reduced size photocopies can be a great help in this regard

How should all of this material be arranged As stated in the rule book judging is not to be infl uenced by the beauty or artistic q uality of the book itshyself That doesn t mean the book can be haphazard ly concocted If the book is composed of hard-to-read hand scribbled notes and too many fuzzy hard to decishypher photos its not likely the judges will be able to find all of the details you may have put in the airplane during restorashytion Remember if your hidden work is not documented the judges cannot award you full points for workmanship

Neatly typed or hand printed capshytions and short concise paragraphs deshytailing the process will go a long way in helping the judges see everything you want them to look at With the prolifershyation of personal computers often the written portion of the book can be printed after being written on the comshyputer Try to avoid the use of a draft or light dot matrix type when printing - it can be tough to read The photos can be contained in a photo album page the most popular of which seems to be the so-called magnetic pages that use a small series of mounting wax stripes to hold the photos and a clear plastic overshylay on to t he page A neat three ring binder to hold it all toget her can help make the judges job a bit easie r someshything they all wi ll appreciate

VINTAGE AIRPLANE 7

The 1911

VanDersarl Bleriot by Bob Maxant Photos courtesy Dowling College

(Above) The unmistakable configuration of the Bleriot design is shown in this shot of the nose section of the VanDershysari machine The construction and flyshying of t h i s aircraft was a remar kable achievement for two Denver boys barely into their teens

An origina l and rare 1911 Bleriot type monop lane is now o n display at Dowling College after havi ng been reshystored by volunteer experts and students at the nearby Bayport NY Aerodrome

A lth ough hampered by one of the worst wi nters in the New York area a tea m of experienced aircraft restorers led by John Zale Jackie Mineo and Russ Moore assisted by members of the Bayshyport Aerod rome Society as well as Dowling students began the project just before Christmas and with heroic effort completed it in time so that it was hangshying in proud display during a recent Transportation Symposium held at the college It is still currently on display and available for public viewing

According to restoration team leader John Zale the aircraft was designed by aviation pioneer Louis Bleriot (1872shy1936) who is best remembered for his pishyoneering 23-112 mile flight across the English Channel in 1909 it is considered to rank among the earliest successful airshycraft designs

Jackie Mineo another member of the restoration team said that Bleriot engishyneered and experimented with a number of designs sett ling on the Model XI Monoplane with wheeled landing gear and externally braced single wing The design proved worthy and was used widely until World War 1 Russ Moore added that Bleriot also helped des ign the SPAD considered by many to be the finest fighter aircraft of the war

All of the restoration work on the airp la ne was done at Bayport Aeroshydrome in hangar facilities donated by the Bayport Aerodrome Society The aircraft on loan from Joseph Gertler of Riverhead NY was origina lly built by two brothers Frank and Jules VanDershysari ca 1911 from plans obtained from

(Continued on page 29)

(Right) Three of the principals of the latshyest restoration of the VanDersarl Bleriot were (I-r) Russ Moore Jackie Mineo and John Zale

8 AUGUST 1994

IA Barnstormers DreamI TheWeaver (Waco) 4 by Jim Beisner Ale 19587

A bout the time that we think a part of av iation hi story is lost forever out of some old barn comes bits and pieces that some avid restorer molds into a beautiful aircraft

Although this has happened a numshyber of times in the past never has the barnstormer pilot attempted such a project after an absence of more than 50 years

Perhaps the name of the original airshycraft should be weaver due to the fact that it was built by the Weaver Aircraft Co of Lorain Ohio This company was established by George Buck Weaver of the Matty Laird consortium Weve heard of Lloyd Stearman Jake Moellendick Walter Weber Walter Beech Billy Burke and others that got their start with Laird but Buck Weaver was quite successful as well His Weaver Aircraft Company

to Cij gJ

E _________5

was renamed Advance Aircraft Comshypany and later Waco Aircraft Comshypany which became the worlds largest manufacturer of aircraft in the lat e 1920s

What was the Four you ask It was the first multiple passenger carryshying single engine aircraft (It had seats for three in the front cockpit) Only one example was ever built

The only Waco Four built by th e original company was built in 1921 with surplus Curtiss Jenny parts (engine wheels and controls) and flown in 1921

Who flew it After 3 hours and 20 minutes of dual instruction Raymond Vaughan began hauling passengers for hire This was the beginning of this three year barnstorming career His flying career would however span over half a century and end with the same aircraft that he started with shyThe Four

In 1975 he was challenged to build a new or replica model 4 With no blueshyprints drawings or even a sketch availshyable he set forth to steam bend the wood longerons Many helpers volunshyteered but how can you he lp with a project that only Ray Vaughn knows how to build He cut ribs spars and gussets at the Toledo Metcalf Airport

10 AUGUST 1994

Ray tacked and glued at his Waldridge shop (14652 tacks) until it took the shape of an old biplane

Why would anyone start such a proshyject after a 50+ year career in aviation Ray wasnt just anyone nor was his cashyreer mundane A few years of barnshystorming would count for a career in itshyself He also was the maintenance person for the OX-5 powered craft This consisted of fly-it-a-little - fix-itshya-lot After the barnstorming he deshysigned built and breathed life into sevshyeral airports that are going strong yet this day Ray helped to build dirigibles prior to World War II including the Akron and the Macon As Chief Dishyrector of a large CPT program he trained many pilots He used 17 Waco UPF-7s a nd a passel of Cubs in hi s program His record of support of the war effort was impeccable He then continued as a fixed base operator after the war

So when did he finish the Waco 4 Unfortunately he didn t Ray had a stoke in late 1990 and passed away in November 1990 Prior to his death he had expressed his desire to have the plane go to Troy Ohio (the home of Waco) and be completed With the help of many friends (dedicated Troshyjans it was purchased transported to

Troy and made airworthy This was a case of a project that was 90 comshypleted by the former owner but 60 yet to go by the new owners

The OX-5 engine was assembled from parts of severa l engines (The parts looked as though they had been rescued from Sanford amp Sons truck) With the help of Glen Courtwright Ken Hyde Howard Emmert and othshyers the old V -8 became a masterpiece Many parts had to fabricated induding the Bosch magneto drive gear box Does it start easy You bet - in the first pull Does it run good You bet shyon a ll eight cylinders which contributes to the 90 horsepower purr (The finger exhaust stacks sound more like a roar)

How about the first flight of the replica Here are the particulars

December 221993 the test pilot was Bob Wagner The le ngth of the flight was once around the pattern at an altitude just above the treetops The airspeed was not too high - 55-60 mph After replacing the propeller and installing gap seals the 4 ha s pershyformed smoothly throughout the twenty hours of restricted flight time required by the FAA (Additional hours would be required if a non-certishyfied engine andor propeller had been used )

(Above left) The barnstormer whose dream made the Waco 4 possible the late Ray Vaughn He is holding the radiator for the OX-5 engine

(Above) Bill Long sits in the cockpit of the Weaver Aircraft Companys Weaver (Waco) 4 during 1921

(Right) The instrument panel of the 4 is as simple as could be including the water temperature gauge and counter-clockwise reading non-sensitive altimeter

(Below) Nearing completion the Waco 4 s wing secshytion a USA 27 airfoil is clearly evident

On the EAA Walk-Me prop card is a Judge Me message Instead of the traditional mark in the box the following message can be found

Judge me YES but judge me not for my varshynish and paint my wood or fabric for I am more than that I am from a time before us of byshygone days I am the best that I could be in the days of yesteryear I was created by people of great skill and insight People that had a dream of things that you now enjoy I am the product of an old barnstormer built from memory of an era that you can only imagine I ask only that you share in the dream that I represent

VINTAGF AIRPI ANF 11

With the advent of runways in lieu of Air-Fields steershyable tail skids are necessary

18 Cable - ____~

Fixed Pulley

~

Parallel Spring ~ (Maintains Cable

Tension)

Fixed Pulley

Jim Kessler

Rudder Control Cable Attachment

IN-4 Rudder Bar

---- Pivot

--- Tail Skid STEERABLE TAIL SKID (Top View)

How does it fly Not easy Unshydoubtedly most if not all of the early airplanes (pre-1920) were inherently unstable The pilots had nothing to compare them to Therefore they must have thought that all airplanes fly that way In flight it constantly tries to do its own thing It is as if it has a mind of its own It is not hard to fly but it does require constant effort

What does it do On the ground it handles great It taxis almost as easy as a Cub This is largely due to the steershyable tail skid (see the illustration on the left) and the hydrau lic brakes (both non-original equipment) Take off and landing characteristics are very good - it lik es to lift off at about 38 mph indishycated and climb out at 55 or 60 Cruise speed at less than full power is approxshyimately 70 mph The landing charactershyistics are excellent and ground effect is quite noticeable (it is also appreciated) The glide ratio is not much more than 11 with no power This can be exshytended with the addit ion of a few rpms on the 101 inch propeller A speed of 70 or 80 mph seems comfortable and can be judged by the sound of the 28 external support cables on the craft

It is a majestic sight to see a Waco 4 in the sky after an absence of 70 years It is like a dream come tr ue Ray Vaughans dream

12 AUGUST 1994

Jim Koepnick +

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The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

Q)

restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

c

John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

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MYSTERY PLANE by George Hardie

This unique design will cause some head-scratching among th e exp erts The photo was submitted by Robert F Pauley Farmingto n Hills MI Anshyswers will be published in the No vem shyber 1994 iss u e of VINTA GE AIRshyPLANE The deadline f or the answers to this Mystery A irplane is Septem ber 25 1994

Th e May Mystery Plane had a f ew replies f rom the many of our long time m em bers Its the Dare Variable Camshyber Monoplane Robert Pauley who gave us this m onth s Mystery supplied us with this extensive answer

T he Myste ry Plane in the May 1994 issue of VINTAG E AIRPLANE was the Dare va ri able camber monoplane o r to be mo re spe cific th e seco nd confi gura tio n o f Me lvin D a res fir s t a tt e mpt a t d eve lo pin g hi s pa te nte d ideas on variable camber

Me lvin E D a re was bo rn in 1888 and grew up in Kokomo indiana As a yo ungste r he was fascina ted by the fli ght of birds and close ly followed the efforts o f th e Wri ghts La ngley a nd o th e r ea rl y av ia ti o n pi o nee rs as ma nn e d fli ght beca me a rea lity in 1910 Dare obtained his first job in avishyatio n with the H ea th A e ri a l Ve hicl e Company in Chicago After frugallivshying a nd savin g hi s mon ey Dare le ft Heath and made an exte nded trip to T e xas to pursue his obsess ion with bird fli ght His o bjective was to ob shy

se rve close-up the flyin g characterisshytics of the huge condors that lived in the Texas dese rt areas Armed with a ca mera and ske tchbook Dare made numerous drawings of the bird s wing sha pes as the y took off soared and then landed near his hidden obse rvashytion point His sketches revealed that these big graceful condors would a lshyte r the ir wing cambe r as they tra nsishytion e d from t a keoff o r landin g to steady soa ring fli ght a nd Dare conshyceived his ideas for va riable cambe r from those obse rvations He eventushyally r e turn e d to Chicago to purs ue and develop his ideas and later moved to Buffa lo N e w Y o rk wh e r e he worked a t C urtiss on the Jenn y tra inshye rs In 1919 Dare moved to Muskegon and late r to De troit working for va ri shyous aircra ft manufacture rs and a lways deve loping his ideas fo r va riable camshybe r wings

Dare was issued his first patent fo r va ri a ble camber wings wh e n he was livin g in Mu s kego n - Pa te nt N o 1319211 dated October 21 1919 A fshyte r hi s move to Detroit by scrimping a nd saving mos t of hi s ea rnings a nd with the he lp of some financia l backshye rs Dare was able to build an airplane that incorporated his va ri able camber principle a nd tha t a irpla ne was co mshypleted in 1921

The Dare va riable ca mber mo noshypla ne was a two-place open cockpit d es ign that ha d an all s tee l inte rnal

structure with an aluminum skin The powe rplant was a 4-cylinder 140 hp G e rman Benz engine The airplane had been built in a shop in D etroit by Dare and a mechanic Ed Jakobi with he lp from an engineer named Carns A s originally built the controls to acshytiva te the variable camber wings were loca ted in the rear cockpit while the front cockpit norma lly occupied by the pilot had conventional contro ls as a safe ty precaution

Dares va ri able cambe r inve ntio n was inte nded to replace the conve nshytional eleva to rs and ailerons by changshying the ca mber o f the wings in fli ght Moving th e s tick for e a nd aft wo uld change the wings camber and thus inshycrease or decrease the lift genera ted by the wing ca usin g the a irpl a ne to ri se o r descend with no change in the a ttitude of the fuse lage Side-by-side s ti ck mov e me nt a lte re d th e win g s camber asymmetrica lly to provide latshye ra l contro l

The firs t fli ght a tt e mpt was made from Se lfridge Fie ld in Mt C lemens Michigan by a test pilo t named Mill s in the spring of 1921 U nfo rtun a te ly the a irpl a ne was unde rpowe red a nd ba re ly got off the g ro und and a ft er clearing the a irport s boundary fe nce cras h lande d in a fa rm fie ld a bo ut a mile from Se lfridge tea rin g o ff the la nding ge a r and doing some minor damage

Dare

back to his shop to start the rebuilding process It was obvious that the airshyplane needed more power and thanks to one of Dare s financial backers Gar Wood he was able to obtain a 400 hp Liberty V-12 e ngine that had been used in one of Gar Woods racshying speedboats Fitted with the new engine a rebuilt and longer la nding gear and a French Lamblin lobster pot coolant radiator the second vershysion of D a res variable camber airshyplane was taken back to Se lfridge for a noth e r flight attempt That is th e configuration shown in the Myste ry Plane photo in the May 1994 issue of VINTAGE AIRPLANE

On September 261921 a new test pilot Eddie Stinson made a successshyful fli ght in the Liberty powe red tin can as the Air Corps pilots a t Selfshyridge had named it For th a t fli ght Stinson was in the front cockpit and mechanic Ed lakobi was seated in the rear cockpit operating th e variable camber wing controls Stinson made one short flight around the field but it was obvious to him th a t hav ing th e variable camber controls operated by someone other than the pilot was not a practical arrangement and an invitashytion to disaster So it was back to the shop again where the variable camber controls were moved to the fro nt cockshypit

Eddie Stinson made 10 flights in the Dare airpla ne with that arrangeshyment D are claims that Stinson reached speeds of 186 mph with the airplane which is highl y unlikely and obvious ly a gross exagge rat ion by

Dare It was noted by observers that Stinson was very cautious when flying the airplane always making very flat skidding turns giving the impression that it suffered from a bad case of latshyeral instability

Following these test flights the airshyplane was take n back to De troit and D are announced that he was making plans to e nter it in the 1922 Pulitzer Air Race scheduled to be held the folshylowing Octobe r Eddie Stinson was li ste d as the race pilot and th e airshyplane was assigned race number 57 Dare s application was late r disquali shyfi ed perhaps due to the airplanes latshyeral instability which would have preshysented problems whe n making pylon turns on a race course

Still pursuing his dream D are later had another pil ot Virg il Simmons

test fly the airplane That fli ght ended in a crash and the airplane was damshyaged beyo nd r e pa ir That se tback plus D a res in a bilit y to ra ise addi shytional money caused him to declare bankruptcy and to clos e down hi s small shop

Undaunted Dare continued to purshysue his variable camber ideas He had found ne w financial backe rs and by 1926 had started to build a new a irshyplane with which to continue his exshyperiments This time the airplane was a two-pl ace low wing cabin monoshyplane powered by a 65 hp 5-cylinder Warner radial engine The construcshytion was similar to that of the original a irpl a ne using a stee l tube st ructure with aluminum skin The inner twoshy

(Continued on page 29)

VINTAGE AIRPLANE 5

The Judging

Presentation Book Part of the Judging process at an EAA

fly-in involves the use by the judges of a Presentation Book put together by the owner of the airplane being judged Why do they need a book filled with pictures since the complete airplane sits before them in all its glory The answers are both obvious and not so clear and in this article Ill try and clear up any misconcepshytions about the presentation book as well as give you pointers on how to put toshygether a book that will make it easy for the judges to give you full points for someshything youve worked long and hard on

First remember the short paragraph in the Judging Standards Manual about the book Heres what it says

G Presentation Book Proof of authenticity contained within

the Presentation Book should be judged on details of the contents relative to the aushythenticity of either a continuously mainshy

6 AUGUST 1994

by HG Frautschy

tained or restored aircraft and not on the beauty or artistic quality of the book itself

Seems pretty simple at first glance and it really is The Presentation Books purshypose is to document the restoration process or if you have a very rare airshyplane it can trace the history of a continushyously maintained airframe throughout its lifetime It is also part of the airplane project that would best be kept in mind during the entire restoration process - it is a lot easier to do as you work on the proshyject rather than putting it all together the night before a fly-in

The restoration process can be classishyfied as a series of segments They dont always fo llow the same sequence so you may have to adjust your book layout to suit your particular application

First a general history of the aircraft type may be in order especially if the airshyplane is a rare type It may not be necesshysary to document the history of a Piper Cub or a Champ in its entirety but an Anshyderson-Greenwood AG-14 could stand a deeper historical treatment in the Presenshytation Book simply because it is not likely the judges have seen too many of them in their lifetime The historical portion of the Book should include photos espeshycially factory photos of the airplanes origishynal configuration factory brochures and any other documentation youd like to inshyclude that can be used by the judges to document details youve painstakingly inshycluded in your restoration

A word about factory brochures may be in order at this point If you are fortushynate enough to locate an original factory brochure you may wish to consider havshying a color photocopy made and included in your book instead of the original

Color copiers today are capable of outshystanding reproduction and have really advanced during the past few years Check with one of your local quick printshying shops to see if they provide this type of service

Since the color printing methods of the past (or occasionally today for that matshyter) normally didn t render exact reproshyduction of the original colors it s not very likely you can use the brochure to docushyment the paint colors The only excepshytions to this would be a factory supplied color chip

With the relative scarcity of original brochures you may wish to keep them safely at home away from the possibility of damage or loss Mount it between two pieces of ultraviolet resistant glass frame it and put the brochure on display in your den or family room

Often one of the best ways to show the original colors is to find a scrap of fabshyric or metal still painted with the original paint Unless this airplane has never been restored original paint would be hidden in an area not painted in the past or possibly painted over with a different type of paint Since it would have been kept from the elements they often are a good indication of the true co lors used when the airplane was first built

Of course you don t want to be fooled by documenting the colors of a previous restoration so you need to know for cershytain if a plane had been restored in the past On my Aeronca Super Chief for inshystance the airplane had been recovered in the past but there were still traces of the original paint under the first layer of paint on some of the sheet metal I used a weaker paint stripper to pull off only the first layer and then was able to peel off a few larger chips of the original paint to match the ye ll ow used on my airp lane Those chips will be included in the Preshysentation Book when I finally finish the restoration

Color scheme documentation shou ld also be included in your historical section especially if your airplane was delivered with a custom paint scheme ]n the imshymediate post - WW II era not too many airplanes were delivered with custom paint jobs but before the war a large number of airplanes were delivered with paint color choices selected by the owner If you want to receive full points for your work the scheme must be documented in some way - photos factory drawings and factory invoices call all be used to help pin the colors down

The next section of the history should include the specific past of your particular airp lane The first bill of sale a list of equipment and any other factory docushymentat ion can all help pinpoint the exact configuration of the airplane when it was delivered As men tioned before pho tos are inva luable documentation You may

wish to capt ion each picture to highl ight any subtle deta ils you want the judges to notice Logbook entry copies may also be appropriate especially if any factory aushythor ized work or modifications were done

T he next section of the Presentation Book covers the actua l restoration of the airframe and engine You don t want to overwhelm the judges with this section but you need to be sure and show all of the aspects of your restoration with a few well chosen photos Here are a couple of hints

First if your talents lie in restoring but not in photography consider using one of the automatic point and shoot 35mm cameras A camera that uses 35mm film will give you a larger film surface to record your image instead of the Disc or 110 format The smaller negatives of these films may be fine for snapshots but not when you are trying to show as much detail as you can

Most of the newer automatic 35mm cameras allow the flash to be used in most lighting conditions This is important

Remember that the judges give points for workshymanship as well and showshying off the work done in hidden areas can aid your final score Thh hone place where out of sight is not out of mind

since often I see photos that could have been acceptab le if only the background light had not dominated the shot and unshyderexposed the subject of the photo in the foreground If possible try to use a flash Avoid a bright background and a dark foreground - shooting a fuselage frame in the garage while looking towards the open garage door for example is sure to produce disappointing results

If your subject is in bright sunlight with a hard shadow go ahead and use the flash to fill in the details in th e shadows Even though you can see the details fine when you look at the subject the film can t compensate for the diffe rences in lighting Think of the last time you took a picture of someone with a baseball cap on - remember how his face disappeared in the shadow of the bill of the cap

While you re disassembling the airshyframe invariably youll want to shoot a picture of a small detai l or fitting for fushyture reference so you may wish to keep that in mind when selecting the camera to be used A camera should be considered part of your tool box as much as a set of socket wrenches or screwdrivers

If yo u d rat her not take t he photos you rse lf perhaps you have a photograshy

pher fr iend who is wi lling to shoot your project as th e work progresses Often simply covering the cost of the fi lm and processing along with a ride or two in the restored airplane is a ll the photographer would want in return

When you sit down to choose the picshytures to be included in the Presentation Book keep in mind what you are trying to show the judges Is it a sharp photo If not dont include it - a fuzzy picture is worse than no photo at all Does it show the part to be shown without a lot of background clutter or other parts th a t tend to hide the component

Since the details on the normally visishyble parts of the airplane can be seen by the judges its not necessary to extenshysively document those parts after installashytion but you do want to be sure and show pictures of the areas of the airplane that cannot easily be seen by the judges The aft fuselage for instance or the control stick area below the floorboards are two examples Remember that the judges give points for workmanship as well and showing off the work done in hidden arshyeas can aid your final score This is one place where out of sight is not out of mind

Included in your documentation of the restoration can be copies of any factory drawings or blueprints you need to docushyment the configuration of a part or instalshylation Reduced size photocopies can be a great help in this regard

How should all of this material be arranged As stated in the rule book judging is not to be infl uenced by the beauty or artistic q uality of the book itshyself That doesn t mean the book can be haphazard ly concocted If the book is composed of hard-to-read hand scribbled notes and too many fuzzy hard to decishypher photos its not likely the judges will be able to find all of the details you may have put in the airplane during restorashytion Remember if your hidden work is not documented the judges cannot award you full points for workmanship

Neatly typed or hand printed capshytions and short concise paragraphs deshytailing the process will go a long way in helping the judges see everything you want them to look at With the prolifershyation of personal computers often the written portion of the book can be printed after being written on the comshyputer Try to avoid the use of a draft or light dot matrix type when printing - it can be tough to read The photos can be contained in a photo album page the most popular of which seems to be the so-called magnetic pages that use a small series of mounting wax stripes to hold the photos and a clear plastic overshylay on to t he page A neat three ring binder to hold it all toget her can help make the judges job a bit easie r someshything they all wi ll appreciate

VINTAGE AIRPLANE 7

The 1911

VanDersarl Bleriot by Bob Maxant Photos courtesy Dowling College

(Above) The unmistakable configuration of the Bleriot design is shown in this shot of the nose section of the VanDershysari machine The construction and flyshying of t h i s aircraft was a remar kable achievement for two Denver boys barely into their teens

An origina l and rare 1911 Bleriot type monop lane is now o n display at Dowling College after havi ng been reshystored by volunteer experts and students at the nearby Bayport NY Aerodrome

A lth ough hampered by one of the worst wi nters in the New York area a tea m of experienced aircraft restorers led by John Zale Jackie Mineo and Russ Moore assisted by members of the Bayshyport Aerod rome Society as well as Dowling students began the project just before Christmas and with heroic effort completed it in time so that it was hangshying in proud display during a recent Transportation Symposium held at the college It is still currently on display and available for public viewing

According to restoration team leader John Zale the aircraft was designed by aviation pioneer Louis Bleriot (1872shy1936) who is best remembered for his pishyoneering 23-112 mile flight across the English Channel in 1909 it is considered to rank among the earliest successful airshycraft designs

Jackie Mineo another member of the restoration team said that Bleriot engishyneered and experimented with a number of designs sett ling on the Model XI Monoplane with wheeled landing gear and externally braced single wing The design proved worthy and was used widely until World War 1 Russ Moore added that Bleriot also helped des ign the SPAD considered by many to be the finest fighter aircraft of the war

All of the restoration work on the airp la ne was done at Bayport Aeroshydrome in hangar facilities donated by the Bayport Aerodrome Society The aircraft on loan from Joseph Gertler of Riverhead NY was origina lly built by two brothers Frank and Jules VanDershysari ca 1911 from plans obtained from

(Continued on page 29)

(Right) Three of the principals of the latshyest restoration of the VanDersarl Bleriot were (I-r) Russ Moore Jackie Mineo and John Zale

8 AUGUST 1994

IA Barnstormers DreamI TheWeaver (Waco) 4 by Jim Beisner Ale 19587

A bout the time that we think a part of av iation hi story is lost forever out of some old barn comes bits and pieces that some avid restorer molds into a beautiful aircraft

Although this has happened a numshyber of times in the past never has the barnstormer pilot attempted such a project after an absence of more than 50 years

Perhaps the name of the original airshycraft should be weaver due to the fact that it was built by the Weaver Aircraft Co of Lorain Ohio This company was established by George Buck Weaver of the Matty Laird consortium Weve heard of Lloyd Stearman Jake Moellendick Walter Weber Walter Beech Billy Burke and others that got their start with Laird but Buck Weaver was quite successful as well His Weaver Aircraft Company

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was renamed Advance Aircraft Comshypany and later Waco Aircraft Comshypany which became the worlds largest manufacturer of aircraft in the lat e 1920s

What was the Four you ask It was the first multiple passenger carryshying single engine aircraft (It had seats for three in the front cockpit) Only one example was ever built

The only Waco Four built by th e original company was built in 1921 with surplus Curtiss Jenny parts (engine wheels and controls) and flown in 1921

Who flew it After 3 hours and 20 minutes of dual instruction Raymond Vaughan began hauling passengers for hire This was the beginning of this three year barnstorming career His flying career would however span over half a century and end with the same aircraft that he started with shyThe Four

In 1975 he was challenged to build a new or replica model 4 With no blueshyprints drawings or even a sketch availshyable he set forth to steam bend the wood longerons Many helpers volunshyteered but how can you he lp with a project that only Ray Vaughn knows how to build He cut ribs spars and gussets at the Toledo Metcalf Airport

10 AUGUST 1994

Ray tacked and glued at his Waldridge shop (14652 tacks) until it took the shape of an old biplane

Why would anyone start such a proshyject after a 50+ year career in aviation Ray wasnt just anyone nor was his cashyreer mundane A few years of barnshystorming would count for a career in itshyself He also was the maintenance person for the OX-5 powered craft This consisted of fly-it-a-little - fix-itshya-lot After the barnstorming he deshysigned built and breathed life into sevshyeral airports that are going strong yet this day Ray helped to build dirigibles prior to World War II including the Akron and the Macon As Chief Dishyrector of a large CPT program he trained many pilots He used 17 Waco UPF-7s a nd a passel of Cubs in hi s program His record of support of the war effort was impeccable He then continued as a fixed base operator after the war

So when did he finish the Waco 4 Unfortunately he didn t Ray had a stoke in late 1990 and passed away in November 1990 Prior to his death he had expressed his desire to have the plane go to Troy Ohio (the home of Waco) and be completed With the help of many friends (dedicated Troshyjans it was purchased transported to

Troy and made airworthy This was a case of a project that was 90 comshypleted by the former owner but 60 yet to go by the new owners

The OX-5 engine was assembled from parts of severa l engines (The parts looked as though they had been rescued from Sanford amp Sons truck) With the help of Glen Courtwright Ken Hyde Howard Emmert and othshyers the old V -8 became a masterpiece Many parts had to fabricated induding the Bosch magneto drive gear box Does it start easy You bet - in the first pull Does it run good You bet shyon a ll eight cylinders which contributes to the 90 horsepower purr (The finger exhaust stacks sound more like a roar)

How about the first flight of the replica Here are the particulars

December 221993 the test pilot was Bob Wagner The le ngth of the flight was once around the pattern at an altitude just above the treetops The airspeed was not too high - 55-60 mph After replacing the propeller and installing gap seals the 4 ha s pershyformed smoothly throughout the twenty hours of restricted flight time required by the FAA (Additional hours would be required if a non-certishyfied engine andor propeller had been used )

(Above left) The barnstormer whose dream made the Waco 4 possible the late Ray Vaughn He is holding the radiator for the OX-5 engine

(Above) Bill Long sits in the cockpit of the Weaver Aircraft Companys Weaver (Waco) 4 during 1921

(Right) The instrument panel of the 4 is as simple as could be including the water temperature gauge and counter-clockwise reading non-sensitive altimeter

(Below) Nearing completion the Waco 4 s wing secshytion a USA 27 airfoil is clearly evident

On the EAA Walk-Me prop card is a Judge Me message Instead of the traditional mark in the box the following message can be found

Judge me YES but judge me not for my varshynish and paint my wood or fabric for I am more than that I am from a time before us of byshygone days I am the best that I could be in the days of yesteryear I was created by people of great skill and insight People that had a dream of things that you now enjoy I am the product of an old barnstormer built from memory of an era that you can only imagine I ask only that you share in the dream that I represent

VINTAGF AIRPI ANF 11

With the advent of runways in lieu of Air-Fields steershyable tail skids are necessary

18 Cable - ____~

Fixed Pulley

~

Parallel Spring ~ (Maintains Cable

Tension)

Fixed Pulley

Jim Kessler

Rudder Control Cable Attachment

IN-4 Rudder Bar

---- Pivot

--- Tail Skid STEERABLE TAIL SKID (Top View)

How does it fly Not easy Unshydoubtedly most if not all of the early airplanes (pre-1920) were inherently unstable The pilots had nothing to compare them to Therefore they must have thought that all airplanes fly that way In flight it constantly tries to do its own thing It is as if it has a mind of its own It is not hard to fly but it does require constant effort

What does it do On the ground it handles great It taxis almost as easy as a Cub This is largely due to the steershyable tail skid (see the illustration on the left) and the hydrau lic brakes (both non-original equipment) Take off and landing characteristics are very good - it lik es to lift off at about 38 mph indishycated and climb out at 55 or 60 Cruise speed at less than full power is approxshyimately 70 mph The landing charactershyistics are excellent and ground effect is quite noticeable (it is also appreciated) The glide ratio is not much more than 11 with no power This can be exshytended with the addit ion of a few rpms on the 101 inch propeller A speed of 70 or 80 mph seems comfortable and can be judged by the sound of the 28 external support cables on the craft

It is a majestic sight to see a Waco 4 in the sky after an absence of 70 years It is like a dream come tr ue Ray Vaughans dream

12 AUGUST 1994

Jim Koepnick +

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The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

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restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

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The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

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John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

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back to his shop to start the rebuilding process It was obvious that the airshyplane needed more power and thanks to one of Dare s financial backers Gar Wood he was able to obtain a 400 hp Liberty V-12 e ngine that had been used in one of Gar Woods racshying speedboats Fitted with the new engine a rebuilt and longer la nding gear and a French Lamblin lobster pot coolant radiator the second vershysion of D a res variable camber airshyplane was taken back to Se lfridge for a noth e r flight attempt That is th e configuration shown in the Myste ry Plane photo in the May 1994 issue of VINTAGE AIRPLANE

On September 261921 a new test pilot Eddie Stinson made a successshyful fli ght in the Liberty powe red tin can as the Air Corps pilots a t Selfshyridge had named it For th a t fli ght Stinson was in the front cockpit and mechanic Ed lakobi was seated in the rear cockpit operating th e variable camber wing controls Stinson made one short flight around the field but it was obvious to him th a t hav ing th e variable camber controls operated by someone other than the pilot was not a practical arrangement and an invitashytion to disaster So it was back to the shop again where the variable camber controls were moved to the fro nt cockshypit

Eddie Stinson made 10 flights in the Dare airpla ne with that arrangeshyment D are claims that Stinson reached speeds of 186 mph with the airplane which is highl y unlikely and obvious ly a gross exagge rat ion by

Dare It was noted by observers that Stinson was very cautious when flying the airplane always making very flat skidding turns giving the impression that it suffered from a bad case of latshyeral instability

Following these test flights the airshyplane was take n back to De troit and D are announced that he was making plans to e nter it in the 1922 Pulitzer Air Race scheduled to be held the folshylowing Octobe r Eddie Stinson was li ste d as the race pilot and th e airshyplane was assigned race number 57 Dare s application was late r disquali shyfi ed perhaps due to the airplanes latshyeral instability which would have preshysented problems whe n making pylon turns on a race course

Still pursuing his dream D are later had another pil ot Virg il Simmons

test fly the airplane That fli ght ended in a crash and the airplane was damshyaged beyo nd r e pa ir That se tback plus D a res in a bilit y to ra ise addi shytional money caused him to declare bankruptcy and to clos e down hi s small shop

Undaunted Dare continued to purshysue his variable camber ideas He had found ne w financial backe rs and by 1926 had started to build a new a irshyplane with which to continue his exshyperiments This time the airplane was a two-pl ace low wing cabin monoshyplane powered by a 65 hp 5-cylinder Warner radial engine The construcshytion was similar to that of the original a irpl a ne using a stee l tube st ructure with aluminum skin The inner twoshy

(Continued on page 29)

VINTAGE AIRPLANE 5

The Judging

Presentation Book Part of the Judging process at an EAA

fly-in involves the use by the judges of a Presentation Book put together by the owner of the airplane being judged Why do they need a book filled with pictures since the complete airplane sits before them in all its glory The answers are both obvious and not so clear and in this article Ill try and clear up any misconcepshytions about the presentation book as well as give you pointers on how to put toshygether a book that will make it easy for the judges to give you full points for someshything youve worked long and hard on

First remember the short paragraph in the Judging Standards Manual about the book Heres what it says

G Presentation Book Proof of authenticity contained within

the Presentation Book should be judged on details of the contents relative to the aushythenticity of either a continuously mainshy

6 AUGUST 1994

by HG Frautschy

tained or restored aircraft and not on the beauty or artistic quality of the book itself

Seems pretty simple at first glance and it really is The Presentation Books purshypose is to document the restoration process or if you have a very rare airshyplane it can trace the history of a continushyously maintained airframe throughout its lifetime It is also part of the airplane project that would best be kept in mind during the entire restoration process - it is a lot easier to do as you work on the proshyject rather than putting it all together the night before a fly-in

The restoration process can be classishyfied as a series of segments They dont always fo llow the same sequence so you may have to adjust your book layout to suit your particular application

First a general history of the aircraft type may be in order especially if the airshyplane is a rare type It may not be necesshysary to document the history of a Piper Cub or a Champ in its entirety but an Anshyderson-Greenwood AG-14 could stand a deeper historical treatment in the Presenshytation Book simply because it is not likely the judges have seen too many of them in their lifetime The historical portion of the Book should include photos espeshycially factory photos of the airplanes origishynal configuration factory brochures and any other documentation youd like to inshyclude that can be used by the judges to document details youve painstakingly inshycluded in your restoration

A word about factory brochures may be in order at this point If you are fortushynate enough to locate an original factory brochure you may wish to consider havshying a color photocopy made and included in your book instead of the original

Color copiers today are capable of outshystanding reproduction and have really advanced during the past few years Check with one of your local quick printshying shops to see if they provide this type of service

Since the color printing methods of the past (or occasionally today for that matshyter) normally didn t render exact reproshyduction of the original colors it s not very likely you can use the brochure to docushyment the paint colors The only excepshytions to this would be a factory supplied color chip

With the relative scarcity of original brochures you may wish to keep them safely at home away from the possibility of damage or loss Mount it between two pieces of ultraviolet resistant glass frame it and put the brochure on display in your den or family room

Often one of the best ways to show the original colors is to find a scrap of fabshyric or metal still painted with the original paint Unless this airplane has never been restored original paint would be hidden in an area not painted in the past or possibly painted over with a different type of paint Since it would have been kept from the elements they often are a good indication of the true co lors used when the airplane was first built

Of course you don t want to be fooled by documenting the colors of a previous restoration so you need to know for cershytain if a plane had been restored in the past On my Aeronca Super Chief for inshystance the airplane had been recovered in the past but there were still traces of the original paint under the first layer of paint on some of the sheet metal I used a weaker paint stripper to pull off only the first layer and then was able to peel off a few larger chips of the original paint to match the ye ll ow used on my airp lane Those chips will be included in the Preshysentation Book when I finally finish the restoration

Color scheme documentation shou ld also be included in your historical section especially if your airplane was delivered with a custom paint scheme ]n the imshymediate post - WW II era not too many airplanes were delivered with custom paint jobs but before the war a large number of airplanes were delivered with paint color choices selected by the owner If you want to receive full points for your work the scheme must be documented in some way - photos factory drawings and factory invoices call all be used to help pin the colors down

The next section of the history should include the specific past of your particular airp lane The first bill of sale a list of equipment and any other factory docushymentat ion can all help pinpoint the exact configuration of the airplane when it was delivered As men tioned before pho tos are inva luable documentation You may

wish to capt ion each picture to highl ight any subtle deta ils you want the judges to notice Logbook entry copies may also be appropriate especially if any factory aushythor ized work or modifications were done

T he next section of the Presentation Book covers the actua l restoration of the airframe and engine You don t want to overwhelm the judges with this section but you need to be sure and show all of the aspects of your restoration with a few well chosen photos Here are a couple of hints

First if your talents lie in restoring but not in photography consider using one of the automatic point and shoot 35mm cameras A camera that uses 35mm film will give you a larger film surface to record your image instead of the Disc or 110 format The smaller negatives of these films may be fine for snapshots but not when you are trying to show as much detail as you can

Most of the newer automatic 35mm cameras allow the flash to be used in most lighting conditions This is important

Remember that the judges give points for workshymanship as well and showshying off the work done in hidden areas can aid your final score Thh hone place where out of sight is not out of mind

since often I see photos that could have been acceptab le if only the background light had not dominated the shot and unshyderexposed the subject of the photo in the foreground If possible try to use a flash Avoid a bright background and a dark foreground - shooting a fuselage frame in the garage while looking towards the open garage door for example is sure to produce disappointing results

If your subject is in bright sunlight with a hard shadow go ahead and use the flash to fill in the details in th e shadows Even though you can see the details fine when you look at the subject the film can t compensate for the diffe rences in lighting Think of the last time you took a picture of someone with a baseball cap on - remember how his face disappeared in the shadow of the bill of the cap

While you re disassembling the airshyframe invariably youll want to shoot a picture of a small detai l or fitting for fushyture reference so you may wish to keep that in mind when selecting the camera to be used A camera should be considered part of your tool box as much as a set of socket wrenches or screwdrivers

If yo u d rat her not take t he photos you rse lf perhaps you have a photograshy

pher fr iend who is wi lling to shoot your project as th e work progresses Often simply covering the cost of the fi lm and processing along with a ride or two in the restored airplane is a ll the photographer would want in return

When you sit down to choose the picshytures to be included in the Presentation Book keep in mind what you are trying to show the judges Is it a sharp photo If not dont include it - a fuzzy picture is worse than no photo at all Does it show the part to be shown without a lot of background clutter or other parts th a t tend to hide the component

Since the details on the normally visishyble parts of the airplane can be seen by the judges its not necessary to extenshysively document those parts after installashytion but you do want to be sure and show pictures of the areas of the airplane that cannot easily be seen by the judges The aft fuselage for instance or the control stick area below the floorboards are two examples Remember that the judges give points for workmanship as well and showing off the work done in hidden arshyeas can aid your final score This is one place where out of sight is not out of mind

Included in your documentation of the restoration can be copies of any factory drawings or blueprints you need to docushyment the configuration of a part or instalshylation Reduced size photocopies can be a great help in this regard

How should all of this material be arranged As stated in the rule book judging is not to be infl uenced by the beauty or artistic q uality of the book itshyself That doesn t mean the book can be haphazard ly concocted If the book is composed of hard-to-read hand scribbled notes and too many fuzzy hard to decishypher photos its not likely the judges will be able to find all of the details you may have put in the airplane during restorashytion Remember if your hidden work is not documented the judges cannot award you full points for workmanship

Neatly typed or hand printed capshytions and short concise paragraphs deshytailing the process will go a long way in helping the judges see everything you want them to look at With the prolifershyation of personal computers often the written portion of the book can be printed after being written on the comshyputer Try to avoid the use of a draft or light dot matrix type when printing - it can be tough to read The photos can be contained in a photo album page the most popular of which seems to be the so-called magnetic pages that use a small series of mounting wax stripes to hold the photos and a clear plastic overshylay on to t he page A neat three ring binder to hold it all toget her can help make the judges job a bit easie r someshything they all wi ll appreciate

VINTAGE AIRPLANE 7

The 1911

VanDersarl Bleriot by Bob Maxant Photos courtesy Dowling College

(Above) The unmistakable configuration of the Bleriot design is shown in this shot of the nose section of the VanDershysari machine The construction and flyshying of t h i s aircraft was a remar kable achievement for two Denver boys barely into their teens

An origina l and rare 1911 Bleriot type monop lane is now o n display at Dowling College after havi ng been reshystored by volunteer experts and students at the nearby Bayport NY Aerodrome

A lth ough hampered by one of the worst wi nters in the New York area a tea m of experienced aircraft restorers led by John Zale Jackie Mineo and Russ Moore assisted by members of the Bayshyport Aerod rome Society as well as Dowling students began the project just before Christmas and with heroic effort completed it in time so that it was hangshying in proud display during a recent Transportation Symposium held at the college It is still currently on display and available for public viewing

According to restoration team leader John Zale the aircraft was designed by aviation pioneer Louis Bleriot (1872shy1936) who is best remembered for his pishyoneering 23-112 mile flight across the English Channel in 1909 it is considered to rank among the earliest successful airshycraft designs

Jackie Mineo another member of the restoration team said that Bleriot engishyneered and experimented with a number of designs sett ling on the Model XI Monoplane with wheeled landing gear and externally braced single wing The design proved worthy and was used widely until World War 1 Russ Moore added that Bleriot also helped des ign the SPAD considered by many to be the finest fighter aircraft of the war

All of the restoration work on the airp la ne was done at Bayport Aeroshydrome in hangar facilities donated by the Bayport Aerodrome Society The aircraft on loan from Joseph Gertler of Riverhead NY was origina lly built by two brothers Frank and Jules VanDershysari ca 1911 from plans obtained from

(Continued on page 29)

(Right) Three of the principals of the latshyest restoration of the VanDersarl Bleriot were (I-r) Russ Moore Jackie Mineo and John Zale

8 AUGUST 1994

IA Barnstormers DreamI TheWeaver (Waco) 4 by Jim Beisner Ale 19587

A bout the time that we think a part of av iation hi story is lost forever out of some old barn comes bits and pieces that some avid restorer molds into a beautiful aircraft

Although this has happened a numshyber of times in the past never has the barnstormer pilot attempted such a project after an absence of more than 50 years

Perhaps the name of the original airshycraft should be weaver due to the fact that it was built by the Weaver Aircraft Co of Lorain Ohio This company was established by George Buck Weaver of the Matty Laird consortium Weve heard of Lloyd Stearman Jake Moellendick Walter Weber Walter Beech Billy Burke and others that got their start with Laird but Buck Weaver was quite successful as well His Weaver Aircraft Company

to Cij gJ

E _________5

was renamed Advance Aircraft Comshypany and later Waco Aircraft Comshypany which became the worlds largest manufacturer of aircraft in the lat e 1920s

What was the Four you ask It was the first multiple passenger carryshying single engine aircraft (It had seats for three in the front cockpit) Only one example was ever built

The only Waco Four built by th e original company was built in 1921 with surplus Curtiss Jenny parts (engine wheels and controls) and flown in 1921

Who flew it After 3 hours and 20 minutes of dual instruction Raymond Vaughan began hauling passengers for hire This was the beginning of this three year barnstorming career His flying career would however span over half a century and end with the same aircraft that he started with shyThe Four

In 1975 he was challenged to build a new or replica model 4 With no blueshyprints drawings or even a sketch availshyable he set forth to steam bend the wood longerons Many helpers volunshyteered but how can you he lp with a project that only Ray Vaughn knows how to build He cut ribs spars and gussets at the Toledo Metcalf Airport

10 AUGUST 1994

Ray tacked and glued at his Waldridge shop (14652 tacks) until it took the shape of an old biplane

Why would anyone start such a proshyject after a 50+ year career in aviation Ray wasnt just anyone nor was his cashyreer mundane A few years of barnshystorming would count for a career in itshyself He also was the maintenance person for the OX-5 powered craft This consisted of fly-it-a-little - fix-itshya-lot After the barnstorming he deshysigned built and breathed life into sevshyeral airports that are going strong yet this day Ray helped to build dirigibles prior to World War II including the Akron and the Macon As Chief Dishyrector of a large CPT program he trained many pilots He used 17 Waco UPF-7s a nd a passel of Cubs in hi s program His record of support of the war effort was impeccable He then continued as a fixed base operator after the war

So when did he finish the Waco 4 Unfortunately he didn t Ray had a stoke in late 1990 and passed away in November 1990 Prior to his death he had expressed his desire to have the plane go to Troy Ohio (the home of Waco) and be completed With the help of many friends (dedicated Troshyjans it was purchased transported to

Troy and made airworthy This was a case of a project that was 90 comshypleted by the former owner but 60 yet to go by the new owners

The OX-5 engine was assembled from parts of severa l engines (The parts looked as though they had been rescued from Sanford amp Sons truck) With the help of Glen Courtwright Ken Hyde Howard Emmert and othshyers the old V -8 became a masterpiece Many parts had to fabricated induding the Bosch magneto drive gear box Does it start easy You bet - in the first pull Does it run good You bet shyon a ll eight cylinders which contributes to the 90 horsepower purr (The finger exhaust stacks sound more like a roar)

How about the first flight of the replica Here are the particulars

December 221993 the test pilot was Bob Wagner The le ngth of the flight was once around the pattern at an altitude just above the treetops The airspeed was not too high - 55-60 mph After replacing the propeller and installing gap seals the 4 ha s pershyformed smoothly throughout the twenty hours of restricted flight time required by the FAA (Additional hours would be required if a non-certishyfied engine andor propeller had been used )

(Above left) The barnstormer whose dream made the Waco 4 possible the late Ray Vaughn He is holding the radiator for the OX-5 engine

(Above) Bill Long sits in the cockpit of the Weaver Aircraft Companys Weaver (Waco) 4 during 1921

(Right) The instrument panel of the 4 is as simple as could be including the water temperature gauge and counter-clockwise reading non-sensitive altimeter

(Below) Nearing completion the Waco 4 s wing secshytion a USA 27 airfoil is clearly evident

On the EAA Walk-Me prop card is a Judge Me message Instead of the traditional mark in the box the following message can be found

Judge me YES but judge me not for my varshynish and paint my wood or fabric for I am more than that I am from a time before us of byshygone days I am the best that I could be in the days of yesteryear I was created by people of great skill and insight People that had a dream of things that you now enjoy I am the product of an old barnstormer built from memory of an era that you can only imagine I ask only that you share in the dream that I represent

VINTAGF AIRPI ANF 11

With the advent of runways in lieu of Air-Fields steershyable tail skids are necessary

18 Cable - ____~

Fixed Pulley

~

Parallel Spring ~ (Maintains Cable

Tension)

Fixed Pulley

Jim Kessler

Rudder Control Cable Attachment

IN-4 Rudder Bar

---- Pivot

--- Tail Skid STEERABLE TAIL SKID (Top View)

How does it fly Not easy Unshydoubtedly most if not all of the early airplanes (pre-1920) were inherently unstable The pilots had nothing to compare them to Therefore they must have thought that all airplanes fly that way In flight it constantly tries to do its own thing It is as if it has a mind of its own It is not hard to fly but it does require constant effort

What does it do On the ground it handles great It taxis almost as easy as a Cub This is largely due to the steershyable tail skid (see the illustration on the left) and the hydrau lic brakes (both non-original equipment) Take off and landing characteristics are very good - it lik es to lift off at about 38 mph indishycated and climb out at 55 or 60 Cruise speed at less than full power is approxshyimately 70 mph The landing charactershyistics are excellent and ground effect is quite noticeable (it is also appreciated) The glide ratio is not much more than 11 with no power This can be exshytended with the addit ion of a few rpms on the 101 inch propeller A speed of 70 or 80 mph seems comfortable and can be judged by the sound of the 28 external support cables on the craft

It is a majestic sight to see a Waco 4 in the sky after an absence of 70 years It is like a dream come tr ue Ray Vaughans dream

12 AUGUST 1994

Jim Koepnick +

-~ltt ~ _-~4tK~ ~~trmiddot bull - ~~ w middotN~~ bull v ~ ~

The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

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restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

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VINTAGE AIRPLANE 21

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John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $20 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $30 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the Intemational Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $30 per year EAA Membership SPORT AEROBATICS magazine and one year membership in the lAC Division is available for $40 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Waroirds Division is available for $40 per year (SPORT AVIATION magazine not included)

EAA EXPERIMENTER Current EA A members may receive EAA EXPERIMENTER magazine for an additional $18 per year EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included)

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Please submit your remittance with a check or draft drawn on a United States bank payable in United States dolars Add $ 13 postage for SPORT AVIATION magazine andor $6 postage for any of the other magazines

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DEDUCTIBLEASCHARrrABLE CONTRIBUTIONS

VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

VINTAGE AIRPLANE (NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe PO BOX 3086 $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

OSHKOSH WI 54903-3086

or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

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Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

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rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

The Judging

Presentation Book Part of the Judging process at an EAA

fly-in involves the use by the judges of a Presentation Book put together by the owner of the airplane being judged Why do they need a book filled with pictures since the complete airplane sits before them in all its glory The answers are both obvious and not so clear and in this article Ill try and clear up any misconcepshytions about the presentation book as well as give you pointers on how to put toshygether a book that will make it easy for the judges to give you full points for someshything youve worked long and hard on

First remember the short paragraph in the Judging Standards Manual about the book Heres what it says

G Presentation Book Proof of authenticity contained within

the Presentation Book should be judged on details of the contents relative to the aushythenticity of either a continuously mainshy

6 AUGUST 1994

by HG Frautschy

tained or restored aircraft and not on the beauty or artistic quality of the book itself

Seems pretty simple at first glance and it really is The Presentation Books purshypose is to document the restoration process or if you have a very rare airshyplane it can trace the history of a continushyously maintained airframe throughout its lifetime It is also part of the airplane project that would best be kept in mind during the entire restoration process - it is a lot easier to do as you work on the proshyject rather than putting it all together the night before a fly-in

The restoration process can be classishyfied as a series of segments They dont always fo llow the same sequence so you may have to adjust your book layout to suit your particular application

First a general history of the aircraft type may be in order especially if the airshyplane is a rare type It may not be necesshysary to document the history of a Piper Cub or a Champ in its entirety but an Anshyderson-Greenwood AG-14 could stand a deeper historical treatment in the Presenshytation Book simply because it is not likely the judges have seen too many of them in their lifetime The historical portion of the Book should include photos espeshycially factory photos of the airplanes origishynal configuration factory brochures and any other documentation youd like to inshyclude that can be used by the judges to document details youve painstakingly inshycluded in your restoration

A word about factory brochures may be in order at this point If you are fortushynate enough to locate an original factory brochure you may wish to consider havshying a color photocopy made and included in your book instead of the original

Color copiers today are capable of outshystanding reproduction and have really advanced during the past few years Check with one of your local quick printshying shops to see if they provide this type of service

Since the color printing methods of the past (or occasionally today for that matshyter) normally didn t render exact reproshyduction of the original colors it s not very likely you can use the brochure to docushyment the paint colors The only excepshytions to this would be a factory supplied color chip

With the relative scarcity of original brochures you may wish to keep them safely at home away from the possibility of damage or loss Mount it between two pieces of ultraviolet resistant glass frame it and put the brochure on display in your den or family room

Often one of the best ways to show the original colors is to find a scrap of fabshyric or metal still painted with the original paint Unless this airplane has never been restored original paint would be hidden in an area not painted in the past or possibly painted over with a different type of paint Since it would have been kept from the elements they often are a good indication of the true co lors used when the airplane was first built

Of course you don t want to be fooled by documenting the colors of a previous restoration so you need to know for cershytain if a plane had been restored in the past On my Aeronca Super Chief for inshystance the airplane had been recovered in the past but there were still traces of the original paint under the first layer of paint on some of the sheet metal I used a weaker paint stripper to pull off only the first layer and then was able to peel off a few larger chips of the original paint to match the ye ll ow used on my airp lane Those chips will be included in the Preshysentation Book when I finally finish the restoration

Color scheme documentation shou ld also be included in your historical section especially if your airplane was delivered with a custom paint scheme ]n the imshymediate post - WW II era not too many airplanes were delivered with custom paint jobs but before the war a large number of airplanes were delivered with paint color choices selected by the owner If you want to receive full points for your work the scheme must be documented in some way - photos factory drawings and factory invoices call all be used to help pin the colors down

The next section of the history should include the specific past of your particular airp lane The first bill of sale a list of equipment and any other factory docushymentat ion can all help pinpoint the exact configuration of the airplane when it was delivered As men tioned before pho tos are inva luable documentation You may

wish to capt ion each picture to highl ight any subtle deta ils you want the judges to notice Logbook entry copies may also be appropriate especially if any factory aushythor ized work or modifications were done

T he next section of the Presentation Book covers the actua l restoration of the airframe and engine You don t want to overwhelm the judges with this section but you need to be sure and show all of the aspects of your restoration with a few well chosen photos Here are a couple of hints

First if your talents lie in restoring but not in photography consider using one of the automatic point and shoot 35mm cameras A camera that uses 35mm film will give you a larger film surface to record your image instead of the Disc or 110 format The smaller negatives of these films may be fine for snapshots but not when you are trying to show as much detail as you can

Most of the newer automatic 35mm cameras allow the flash to be used in most lighting conditions This is important

Remember that the judges give points for workshymanship as well and showshying off the work done in hidden areas can aid your final score Thh hone place where out of sight is not out of mind

since often I see photos that could have been acceptab le if only the background light had not dominated the shot and unshyderexposed the subject of the photo in the foreground If possible try to use a flash Avoid a bright background and a dark foreground - shooting a fuselage frame in the garage while looking towards the open garage door for example is sure to produce disappointing results

If your subject is in bright sunlight with a hard shadow go ahead and use the flash to fill in the details in th e shadows Even though you can see the details fine when you look at the subject the film can t compensate for the diffe rences in lighting Think of the last time you took a picture of someone with a baseball cap on - remember how his face disappeared in the shadow of the bill of the cap

While you re disassembling the airshyframe invariably youll want to shoot a picture of a small detai l or fitting for fushyture reference so you may wish to keep that in mind when selecting the camera to be used A camera should be considered part of your tool box as much as a set of socket wrenches or screwdrivers

If yo u d rat her not take t he photos you rse lf perhaps you have a photograshy

pher fr iend who is wi lling to shoot your project as th e work progresses Often simply covering the cost of the fi lm and processing along with a ride or two in the restored airplane is a ll the photographer would want in return

When you sit down to choose the picshytures to be included in the Presentation Book keep in mind what you are trying to show the judges Is it a sharp photo If not dont include it - a fuzzy picture is worse than no photo at all Does it show the part to be shown without a lot of background clutter or other parts th a t tend to hide the component

Since the details on the normally visishyble parts of the airplane can be seen by the judges its not necessary to extenshysively document those parts after installashytion but you do want to be sure and show pictures of the areas of the airplane that cannot easily be seen by the judges The aft fuselage for instance or the control stick area below the floorboards are two examples Remember that the judges give points for workmanship as well and showing off the work done in hidden arshyeas can aid your final score This is one place where out of sight is not out of mind

Included in your documentation of the restoration can be copies of any factory drawings or blueprints you need to docushyment the configuration of a part or instalshylation Reduced size photocopies can be a great help in this regard

How should all of this material be arranged As stated in the rule book judging is not to be infl uenced by the beauty or artistic q uality of the book itshyself That doesn t mean the book can be haphazard ly concocted If the book is composed of hard-to-read hand scribbled notes and too many fuzzy hard to decishypher photos its not likely the judges will be able to find all of the details you may have put in the airplane during restorashytion Remember if your hidden work is not documented the judges cannot award you full points for workmanship

Neatly typed or hand printed capshytions and short concise paragraphs deshytailing the process will go a long way in helping the judges see everything you want them to look at With the prolifershyation of personal computers often the written portion of the book can be printed after being written on the comshyputer Try to avoid the use of a draft or light dot matrix type when printing - it can be tough to read The photos can be contained in a photo album page the most popular of which seems to be the so-called magnetic pages that use a small series of mounting wax stripes to hold the photos and a clear plastic overshylay on to t he page A neat three ring binder to hold it all toget her can help make the judges job a bit easie r someshything they all wi ll appreciate

VINTAGE AIRPLANE 7

The 1911

VanDersarl Bleriot by Bob Maxant Photos courtesy Dowling College

(Above) The unmistakable configuration of the Bleriot design is shown in this shot of the nose section of the VanDershysari machine The construction and flyshying of t h i s aircraft was a remar kable achievement for two Denver boys barely into their teens

An origina l and rare 1911 Bleriot type monop lane is now o n display at Dowling College after havi ng been reshystored by volunteer experts and students at the nearby Bayport NY Aerodrome

A lth ough hampered by one of the worst wi nters in the New York area a tea m of experienced aircraft restorers led by John Zale Jackie Mineo and Russ Moore assisted by members of the Bayshyport Aerod rome Society as well as Dowling students began the project just before Christmas and with heroic effort completed it in time so that it was hangshying in proud display during a recent Transportation Symposium held at the college It is still currently on display and available for public viewing

According to restoration team leader John Zale the aircraft was designed by aviation pioneer Louis Bleriot (1872shy1936) who is best remembered for his pishyoneering 23-112 mile flight across the English Channel in 1909 it is considered to rank among the earliest successful airshycraft designs

Jackie Mineo another member of the restoration team said that Bleriot engishyneered and experimented with a number of designs sett ling on the Model XI Monoplane with wheeled landing gear and externally braced single wing The design proved worthy and was used widely until World War 1 Russ Moore added that Bleriot also helped des ign the SPAD considered by many to be the finest fighter aircraft of the war

All of the restoration work on the airp la ne was done at Bayport Aeroshydrome in hangar facilities donated by the Bayport Aerodrome Society The aircraft on loan from Joseph Gertler of Riverhead NY was origina lly built by two brothers Frank and Jules VanDershysari ca 1911 from plans obtained from

(Continued on page 29)

(Right) Three of the principals of the latshyest restoration of the VanDersarl Bleriot were (I-r) Russ Moore Jackie Mineo and John Zale

8 AUGUST 1994

IA Barnstormers DreamI TheWeaver (Waco) 4 by Jim Beisner Ale 19587

A bout the time that we think a part of av iation hi story is lost forever out of some old barn comes bits and pieces that some avid restorer molds into a beautiful aircraft

Although this has happened a numshyber of times in the past never has the barnstormer pilot attempted such a project after an absence of more than 50 years

Perhaps the name of the original airshycraft should be weaver due to the fact that it was built by the Weaver Aircraft Co of Lorain Ohio This company was established by George Buck Weaver of the Matty Laird consortium Weve heard of Lloyd Stearman Jake Moellendick Walter Weber Walter Beech Billy Burke and others that got their start with Laird but Buck Weaver was quite successful as well His Weaver Aircraft Company

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was renamed Advance Aircraft Comshypany and later Waco Aircraft Comshypany which became the worlds largest manufacturer of aircraft in the lat e 1920s

What was the Four you ask It was the first multiple passenger carryshying single engine aircraft (It had seats for three in the front cockpit) Only one example was ever built

The only Waco Four built by th e original company was built in 1921 with surplus Curtiss Jenny parts (engine wheels and controls) and flown in 1921

Who flew it After 3 hours and 20 minutes of dual instruction Raymond Vaughan began hauling passengers for hire This was the beginning of this three year barnstorming career His flying career would however span over half a century and end with the same aircraft that he started with shyThe Four

In 1975 he was challenged to build a new or replica model 4 With no blueshyprints drawings or even a sketch availshyable he set forth to steam bend the wood longerons Many helpers volunshyteered but how can you he lp with a project that only Ray Vaughn knows how to build He cut ribs spars and gussets at the Toledo Metcalf Airport

10 AUGUST 1994

Ray tacked and glued at his Waldridge shop (14652 tacks) until it took the shape of an old biplane

Why would anyone start such a proshyject after a 50+ year career in aviation Ray wasnt just anyone nor was his cashyreer mundane A few years of barnshystorming would count for a career in itshyself He also was the maintenance person for the OX-5 powered craft This consisted of fly-it-a-little - fix-itshya-lot After the barnstorming he deshysigned built and breathed life into sevshyeral airports that are going strong yet this day Ray helped to build dirigibles prior to World War II including the Akron and the Macon As Chief Dishyrector of a large CPT program he trained many pilots He used 17 Waco UPF-7s a nd a passel of Cubs in hi s program His record of support of the war effort was impeccable He then continued as a fixed base operator after the war

So when did he finish the Waco 4 Unfortunately he didn t Ray had a stoke in late 1990 and passed away in November 1990 Prior to his death he had expressed his desire to have the plane go to Troy Ohio (the home of Waco) and be completed With the help of many friends (dedicated Troshyjans it was purchased transported to

Troy and made airworthy This was a case of a project that was 90 comshypleted by the former owner but 60 yet to go by the new owners

The OX-5 engine was assembled from parts of severa l engines (The parts looked as though they had been rescued from Sanford amp Sons truck) With the help of Glen Courtwright Ken Hyde Howard Emmert and othshyers the old V -8 became a masterpiece Many parts had to fabricated induding the Bosch magneto drive gear box Does it start easy You bet - in the first pull Does it run good You bet shyon a ll eight cylinders which contributes to the 90 horsepower purr (The finger exhaust stacks sound more like a roar)

How about the first flight of the replica Here are the particulars

December 221993 the test pilot was Bob Wagner The le ngth of the flight was once around the pattern at an altitude just above the treetops The airspeed was not too high - 55-60 mph After replacing the propeller and installing gap seals the 4 ha s pershyformed smoothly throughout the twenty hours of restricted flight time required by the FAA (Additional hours would be required if a non-certishyfied engine andor propeller had been used )

(Above left) The barnstormer whose dream made the Waco 4 possible the late Ray Vaughn He is holding the radiator for the OX-5 engine

(Above) Bill Long sits in the cockpit of the Weaver Aircraft Companys Weaver (Waco) 4 during 1921

(Right) The instrument panel of the 4 is as simple as could be including the water temperature gauge and counter-clockwise reading non-sensitive altimeter

(Below) Nearing completion the Waco 4 s wing secshytion a USA 27 airfoil is clearly evident

On the EAA Walk-Me prop card is a Judge Me message Instead of the traditional mark in the box the following message can be found

Judge me YES but judge me not for my varshynish and paint my wood or fabric for I am more than that I am from a time before us of byshygone days I am the best that I could be in the days of yesteryear I was created by people of great skill and insight People that had a dream of things that you now enjoy I am the product of an old barnstormer built from memory of an era that you can only imagine I ask only that you share in the dream that I represent

VINTAGF AIRPI ANF 11

With the advent of runways in lieu of Air-Fields steershyable tail skids are necessary

18 Cable - ____~

Fixed Pulley

~

Parallel Spring ~ (Maintains Cable

Tension)

Fixed Pulley

Jim Kessler

Rudder Control Cable Attachment

IN-4 Rudder Bar

---- Pivot

--- Tail Skid STEERABLE TAIL SKID (Top View)

How does it fly Not easy Unshydoubtedly most if not all of the early airplanes (pre-1920) were inherently unstable The pilots had nothing to compare them to Therefore they must have thought that all airplanes fly that way In flight it constantly tries to do its own thing It is as if it has a mind of its own It is not hard to fly but it does require constant effort

What does it do On the ground it handles great It taxis almost as easy as a Cub This is largely due to the steershyable tail skid (see the illustration on the left) and the hydrau lic brakes (both non-original equipment) Take off and landing characteristics are very good - it lik es to lift off at about 38 mph indishycated and climb out at 55 or 60 Cruise speed at less than full power is approxshyimately 70 mph The landing charactershyistics are excellent and ground effect is quite noticeable (it is also appreciated) The glide ratio is not much more than 11 with no power This can be exshytended with the addit ion of a few rpms on the 101 inch propeller A speed of 70 or 80 mph seems comfortable and can be judged by the sound of the 28 external support cables on the craft

It is a majestic sight to see a Waco 4 in the sky after an absence of 70 years It is like a dream come tr ue Ray Vaughans dream

12 AUGUST 1994

Jim Koepnick +

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The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

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restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

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John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

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SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

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RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

Color copiers today are capable of outshystanding reproduction and have really advanced during the past few years Check with one of your local quick printshying shops to see if they provide this type of service

Since the color printing methods of the past (or occasionally today for that matshyter) normally didn t render exact reproshyduction of the original colors it s not very likely you can use the brochure to docushyment the paint colors The only excepshytions to this would be a factory supplied color chip

With the relative scarcity of original brochures you may wish to keep them safely at home away from the possibility of damage or loss Mount it between two pieces of ultraviolet resistant glass frame it and put the brochure on display in your den or family room

Often one of the best ways to show the original colors is to find a scrap of fabshyric or metal still painted with the original paint Unless this airplane has never been restored original paint would be hidden in an area not painted in the past or possibly painted over with a different type of paint Since it would have been kept from the elements they often are a good indication of the true co lors used when the airplane was first built

Of course you don t want to be fooled by documenting the colors of a previous restoration so you need to know for cershytain if a plane had been restored in the past On my Aeronca Super Chief for inshystance the airplane had been recovered in the past but there were still traces of the original paint under the first layer of paint on some of the sheet metal I used a weaker paint stripper to pull off only the first layer and then was able to peel off a few larger chips of the original paint to match the ye ll ow used on my airp lane Those chips will be included in the Preshysentation Book when I finally finish the restoration

Color scheme documentation shou ld also be included in your historical section especially if your airplane was delivered with a custom paint scheme ]n the imshymediate post - WW II era not too many airplanes were delivered with custom paint jobs but before the war a large number of airplanes were delivered with paint color choices selected by the owner If you want to receive full points for your work the scheme must be documented in some way - photos factory drawings and factory invoices call all be used to help pin the colors down

The next section of the history should include the specific past of your particular airp lane The first bill of sale a list of equipment and any other factory docushymentat ion can all help pinpoint the exact configuration of the airplane when it was delivered As men tioned before pho tos are inva luable documentation You may

wish to capt ion each picture to highl ight any subtle deta ils you want the judges to notice Logbook entry copies may also be appropriate especially if any factory aushythor ized work or modifications were done

T he next section of the Presentation Book covers the actua l restoration of the airframe and engine You don t want to overwhelm the judges with this section but you need to be sure and show all of the aspects of your restoration with a few well chosen photos Here are a couple of hints

First if your talents lie in restoring but not in photography consider using one of the automatic point and shoot 35mm cameras A camera that uses 35mm film will give you a larger film surface to record your image instead of the Disc or 110 format The smaller negatives of these films may be fine for snapshots but not when you are trying to show as much detail as you can

Most of the newer automatic 35mm cameras allow the flash to be used in most lighting conditions This is important

Remember that the judges give points for workshymanship as well and showshying off the work done in hidden areas can aid your final score Thh hone place where out of sight is not out of mind

since often I see photos that could have been acceptab le if only the background light had not dominated the shot and unshyderexposed the subject of the photo in the foreground If possible try to use a flash Avoid a bright background and a dark foreground - shooting a fuselage frame in the garage while looking towards the open garage door for example is sure to produce disappointing results

If your subject is in bright sunlight with a hard shadow go ahead and use the flash to fill in the details in th e shadows Even though you can see the details fine when you look at the subject the film can t compensate for the diffe rences in lighting Think of the last time you took a picture of someone with a baseball cap on - remember how his face disappeared in the shadow of the bill of the cap

While you re disassembling the airshyframe invariably youll want to shoot a picture of a small detai l or fitting for fushyture reference so you may wish to keep that in mind when selecting the camera to be used A camera should be considered part of your tool box as much as a set of socket wrenches or screwdrivers

If yo u d rat her not take t he photos you rse lf perhaps you have a photograshy

pher fr iend who is wi lling to shoot your project as th e work progresses Often simply covering the cost of the fi lm and processing along with a ride or two in the restored airplane is a ll the photographer would want in return

When you sit down to choose the picshytures to be included in the Presentation Book keep in mind what you are trying to show the judges Is it a sharp photo If not dont include it - a fuzzy picture is worse than no photo at all Does it show the part to be shown without a lot of background clutter or other parts th a t tend to hide the component

Since the details on the normally visishyble parts of the airplane can be seen by the judges its not necessary to extenshysively document those parts after installashytion but you do want to be sure and show pictures of the areas of the airplane that cannot easily be seen by the judges The aft fuselage for instance or the control stick area below the floorboards are two examples Remember that the judges give points for workmanship as well and showing off the work done in hidden arshyeas can aid your final score This is one place where out of sight is not out of mind

Included in your documentation of the restoration can be copies of any factory drawings or blueprints you need to docushyment the configuration of a part or instalshylation Reduced size photocopies can be a great help in this regard

How should all of this material be arranged As stated in the rule book judging is not to be infl uenced by the beauty or artistic q uality of the book itshyself That doesn t mean the book can be haphazard ly concocted If the book is composed of hard-to-read hand scribbled notes and too many fuzzy hard to decishypher photos its not likely the judges will be able to find all of the details you may have put in the airplane during restorashytion Remember if your hidden work is not documented the judges cannot award you full points for workmanship

Neatly typed or hand printed capshytions and short concise paragraphs deshytailing the process will go a long way in helping the judges see everything you want them to look at With the prolifershyation of personal computers often the written portion of the book can be printed after being written on the comshyputer Try to avoid the use of a draft or light dot matrix type when printing - it can be tough to read The photos can be contained in a photo album page the most popular of which seems to be the so-called magnetic pages that use a small series of mounting wax stripes to hold the photos and a clear plastic overshylay on to t he page A neat three ring binder to hold it all toget her can help make the judges job a bit easie r someshything they all wi ll appreciate

VINTAGE AIRPLANE 7

The 1911

VanDersarl Bleriot by Bob Maxant Photos courtesy Dowling College

(Above) The unmistakable configuration of the Bleriot design is shown in this shot of the nose section of the VanDershysari machine The construction and flyshying of t h i s aircraft was a remar kable achievement for two Denver boys barely into their teens

An origina l and rare 1911 Bleriot type monop lane is now o n display at Dowling College after havi ng been reshystored by volunteer experts and students at the nearby Bayport NY Aerodrome

A lth ough hampered by one of the worst wi nters in the New York area a tea m of experienced aircraft restorers led by John Zale Jackie Mineo and Russ Moore assisted by members of the Bayshyport Aerod rome Society as well as Dowling students began the project just before Christmas and with heroic effort completed it in time so that it was hangshying in proud display during a recent Transportation Symposium held at the college It is still currently on display and available for public viewing

According to restoration team leader John Zale the aircraft was designed by aviation pioneer Louis Bleriot (1872shy1936) who is best remembered for his pishyoneering 23-112 mile flight across the English Channel in 1909 it is considered to rank among the earliest successful airshycraft designs

Jackie Mineo another member of the restoration team said that Bleriot engishyneered and experimented with a number of designs sett ling on the Model XI Monoplane with wheeled landing gear and externally braced single wing The design proved worthy and was used widely until World War 1 Russ Moore added that Bleriot also helped des ign the SPAD considered by many to be the finest fighter aircraft of the war

All of the restoration work on the airp la ne was done at Bayport Aeroshydrome in hangar facilities donated by the Bayport Aerodrome Society The aircraft on loan from Joseph Gertler of Riverhead NY was origina lly built by two brothers Frank and Jules VanDershysari ca 1911 from plans obtained from

(Continued on page 29)

(Right) Three of the principals of the latshyest restoration of the VanDersarl Bleriot were (I-r) Russ Moore Jackie Mineo and John Zale

8 AUGUST 1994

IA Barnstormers DreamI TheWeaver (Waco) 4 by Jim Beisner Ale 19587

A bout the time that we think a part of av iation hi story is lost forever out of some old barn comes bits and pieces that some avid restorer molds into a beautiful aircraft

Although this has happened a numshyber of times in the past never has the barnstormer pilot attempted such a project after an absence of more than 50 years

Perhaps the name of the original airshycraft should be weaver due to the fact that it was built by the Weaver Aircraft Co of Lorain Ohio This company was established by George Buck Weaver of the Matty Laird consortium Weve heard of Lloyd Stearman Jake Moellendick Walter Weber Walter Beech Billy Burke and others that got their start with Laird but Buck Weaver was quite successful as well His Weaver Aircraft Company

to Cij gJ

E _________5

was renamed Advance Aircraft Comshypany and later Waco Aircraft Comshypany which became the worlds largest manufacturer of aircraft in the lat e 1920s

What was the Four you ask It was the first multiple passenger carryshying single engine aircraft (It had seats for three in the front cockpit) Only one example was ever built

The only Waco Four built by th e original company was built in 1921 with surplus Curtiss Jenny parts (engine wheels and controls) and flown in 1921

Who flew it After 3 hours and 20 minutes of dual instruction Raymond Vaughan began hauling passengers for hire This was the beginning of this three year barnstorming career His flying career would however span over half a century and end with the same aircraft that he started with shyThe Four

In 1975 he was challenged to build a new or replica model 4 With no blueshyprints drawings or even a sketch availshyable he set forth to steam bend the wood longerons Many helpers volunshyteered but how can you he lp with a project that only Ray Vaughn knows how to build He cut ribs spars and gussets at the Toledo Metcalf Airport

10 AUGUST 1994

Ray tacked and glued at his Waldridge shop (14652 tacks) until it took the shape of an old biplane

Why would anyone start such a proshyject after a 50+ year career in aviation Ray wasnt just anyone nor was his cashyreer mundane A few years of barnshystorming would count for a career in itshyself He also was the maintenance person for the OX-5 powered craft This consisted of fly-it-a-little - fix-itshya-lot After the barnstorming he deshysigned built and breathed life into sevshyeral airports that are going strong yet this day Ray helped to build dirigibles prior to World War II including the Akron and the Macon As Chief Dishyrector of a large CPT program he trained many pilots He used 17 Waco UPF-7s a nd a passel of Cubs in hi s program His record of support of the war effort was impeccable He then continued as a fixed base operator after the war

So when did he finish the Waco 4 Unfortunately he didn t Ray had a stoke in late 1990 and passed away in November 1990 Prior to his death he had expressed his desire to have the plane go to Troy Ohio (the home of Waco) and be completed With the help of many friends (dedicated Troshyjans it was purchased transported to

Troy and made airworthy This was a case of a project that was 90 comshypleted by the former owner but 60 yet to go by the new owners

The OX-5 engine was assembled from parts of severa l engines (The parts looked as though they had been rescued from Sanford amp Sons truck) With the help of Glen Courtwright Ken Hyde Howard Emmert and othshyers the old V -8 became a masterpiece Many parts had to fabricated induding the Bosch magneto drive gear box Does it start easy You bet - in the first pull Does it run good You bet shyon a ll eight cylinders which contributes to the 90 horsepower purr (The finger exhaust stacks sound more like a roar)

How about the first flight of the replica Here are the particulars

December 221993 the test pilot was Bob Wagner The le ngth of the flight was once around the pattern at an altitude just above the treetops The airspeed was not too high - 55-60 mph After replacing the propeller and installing gap seals the 4 ha s pershyformed smoothly throughout the twenty hours of restricted flight time required by the FAA (Additional hours would be required if a non-certishyfied engine andor propeller had been used )

(Above left) The barnstormer whose dream made the Waco 4 possible the late Ray Vaughn He is holding the radiator for the OX-5 engine

(Above) Bill Long sits in the cockpit of the Weaver Aircraft Companys Weaver (Waco) 4 during 1921

(Right) The instrument panel of the 4 is as simple as could be including the water temperature gauge and counter-clockwise reading non-sensitive altimeter

(Below) Nearing completion the Waco 4 s wing secshytion a USA 27 airfoil is clearly evident

On the EAA Walk-Me prop card is a Judge Me message Instead of the traditional mark in the box the following message can be found

Judge me YES but judge me not for my varshynish and paint my wood or fabric for I am more than that I am from a time before us of byshygone days I am the best that I could be in the days of yesteryear I was created by people of great skill and insight People that had a dream of things that you now enjoy I am the product of an old barnstormer built from memory of an era that you can only imagine I ask only that you share in the dream that I represent

VINTAGF AIRPI ANF 11

With the advent of runways in lieu of Air-Fields steershyable tail skids are necessary

18 Cable - ____~

Fixed Pulley

~

Parallel Spring ~ (Maintains Cable

Tension)

Fixed Pulley

Jim Kessler

Rudder Control Cable Attachment

IN-4 Rudder Bar

---- Pivot

--- Tail Skid STEERABLE TAIL SKID (Top View)

How does it fly Not easy Unshydoubtedly most if not all of the early airplanes (pre-1920) were inherently unstable The pilots had nothing to compare them to Therefore they must have thought that all airplanes fly that way In flight it constantly tries to do its own thing It is as if it has a mind of its own It is not hard to fly but it does require constant effort

What does it do On the ground it handles great It taxis almost as easy as a Cub This is largely due to the steershyable tail skid (see the illustration on the left) and the hydrau lic brakes (both non-original equipment) Take off and landing characteristics are very good - it lik es to lift off at about 38 mph indishycated and climb out at 55 or 60 Cruise speed at less than full power is approxshyimately 70 mph The landing charactershyistics are excellent and ground effect is quite noticeable (it is also appreciated) The glide ratio is not much more than 11 with no power This can be exshytended with the addit ion of a few rpms on the 101 inch propeller A speed of 70 or 80 mph seems comfortable and can be judged by the sound of the 28 external support cables on the craft

It is a majestic sight to see a Waco 4 in the sky after an absence of 70 years It is like a dream come tr ue Ray Vaughans dream

12 AUGUST 1994

Jim Koepnick +

-~ltt ~ _-~4tK~ ~~trmiddot bull - ~~ w middotN~~ bull v ~ ~

The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

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restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

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VINTAGE AIRPLANE 21

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John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

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SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

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If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

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Wis residents add 5 sales tax To order call

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C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

The 1911

VanDersarl Bleriot by Bob Maxant Photos courtesy Dowling College

(Above) The unmistakable configuration of the Bleriot design is shown in this shot of the nose section of the VanDershysari machine The construction and flyshying of t h i s aircraft was a remar kable achievement for two Denver boys barely into their teens

An origina l and rare 1911 Bleriot type monop lane is now o n display at Dowling College after havi ng been reshystored by volunteer experts and students at the nearby Bayport NY Aerodrome

A lth ough hampered by one of the worst wi nters in the New York area a tea m of experienced aircraft restorers led by John Zale Jackie Mineo and Russ Moore assisted by members of the Bayshyport Aerod rome Society as well as Dowling students began the project just before Christmas and with heroic effort completed it in time so that it was hangshying in proud display during a recent Transportation Symposium held at the college It is still currently on display and available for public viewing

According to restoration team leader John Zale the aircraft was designed by aviation pioneer Louis Bleriot (1872shy1936) who is best remembered for his pishyoneering 23-112 mile flight across the English Channel in 1909 it is considered to rank among the earliest successful airshycraft designs

Jackie Mineo another member of the restoration team said that Bleriot engishyneered and experimented with a number of designs sett ling on the Model XI Monoplane with wheeled landing gear and externally braced single wing The design proved worthy and was used widely until World War 1 Russ Moore added that Bleriot also helped des ign the SPAD considered by many to be the finest fighter aircraft of the war

All of the restoration work on the airp la ne was done at Bayport Aeroshydrome in hangar facilities donated by the Bayport Aerodrome Society The aircraft on loan from Joseph Gertler of Riverhead NY was origina lly built by two brothers Frank and Jules VanDershysari ca 1911 from plans obtained from

(Continued on page 29)

(Right) Three of the principals of the latshyest restoration of the VanDersarl Bleriot were (I-r) Russ Moore Jackie Mineo and John Zale

8 AUGUST 1994

IA Barnstormers DreamI TheWeaver (Waco) 4 by Jim Beisner Ale 19587

A bout the time that we think a part of av iation hi story is lost forever out of some old barn comes bits and pieces that some avid restorer molds into a beautiful aircraft

Although this has happened a numshyber of times in the past never has the barnstormer pilot attempted such a project after an absence of more than 50 years

Perhaps the name of the original airshycraft should be weaver due to the fact that it was built by the Weaver Aircraft Co of Lorain Ohio This company was established by George Buck Weaver of the Matty Laird consortium Weve heard of Lloyd Stearman Jake Moellendick Walter Weber Walter Beech Billy Burke and others that got their start with Laird but Buck Weaver was quite successful as well His Weaver Aircraft Company

to Cij gJ

E _________5

was renamed Advance Aircraft Comshypany and later Waco Aircraft Comshypany which became the worlds largest manufacturer of aircraft in the lat e 1920s

What was the Four you ask It was the first multiple passenger carryshying single engine aircraft (It had seats for three in the front cockpit) Only one example was ever built

The only Waco Four built by th e original company was built in 1921 with surplus Curtiss Jenny parts (engine wheels and controls) and flown in 1921

Who flew it After 3 hours and 20 minutes of dual instruction Raymond Vaughan began hauling passengers for hire This was the beginning of this three year barnstorming career His flying career would however span over half a century and end with the same aircraft that he started with shyThe Four

In 1975 he was challenged to build a new or replica model 4 With no blueshyprints drawings or even a sketch availshyable he set forth to steam bend the wood longerons Many helpers volunshyteered but how can you he lp with a project that only Ray Vaughn knows how to build He cut ribs spars and gussets at the Toledo Metcalf Airport

10 AUGUST 1994

Ray tacked and glued at his Waldridge shop (14652 tacks) until it took the shape of an old biplane

Why would anyone start such a proshyject after a 50+ year career in aviation Ray wasnt just anyone nor was his cashyreer mundane A few years of barnshystorming would count for a career in itshyself He also was the maintenance person for the OX-5 powered craft This consisted of fly-it-a-little - fix-itshya-lot After the barnstorming he deshysigned built and breathed life into sevshyeral airports that are going strong yet this day Ray helped to build dirigibles prior to World War II including the Akron and the Macon As Chief Dishyrector of a large CPT program he trained many pilots He used 17 Waco UPF-7s a nd a passel of Cubs in hi s program His record of support of the war effort was impeccable He then continued as a fixed base operator after the war

So when did he finish the Waco 4 Unfortunately he didn t Ray had a stoke in late 1990 and passed away in November 1990 Prior to his death he had expressed his desire to have the plane go to Troy Ohio (the home of Waco) and be completed With the help of many friends (dedicated Troshyjans it was purchased transported to

Troy and made airworthy This was a case of a project that was 90 comshypleted by the former owner but 60 yet to go by the new owners

The OX-5 engine was assembled from parts of severa l engines (The parts looked as though they had been rescued from Sanford amp Sons truck) With the help of Glen Courtwright Ken Hyde Howard Emmert and othshyers the old V -8 became a masterpiece Many parts had to fabricated induding the Bosch magneto drive gear box Does it start easy You bet - in the first pull Does it run good You bet shyon a ll eight cylinders which contributes to the 90 horsepower purr (The finger exhaust stacks sound more like a roar)

How about the first flight of the replica Here are the particulars

December 221993 the test pilot was Bob Wagner The le ngth of the flight was once around the pattern at an altitude just above the treetops The airspeed was not too high - 55-60 mph After replacing the propeller and installing gap seals the 4 ha s pershyformed smoothly throughout the twenty hours of restricted flight time required by the FAA (Additional hours would be required if a non-certishyfied engine andor propeller had been used )

(Above left) The barnstormer whose dream made the Waco 4 possible the late Ray Vaughn He is holding the radiator for the OX-5 engine

(Above) Bill Long sits in the cockpit of the Weaver Aircraft Companys Weaver (Waco) 4 during 1921

(Right) The instrument panel of the 4 is as simple as could be including the water temperature gauge and counter-clockwise reading non-sensitive altimeter

(Below) Nearing completion the Waco 4 s wing secshytion a USA 27 airfoil is clearly evident

On the EAA Walk-Me prop card is a Judge Me message Instead of the traditional mark in the box the following message can be found

Judge me YES but judge me not for my varshynish and paint my wood or fabric for I am more than that I am from a time before us of byshygone days I am the best that I could be in the days of yesteryear I was created by people of great skill and insight People that had a dream of things that you now enjoy I am the product of an old barnstormer built from memory of an era that you can only imagine I ask only that you share in the dream that I represent

VINTAGF AIRPI ANF 11

With the advent of runways in lieu of Air-Fields steershyable tail skids are necessary

18 Cable - ____~

Fixed Pulley

~

Parallel Spring ~ (Maintains Cable

Tension)

Fixed Pulley

Jim Kessler

Rudder Control Cable Attachment

IN-4 Rudder Bar

---- Pivot

--- Tail Skid STEERABLE TAIL SKID (Top View)

How does it fly Not easy Unshydoubtedly most if not all of the early airplanes (pre-1920) were inherently unstable The pilots had nothing to compare them to Therefore they must have thought that all airplanes fly that way In flight it constantly tries to do its own thing It is as if it has a mind of its own It is not hard to fly but it does require constant effort

What does it do On the ground it handles great It taxis almost as easy as a Cub This is largely due to the steershyable tail skid (see the illustration on the left) and the hydrau lic brakes (both non-original equipment) Take off and landing characteristics are very good - it lik es to lift off at about 38 mph indishycated and climb out at 55 or 60 Cruise speed at less than full power is approxshyimately 70 mph The landing charactershyistics are excellent and ground effect is quite noticeable (it is also appreciated) The glide ratio is not much more than 11 with no power This can be exshytended with the addit ion of a few rpms on the 101 inch propeller A speed of 70 or 80 mph seems comfortable and can be judged by the sound of the 28 external support cables on the craft

It is a majestic sight to see a Waco 4 in the sky after an absence of 70 years It is like a dream come tr ue Ray Vaughans dream

12 AUGUST 1994

Jim Koepnick +

-~ltt ~ _-~4tK~ ~~trmiddot bull - ~~ w middotN~~ bull v ~ ~

The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

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restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

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The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

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VINTAGE AIRPLANE 21

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John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $20 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $30 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the Intemational Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $30 per year EAA Membership SPORT AEROBATICS magazine and one year membership in the lAC Division is available for $40 per year (SPORT AVIATION magazine not included)

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

VINTAGE AIRPLANE (NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe PO BOX 3086 $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

OSHKOSH WI 54903-3086

or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

IA Barnstormers DreamI TheWeaver (Waco) 4 by Jim Beisner Ale 19587

A bout the time that we think a part of av iation hi story is lost forever out of some old barn comes bits and pieces that some avid restorer molds into a beautiful aircraft

Although this has happened a numshyber of times in the past never has the barnstormer pilot attempted such a project after an absence of more than 50 years

Perhaps the name of the original airshycraft should be weaver due to the fact that it was built by the Weaver Aircraft Co of Lorain Ohio This company was established by George Buck Weaver of the Matty Laird consortium Weve heard of Lloyd Stearman Jake Moellendick Walter Weber Walter Beech Billy Burke and others that got their start with Laird but Buck Weaver was quite successful as well His Weaver Aircraft Company

to Cij gJ

E _________5

was renamed Advance Aircraft Comshypany and later Waco Aircraft Comshypany which became the worlds largest manufacturer of aircraft in the lat e 1920s

What was the Four you ask It was the first multiple passenger carryshying single engine aircraft (It had seats for three in the front cockpit) Only one example was ever built

The only Waco Four built by th e original company was built in 1921 with surplus Curtiss Jenny parts (engine wheels and controls) and flown in 1921

Who flew it After 3 hours and 20 minutes of dual instruction Raymond Vaughan began hauling passengers for hire This was the beginning of this three year barnstorming career His flying career would however span over half a century and end with the same aircraft that he started with shyThe Four

In 1975 he was challenged to build a new or replica model 4 With no blueshyprints drawings or even a sketch availshyable he set forth to steam bend the wood longerons Many helpers volunshyteered but how can you he lp with a project that only Ray Vaughn knows how to build He cut ribs spars and gussets at the Toledo Metcalf Airport

10 AUGUST 1994

Ray tacked and glued at his Waldridge shop (14652 tacks) until it took the shape of an old biplane

Why would anyone start such a proshyject after a 50+ year career in aviation Ray wasnt just anyone nor was his cashyreer mundane A few years of barnshystorming would count for a career in itshyself He also was the maintenance person for the OX-5 powered craft This consisted of fly-it-a-little - fix-itshya-lot After the barnstorming he deshysigned built and breathed life into sevshyeral airports that are going strong yet this day Ray helped to build dirigibles prior to World War II including the Akron and the Macon As Chief Dishyrector of a large CPT program he trained many pilots He used 17 Waco UPF-7s a nd a passel of Cubs in hi s program His record of support of the war effort was impeccable He then continued as a fixed base operator after the war

So when did he finish the Waco 4 Unfortunately he didn t Ray had a stoke in late 1990 and passed away in November 1990 Prior to his death he had expressed his desire to have the plane go to Troy Ohio (the home of Waco) and be completed With the help of many friends (dedicated Troshyjans it was purchased transported to

Troy and made airworthy This was a case of a project that was 90 comshypleted by the former owner but 60 yet to go by the new owners

The OX-5 engine was assembled from parts of severa l engines (The parts looked as though they had been rescued from Sanford amp Sons truck) With the help of Glen Courtwright Ken Hyde Howard Emmert and othshyers the old V -8 became a masterpiece Many parts had to fabricated induding the Bosch magneto drive gear box Does it start easy You bet - in the first pull Does it run good You bet shyon a ll eight cylinders which contributes to the 90 horsepower purr (The finger exhaust stacks sound more like a roar)

How about the first flight of the replica Here are the particulars

December 221993 the test pilot was Bob Wagner The le ngth of the flight was once around the pattern at an altitude just above the treetops The airspeed was not too high - 55-60 mph After replacing the propeller and installing gap seals the 4 ha s pershyformed smoothly throughout the twenty hours of restricted flight time required by the FAA (Additional hours would be required if a non-certishyfied engine andor propeller had been used )

(Above left) The barnstormer whose dream made the Waco 4 possible the late Ray Vaughn He is holding the radiator for the OX-5 engine

(Above) Bill Long sits in the cockpit of the Weaver Aircraft Companys Weaver (Waco) 4 during 1921

(Right) The instrument panel of the 4 is as simple as could be including the water temperature gauge and counter-clockwise reading non-sensitive altimeter

(Below) Nearing completion the Waco 4 s wing secshytion a USA 27 airfoil is clearly evident

On the EAA Walk-Me prop card is a Judge Me message Instead of the traditional mark in the box the following message can be found

Judge me YES but judge me not for my varshynish and paint my wood or fabric for I am more than that I am from a time before us of byshygone days I am the best that I could be in the days of yesteryear I was created by people of great skill and insight People that had a dream of things that you now enjoy I am the product of an old barnstormer built from memory of an era that you can only imagine I ask only that you share in the dream that I represent

VINTAGF AIRPI ANF 11

With the advent of runways in lieu of Air-Fields steershyable tail skids are necessary

18 Cable - ____~

Fixed Pulley

~

Parallel Spring ~ (Maintains Cable

Tension)

Fixed Pulley

Jim Kessler

Rudder Control Cable Attachment

IN-4 Rudder Bar

---- Pivot

--- Tail Skid STEERABLE TAIL SKID (Top View)

How does it fly Not easy Unshydoubtedly most if not all of the early airplanes (pre-1920) were inherently unstable The pilots had nothing to compare them to Therefore they must have thought that all airplanes fly that way In flight it constantly tries to do its own thing It is as if it has a mind of its own It is not hard to fly but it does require constant effort

What does it do On the ground it handles great It taxis almost as easy as a Cub This is largely due to the steershyable tail skid (see the illustration on the left) and the hydrau lic brakes (both non-original equipment) Take off and landing characteristics are very good - it lik es to lift off at about 38 mph indishycated and climb out at 55 or 60 Cruise speed at less than full power is approxshyimately 70 mph The landing charactershyistics are excellent and ground effect is quite noticeable (it is also appreciated) The glide ratio is not much more than 11 with no power This can be exshytended with the addit ion of a few rpms on the 101 inch propeller A speed of 70 or 80 mph seems comfortable and can be judged by the sound of the 28 external support cables on the craft

It is a majestic sight to see a Waco 4 in the sky after an absence of 70 years It is like a dream come tr ue Ray Vaughans dream

12 AUGUST 1994

Jim Koepnick +

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The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

Q)

restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

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John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

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SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

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If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

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Wis residents add 5 sales tax To order call

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C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

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rANI( PAINIiNb AND REPAIRING

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RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

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was renamed Advance Aircraft Comshypany and later Waco Aircraft Comshypany which became the worlds largest manufacturer of aircraft in the lat e 1920s

What was the Four you ask It was the first multiple passenger carryshying single engine aircraft (It had seats for three in the front cockpit) Only one example was ever built

The only Waco Four built by th e original company was built in 1921 with surplus Curtiss Jenny parts (engine wheels and controls) and flown in 1921

Who flew it After 3 hours and 20 minutes of dual instruction Raymond Vaughan began hauling passengers for hire This was the beginning of this three year barnstorming career His flying career would however span over half a century and end with the same aircraft that he started with shyThe Four

In 1975 he was challenged to build a new or replica model 4 With no blueshyprints drawings or even a sketch availshyable he set forth to steam bend the wood longerons Many helpers volunshyteered but how can you he lp with a project that only Ray Vaughn knows how to build He cut ribs spars and gussets at the Toledo Metcalf Airport

10 AUGUST 1994

Ray tacked and glued at his Waldridge shop (14652 tacks) until it took the shape of an old biplane

Why would anyone start such a proshyject after a 50+ year career in aviation Ray wasnt just anyone nor was his cashyreer mundane A few years of barnshystorming would count for a career in itshyself He also was the maintenance person for the OX-5 powered craft This consisted of fly-it-a-little - fix-itshya-lot After the barnstorming he deshysigned built and breathed life into sevshyeral airports that are going strong yet this day Ray helped to build dirigibles prior to World War II including the Akron and the Macon As Chief Dishyrector of a large CPT program he trained many pilots He used 17 Waco UPF-7s a nd a passel of Cubs in hi s program His record of support of the war effort was impeccable He then continued as a fixed base operator after the war

So when did he finish the Waco 4 Unfortunately he didn t Ray had a stoke in late 1990 and passed away in November 1990 Prior to his death he had expressed his desire to have the plane go to Troy Ohio (the home of Waco) and be completed With the help of many friends (dedicated Troshyjans it was purchased transported to

Troy and made airworthy This was a case of a project that was 90 comshypleted by the former owner but 60 yet to go by the new owners

The OX-5 engine was assembled from parts of severa l engines (The parts looked as though they had been rescued from Sanford amp Sons truck) With the help of Glen Courtwright Ken Hyde Howard Emmert and othshyers the old V -8 became a masterpiece Many parts had to fabricated induding the Bosch magneto drive gear box Does it start easy You bet - in the first pull Does it run good You bet shyon a ll eight cylinders which contributes to the 90 horsepower purr (The finger exhaust stacks sound more like a roar)

How about the first flight of the replica Here are the particulars

December 221993 the test pilot was Bob Wagner The le ngth of the flight was once around the pattern at an altitude just above the treetops The airspeed was not too high - 55-60 mph After replacing the propeller and installing gap seals the 4 ha s pershyformed smoothly throughout the twenty hours of restricted flight time required by the FAA (Additional hours would be required if a non-certishyfied engine andor propeller had been used )

(Above left) The barnstormer whose dream made the Waco 4 possible the late Ray Vaughn He is holding the radiator for the OX-5 engine

(Above) Bill Long sits in the cockpit of the Weaver Aircraft Companys Weaver (Waco) 4 during 1921

(Right) The instrument panel of the 4 is as simple as could be including the water temperature gauge and counter-clockwise reading non-sensitive altimeter

(Below) Nearing completion the Waco 4 s wing secshytion a USA 27 airfoil is clearly evident

On the EAA Walk-Me prop card is a Judge Me message Instead of the traditional mark in the box the following message can be found

Judge me YES but judge me not for my varshynish and paint my wood or fabric for I am more than that I am from a time before us of byshygone days I am the best that I could be in the days of yesteryear I was created by people of great skill and insight People that had a dream of things that you now enjoy I am the product of an old barnstormer built from memory of an era that you can only imagine I ask only that you share in the dream that I represent

VINTAGF AIRPI ANF 11

With the advent of runways in lieu of Air-Fields steershyable tail skids are necessary

18 Cable - ____~

Fixed Pulley

~

Parallel Spring ~ (Maintains Cable

Tension)

Fixed Pulley

Jim Kessler

Rudder Control Cable Attachment

IN-4 Rudder Bar

---- Pivot

--- Tail Skid STEERABLE TAIL SKID (Top View)

How does it fly Not easy Unshydoubtedly most if not all of the early airplanes (pre-1920) were inherently unstable The pilots had nothing to compare them to Therefore they must have thought that all airplanes fly that way In flight it constantly tries to do its own thing It is as if it has a mind of its own It is not hard to fly but it does require constant effort

What does it do On the ground it handles great It taxis almost as easy as a Cub This is largely due to the steershyable tail skid (see the illustration on the left) and the hydrau lic brakes (both non-original equipment) Take off and landing characteristics are very good - it lik es to lift off at about 38 mph indishycated and climb out at 55 or 60 Cruise speed at less than full power is approxshyimately 70 mph The landing charactershyistics are excellent and ground effect is quite noticeable (it is also appreciated) The glide ratio is not much more than 11 with no power This can be exshytended with the addit ion of a few rpms on the 101 inch propeller A speed of 70 or 80 mph seems comfortable and can be judged by the sound of the 28 external support cables on the craft

It is a majestic sight to see a Waco 4 in the sky after an absence of 70 years It is like a dream come tr ue Ray Vaughans dream

12 AUGUST 1994

Jim Koepnick +

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The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

+ () c a Q) o ~

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

Q)

restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

c

John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

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MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

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(Above left) The barnstormer whose dream made the Waco 4 possible the late Ray Vaughn He is holding the radiator for the OX-5 engine

(Above) Bill Long sits in the cockpit of the Weaver Aircraft Companys Weaver (Waco) 4 during 1921

(Right) The instrument panel of the 4 is as simple as could be including the water temperature gauge and counter-clockwise reading non-sensitive altimeter

(Below) Nearing completion the Waco 4 s wing secshytion a USA 27 airfoil is clearly evident

On the EAA Walk-Me prop card is a Judge Me message Instead of the traditional mark in the box the following message can be found

Judge me YES but judge me not for my varshynish and paint my wood or fabric for I am more than that I am from a time before us of byshygone days I am the best that I could be in the days of yesteryear I was created by people of great skill and insight People that had a dream of things that you now enjoy I am the product of an old barnstormer built from memory of an era that you can only imagine I ask only that you share in the dream that I represent

VINTAGF AIRPI ANF 11

With the advent of runways in lieu of Air-Fields steershyable tail skids are necessary

18 Cable - ____~

Fixed Pulley

~

Parallel Spring ~ (Maintains Cable

Tension)

Fixed Pulley

Jim Kessler

Rudder Control Cable Attachment

IN-4 Rudder Bar

---- Pivot

--- Tail Skid STEERABLE TAIL SKID (Top View)

How does it fly Not easy Unshydoubtedly most if not all of the early airplanes (pre-1920) were inherently unstable The pilots had nothing to compare them to Therefore they must have thought that all airplanes fly that way In flight it constantly tries to do its own thing It is as if it has a mind of its own It is not hard to fly but it does require constant effort

What does it do On the ground it handles great It taxis almost as easy as a Cub This is largely due to the steershyable tail skid (see the illustration on the left) and the hydrau lic brakes (both non-original equipment) Take off and landing characteristics are very good - it lik es to lift off at about 38 mph indishycated and climb out at 55 or 60 Cruise speed at less than full power is approxshyimately 70 mph The landing charactershyistics are excellent and ground effect is quite noticeable (it is also appreciated) The glide ratio is not much more than 11 with no power This can be exshytended with the addit ion of a few rpms on the 101 inch propeller A speed of 70 or 80 mph seems comfortable and can be judged by the sound of the 28 external support cables on the craft

It is a majestic sight to see a Waco 4 in the sky after an absence of 70 years It is like a dream come tr ue Ray Vaughans dream

12 AUGUST 1994

Jim Koepnick +

-~ltt ~ _-~4tK~ ~~trmiddot bull - ~~ w middotN~~ bull v ~ ~

The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

+ () c a Q) o ~

E )

Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

Q)

restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

+ Q)

~

Cl E o z

c

+ OJ ~ OJ c 2 ()

OJ ~

~

(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

c

John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

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Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

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N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

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MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

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SDrucingUp1heGoose

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RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

With the advent of runways in lieu of Air-Fields steershyable tail skids are necessary

18 Cable - ____~

Fixed Pulley

~

Parallel Spring ~ (Maintains Cable

Tension)

Fixed Pulley

Jim Kessler

Rudder Control Cable Attachment

IN-4 Rudder Bar

---- Pivot

--- Tail Skid STEERABLE TAIL SKID (Top View)

How does it fly Not easy Unshydoubtedly most if not all of the early airplanes (pre-1920) were inherently unstable The pilots had nothing to compare them to Therefore they must have thought that all airplanes fly that way In flight it constantly tries to do its own thing It is as if it has a mind of its own It is not hard to fly but it does require constant effort

What does it do On the ground it handles great It taxis almost as easy as a Cub This is largely due to the steershyable tail skid (see the illustration on the left) and the hydrau lic brakes (both non-original equipment) Take off and landing characteristics are very good - it lik es to lift off at about 38 mph indishycated and climb out at 55 or 60 Cruise speed at less than full power is approxshyimately 70 mph The landing charactershyistics are excellent and ground effect is quite noticeable (it is also appreciated) The glide ratio is not much more than 11 with no power This can be exshytended with the addit ion of a few rpms on the 101 inch propeller A speed of 70 or 80 mph seems comfortable and can be judged by the sound of the 28 external support cables on the craft

It is a majestic sight to see a Waco 4 in the sky after an absence of 70 years It is like a dream come tr ue Ray Vaughans dream

12 AUGUST 1994

Jim Koepnick +

-~ltt ~ _-~4tK~ ~~trmiddot bull - ~~ w middotN~~ bull v ~ ~

The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

+ () c a Q) o ~

E )

Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

Q)

restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

+ Q)

~

Cl E o z

c

+ OJ ~ OJ c 2 ()

OJ ~

~

(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

c

John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

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SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

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or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

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SDrucingUp1heGoose

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DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

Jim Koepnick +

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The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

+ () c a Q) o ~

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

Q)

restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

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John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

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SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

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If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

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C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

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When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

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The Tri-Traveler main landin ear shy

across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

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restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

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The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

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VINTAGE AIRPLANE 21

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John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $20 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $30 per year (SPORT AVIATION magazine not included)

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

VINTAGE AIRPLANE (NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe PO BOX 3086 $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

OSHKOSH WI 54903-3086

or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

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across the Mississippi River 30 miles north of St Paul on the airport in Osceola WI By Febshyruary of 1955 the first production Champion 7EC was rolled out into the winter sun and afshyter being test flown it was sent off to its eager new owner

The 7EC was basically the same airplane built by Aeronca a few years before with a few updates a nd a new paint scheme Powered with a Continental C-90 with a full e lectrica l system the airplane had a gross weight now of 1450Ibs It was still the lowest priced twoshyplace training a irpla ne made in the USA They soon followed with an upholstered vershysion of the 7EC the Traveler Deluxe which had foam rubber seat cushions floor carpeting spinner metal prop wheel pants and and adshyvanced instrument panel with fli ght inst rushyments including attitude and directional gyros As of 1959 Champion reported in their annual report that they held 45 percent of the training market in the US - but what they didn t menshytion was the competition The mid 1950s saw the introduction of the tricycle landing gear on a large scale by the major lightplane producers Cessna and Piper

Soon training airplanes all started to have the third wheel on the opposite end of the airshyplane just behind the prop and students and flight schools were clamoring for the new style of landing gear Ground loops were practically a thing of the past and flight schools found their customers asking for the new trainshying ships rather than the tailwheel equipped airplanes they had on the line

Champion saw the trend developing and worked to revise the 7EC into a product that the FBOs could still afford but one that had the landing gear installation more to the liking of some of the student pilot population Introshyduced in 1957 the 7FC Tri-Traveler would out sell its conventional geared stable mate as the tricycle gear became the standard Basically the same as the 7EC Champion the Tri-Travshyeler despite its name was intended for the training market and if it made a student more

VINTAGE AIRPLANE 15

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

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restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

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VINTAGE AIRPLANE 21

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John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

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35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

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or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

The distinctive profile of the Champ is still unmisshytakable in this shot of its descendant the Chamshypion 7FC Tri-Traveler

comfortable to fly on a cross country that was added frosting on the cake Equipped with many of the same feashytures as the Traveler Deluxe you could also get one built with a set of gyro inshystruments and radio equipment The engineering on the tricycle gear was relshyatively simple - the main landing gear was moved aft of the eG so the rear landing gear mount was in line with the back edge of the door frame The enshygine mount was beefed up to handle the installation of a steerable nose wheel Just in case an over enthusiastic student should over rotate the airplane on takeshyoff or landing the original tailwheel spring was left in place sans tailwheel The Tri-Traveler sold well in the beginshyning but unfortunately for the company Champion S share of the market quickly eroded as Piper and Cessnas grip on sales of training airplanes tightened By 1963 they sold just 21 of the Tri-Travelshyers

Cliff Harkins (AC 21293) of Housshyton TX was looking for something that would be fun to fly not just a traveling machine His previous two airplanes a Piper Warrior and then a Dakota were comfortable airplanes but they lacked a certain pizzazz He was looking for something he would enjoy flying an airshy

16 AUGUST 1994

plane that could take him back to his early days of flying if that was possible

As a young man Cliff had soloed in 1947 but like so many before and after him he found he couldnt afford to keep flying By 1975 as Cliffs involvement with the real estate business world beshygan to payoff he found he could afford to fly again The Warrior and the Dakota were OK and they could be useful in the business but when he beshygan to think about just Hying and having fun they didn t seem right

Resting in a pile of parts in New Braunfels TX (the home of Wurstshyfest) were the components of 7FC-080 an early Champion Tri-Traveler built in Osceola during 1957 Cliff and his friend Ron Stegemoller an expert AampP who was also interested in the 7FC struck a deal and the airplane was theirs As Cliff put it He did all the hard stuff I did all the work

The hard stuff and work conshysisted of stripping the airplane down to the bare tubular frame and cleaning up parts and reinstalling them until a comshyplete airplane sat before their eyes OK thats a bit of an oversimplificashytion but certainly that is the essence of any restoration project with varying deshygrees of research involved

The fuselage was in excellent shape needed only a general clean up and then a coating of epoxy primer From there a complete new set of wood formers was added to the fuselage frame and bit by bit all of the fittings including the control sticks and brake pedals were cleaned up checked for wear and reinstalled

The wing structure was a different story All four spars had various deshygrees of damage and needed to be reshyplaced Aircraft quality spar blanks were obtained and a set of new spars were completed by the new owners Fortunately the wing ribs were in good shape as were the wing tanks The 7FC has a a fuel capacity of 26 gallons which Cliff points out will give a you a five hour endurance Thats about 3 hours longer than he normally likes to sit in the airplane so the extra gas is just added peace of mind to him

The windshield that came with the airplane was in great condition but the side windows needed to be replaced with new transparencies and the inteshyrior was completely refurbished with an Airtex interior kit including new seat cushions headliner and baggage comshypartment

Cliff was also quick to point out the level of craftsmanship evident in the

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

+ () c a Q) o ~

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Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

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restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

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(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

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VINTAGE AIRPLANE 21

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John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $20 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $30 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the Intemational Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $30 per year EAA Membership SPORT AEROBATICS magazine and one year membership in the lAC Division is available for $40 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Waroirds Division is available for $40 per year (SPORT AVIATION magazine not included)

EAA EXPERIMENTER Current EA A members may receive EAA EXPERIMENTER magazine for an additional $18 per year EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included)

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Please submit your remittance with a check or draft drawn on a United States bank payable in United States dolars Add $ 13 postage for SPORT AVIATION magazine andor $6 postage for any of the other magazines

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DEDUCTIBLEASCHARrrABLE CONTRIBUTIONS

VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

VINTAGE AIRPLANE (NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe PO BOX 3086 $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

OSHKOSH WI 54903-3086

or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

VINTAGE AIRPLANE 17

Jim Koepnick +

covering work done by Ron Stegemoller - it is hard to find any hin t of a blemish in the Poly Fiber Aerothane finish The fa bric on the wing was attached in the same way the origina ls were built - P-K

scre ws through a fa bric t a pe and th e wing covering finished off with a pinked edge tape The simple color scheme is not the standard layout for the Tri-Travshyeler but it does effectively highlight the classic lines of the Champs descendant

With the project came a set of rather rough wheel pants for th e mains but R o n a nd C liff we re a bl e to se t th e m straight with a hammer and dolly not to me ntion a few o the r bodywork skill s The nosewheel fender designed primarshyily to keep mud and other muck off the fuselage is the only fiberglass part in the restoration

Anothe r nice part of the restoration involved the e ngine The C90-12 tha t came with the project had only 350 hours on it s in ce a majo r ov e rh a ul a nd it checked out fine It did need a new set of gaske ts and rubbe r sea ls since they had dried out while in storage The only work that needed to be done up front inshyvolved reworking the baffles and reshynewing the various hoses and other rubshybe r compo ne nt s Th e a irpla ne ca me equipped with a damaged wooden prop but Cliff found a McCauley Met-L-Prop of the correct size and had it readied for flight

On e of th e a dd e d be ne fit s o f th e 7FCs Continental C90-12 e ngine is the full e lectri cal sys te m Champio n a irshyplanes are started while sitting inside the cockpit and pull ing a handle to engage the Delco starter Cliff also has installed a coupl e of rad ios on board - a Na rco transpo nde r Apoll o lo ran and T KM MXll communications radio He a lso ca rri es a handh e ld radi o fo r back up A long with an overhead cabin speaker

it has a full intercom installed so cockpit communications can be done easily

A new instrument pane l was fa bri shycated and a new electric turn coordinashytor was insta ll ed along with the othe r required fli ght instrume nts Cli ff was not happy about leaving the previously installed venturis on the fuselage - hed rath e r have the spee d a nd since he didn t plan on using a vacuum turn and bank with his 7FC having the turn coorshydinator as an electric unit didnt bothe r him in the slightest

Soon it was time to assemble the TrishyTrave le r Ron a nd Cliff ha d th e li ft struts rebuilt and they also replaced the tail brace wires with brand new ones

An ything that could be critica l we did replace with new stock said Cliff

With a cruise o f about 90 to 95 mph Cliff says that fl ying the Tri-Traveler is very relaxing - he must enjoy it - he flew the 7FC all the way to Lake land fro m Housto n foll owing a wea the r fro nt burning a thrifty 52 gallons per hour of avgas H es a lso had the a irpl a ne to EAA OSHKOSH and bo th trips have proven to be fruit ful winning awards in the Contemporary categorys inaugural yea r A t E AA OSHKOSH 93 Cli ff was awarded th e Contemporary Outshystanding in Type - Champion award and at Sun n Fun 94 Cliff to ted home the Best Fabric Single trophy

Cli ff sees now hi s cho ice fo r an airshypl a ne th a t was fun to fl y and o ffe red many of the ame niti es that he enjoyed with hi s Warr ior and Dakota was a lso one he could fee l nosta lgia in as we ll shyits a Co nte mporary tha t sti ll remin ds him of the good old days

+ () c a Q) o ~

E )

Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

Q)

restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

+ Q)

~

Cl E o z

c

+ OJ ~ OJ c 2 ()

OJ ~

~

(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

c

John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

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DO YOU SAVE SPORT AVIATION

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Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

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ENGINES

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30 AUGUST 1994

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

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RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

Retired airline pilot Jack Hill brought his friend and fellow pishylot Jean Cunningham of Emerson NJ along to Sun n Fun The two pilots were quite amazed at the interest shown in the pretty cabin Waco

18 AUGUST 1994

I e unmistakable sound of a Continental 220 engine ratshytled past my ears at Sun n Fun 94 as I was investigating a couple of nicely restored J-3 Cubs on the flightline I turned to see a cabin Waco taxi into a parking line just a short disshytance away The 220 engine sped up for just an instant and then died away to nothing as the pilot pulled the mixture conshytrol

The mental image of the Waco immediately spelled UEC a combination of the distinct round tail the rear window in the fuselage and the somewhat stubby squared off nose secshytion My first experience with the UEC Waco came about at the Le Sueur Minnesota airport way back in June of 1954 when I stopped to admire the late Ed Frosts Waco UEC parked next to his Fleet biplane Forty years have since passed however the heart still skips a few beats when a Waco UEC taxies by

Our subject for this story is a 1932 Waco UEC N13050 SIN 3678 which left the Waco factory in Troy Ohio on Sepshytember 23 1932 and was delivered to H C Lippiatt in Burshybank California The present owner who brought the pretty

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

Q)

restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

+ Q)

~

Cl E o z

c

+ OJ ~ OJ c 2 ()

OJ ~

~

(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

c

John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

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SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

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RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

~ike Steineke

(Above) With its unique rear windows in the fuselage and original 1932 paint scheme Jack Hill s Waco UEC poses in the Florida sunshine at Sun n Fun This was the last word in high speed transportation comshypared to the Model A Ford and the very first V-B its ground based contemporary in the early 1930s

+(Right) Exact replicas of the original wheel c fenders as supplied by Waco in 1932 were Q)

~ hand built by Wayne Hayes during the 2l

Q)

restoration of the airplane Jack Hill says Cl

they help keep the airplane clean when E omoving on wet or muddy ground z

by Norm Petersen

VINTAGE AIRPLANE 19

+ Q)

~

Cl E o z

c

+ OJ ~ OJ c 2 ()

OJ ~

~

(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

c

John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $20 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $30 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the Intemational Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $30 per year EAA Membership SPORT AEROBATICS magazine and one year membership in the lAC Division is available for $40 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Waroirds Division is available for $40 per year (SPORT AVIATION magazine not included)

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

VINTAGE AIRPLANE (NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe PO BOX 3086 $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

OSHKOSH WI 54903-3086

or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

+ OJ ~ OJ c 2 ()

OJ ~

~

(Above) Jack Hill leans down to keep an eye on the photo plane as he pulls the Waco in for a close-up shot The combishynation of a slow turning Continental enshygine and a wooden propeller makes for a very softly muffled feel and sound - a unique characteristic of the Waco UEC long endeared by pilots of the marque

(Left) With the Waco approaching head on we can see the throw over control wheel is on Jacks side and the tailwheel is having trouble staying in line The large skylight really brightens up the cabin

UEC to Lakeland FL is Jack J Hill Jr (EAA 219748 AC 8059) of Closter NJ Jack who grew up in Rocky Mount NC soloed a J-3 Cub at age 16 in 1948 and earned a Private license in 1949 In 1956 he signed on with Un ited Air Lines flying the next 36 years for the airline and accummulating some 30000 hours in his logbook

When the age 60 re tirement rule caught up to him Jack decided it was time to have some fun flying so he purshychased the Waco UEC from none other than Waco expert Wayne Hayes (EAA 124382 AC 3882) of Mount Vernon Ohio (Way ne Hayes has owned a YKS-7 Waco cabin since 1971 and has flown it 4000 hours His home airport at Wynkoop is the site of the National Waco Club Fly-In each June)

Our subject Waco UEC had spent over twenty years in Beverly Massachushy

20 AUGUST 1994

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

c

John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

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DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

setts where John Nelson (EAA 10358 AC 9235) had used the airframe as a teaching aid in his aviation classes (John had purchased the Waco UEC as a basket case in the early sixties in Rhode Island) In addition John had reshystored the unique rear windows on the UEC fuselage which had been removed by a previous owner John is an avid airplane aficionado having been an A amp P lA aod Mechanic Examiner for many moons and was recently the reshycipient of a 50-Year Mechanic Award from the FAA

Wayne Hayes bought the UEC proshyject from John Nelson and hauled the parts and pieces to his base at Robshybinsville NJ which is also home to a well known aviation personality (and true gentleman) Steve Pitcairn (EAA 109260 AC 4080) The rebuild of the Waco wings was well along with new ribs on the original spars when Wayne moved his operation to Mt Vernon Ohio the Waco UEC making yet anshyother trip by trailer and truck Nearly a1I the pieces of the neat old cabin Waco were ready for assembly when Wayne suffered a bunch of medical problems that put him out of action for a spell It hurt to see the Waco so close - but yet

so far from completion About this time Jack Hill came along so he sold the airshyplane to Jack and once again the Waco was loaded on a truck and hauled to John Shues shop in York PA John Shue (EAA 73049) proceeded with the assembly details and when everything was ready he called in the FAA inspecshytor for licensing and a new Certificate of Airworthiness The old girl passed with flying colors (It has been said that N13050 has more miles on a truck than in the air - at least in the past 30 years)

A happy Jack Hill climbed aboard the Waco about two years ago and has been enjoying the solid feel of two wings ever since At Sun n Fun 94 Jack had flown the bird some 56 hours and was enjoying every minute The Continenshytal W-670 engine of 220 hp was running very strong with almost no leaks Jack likes the toe brakes that have replaced the old Johnson Bar installation and he feels they are a definite safety item The panel sports a nav-comm radio transponder and G PS plus an electric starter and generator installation - a must for safe travel in the 1990s

Waco built forty of the UEC model (ATC 467) and at present there are eight remaining on the U S register

The UEC featured a streamlined strut between the wings (tension and comshypression) rather than a series of streamshylined wires The empty weight was 1750 lbs and gross was 2700 Ibs Maximum speed was listed at 133 mph with normal cruise at 116 mph and landing at 49 mph The factory new price in 1932 was listed as $5985

Jack Hill related how he stopped at his old home town of Rocky Mount NC on the way to Sun n Fun While there he called an 80-year-old man on the phone who promptly came out to the airport to give his Waco UEC a very close inspection He inspected the Waco from nose to tail remarking about the Heywood Air Starter that he had on his machine years ago The elderly man was impressed with the quality of workmanship on the airplane This same 80-year-old man was hopping passhysengers way back in the summer of 1940 with a Waco UEC Jack Hill had his very first airplane ride with this gentleshyman that particular summer at the age of eight years Apparently the desire to have a Waco UEC of his own was inshystilled in the young Jack Hill on that summer day - 54 years ago Isnt aviashytion history fascinating

+ ~ Ql

The classic silhouette of a Waco UEC is one that is long remembered by Waco aficianados the rounded tail the rear fuseshy 0

lage windows the aileron slave struts and the substantial landing gear This is antique flying at its very best U5 Ql

~------------------------------------------------------------------------------------------~ ~

VINTAGE AIRPLANE 21

c

John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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lAC Current EAA members may join the Intemational Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $30 per year EAA Membership SPORT AEROBATICS magazine and one year membership in the lAC Division is available for $40 per year (SPORT AVIATION magazine not included)

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

VINTAGE AIRPLANE (NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe PO BOX 3086 $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

OSHKOSH WI 54903-3086

or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

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rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

John Hartmans Stinson V-77 (AT-19)

This pretty photo of Stinson V-77 (EAA 53043 AC 910) of Mack Col-

WHAT OUR MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

the big gull-wing Stinson even has the crankcase of the Lycoming R-680 enshygine done in matching yellow John reshylates how the airplane came off the line in 1943 as an AT-19 was sold to the RCAF for IFR training and was shipped to India where it sat in the crate It was shipped back to the US after the war and was modified to a V-77 It sat at Burley Idaho for 18 years until Lon Woodward bought it and stored it for two years at Provo Utah John bought the airplane from Lon six years ago and spent the next five years restoring the Stinson from the ground up The first flight after 26 years was February 121994 John who is 70 years young says the big Stinson is fun to fly and rock solid in the air It had 470 hours total time engine and airframe at the time of rebuild There are 123 V-77 reshy

NI5JH SIN 77-452 was sent in by long- orado Nicely finished off in a yellow maining on the U S register and four time EAA member John Hartman paint scheme with brown and red trim AT-19s

Fred Ludtkes Monocoupe 110 Special

Ripping through the sky with the smoke system on is a Clipwing Monocoupe 110 Special N2064 SIN A748 flown by veteran airshow performer Freddie Ludtke (EAA 46948 A C 13053) of Freeland Washingshyton Named the Spirit of Dynamite the Monocoupe features a 165 hp Warner enshygine with fully inverted fuel and oil systems and airshow smoke Complete with a Stanshydard Airworthiness Certificate the Monoshycoupe is used for aerobatic instruction as well as airshow work Normal climb is 2000 fpm cruise is 150 mph and dives can be made at over 200 mph The full story on this hot rod is related in the March 1990 SPORT AVIATION Full information on the airplane which Fred plans on selling is available at 206-331-5811

Hans Allenbachs Fairchild UC-61A Argus

Pictured over the beautiful landscape of Switzerland is Fairchild UC-61A Argus regshyistered HB-EMI owned by Hans Allenbach (EAA 348518 A C 16531) and his son Peter of Deitingen Switzerland The Fairchild served in the British RAF from 1943 to 1946 before going on the Swiss register as HB-EMI Hans has owned the Fairchild for many years restoring it in the 1960s and again in the 1990s It is powshyered with a 165 hp Warner and features a steershyable Maule tailwheel and added struts from the main gear to the fuselage under the cabin - a reshyquirement of the Swiss FAA for certification in their country This author was at the Grenchen Airshow in Switzerland in June and observed this particular Fairchild on the ground and in the air It is indeed a very nice airplane

22 AUGUST 1994

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

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Payment muat accompany ad VISAIM terCard accepted

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ENGINES

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SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

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RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

George Flynts Temco Swift GC-IB

The proud owner of this much mod shyified Swift N2362B SIN 3662 is reshytired ai rlin e Ca pta in G eorge Flynt (EAA 156555) of Summit MS Built by Temco in 1948 the Swift was first own ed by Mark Full e r Ma rks MS who so ld it to a fo rm er Navy fighter pilot C D Russe ll of Clarksdale MS on June 7 1950 George Flynt bought the Swift from C D Russe ll s esta te o n Se pte mb er 29 1988 B e in g th e third owne r of thi s Mississ ippi a irshypl ane Geo rge in sta lle d a new Lyshycomin g AE IO -360-A ID e ngin e and Hartzell ae robat ic prop new instru shyments and panel control sticks Cessna 150 sea ts J ack Nage l ca no py a nd Cleveland wheels and brakes In addishyt ion George added the spar mod fo r higher gross weight electric fuel boost pump 12 volt electric hydrauli c drive

motor and elect ri c trim (designed by Nagel) He now has just over 18 hours on the airplane and reports a cruise of 145 m p h a t 24 squ a re a t 3000 feet Normal takeoffs are made in 800 fee t Being an ex-cropd uste r George e nshyjoys p uttin g th e mod i fi ed Swi ft through its paces

Larry Millers Cessna UO

De li vered to th e Cessna dea le r Cessna 120 N76826 SIN 11258 has been (Barna Air Inc) in Tuscaloosa AL on an Al abama res ide nt all its life T he Novemb er 11 1946 thi s very prett y origin al own er had it for 32 yea rs In

1978 it was restored by two new owners a nd th e prese nt ow ner La rry Miller (EAA 451796) of Pra ttville AL pur shychased the little two-placer from them in September of 1993 Larry reports the 120 has 2100 hours on the ai rframe and about 760 hours on the C-85 engine since major The only deviations fro m origi shynal are the STCd dorsa l fi n a Val Com radio and a built in Intercom A tota l de li ght to fl y th e Cessna is flo wn for pl eas ure by La rry who says a t ev e ry small airport landing someone comes up and wants to buy the airpl ane Howshyever Larry has a two-year-old grandson who will one day get his chance at flying the Cessna so it is not for sale

These before and afte r photos of Luscombe 8E N22004 SIN 854 re shyveal a tremendous amount of restora shytion work Charles Wilkins Jr (E AA 414450 A C 19427) of Sugar Land TX is the proud owner The 8E was involved in a taxiway collision with an Aeronca Chief on October 25 1958

Charles Wilkins Luscombe 8E

Following a fuel sta rvation accident in 1965 the Luscombe was again rebuilt to its present state and the first flight took pl a ce on J a nu a r y 14 1993 Equipped with a Contin e nta l C-85shy12F engin e th e Luscombe has won two awards at regional fly-ins and has logged about 130 hours since rebuild

It sports a KT-76A tran spond e r Mode C TKM comm and a G a rmin GPS-5S A fuel flow mete r has been added to prevent a reccurence of the 1965 accident Ve ry coo l thinking Congra tulations to Charles Wilkins Jr a nd his sharp looking Luscombe 8E

VINTAGE AIRPLANE 23

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $20 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $30 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the Intemational Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $30 per year EAA Membership SPORT AEROBATICS magazine and one year membership in the lAC Division is available for $40 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Waroirds Division is available for $40 per year (SPORT AVIATION magazine not included)

EAA EXPERIMENTER Current EA A members may receive EAA EXPERIMENTER magazine for an additional $18 per year EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included)

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

VINTAGE AIRPLANE (NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe PO BOX 3086 $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

OSHKOSH WI 54903-3086

or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

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rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

Notes

From the National Ryan Club - Bill Hodges Newsletter Editor

SAFETY - it comes in many and various styles We have addressed this general subject before in its different forms What to do when starting (ie hand propping) your engine and you are the only knowledgeable one around Using Dick Cutlers method of tying the tailwheel down is good But if you use a person who is a casual acshyquaintance or even unknown to you to sit in the cockpit to handle the throttle and brakes be sure they are thoroughly checked out in the starting procedure and the cockpit Make sure they know which direction to move the throttle and to keep the stick full back and the feet on the brakes Remember that just because a person is on the airport does not mean he is a qualified airplane opshyerator

(Ed Note The above paragraph pershytains not only to pilots of Ryan airshyplanes but to pilots ofall aircraft requirshying hand propping Every year with clock-like regularity the horror stories come to the surface and we lose more valuable airplanes - to say nothing of the terrified people involved The old adage is An ounce of prevention is worth a pound of cure)

Texas Chapter AAA Newsletter shyPenny amp Tom Richards editors

A very nice article on the 14-year restoration of a Stinson 108-3 by Clyde and Elaine Boggus completed in 1993 was followed by a sequel from May of 1994 relating additional experiences

Difficulties with crosswind takeoffs and landings plagued and intimidated me untill finally determined the probshylem was the Scott 3200 tailwheel The unit had been reworked with new bushshyings and parts except for part no 21 a pin which should restrain the spring part no 18 Back in the past life of N6915M a 4 machine sc rew was adapted to retain the spring and I found the screw to be in good conditon I had a good assortment of 4 screws so 1 e lected not to order part no 21 for $500 (Univair) or $2500 (Aircraft

24 AUGUST 1994

by Norm Petersen

Spruce amp Specialty) Those prices seemed high Back to our story - I seshycured restrained the spring with a 3 bolt modified to suit the occasion and the tailwheel then performed posishytively Confidence in crosswind operashytions then slowly improved There was no more free castoring and weathershyvaning

The first annual inspection was completed in April 1994 Accumulated time was 85 hours and 138 landings Mark Burke lA performed a very thorough inspection and looked at everything 1 appreciated this takeshynothing-for-granted approach Marks inquisitiveness and thoroughness loshycated the cause of an irritating noise which had persisted since the first preshyflight An aileron cable in the right wing was threaded on the wrong side of the bracket anchoring the flap spring A sharp pocket knife provided access to the area and allowed a simple corshyrection Finally locating and correcting this problem was the highlight of the annual inspection Removal of the rear headliner then enabled easy access for retensioning the cable

New Slick magnetos and harnesses were installed rather than comply with an AD note to replace magnets and coils in the Bendix magnetos Perforshymance increase was minimal And esshythetics may have improved The Slick mags are just a tad purtier

N6915M is back at work serving as an instrument trainer Stability of the Stinson is good and learning to use the instruments is an enjoyable challenge

International Cessna 120140 Associashytion - Bill Rhoades Editor

Aircraft Interiors Flame Retardant Requirement - from the FAA A Malshyfunction or Defect Report received from a repair station certified for burn test brought to our attention the need for clarification of the requirements The summarized report follows During the rebuilding of a Piper P A-18 Super Cub it was determined that a new headliner was required After receipt of the new head liner from a popular

aviation supplier the burn certification on the material could not be certified The manufacturer provided a stateshyment that the material was manufacshytured to meet or exceed the flame and mildew specifications of FAR Section 25853(b)

First of all any authorized stateshyment of material burn certification must come from an FAA burn certified repair station operating under FAR Part 145 of other FAA approval such as a manufacturer under a TSO or PMA The operation specifications of a burn certified repair station must conshytain a Limited Rating for Specialized Services the specific service authoshyrized and the specifications to be used A burn certification must include the name and certificate number of the reshypair station or other FAA-approved source that performed the required tests Traceability of approved testing must be maintained all the way to the end product in this case the headliner

The second point concerning this report is that FAR Part 25 deals with Airworthiness Standards Transport Category Airplanes Obviously this regulation does not apply to a Piper PA-18 airplane FAR Part 23 is entishytled Airworthiness Standards Norshymal Utility Acrobatic and Commuter Category Airplanes This regulation does apply to a large number of general aviation airplanes however it does not apply to the P A-18 It should be menshytioned that both of these regulations contain very rigorous requirements for certification of materials used in airshyplane interiors and are more stringent that the requirements for this airplane The Piper PA-18 airplane was origishynally certified under Civil Air Regulashytions 3 (CAR 3) CAR 3 is contained in the Civil Aeronautics Manual3 (CAM 3) Therefore the requirements of airplane interiors found in CAM 3 Section 3388 apply to the Piper PA-18 airp lane FAA approved materials which meet or exceed the requirement fo und in CAM 3 state that if smoking is to be permitted the material used must be flame-resistant if smoking is to be permitted then a No Smoking placard must be installed and the material used must be flash-resistant

American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $20 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $30 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the Intemational Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $30 per year EAA Membership SPORT AEROBATICS magazine and one year membership in the lAC Division is available for $40 per year (SPORT AVIATION magazine not included)

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

VINTAGE AIRPLANE (NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe PO BOX 3086 $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

OSHKOSH WI 54903-3086

or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

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32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

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UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

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American Bonanza Society Newsletter - Patric Rowley Editor

The July 1994 edition of this really splendid publication features a leading co lumn entitled President s Comshyments written by John Kilbourne and containing the following news of a sobering nature

The long famous ABSASF BoshynanzaBaron Pilot Proficiency Program (BPPP) was discontinued effective May 21 1994 The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conshyducted by ABS because of substantial liability exposure and the possible loss of the Society itself

In our litigious society today peoshyple are not generally inclined to accept misfortunes which befall them as their own responsibility or fate but look to someone else to carry the blame This results in the high number of lawshysuits with which we are all too familiar Some of these lawsuits result in astroshynomical damages Anyone such suit could result in an award of damages which could consume all of the assets of the Society and the Air Safety Foundashytion including its buildings

Moreover where a board of direcshytors is closely involved with decisions affecting a matter plaintiffs can argue that the so-called corporate veil could be pierced and that directors themshyselves should be liable Several of the current directors have been advised by their own counsel to either cease flight training or resign from the board

Several eminently qualified persons who had earlier considered joining your ABS Board have elected not to do so for the same reason

The Society itself on at least two occasions was advised by its counsel in Wichita that there was no effective way to prevent possible liability for the flight training operations

As president I assure that this decision was not taken without a great deal of soul searching without the best possible outside advice and without all board members being heard and all views being considered Nonetheless when all the facts were on the table it came down to the continued existence of your Society and looking for alternashytive ways of training weighed against the continuation of the BPPP

The board will continue wherever it can to support excellent flight training for members of the ABS We would welcome any suggestions as to how that can best be accomplished

(Ed note One wonders how many lives have been saved and how many fine airplanes are still flying today beshycause of the extremely diligent and dedishycated efforts of the BPPP instructors

over these many years The more hours they spent preventing accidents the more the liability exposure - a true Catch 22 situation NAP)

International Cessna 170 Association Inc shy

Velvet Fackeldey editor

FLAP FLAP by Randy Martin I discovered a problem on my l70A N9059A SIN 18818 which I think warshyrants bringing to the attention of the members

During a preflight following a seshyvere storm I discovered only my right flap would extend Investigation disshyclosed the left flap control system cashyble PIN 0510105-11 as broken at the cable ball swedge assembly where the cable connects to the flap assembly PIN 0523228 The cable showed no evishydence of corrosion and further investishygation of the right flap assembly disshyclosed the cable had also fai led some time in the past because a screw swedge ball assemb ly had been inshystalled

I have owned the aircraft for 10 years and the screw swedge ball assemshybly was not installed during this period

What concerns me is what would happen if one flap cable failed during takeoff or landing with flaps extended The affected flap would immediately fair with the wing thus causing an imshybalance condition I dont know if the ailerons would compensate for the difshyference At any rate I recommend a one time inspection of the flap cable asshysembly

Taylorcraft Owners Club shyBruce Bixler II editor

Over the past few years at numershyous Fly-Ins etc I have noticed a numshyber of post-war BC-12D wings with the three-piece stamped ribs that have been rib-stitched instead of the wire clips beshying used The whole idea of the threeshypiece stamped rib was to get away from the slow process of rib-stitching and rib fabrication to speed up production in 1946 The fabric clip is the on ly apshyproved method of covering a threeshypiece stamped rib on a T-Craft wing An FAA man aware of the two types of Taylorcraft ribs could ground an airshyplane for an unapproved method of cover Most FAA field inspectors dont know a Taylorcraft from a Chris Craft so this probably wont happen Ive seen a lot of B models with a bu il t-up rib wing on one side and a stamped rib wing on the other no problem as long as the correct method of attachment is used and each wing has 15 ribs

THE BEECH EAGLE - published by the new Twin Beech 18 Division of

the Staggerwing Museum Foundation -Enrico Bottieri editor

D r ip Drip D ri p A lmost from day one of the introduction of Radial ro un d engines we have bee n seek ing better ways to stop unsightly oi l leaks We even joke about the engines being externa ll y lubricated This was true years ago as the rocker boxes were exshyposed and externally lubricated with oil and grease

Even good tight e ngines of very low time may be prone to oil seepage over time We are almost certain we know where the leaks come from and why We are working on fixing one of the most prominent culprits the engine oil shut off valve Meanwhile one man has come up with a fix for collecting all that ugly black stuff His name is John C Alden

Dear Enrico Thank you for your call on 11394 regarding my desire to introduce your readers to the FAA apshyproved RORS system (Rocker Oil Recovery System) Regrettably (this system is) over forty years too late for the many who have suffered the results of accumulated rocker oil performing its weary and often catastrophic misshysion The information will hopefully impart upon the so-called New Genershyation of radial engine operators the importance and now the means of dealshying with the rocker oil dilemma thereby protecting the powerplants of their nowadays expensive flying machines

It has been the other established users of radial engines such as Ag Opshyerators a lot ofT-6 (owners) and one of your own Beech subscribers in Fresno CA that have been the bulk of my customers to date and all by virtue of the system selling itself It is intershyesting that many of these users have reshysponded with the same question Why hasn t this device that functions so well been done before I guess its not too surprising when you stop to think about it As aviation a long with other highly regulated and controlled indusshytries seem to stimulate the Attitude of accepting and living with the Status Quo and in this case even old P amp W wasnt immune

The STC for this system has an AML (Approved Model List) that covshyers the Beech 17 Staggerwing and the 18 series and all their ex-military modshyels also the Lockheed models 10-A lO-E E lectras and the model 5 Vegas Enclosed is a photo sheet that you can use as you see fit

Sincerely John C Alden (408-373-7135)

VINTAGE AIRPLANE 25

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

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VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

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MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

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DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

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BENEFITS INCLUDE Call Today bull Lower lJability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions bull No Component Parts Endorsements bull A+ Company with In-House Claims ~~

Service bull Option to Repair Your Own Aircraft

APPRDVFn

Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qir~RODUCTS INC 259 Lower Morrisville Rd Dept VA -Fallsington PA 19054 (215) 295-4115 ~

LEXANDER ~ EROPLANE COMPANY INC

Our Main Product is Service

bull Hardware bull Airframe Parts bull Interiors amp Covering Materials

bull Presewn Fabric Envelopes

Call 1-800-831-2949 for a FREE Catalog and

Subscription to Aeroplane News

Ask about our Workshops 2-Full Days of Detailed Classroom

and Hands-On Instruction

for only $15O

Your Choice Fabric Covering Composite Basics Welding or Sheet Metal Basics

PO Box 909 bull Griffin Ga bull Fax 404-229-2329

32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

P_1_SS_ITT_Q1J~ An information exchange column with input from our readers

A few days ago I was talking to HG our friendly editor about our airp lanes and what an owner can actually do as far as maintenance is concerned

The limitations are spelled out in the 29 paragraphs of FAR part 43 Apshypendix A and are further amplified by Advisory Circular 43-12A This Advishysory Circular states very firmly that if a function doesnt appear on the list you can t do it It is pretty specific but basishycally it boils down to common sense If whatever you are contemplating doing affects the airworthiness of the airplane you cant

In other words if you want to take off a wing or change an engine or work on instruments or remove the propeller or anything that would render the airplane unairworthy you ain t supposed to touch it Get a certified technician or an AampP to do the job and sign it off

Furthermore you must be the owner have at least a Private Pilot certificate and you must do the work personally and approve the airplane for return to sershyvice In other words you make a logshy

book entry You do the work by the book too

Again the items you can do for the airplane you own are listed in the 29 paragraphs of that Appendix A There are preventive maintenance items you can easily accomplish which are fairly common and easy to do

You can change tires add hydraulic fluid to the brakes and shock struts reshyplace shock cords service shock struts replace safety wire and cotter keys (see the last issue of VINTAGE AIRshyPLANE) change the engine oil lube things do simple fabric repairs repair upholstery seat belts remove and reshyplace seats troubleshoot electrical sysshytems replace light bulbs and fuses reshyflectors and landing lights You can also remove clean check and replace spark plugs replace any hoses and connections except hydraulic (meaning hydraulic sysshytems such as the gear retraction system not the brakes) replace prefabricated fuel lines clean and replace fuel and oil strainer or fi lter elements replace andor service your batteries You can a lso

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

check your chip detector if you have one and even replace side windows if you don t get involved with disassembling the airplane structurally

These are some of the items you can accomplish to save yourself a dollar or two on labor Of course if youve a friendly maintenance person either an AampP or a Designated Aircraft Mainteshynance Inspector who will allow you to work under supervision then you really have it made It is not uncommon to help on an annual or repair or rebuild The most important factor here of course is to do it by The Book or Books as the case may be Get out that service manual the parts manual can reshyally be a big help by showing exploded views on the component or parts you are working on Get yourself a copy of FAR 43 EAA has them in their list of publicashytions and also Appendix A and be sure and take to advice of your AampP or AI

Over to you

f(

EI Bucko Hilberto and the 1942 Nicaraguan Air Force

26 AUGUST 1994

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $20 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $30 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the Intemational Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $30 per year EAA Membership SPORT AEROBATICS magazine and one year membership in the lAC Division is available for $40 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Waroirds Division is available for $40 per year (SPORT AVIATION magazine not included)

EAA EXPERIMENTER Current EA A members may receive EAA EXPERIMENTER magazine for an additional $18 per year EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dolars Add $ 13 postage for SPORT AVIATION magazine andor $6 postage for any of the other magazines

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DEDUCTIBLEASCHARrrABLE CONTRIBUTIONS

VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

VINTAGE AIRPLANE (NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe PO BOX 3086 $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

OSHKOSH WI 54903-3086

or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

AVIATION UNLIMITED AGENCY

BecoIne A Metnber Of The BAA AntiqueClassic Insurance PrograIn

BENEFITS INCLUDE Call Today bull Lower lJability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions bull No Component Parts Endorsements bull A+ Company with In-House Claims ~~

Service bull Option to Repair Your Own Aircraft

APPRDVFn

Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qir~RODUCTS INC 259 Lower Morrisville Rd Dept VA -Fallsington PA 19054 (215) 295-4115 ~

LEXANDER ~ EROPLANE COMPANY INC

Our Main Product is Service

bull Hardware bull Airframe Parts bull Interiors amp Covering Materials

bull Presewn Fabric Envelopes

Call 1-800-831-2949 for a FREE Catalog and

Subscription to Aeroplane News

Ask about our Workshops 2-Full Days of Detailed Classroom

and Hands-On Instruction

for only $15O

Your Choice Fabric Covering Composite Basics Welding or Sheet Metal Basics

PO Box 909 bull Griffin Ga bull Fax 404-229-2329

32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

WELCOME NEW MEMBERS On this page youll see the latest additions to the ranks of the EAA AntiqueClasshysic Division Whether youre joining for the first time or are coming back we welcome you and wed especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft Welcome one and all

John Dean Acker Tomah WI William S Allison Braidwood IL Jack R Archibald Kalispell MT Joseph A Biesel Louisville KY Bert H Blanton Ponca City OK Marvin F Bond LeRoy MI Robert A Boste lmann Green Lake WI John H Boyd Lockport NY William F Braddock Decatur AL Tim Brooks Davison MI Adrian Brouwer lola Park TX Robert A Brown Marietta GA Timothy J Brown New Brighton PA Donald R Burton Midlothian V A Dennis C Callaway Athens MI Lon Carlson Johnstown CO David Celie Osceola IN Jack Chumney Hanahan SC Leland Cli fford Sabattus ME Edward R Collins San Diego CA Lowell Victor Curtis Des Moines IA C J Dahms The Hauge Netherlands Robert E Davidson Placerville CA Danilo De-Maria Bellinzona Switzerland Terrence A Dolan Twin Falls 10 Duane N Dunkley Bakers Mill NY Eric Edwards Canada John Eickmeier MalintaO H Tom E llis Providence KY Lyle K Enderud Bella Coola BC Canada Jeffrey A Evans Los Angeles CA Paul A Faeth Fort Wayne IN Ronald E Fandler Gresham WI Gerald Farrell Dana Point CA James W Farriss N Lawrence OH Jack W Ferns Concord NH Robert M Fitzgerald Colorado Springs CO David M Forshaw

Hertford Hertfordshire England Clyde R Fox St Petersburg FL Keiji Gotou Sapporo Japan Edward A Grant Stamford CT Dave R Grisham Mesa AZ Stephen Hamisko Wallingford CT Charles W Hampton Worthington OH Thomas M Hampton Charlotte NC W J H anley Dubuque IA Joan Harmon Mountainview CA James O Harrison Memphis TN Greg A Heckman Dixon IL John S Held CincinnatiOH Alan B Hendershot Columbia NJ David Hubbard Dexter MI David IUies Fosston MN Chris A Jacobsen Arvada CO Douglas M James Edina MN Rod Johannsen Richardson TX Albert A Johnson Minnetonka MN Robert Johnston Foresthill CA James H Jones Payson AZ Robert H Jones Ashland OH Judge Howard R Kaufman Naples FL Fred M Key Bedford TX Charles A Kordowski Palmetto GA Joseph A Kowalski Chicago IL Robert A Kromer San Antonio TX Steve Lamb Big Bear City CA Warren T Leber Jr Mechanicsville VA

Charles L Levsen John A Lewis Martin Libhart Carl Liebig W E Little Craig J Lovell Ben Mason Walter E McClory Earl McCollom Douglas D McDowall

Donahue IA Rockville MD

Wichita KS Eagle River WI

Lehigh Acres FL Madison WI

Effingham IL Delaware OH

Valley Center KS

North Little Rock AR Martin E Mcintire Lawrence R Meyer John Miller Roger L Miller John R Moore Thomas F Moore Robert J Morris Caren Newell Russ Newhouse Russ Newhouse D avid Nutt George ONei l Leland O liphan t Harley William Parker Randall W Parks David G Paulley R on C Peeples Larry L Philyaw Ronald Raduenz Charles Redshaw Edward C Rice III D avid Roberts Kenneth G Salinger Jr Paul Scholz Richard L Schreiber Edward D Segen Russe ll W Sheets Leo F Sheridan Lester Showers Richard S Sider Craig Sinclair G A Siader Richard P Smith Thomas A Sparr Larry Squarcia James N Stamos D arcy Steele Stephen N Stompanato John C Sullivan Adolph R Svec Charles H Swartz Jr KimG Sweet D ebra Lee Taylor D ennis M Temple

Delaware OH Guilford IN

E lizabe th CO MiddletownOH

Northbrook IL Clinton NY

A rlington V A Lakehead CA

Brighton MI Brighton MI Jackson MS

Bloomington IL Penn Valley CA

Milwaukee WI Batav ia IL Osage Wy

Belleville MI Pontiac IL

Watertown WI Bellevue WA Beaufort SC

Roscoe IL Milwaukee WI

DaytonOH Romeo MI

Trumbull CT DelawareOH OstranderOH Bridgeville D E Ann Arbor MI

N Hampton NH Langley WA

Gravios Mills MO St Pe te rs MO

Cupertino CA Burnsville MN

Petoskey MI SchaumburgIL

Lee NH Marengo IL Houston TX

Bella Vista AR Whitewate r WI

Saskatoon Saskatchewan Canada Charles To rbe tt Bill Trent D avid Valdez Carl S Van Orden D avid C Von Brock Tom Wanner Bonny Warner

Sycamore IL Alpharetta GA

Southlake TX E mporia KS Tucson AZ Mount MN Byron CA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $20 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $30 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the Intemational Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $30 per year EAA Membership SPORT AEROBATICS magazine and one year membership in the lAC Division is available for $40 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Waroirds Division is available for $40 per year (SPORT AVIATION magazine not included)

EAA EXPERIMENTER Current EA A members may receive EAA EXPERIMENTER magazine for an additional $18 per year EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dolars Add $ 13 postage for SPORT AVIATION magazine andor $6 postage for any of the other magazines

EAA AVIATION CENTER POBOX 3086

OSHKOSH WI54903-3086 PHONE (414) 426-4800

FAX (414) 426-4873 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX

DEDUCTIBLEASCHARrrABLE CONTRIBUTIONS

VINTAGE AIRPLANE 27

Jeff Welles San Luis Obispo CA Pete r R Whyte Subiaco NSW Austra lia Chris Wilcox Canajoharie NY C Young Markyate SI Albans England Patricia Zander Glenview IL

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

VINTAGE AIRPLANE (NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe PO BOX 3086 $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

OSHKOSH WI 54903-3086

or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

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Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qir~RODUCTS INC 259 Lower Morrisville Rd Dept VA -Fallsington PA 19054 (215) 295-4115 ~

LEXANDER ~ EROPLANE COMPANY INC

Our Main Product is Service

bull Hardware bull Airframe Parts bull Interiors amp Covering Materials

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Call 1-800-831-2949 for a FREE Catalog and

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PO Box 909 bull Griffin Ga bull Fax 404-229-2329

32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

The following list of coming events is furnished to our readers as a matter of information only and does not conshystitute approval sponsorship in volvement control or direction of any event (jIy-in seminars fly market etc) listed Please send the information to EAA All Golda Cox PO Box 3086 Oshkosh WI 54903 -3086 Information should be received four months prior to the

AU GUST 20 - IND IANAPOLIS IN - Fly- InDrive-InPancake Breakshyfast Hendricks County Aviation Assoshyciation (HCAA) Speedway Airport 5 mi les NW of Indianapolis International Airport David Clark 317839-4500 FAX 317838-9637

AUGUST 20-21 - GADSDEN AL - WW I Aerodrome 94 For more inshyformation call 205878-7310

AUGUST 26-28 - SUSSEX NJ shy22nd Annual Sussex Airshow Gates open at 8 airshow at 130pm Call 201875-7337 for information

SEPTEMBER 3 - MARION INshyMarion Municipal Airport 4th Annual Fly-In C ruise-In Breakfast Call 317664-2588 for info

SEPTEMBER 3-4 - PROSSER WA - EAA chapter 391 11th Annual Prosser Labor Day Fly-In Food Flying tours raffle and more Camping on the field For more info call Thompson Aircraft at 509786-1034

SEPTEMBER 3-5 - TECHAHAPI CA - Sailplane Homebuilders Assn Vintage Sailplane Convention Workshyshop Call 603248-8805

SEPTEMBER 4 - WA YNESshyVILLE OH - EAA Chapter 284 Tailshydragger Fly-In 513780-6343

SEPTEMBER 8-11 - PAGOSA SPRINGS CO - Bellanca-Champion Club International Convention 414783-6559

SEPTEMBER 10-11- HICKORY NC - EAA Chapter 731 9th Annual Fly-In 704328-5807 or 704396-7032

SEPTEMBER 10-11- HOBBS NM - CAF New Mexico Wing Fly-In and Open House Breakfast and lunch Satshyurday For accomodations and ground tran sportation info contact Brad Woody 505392-6660 or write PO Box 1260 Hobbs NM 88240

SEPTEMBER 10-11- SCHENECshyTADY NY - Northeast Flight 94 Airshyshow Call the Empire State Aeroshysciences Museum for more information 518399-5217

SEPTEMBER 10-11- MARION OH 29TH MERFI - EAA Regional Fly-ln Call 513849-9455

SEPTEMBER 7-11 - GALESshyBURG IL - Galesburg Municipal airshyport 23rd National Stearman Fly-In

28 AUGUST 1994

event date

Contact Tom Lowe 823 Ki ngston Lane Crysta l Lake IL 60014 Phone 815459-6873

SE PTE MB E R 16-18 - ARAPAshyHOE NE - Antique Airplane F ly- In Call 308962-5240 for more info

SEPTEMB E R 16-18 - FORT WORTH TX - All iance Airport The All American Sport Aviation F ly-In sponsored by EAA Chapter 34 A wide variety of aviation act ivities are p lanned Call 817572-1205 for more information

SE PTE MB E R 17-18 - ROCK FALLS IL - 8th Annual North Central EAA O ld Fashioned Fly- In Panshycake breakfast on Sunday Ca ll 708513-0641

SEPTEMB E R 22-24 - EXETER CA - 12th Annual West Coast Travel Air Fly-In Largest annual gathering of vintage Trave l Airs on the west coast Good food flying events world famous auction and more For info call evenings Jerry ImpeJlezzeri 408356shy3407

SE PTEMBER 23-24 - MOCKSshyVILLE NC - TARA FIELD - 9th Anshynual Anything That Flies Fly-In Early arrival party and fun flying 23rd 24th Big Day Events awards USO style Big Band party Saturday night Prize for best 1940s war years costume CL T sectional 2100 x 80 apt info 1229 auto fuel land north if possible Private f1yshyin operation and attendance is at your own risk Info 704284-2161 or 704284shy2107

SEPTEMBER 23-24 - BARTLESshyVILLE OK - Frank Phillips Field 37th Annual Tulsa Regional Fly-in For info call Charlie Harris 918-622-8400

SEPTEMBER 23-24 - NORTH LAS VEGAS NV - Sixth Annual western Waco Assoc Reunion Largest Waco gathering in the western US Contact Jon Aldrich 209962-6]21 for more info

SEPTEMBER 24 - RANGER TX shyEAA Chapter 956 3rd Annual Classic Antique Fly-InLunch 817647-5308

SEPTEMBE R 24-25 - ZANESshyVILLE OH - Johns Landing Airfield 3rd Annual Fall Fly-In Sponsored by EAA AntiquelC lassic Chapter 22 of Ohio Antique c lassics welcomed

Food - Friends - Fun For information call Virginia at 614453-6889

SEPTEMBER 24-25 - BINGHAM ME - 25th A nnu al Gadabout Gaddis airs how and fly-in Pilot contests Booths Displays Demonstrations and lots of food Contact Maine White Washyter at 207672-48]4 for more informashytion

SE PT EM BE R 29-0CTOB E R 2shyCHU R CHVILLE MD - Harford County Airport (OW3) 19th Annual Convention Fly-In of the International Cessna 120140 Association Contact Howdy McCann Jr 2432 Plesantville Road Fallston MD 21047 410877shy7774 Lodging Sheraton Inn Aberdeen 1800346-3612

OCTOB E R 1-2 - POTTSVILLE PA - Schuylkill County airport Sixth annual Eastcoast BellancaChampion socialeducation and service clinic Call Tom Witm er 717544-9311 or Ellie Thoens at 908542-5599 for more inforshymation

OCTOBER 1-2 - SUSSEX NJ - Susshysex Airport Quad chapter Fly-In Flea Market sponsored by EAA AC Chapshyter 7 EAA Chapters 238 73 and 891 Forums on welding mag timing Pietenshypol and Heath construction For info call Herb Daniel 201875-7983 or Paul Styger at Sussex airport 201702-9719

OCTOBER 9 - TOMAH WI -Bloyer Field EAA Chapter 935 5th annual Fly-In breakfast Call John Brady at 608372-3125

OCTOB ER 12-17 - TULLAHOMA TN - 1994 Staggerwing - Travel AirshyTwin Beech Convention sponsored by the Staggerwing Museum Foundation Howard Spartans and Twin Bonanzas are also welcome Membership in the Staggerwing Museum required - for more information call 615455-1974 Pre-registration by Oct 1 is also reshyquired

OCTOBER 21-23 - AUGUSTA GA DANIEL FIELD - Boshears Memorial Fly-In Phone 706736-9512

NOVEMBER 10-13 - MESA AZshy1994 Copperstate Regional EAA FlyshyIn Williams Gateway Airport 1shy800283-6372 Fax 602827-0727 NOTE NEW DATE AND LOCAshyT ION

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

VINTAGE AIRPLANE (NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe PO BOX 3086 $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

OSHKOSH WI 54903-3086

or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

AVIATION UNLIMITED AGENCY

BecoIne A Metnber Of The BAA AntiqueClassic Insurance PrograIn

BENEFITS INCLUDE Call Today bull Lower lJability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions bull No Component Parts Endorsements bull A+ Company with In-House Claims ~~

Service bull Option to Repair Your Own Aircraft

APPRDVFn

Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qir~RODUCTS INC 259 Lower Morrisville Rd Dept VA -Fallsington PA 19054 (215) 295-4115 ~

LEXANDER ~ EROPLANE COMPANY INC

Our Main Product is Service

bull Hardware bull Airframe Parts bull Interiors amp Covering Materials

bull Presewn Fabric Envelopes

Call 1-800-831-2949 for a FREE Catalog and

Subscription to Aeroplane News

Ask about our Workshops 2-Full Days of Detailed Classroom

and Hands-On Instruction

for only $15O

Your Choice Fabric Covering Composite Basics Welding or Sheet Metal Basics

PO Box 909 bull Griffin Ga bull Fax 404-229-2329

32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

MYSTERY PLANE (Continued from page 5)

thirds of each win g pa ne l in corpo shyra te d th e va riabl e ca mb e r fe ature (known as the quad ron Dare variable camber a irfo il) while the oute r oneshythird o f th e win g was a fi xe d p a ne l with a C la rk-Y a irfoil A gain a s a sa fe ty fea ture th e airpl a ne was equipped with conventiona l a il e rons and e levators The span was 31 feet fo ur in ches the le ngth was 23 feet zero inches and the gross weight was 2776 po unds The a irpl ane ca rri e d the experimental registration X3844

The tes t pilot for the new airplane was Lt Slygh W Brown an ex-Se lfshyridge Field pilot who had resigned from the Air Corps to pursue a ca ree r as a civilian test pilot As with the first airshyplane Browns first attempts at flight proved that this new design was grossly underpowered so it was trucked back to the shop for a new engine

The new powerplant was a 110 hp French Anzani lO-cylinder radial and with the addition al powe r available Brown successfull y fl ew the new airshypl ane in the spring o f 1929 All test fli ghts were conducted at Scully Fie ld a t H a rpe r Av e nu e and Ei ght Mil e

Road jus t north of D e tro it In th e months th at followed Brown carri ed o n an exte nsive fli ght tes t progra m demonstra ting the a irplane s mane ushyverability and sa fe ty Dare was overshyjoyed with the success and progress beshying made with the new airpl ane His id eas abo ut bird fli g ht and va riable camber were being prove n with these flight tests and he proudly announced th a t he ha d be e n g ra nte d a second patent on variable camber (Patent No 1720667 issued July 16 1929)

Dare c la im e d that hi s a irplan e could takeoff in 70 feet from a standshying sta rt tha t its minimum speed unshyde r compl e te control was a low 28 mph and that its maximum speed was 135 mph This speed range of almost fiv e to o ne was re ma rka b le if tru e a nd Dare e ve r th e optimi st m ad e pla ns to e nte r hi s a irplan e in the upshycomin g Gugge nh e im Safe Aircraft competition

On a W e dn es day Jul y 17 1929 D a re had mad e a rrangem e nts for a pre ss show to de monstrate the ne w airplane and to announce hi s accepshyt a nce into th e Gu gge nh e im e ve nt

VanDersarl Bleriot France The brothers who lived nea r Denver CO were in their earl y teens and they taught themselves all that they could learn about lift horsepower aeroshydynamics and a ircraft des ign - a ll a t a time wh en th e amount of kn owl edge

available was extremely limited The brothers experimented with glidshy

e rs and Frank eve n went al oft in one much to his regret since it crashed He was a ll o f 12 yea rs of age Havin g lea rned of thi s th e ir moth er sent to a

The VanDersarl Bleriot as it exists today Now owned by Joseph Gertler of Rivershyhead NY the airplane remained with the VanDersarl brothers for the rest of their lives During the early 1970s the airplane was restored by the Frank and John VanshyDersarl

Present a t Scully Fie ld th at d ay were about 75 friends reporters photograshyphers and stockholders in D ares corshypora tion all eager to see the a irplane fl y Brown had made numerous flights that day to demonstrate the airplanes pe rformance capabilities At about 7 PM o n th e a irpla nes 114th fli g ht Brown and D are took o ff on the las t sch edul ed fli ght o f th e d ay As they fl ew across the airport at about 70 feet in a ltitude a hinge on the left wings varia ble ca mbe r me ch a nism fail e d Alm os t immedi a te ly th e le ft win g broke off and the airplane sideslipped into the gro und Dare then 41 yea rs o ld and Brown 43 ye ars o ld we re both killed in the crash Thus came to a n end th e Dare Aircraft Compa ny a nd Me lvin D are s drea ms for va ri shyable camber wings that would revolushytionize aircraft design - Robert Pauley

O ther ans wers were received from Lynn Towns Brooklyn MI Charley Hayes Park Forest IL Robert Wynne Mercer Island WA Ted Wales Westshywood MA and John Un de rwood Glendale CA

(Continued f rom page 8)

re lative in France fo r all that could be obta ined o n Flying Machin es The brothers had the information and plans transla ted and proceeded to fabricate the aircraft form ava ilable wood wire and fittings They even built their own four- cy linder a ir- coole d e ngin e to power the aircraft It would be a mi sshyta ke to think o f Frank and Jules Va nshyDersa rl as tinkere rs as the building of thi s a irpl ane a nd a n e ngin e effici en t enough to fly it was ce rtainly a very reshymarkable accomplishment fo r two teens in 1911 And remember afte r accomshyplished all that they taught themselves to fl y

The Blerio t is beauti full y displayed hanging fro m the glass-domed ceiling in Dowling Colleges atrium-like conservashytory in Bayport Long Island Also avai lshyable for viewing is a full y restored 1914 Wood Mobile tt e automobile on loa n from J Parker Wickh am of Mattituck Airbase According to Professor Mary Ann Turney Dowlings Coordinator of Fli ght Tr ainin g th e a ircraf t will be available for public viewing for several months For furth e r inform ation call Dowlin g Coll ege a t 516244-3324 o r 516589-6100

VINTAGE AIRPLANE 29

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

VINTAGE AIRPLANE (NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe PO BOX 3086 $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

OSHKOSH WI 54903-3086

or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

AVIATION UNLIMITED AGENCY

BecoIne A Metnber Of The BAA AntiqueClassic Insurance PrograIn

BENEFITS INCLUDE Call Today bull Lower lJability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions bull No Component Parts Endorsements bull A+ Company with In-House Claims ~~

Service bull Option to Repair Your Own Aircraft

APPRDVFn

Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qir~RODUCTS INC 259 Lower Morrisville Rd Dept VA -Fallsington PA 19054 (215) 295-4115 ~

LEXANDER ~ EROPLANE COMPANY INC

Our Main Product is Service

bull Hardware bull Airframe Parts bull Interiors amp Covering Materials

bull Presewn Fabric Envelopes

Call 1-800-831-2949 for a FREE Catalog and

Subscription to Aeroplane News

Ask about our Workshops 2-Full Days of Detailed Classroom

and Hands-On Instruction

for only $15O

Your Choice Fabric Covering Composite Basics Welding or Sheet Metal Basics

PO Box 909 bull Griffin Ga bull Fax 404-229-2329

32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

MOVING IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE

Be sure that your membership and VINTAGE AIRPLANE follows you Let us know at least two months in advance of your move

Send your change of address (include membership number) to

35e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oahkoah WI 54803-3086 bull

Payment muat accompany ad VISAIM terCard accepted

MISCELLANEOUS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

VINTAGE AIRPLANE (NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe PO BOX 3086 $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

OSHKOSH WI 54903-3086

or call 1-800843-3612 GEE BEE - R-1 R-2 super-scale model plans used for WolfBenjamins R-2 GB Z

Bulldog Goon Monocoupe Culver Rearwin Updated enlarged (1131416-124) PLANS on SHIRTSCaps CatalogNews $400 refundable Vern Clements 308 Palo Alto Caldwell 1083605 (c-994)

DO YOU SAVE SPORT AVIATION

If youre like many EAA members you save your back issues of Sport Aviation as a personal resource library But how many times have you searched through a mile-high stack of magazines looking for one article only to find that issue damaged or worse yet missing End your worries and organize your Sport library with these new EAA Sport Aviation binders Store a complete years worth of Sport Aviation without worry These attractive high-quality binders are extremely durable and are available in deep blue with gold-colored lettering

BINDERS $995 each 3 for $2795 6 for $5295 (plus shipping)

Wis residents add 5 sales tax To order call

1-800-843-3612 or write

Sport Binder P O Box 3086 Oshkosh WI 54903-3086

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ Cub Taylorcraft Stearman etc Military reconditioned $575 to $975404478-2310 (c-11194)

Popular Aviation Aero Digest Aviation Sportsman Pilot and other vintage aeronaushytical magazines from 1920s 1930s and 1940s Have several thousand available Also other 1915-1950 plane and pilot items Buy - sell - trade 44-page catalog airmailed to you $5 Jon Aldrich Airport Box-9 Big Oakflat CA 95305 phone 209962-6121 (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg Ctr Inc 414235-0990 Oshkosh Wisconsin (c-695)

ENGINES

TAILDRAGGER AND BIPLANE LOVERS NEW HIGH QUALITY VIDEOS FROM ENGshyLAND A TAILDRAGGERS AND FARMSTRIPS Pipers J-3 and J-5 CUBS display tailwheel flying and short field landing techniques From grass runways and farmers fields take an aerial tour of rolling English countryside A TIGERS TALE tells a fascinating story of the classic TIGER MOTH featuring Christopher Reeve - a must for those who love open cockpit flying Only $19_95 each plus $375 SampH for one tape and $1 for second tape 1-800-770-0747 Mail VC Marketing 40 Kitty Hawk East Richmond TX 77469 (Tx Res and 7-14 tax) ASK ABOUT OUR PREVIEW TAPE FEATURING 25 EXCITING AVIATION VIDEO PREVIEWS (c1094)

30 AUGUST 1994

AVIATION UNLIMITED AGENCY

BecoIne A Metnber Of The BAA AntiqueClassic Insurance PrograIn

BENEFITS INCLUDE Call Today bull Lower lJability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions bull No Component Parts Endorsements bull A+ Company with In-House Claims ~~

Service bull Option to Repair Your Own Aircraft

APPRDVFn

Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qir~RODUCTS INC 259 Lower Morrisville Rd Dept VA -Fallsington PA 19054 (215) 295-4115 ~

LEXANDER ~ EROPLANE COMPANY INC

Our Main Product is Service

bull Hardware bull Airframe Parts bull Interiors amp Covering Materials

bull Presewn Fabric Envelopes

Call 1-800-831-2949 for a FREE Catalog and

Subscription to Aeroplane News

Ask about our Workshops 2-Full Days of Detailed Classroom

and Hands-On Instruction

for only $15O

Your Choice Fabric Covering Composite Basics Welding or Sheet Metal Basics

PO Box 909 bull Griffin Ga bull Fax 404-229-2329

32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

AVIATION UNLIMITED AGENCY

BecoIne A Metnber Of The BAA AntiqueClassic Insurance PrograIn

BENEFITS INCLUDE Call Today bull Lower lJability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions bull No Component Parts Endorsements bull A+ Company with In-House Claims ~~

Service bull Option to Repair Your Own Aircraft

APPRDVFn

Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qir~RODUCTS INC 259 Lower Morrisville Rd Dept VA -Fallsington PA 19054 (215) 295-4115 ~

LEXANDER ~ EROPLANE COMPANY INC

Our Main Product is Service

bull Hardware bull Airframe Parts bull Interiors amp Covering Materials

bull Presewn Fabric Envelopes

Call 1-800-831-2949 for a FREE Catalog and

Subscription to Aeroplane News

Ask about our Workshops 2-Full Days of Detailed Classroom

and Hands-On Instruction

for only $15O

Your Choice Fabric Covering Composite Basics Welding or Sheet Metal Basics

PO Box 909 bull Griffin Ga bull Fax 404-229-2329

32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS

Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qir~RODUCTS INC 259 Lower Morrisville Rd Dept VA -Fallsington PA 19054 (215) 295-4115 ~

LEXANDER ~ EROPLANE COMPANY INC

Our Main Product is Service

bull Hardware bull Airframe Parts bull Interiors amp Covering Materials

bull Presewn Fabric Envelopes

Call 1-800-831-2949 for a FREE Catalog and

Subscription to Aeroplane News

Ask about our Workshops 2-Full Days of Detailed Classroom

and Hands-On Instruction

for only $15O

Your Choice Fabric Covering Composite Basics Welding or Sheet Metal Basics

PO Box 909 bull Griffin Ga bull Fax 404-229-2329

32 AUGUST 1994

SDrucingUp1heGoose

When it goes on display again the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber The AirVenture Museum people want them to last and Poly-Fiber will On the Goose and on your airplane too Watch for announcements of future Poly-Fiber builder workshops Fmd out how easy it really is to do it yourself

The Benchmark 01 Aircrah labric Covering Systems

Customer Service 800-362-3490 Em]Other Stuff 909-684middot4280

Post Office Box 3129 Riverside California 92519 Aircraft Coatigs

UTLITJ SEAVa po box 468 madison north carolina 27025 (919) 427-0216

rANI( PAINIiNb AND REPAIRING

SANotlASTlNG TANK LINUS AND COAIINGS PREVENTIVE TANK MAINHNANCE INVCIION SUVICE LADDER SAfETY EQUIPMENr

RESERVOIR liNERS AND _OOfS

DISMANTlING AND MOVING TANKS

NEW USED AND RECONDITIONED rANKS